An analysis of the problem of co-ordination in the development of an integrated public transport system in Hong Kong

This paper shows the results of an in-depth techno-economic analysis of the public transport sector in a small to midsize city and its surrounding area. Public battery-electric and hydrogen fuel cell buses are comparatively evaluated by means of a total cost of ownership (TCO) model building on historical data and a projection of market prices. Additionally, a structural analysis of the public transport system of a specific city is performed, assessing best fitting bus lines for the use of electric or hydrogen busses, which is supported by a brief acceptance evaluation of the local citizens. The TCO results for electric buses show a strong cost decrease until the year 2030, reaching 23.5% lower TCOs compared to the conventional diesel bus. The optimal electric bus charging system will be the opportunity (pantograph) charging infrastructure. However, the opportunity charging method is applicable under the assumption that several buses share the same station and there is a “hotspot” where as many as possible bus lines converge. In the case of electric buses for the year 2020, the parameter which influenced the most on the TCO was the battery cost, opposite to the year 2030 in where the bus body cost and fuel cost parameters are the ones that dominate the TCO, due to the learning rate of the batteries. For H2 buses, finding a hotspot is not crucial because they have a similar range to the diesel ones as well as a similar refueling time. H2 buses until 2030 still have 15.4% higher TCO than the diesel bus system. Considering the benefits of a hypothetical scaling-up effect of hydrogen infrastructures in the region, the hydrogen cost could drop to 5 €/kg. In this case, the overall TCO of the hydrogen solution would drop to a slightly lower TCO than the diesel solution in 2030. Therefore, hydrogen buses can be competitive in small to midsize cities, even with limited routes. For hydrogen buses, the bus body and fuel cost make up a large part of the TCO. Reducing the fuel cost will be an important aspect to reduce the total TCO of the hydrogen bus.

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Multi-occupation segregation through London's tube network

Environment and Planning A Economy and Space ◽

10.1177/0308518x211027172 ◽

2021 ◽

pp. 0308518X2110271

Author(s):

Yao Shen ◽

Yiyi Xu ◽

Zhuoya Huang

Keyword(s):

Public Space ◽

Transport System ◽

Public Transport ◽

Social Performance ◽

Modern Society ◽

City Centre ◽

Segregation Index ◽

The Public ◽

Public Transport System ◽

Transfer Stations

As an extension of public space, the public transport system in modern society is an arena for cross-group interactions. Uncovering social segregation in public transport space is an essential step in shaping a socially sustainable transport system. Based on 2011 origin–destination flow data for London, we simulate the working flows between each pair of connected tube stations for every occupation with minimised transfer times and travelling hours and calculate the multi-occupation segregation index for all tube stations and segments. This segregation index captures the density and diversity aspects of the working population. The results demonstrate that segregation levels vary significantly across stations, lines, and segments. Transfer stations and tube segments in the city centre do not necessarily have lower levels of segregation. Those stations or segments close to a terminus can also be socially inclusive, e.g., Heathrow. Victoria is the line with the lowest levels of segregation, and Green Park is the most socially inclusive station during commuting peaks. The proposed mapping approach demonstrates the spatial complexity in the social performance of the public transport system and provides a tool for implementing relevant policy with improved precision.

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The Evaluation of Transport Exclusion in the Peripheral Cross-Border Areas of Central Europe in the Context of Applicability of Information-Based Carpooling

Sustainability ◽

10.3390/su13063440 ◽

2021 ◽

Vol 13 (6) ◽

pp. 3440

Author(s):

Michał Baran ◽

Duszan Józef Augustyn

Keyword(s):

Transport System ◽

Public Transport ◽

Service Providers ◽

Negative Impact ◽

Industrial Society ◽

Public Transport System ◽

Development Plans ◽

Border Areas ◽

Peripheral Areas ◽

Post Industrial

The phenomenon of social exclusion caused by transport exclusion is one of the main causes of social problems in peripheral areas, as well as a major organizational challenge for public service providers and all organizations operating in the areas where this problem occurs. Transport exclusion has a negative impact on the dynamics of socioeconomic processes and may interfere with sustainable development plans of stakeholders operating in a given area. The phenomenon is characterized by particular intensity in peripheral border localities with a low population density and outdated public transport system (established in the past to meet the needs of industrial society). The aim of this analysis is to present the basic principles of a conceptual model that combines the estimation of the scale of the transport exclusion phenomenon (in accordance with the specificity of peripheral border areas) with the idea of institutionalized carpooling based on effective information management. The usefulness of the said model underwent verification with respect to the possibility of estimating the scale of transport exclusion in peripheral border areas based on the example of the Polish–Slovak border area (Lesko Commune and Snina District). During the course of the research, factors characterizing the currently functioning public transport system were also indicated. They proved the system’s inadequacy for the challenges faced by the post-industrial society.

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