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This study explores the complex process of transit and land-use integration in rapidly growing cities in developing countries. It first identifies barriers to and opportunities for effective coordination of transit infrastructure and urban development. It then recommends a set of policies and implementation measures for overcoming these barriers and exploiting these opportunities. Well-integrated transit and land development create urban forms and spaces that reduce the need for travel by private motorized vehicles. Areas with good access to public transit and well-designed urban spaces that are walkable and bikeable become highly attractive places for people to live, work, learn, play, and interact. Such environments enhance a city's economic competitiveness, reduce local pollution and global greenhouse gas emissions, and promote inclusive development. These goals are at the heart of transit-oriented development (TOD), an urban form that is increasingly important to sustainable urban futures. This book uses a case study approach. It draws lessons from global best-case examples of transit-oriented metropolises that have direct relevance to cities in developing countries and elsewhere that are currently investing in bus rapid transit (BRT) and other high-capacity transit systems. It also reports the results of two original in-depth case studies of rapidly growing and motorizing cities that introduced extended BRT systems: Ahmedabad, India and Bogota, Colombia. Two shorter case studies enrich the understanding of factors that are critical to transforming cities with transit.

A must-read for transit buffs, From a Nickel to a Token chronicles twenty specific events in the history of New York City's mass transit systems between 1940 and 1968, including large numbers of rare photos. Streetcars \"are as dead as sailing ships,\" said Mayor Fiorello LaGuardia in a radio speech, two days before Madison Avenue's streetcars yielded to buses. LaGuardia was determined to eliminate streetcars, demolish pre-1900 elevated lines, and unify the subway system, a goal that became reality in 1940 when the separate IRT, BMT, and IND became one giant system under full public control. In this fascinating micro-history of New York's transit system, Andrew Sparberg examines twenty specific events between 1940 and 1968, book ended by subway unification and the MTA's creation. From a Nickel to a Token depicts a potpourri of well-remembered, partially forgotten, and totally obscure happenings drawn from the historical tapestry of New York mass transit. Sparberg deftly captures five boroughs of grit, chaos, and emotion grappling with a massive and unwieldy transit system. During these decades, the system morphed into today's familiar network. The public sector absorbed most private surface lines operating within the five boroughs, and buses completely replaced streetcars. Elevated lines were demolished, replaced by subways or, along Manhattan's Third Avenue, not at all. Beyond the unification of the IND, IRT, and BMT, strategic track connections were built between lines to allow a more flexible and unified operation. The oldest subway routes received much needed rehabilitation. Thousands of new subway cars and buses were purchased. The sacred nickel fare barrier was broken, and by 1968 a ride cost twenty cents. From LaGuardia to Lindsay, mayors devoted much energy to solving transit problems, keeping fares low, and appeasing voters, fellow elected officials, transit management, and labor leaders. Simultaneously, American society was experiencing tumultuous times, manifested by labor disputes, economic pressures, and civil rights protests. Featuring many photos never before published, From a Nickel to a Token is a historical trip back in time to a multitude of important events.

The importance of transport corridors for trade and development, including for some of the poorest countries in the world, is widely recognized in this book. A new consensus has also emerged that reducing trade costs and improving access to corridors is not just a matter of building infrastructure. The policies that regulate transport services providers and the movement of goods along corridors are important determinants of the social rate of return on such infrastructure investment. This book avoids optimistic assumptions regarding the prospects for new high-level agreements and decisions to facilitate transit or the possible benefits from increased use of technology. Instead, the authors argue that much can be done through the implementation of readily available existing tools. The use of these tools is often hampered by not only capacity constraints; but, equally if not more important, a lack of commitment. Political economic factors in both the landlocked countries and their transit neighbors must be recognized and addressed. This book offers examples of possible implementation strategies that, while challenging, should in principle help in overcoming these political economic constraints. The main message is that to bring about efficient trade corridors governments and stakeholders should focus on properly implementing the fiscal, regulatory, and procedural principles for international transit that encourage quality-driven logistics services. The various implementation challenges are the primary focus of this book.

Regional PM.sub.2.5 transport is an important cause of atmospheric environment change. However, the variations in regional PM.sub.2.5 transport on a synoptic scale with meteorological drivers have been incomprehensively understood. Therefore, this study is targeted at the quasi-weekly oscillation (QWO) of regional PM.sub.2.5 transport over central and eastern China (CEC) with the influence of synoptic-scale disturbance of the East Asian winter monsoon (EAWM) circulation. By constructing the data of daily PM.sub.2.5 transport flux in CEC in the winters of 2015-2019, we utilize the extended empirical orthogonal function (EEOF) decomposition and other statistical methods to extract the moving spatial distribution of regional PM.sub.2.5 transport over CEC, recognizing the QWO in regional PM.sub.2.5 transport with the spatial-temporal variations over CEC. The source-receptor relationship in regional transport of PM.sub.2.5 is identified with the 2 d lag effect of the North China Plain, as the upwind source region, on the PM.sub.2.5 pollution change in the Twain-Hu Basin, as the downwind receptor region in central China. The QWO of regional PM.sub.2.5 transport over CEC is regulated by the synoptic-scale disturbance of the EAWM circulation with the periodic activities of the Siberian high. These findings provide new insights into the understanding of regional PM.sub.2.5 transport with the source-receptor relationship and the meteorological mechanism in atmospheric environment change.

We report on James Webb Space Telescope (JWST) commissioning observations of the transiting exoplanet HAT-P-14 b, obtained using the Bright Object Time Series (BOTS) mode of the NIRSpec instrument with the G395H/F290LP grating/filter combination (3–5 μ m). While the data were used primarily to verify that the NIRSpec BOTS mode is working as expected, and to enable it for general scientific use, they yield a precise transmission spectrum which we find is featureless down to the precision level of the instrument, consistent with expectations given HAT-P-14 b’s small scale-height and hence expected atmospheric features. The exquisite quality and stability of the JWST/NIRSpec transit spectrum—almost devoid of any systematic effects—allowed us to obtain median uncertainties of 50–60 ppm in this wavelength range at a resolution of R = 100 in a single exposure, which is in excellent agreement with pre-flight expectations and close to the (or at the) photon-noise limit for a J = 9.094, F-type star like HAT-P-14. These observations showcase the ability of NIRSpec/BOTS to perform cutting-edge transiting exoplanet atmospheric science, setting the stage for observations and discoveries to be made in Cycle 1 and beyond.

Strong public and political support for mass transit in the U.S. is based on lofty goals, including congestion reduction, economic development, aesthetics, sustainability, and much more. Yet, as is the case in many areas of public policy, the pursuit of multiple and broad objectives, however worthy, can diffuse efforts and fail to achieve desired results. Moreover, these goals suggest a lack of focus on the needs of transit riders themselves, particularly the poor and transit dependent. We examine this by combining data from the National Household Travel Survey, the National Transit Database, the American Public Transportation Association, and a survey we conducted of 50 U.S. transit operators. First, we find that while rail transit riders in the aggregate are approximately as wealthy as private vehicle travelers, bus patrons have far lower incomes, and this disparity is growing over time. Second, few transit agencies publicly identify serving the poor or minorities as a goal, instead focusing on objectives that appeal to more affluent riders and voters as a whole. Finally, in recent decades transit spending priorities have been slanted away from bus service and towards commuter-oriented rail services favored by the wealthier general voting public, although most members of this group rarely if ever ride transit. We contend that efforts to secure popular support for transit subsidies stifle agencies’ ability to acknowledge transit’s critical social service function and serve the needs of its core demographic. While such strategies make sense politically, underserving the poor may be poor public policy.

Transit oriented development (TOD) is a land-use and transport integrated urban planning strategy that is highly acclaimed for promoting sustainable city development. This review aims to identify the problems regarding adoption of TOD standards or guidelines formulated by developed countries in developing countries, such as India, and the necessity of conducting adaptability studies on TOD influence areas. The existing studies show that the size of the influence area varies among different cities and travel modes. Accordingly, no single size influence zone is suitable for all cases. This review highlights the necessity of carefully considering the spatial extent of influence areas and modes other than walking as access or egress modes in the Indian context. Moreover, this review aims to provide insight on how to plan TOD in the context of developing countries, because the mobility patterns in these countries differ considerably from those in the developed world.

Transportation is one of the biggest challenges facing the Bay Area today. To build good transit, the discussion needs to focus on what matters -- quality of service, a range of transit riders, the role of buildings, streets and sidewalks, and, above all, getting transit in the right places.

Policymakers are regularly confronted by complaints that ordinary people are left out of the planning and managing of complex infrastructure projects. In this book, Sebastián Ureta argues that humans, both individually and collectively, are always at the heart of infrastructure policy; the issue is how they are brought into it. Ureta develops his argument through the case of Transantiago, a massive public transportation project in the city of Santiago, proposed in 2000, launched in 2007, and in 2012 called \"the worst public policy ever implemented in our country\" by a Chilean government spokesman. Ureta examines Transantiago as a policy assemblage formed by an array of heterogeneous elements -- including, crucially, \"human devices,\" or artifacts and practices through which humans were brought into infrastructure planning and implementation. Ureta traces the design and operation of Transantiago through four configurations: crisis, infrastructuration, disruption, and normalization. In the crisis phase, humans were enacted both as consumers and as participants in the transformation of Santiago into a \"world-class\" city, but during infrastructuration the \"active citizen\" went missing. The launch of Transantiago caused huge disruptions, in part because users challenged their role as mere consumers and instead enacted unexpected human devices. Resisting calls for radical reform, policymakers insisted on normalizing Transantiago, transforming it into a permanent failing system. Drawing on Chile's experience, Ureta argues that if we understand policy as a series of heterogeneous assemblages, infrastructure policymaking would be more inclusive, reflexive, and responsible.