The Golden Age of Narrow-Gauge Railways in Hungary after World War II until the Transport Policy Concept of 1968, Through the Example of the Szerencs-Prügy Narrow-Gauge Railway

The purpose of my study. The main target of my study was to survey the golden age of the Hungarian narrow-gauge railways from the and of WWII until the Transport Policy Concept of 1968. Beside the survey, I examined the impact of the Transport Policy Concept of 1968 on the narrow -gauge railways, especially at the Szerencs-Prügy narrow-gauge railway. Applied methods. Literature review including the history of the Hungarian narrow-gauge railways in the time frame of World War II and 1968. We involved sources from monographies, our own data from researches of archives, especially from MÁV Archive, and local newspapers of the above mentioned period. Outcomes. After WWII ended, notable narrow-gauge railway constructions begun, so we can call apostrophe the quarter century as the second golden age there history, however from the early 1960’s the communist regime did not sympathize with narrow-gauge railways (New Economic Mechanism in 1968). Therefore the railway system, which was more than 5000 kilometres long before, constantly began to diminish. Nowadays only 5% of the original system has left (245 kilometers) and today narrow-gauge railways – beside four lines - have only touristical funtion. Economic policy recommendations. With the implementation of the transport policy concept, 30% of the low-traffic lines and stations were closed by diverting their traffic to the road. These measures have done a lot of damage to domestic transport. The rate of closure of the sidelines was well above the level of similar measures of the European railways, but the road development did not take place to the extent planned and the loading engineering and other development measures necessary for the successful implementation of the concept were largely cancelled. The leftover railway network could not become an engine for the development of transport, its performances decreased and road transport took over the tasks of the railways even in areas where the railway proved to be more uneconomic.

Evaluation of Transport and Location Policies to Realize the Carbon-Free Urban Society

The Japanese Government has declared that it will become carbon-free by 2050. Urban planning to realize a carbon-free society is proposed in the context of urban transport policy, which are policies to agglomerate urban facilities and link among them by public transport. However, transport and location policies to regulate land use are afraid to generate an economic loss. It is important to evaluate not only the effects of reducing GHG emissions but also economic influence. In this paper, we built the Computable General Equilibrium and Urban Economic (CGEUE) model, which modeled the transport and location behavior of each economic agent for a detailed area explicitly. We evaluated some transport and location policies such as (1) conversion from fossil fuel vehicles to electric vehicles, (2) improvement of public transport, (3) environmental tax and (4) making city compact by using the CGEUE model. As a result, it can be concluded that the combination policy of improving the public transport policy and environmental tax is the most effective under the conditions of these simulation results.

Accessibility in Aotearoa: A Mixed-Methods Study of Low-Emissions Transport Demand in the Greater Wellington Region

<p>Like many nations, Aotearoa New Zealand’s land-use and transport development has prioritised planning for mobility, movement, over accessibility, access. This has contributed to an auto-centric transportation system and a high national road emissions profile. In light of the imminent threat of catastrophic climate change, a low-emissions transport sector transition is needed. Understanding how and why people travel is a critical prerequisite for achieving this shift. Planners and policymakers increasingly recognise that transport demand is fundamentally influenced by the desire for access over movement. An accessibility-based framework aligns with this interpretation and supports analysing personal and contextual drivers of transport demand. Policymakers tasked with promoting a low-emissions transport sector transition are seeking to identify existing low-emissions transport uptake constraints and potential avenues for their improvement. Using a mixed-methods approach, this thesis addresses an existing gap in the literature by analysing low-emissions transport demand in the Greater Wellington Region (GWR), informed by an accessibility-based framework. Survey responses supplied quantitative data on user-based needs, abilities, and attitudes towards GWR low-emissions transport options. Practicality – the degree to which a transport option facilitates access in reasonable time, at reasonable cost, and with reasonable ease – was found to be the strongest predictor of ability to use low-emissions transport. Qualitative data was also collated from stakeholders knowledgeable of transport policy and planning at the local, regional, and central government level. This provided insight into GWR low-emissions transport supply and oversight, as well as the impact of land-use policies, transport policy and funding structures, and governance agendas and capabilities. These findings support augmenting low-emissions transport with an accessibility orientation, but also reveal the challenges of doing so within current governance structures.</p>

Accessibility in Aotearoa: A Mixed-Methods Study of Low-Emissions Transport Demand in the Greater Wellington Region

<p>Like many nations, Aotearoa New Zealand’s land-use and transport development has prioritised planning for mobility, movement, over accessibility, access. This has contributed to an auto-centric transportation system and a high national road emissions profile. In light of the imminent threat of catastrophic climate change, a low-emissions transport sector transition is needed. Understanding how and why people travel is a critical prerequisite for achieving this shift. Planners and policymakers increasingly recognise that transport demand is fundamentally influenced by the desire for access over movement. An accessibility-based framework aligns with this interpretation and supports analysing personal and contextual drivers of transport demand. Policymakers tasked with promoting a low-emissions transport sector transition are seeking to identify existing low-emissions transport uptake constraints and potential avenues for their improvement. Using a mixed-methods approach, this thesis addresses an existing gap in the literature by analysing low-emissions transport demand in the Greater Wellington Region (GWR), informed by an accessibility-based framework. Survey responses supplied quantitative data on user-based needs, abilities, and attitudes towards GWR low-emissions transport options. Practicality – the degree to which a transport option facilitates access in reasonable time, at reasonable cost, and with reasonable ease – was found to be the strongest predictor of ability to use low-emissions transport. Qualitative data was also collated from stakeholders knowledgeable of transport policy and planning at the local, regional, and central government level. This provided insight into GWR low-emissions transport supply and oversight, as well as the impact of land-use policies, transport policy and funding structures, and governance agendas and capabilities. These findings support augmenting low-emissions transport with an accessibility orientation, but also reveal the challenges of doing so within current governance structures.</p>

Regulatory Frameworks, Policies, Norms and Standards

This chapter provides a review of policies, strategies, and regulations in the transport sector. The narrative plays out in terms of outlining national, provincial, and local application dimensions and impacts of transport using green transport lenses. The different application scales for transport policies, strategies and regulations as enunciated through different spheres of government constitutes the main thread of the discussion. In any case, the impact and outcomes of government and non-governmental transport intervention are discussed from a green transport perspective. Complementary to this, the role and scope for norms and standards in promoting green transport policy, innovation and activities is outlined. A thematic approach is used in unpacking green transport issues with respect to transport in Limpopo province. The analysis is anchored within the green transport systems theory of innovation framework.

The Populist and Institutionalist Logics of Anti-Expressway Campaigns in Aotearoa New Zealand

This article focuses on the opposition to the New Zealand Government’s Roads of National Significance programme to examine the individualistic and collective forms of political engagement that underpin contestation of expressway proposals and the challenges involved in forming an anti-expressway campaign that transcends locally based opposition. Utilising Ernesto Laclau’s notion of populism, it is argued that, in a post-political planning context, a reliance on an individualistic or institutionalist political strategy can restrain collective action and the development of effective supra-local or national campaigns. The populist and institutionalist logics underpinning the campaigns against the Kāpiti expressway proposal reveal the shared interests between activists and local opposition groups and the potential for progressive forms of populist action on environmental issues and transport policy.

Scenarios of Automated Mobility in Austria: Implications for Future Transport Policy

Developments in the field of automated mobility will greatly change our mobility and the possibilities to get from one place to another. This paper presents different scenarios for personal mobility in Austria, anticipating the possibilities and developments in the field of automated vehicles (AVs). The scenarios were developed using a systematically formalized scenario technique and expand the social and political discourse on automated mobility, which is currently characterized by a lack of experience and visibility as an established transport service. Using system dynamics modeling techniques, i.e., the Metropolitan Activity Relocation Simulator (MARS), impacts of the scenarios on the Austrian transportation system are estimated. The simulations show that, without suitable transport policy measures, automated mobility will lead to a significant increase in the volume of individual traffic and to modal shift effects with lower traffic volumes for public transport, walking and cycling. In addition, without a link between AVs and post-fossil propulsion systems, increases in pollutant emissions can also be expected. In contrast, the simulation results of an increased use of AVs in public transport show positive effects for the support of a more sustainable mobility. Hence, transport policy measures accompanying the introduction and development of automated vehicles will be needed in the future to reach a sustainable development.

Analysis of available shared transport solutions in Krakow

Sharing modes of transport in Kraków: in the context of the transport policy of large cities, it is worth noting sharing as an increasingly common method of transport. The policy of sharing: cars, scooters, bicycles and motor scooter has become an important way to complement public transport. The aim of this paper is to analyse the available shared transport modes used by Krakow residents and their impact on the environment, over the last few years. The increase in popularity of available shared transport solutions is due, among other things, to their availability and relatively low cost of use. This solution is a response to the needs of modern cities and has a positive impact on the environment.

The EcoMobileum: Experiencing the World of Environmentally Friendly Urban Mobility

With its sights set on sustainable development, transport policy finds itself confronted with the challenge of convincing people to abandon the current path of growth and instead use small, slower vehicles with a reduced range in the future. The problem with this goal is that people's mental structures are shaped by the car ensconced in their heads. Thinking in other terms hardly seems possible; moreover, many of the products classified as vehicles, but smaller in scale than the "car" and that already exist, remain unknown, nor can they be tried out - they are quite literally nowhere to be seen. In light of this situation, the German Federal Environmental Foundation has commissioned a feasibility study to explore the establishment of a World of Experience (Erlebniswelt) of sustainable urban mobility - the EcoMobileum&reg;. Here, the aim is to open up the horizons of a new culture of mobility in order to get people excited about the transformation of mobility.