Transport Planning

Calibration and validation of dynamic assignment models to simulate urban road transport systems in ordinary conditions are still an open issue. This problem is further emphasized in the case of transport systems analysis in emergency conditions, as there are no standardised methods and there is a lack of experience of real-world applications. The paper presents a DA model and a procedure able to simulate transport supply and transport supply – travel demand interaction of an urban road transport system in emergency conditions. The transport supply models are calibrated and validated through traffic data observed during a real-world evacuation experiment conducted in the town of Melito di Porto Salvo (Italy). The DA model has been applied in order to reproduce the observed real-world evacuation experiment and a set of indicators for testing the performance of a road network in emergency conditions is estimated. We think that the findings reported in the paper represent a contribution in the field of transportation systems analysis in emergency conditions at urban scale. The specified and calibrated DA model and the applied set of indicators can be a useful tool to support the planning and management of road networks and mobility in emergency conditions.

The ambition for this inaugural edition of The Oxford Handbook of Megaproject Management is to become the ultimate source for state-of-the-art scholarship in the emerging field of megaproject management. The book offers a rigorous, research-oriented, up-to-date academic view of the discipline based on high-quality data and strong theory. Until lately, the literature in this new field was scattered over a large number of publications and disciplines making it difficult to obtain an overview of the history, key issues, and core readings. Megaproject Planning and Management: Essential Readings, Vols. I-II (2014) assembled the key historical texts in the field. Now the Oxford Handbook of Megaproject Management has been designed to provide the most important contemporary readings. Taken together, the two books are intended to map out the best of what is worth reading in the megaproject management literature, past and present.

This paper starts by presenting a conceptualization of indicators and criteria that can be used to describe traffic safety. This includes traffic exposure measures; dangerous incidents; accident, severity and damage risk rates; accident and casualty based severity rates as well as criteria describing safety culture. In addition, a categorization of the main causes of traffic accidents and their possible effects on traffic safety are presented.
In this context, the paper attempts to assess the traffic safety conditions for rural roads in Egypt. This is done through a three-step procedure. First, a set of generic descriptive criteria that can be used to assess and compare the road safety culture is proposed. These criteria are applied in an attempt to semantically assess the traffic safety culture in Egypt. The second step starts by reviewing and categorizing the main traffic safety indicators that can be computed as well as identifying their data requirements. Deaths per million vehicle kilometers are obtained for Egypt, three other Arab countries and 6 of the G-7 countries. These were compared in an effort to determine the traffic safety position of Egypt.
Finally, the third step for assessing traffic safety for rural roads in Egypt is concerned with presenting a detailed tabular analysis of accident causes. This analysis is based on all accident records collected in
1998 for the five considered rural roads in Egypt. More than 26 causes are included. These are categorized under six main categories, namely driver related, pedestrian related, vehicle related, road related, environment-related causes and other causes. The paper concludes by presenting, in a tabular form, an integrated traffic safety package composed of various policies, measures and actions targeted to improve traffic safety on rural roads in Egypt. These are categorized in accordance with the concerned authority agency responsible for implementation.

This document analyzes ways to improve rural mobilization, by providing means of transportation, and affordable services for rural populations in developing countries, who by and large, lack access to transport infrastructure, and services, aggravating socioeconomic development, and poverty conditions. Several factors hamper the development of transport mobilization, and influence promotion efforts, despite budgets supporting transports improvements. In addition, markets do not provide transport services to regions where the demand is weak, i.e., the poorest segments, and less mobile communities are left behind. An integrated approach is deemed necessary, if investments are to provide sound economic and social improvements. Expansion of road networks is certainly important, though not at the expense of secondary roads, and rural roads, while the importance of private, and commercial transportation means (be it motorized or not) should neither be disregarded. Rather, favorable polici...

This book reveals and discusses existing and potential problems derived from the transport economics domain in relation to their environment, and the social, political and economic impacts, with reference to a wide range of transport modes. It is suitable not only for academics or students, but also for people working in the transport industry. From this book, readers will learn how to apply economic principles to transport, drawing specifically upon a number of case studies of different areas of Great Britain. This book is particularly useful for those who are interested in the subject of transport economics, but may not have studied economics, statistics or mathematics.

Resumo: A Região Metropolitana de Florianópolis possui um dos índices mais altos de utilização do veículo individual motorizado no país. Nesse cenário está sendo proposta a priorização do transporte coletivo através da implantação de uma rede de corredores de Bus Rapid Transit (BRT). Esse artigo tem como objetivo demonstrar o uso do Sistema de Informação Geográfica (SIG) no planejamento de transportes, notadamente no estudo de localização de estações em corredores de BRT na região de estudo. As análises realizadas com apoio do SIG direcionaram a localização de estações de transporte coletivo, relacionando variáveis urbanas, econômicas e sociais, se mostrando uma ferramenta importante na tomada de decisão. Palavras-chave: Sistemas Abstract The metropolitan region of Florianópolis has one of the highest rates of use of individual motor vehicle in the country. In this cenario there is the proposition to give priority to public transit through a network of Bus Rapid Transit (BRT) corridors. This article has the objective to demonstrate of using Geographic Information Systems (GIS) in transport planning, specifically in the analysis of the location of BRT corridors stations in the area of study. The analyzes carried out with the support of GIS directed location of public transport stations , linking urban , economic and social variables , showing an important tool in decision making .

Housing has always been about privilege and scarce resources, since it has exchange as well as use value. One of those scarcities is the locational advantage of access to home, work and other amenities. Sydney's transport and housing has been through several distinct phases: first focused on privileged access to scarce transport routes, then on a relatively egalitarian tram network, followed by the model of car-based suburbia which became increasingly unworkable and inegalitarian. The article identifies an emerging model where decent public transport itself becomes a bankable asset with speculative exchange value. This article briefly describes the earlier stages before exploring the new model, which is only now becoming clear from New South Wales government decisions about metro and light rail transport routes, from Rouse Hill to Bankstown and Parramatta to Strathfield.

In an interview with Project Magazine, Bent Flyvbjerg describes the challenges, causes, and cures of risk in major project management. Main challenges identified are benefit shortfalls, cost overruns, and schedule overruns. Root causes of risk are argued to be optimism bias and strategic misrepresentation. Finally, reference class forecasting and incentive alignment are presented as effective cures that will help major projects succeed.

O governo brasileiro tem investido e deveria investir ainda mais em infraestrutura de transporte. De acordo com as leis ambientais, esse tipo de empreendimento exige um estudo de impacto ambiental (EIA). No entanto, o EIA é uma medida reguladora aplicada pós-projeto, o que permite limitadas mudanças no projeto. Para aumentar a viabilidade ambiental, as alterações deveriam ser feitas nas etapas iniciais do projeto no contexto do planejamento estratégico regional ou nacional. Para o setor de transportes, o Plano Nacional de Logística e
Transporte (PNLT) recomenda objetivos, metas e planos para ampliação da infraestrutura do Brasil no futuro. Nós avaliamos a abordagem dos aspectos ambientais como apresentada nos três relatórios do PNLT de 2007, 2009 e 2012. O primeiro relatório (2007) resumiu a trajetória do planejamento de transportes no Brasil, desde o período da ditadura militar nos anos 1970, mostrando a necessidade de considerar os impactos ambientais dos projetos de transporte e de respeitar as leis ambientais. Os relatórios posteriores indicaram a necessidade ampliar a matriz modal de transporte, que até o momento está concentrada em rodovias, e mencionaram a
importância da Avaliação Ambiental Estratégica (AAE). O instrumento AAE permitiria identificar, antecipadamente,
os efeitos cumulativos e sinérgicos de projetos como previsto no PNLT, entretanto, ele permanece ainda como uma proposta de aprimoramento na legislação ambiental brasileira. Acreditamos que usando a AAE, orientada pelo Zoneamento Ecológico-Econômico (ZEE) e alguns conceitos básicos de Ecologia de Paisagens e Ecologia de Estradas, a proteção de regiões ambientalmente vulneráveis e de áreas prioritárias
para conservação da biodiversidade no Brasil guiariam efetivamente os objetivos, metas e planos do PNLT.

Abstract: The car is the second (40%) most common mode of transportation in Malaysia. The rapid increase in the use of personal transportation has its roots in the weak Malaysian public transport system. As a result, traffic congestion, accidents, air pollution and need for parking space among other evils, have escalated. In this study, policies aimed at discouraging the use of private transportation were studied.

Геополитика – это власть пространства. Именно эта емкая формула лучше всего выражает сущность некогда запретной, а ныне столь модной в нашей стране дисциплины. Для России – самой большой страны в мире, протянувшейся от Балтики и Черного моря до Тихого океана и от полярных морей до Кавказа и Каспия, эта власть как нигде важна и ощутима. Власть пространства проявляется через серию вызовов, на которые цивилизация должна давать ответ; способность каждый раз находить адекватный ответ на постоянно возникающие вызовы является залогом не только движения вперед, но и выживания цивилизации как таковой. Здесь работает бессмертная формула, с которой Алиса была вынуждена познакомиться в Зазеркалье: «приходится бежать со всех ног, чтобы только остаться на том  же месте; если же хочешь попасть в другое место, тогда нужно бежать по меньшей мере вдвое быстрее» (Льюис Кэрролл. Алиса в Зазеркалье). Арнольд Тойнби, предложивший парадигму «вызов и ответ» для описания эволюции человеческих сообществ, отмечал, что «чем сильнее вызов, тем оригинальней и созидательней ответ» поскольку «постоянное напряжение» стимулирует «жизненную силу … для новых ответов на вызовы» (Арнольд Тойнби. Постижение истории).
Иерархия геополитических вызовов носит сложный, многоуровневый характер. Важность их изучения напрямую связана с необходимостью выработки квалифицированных ответов и создания долгосрочной стратегии развития, что требуется для последовательного движения России вперед. Особая важность геополитического анализа для России обусловлена той ролью, которую пространственный фактор традиционно играл и продолжает играть в жизни нашей страны. Взгляд на проблемы и перспективы развития России через призму геополитики не исключает, разумеется, других подходов, но должен применяться наряду с ними, как неотъемлемый элемент комплексной стратегии.
Двойственный характер самой геополитики, объединяющей географические и политические начала, служит основой для разделения геополитических вызовов на два типа. Первый тип составляют статические вызовы, длящиеся «из века в век» и являющиеся своеобразной производной от фундаментальных характеристик занимаемой цивилизацией или государством территории. Статические вызовы имеют географическую природу и выступают выразителями присущей геополитике пространственной непрерывности. Второй тип образуют динамические вызовы, возникающие в результате определенных политических, экономических или социальных трансформаций в критические точки развития существующей на данной территории цивилизации или государства. Динамические вызовы имеют ярко выраженный политический характер, описываемый через временну́ю изменчивость, также свойственную геополитике.
В жизни цивилизации или государства достаточно длительные и спокойные периоды, когда приходится иметь дело в основном с уже ставшими привычными статическими вызовами, чередуются с относительно непродолжительными хронологическими отрезками, когда во «взрывном порядке» появляются новые динамические вызовы. При этом вызовы обеих видов не существуют независимо друг от друга – возникающие раз за разом динамические вызовы надстраиваются над статическими, которые «были и будут всегда», усиливая и модифицируя их, открывая у них новые, подчас непредвиденные стороны.
Механизм выработки ответов на вызовы напрямую зависит от их характера. В качестве ответа на статические вызовы чаще всего используются традиционные методы и подходы, зарекомендовавшие себя на протяжении длительного времени в качестве части долгосрочной стратегии, пускай и не всегда институционально оформленной и осознаваемой. Свидетельством эффективности, разумеется, далеко не всегда абсолютной, традиционных методов является сам факт выживания цивилизации или государства в течение исторического времени. Динамические вызовы требуют выработки качественно новых, инновационных ответов или кардинальной модификации уже имеющихся методов. Подчас поиск ответов на динамические вызовы напоминает латание дыр (коим он, к сожалению, зачастую и является), хотя на самом деле это хорошая возможность для разработки осмысленной долгосрочной стратегии дальнейшего развития с учетом всех изменений, которые произошли в иерархии вызов в связи с надстраиванием динамических вызовов над вызовами статическими.

Tematem pracy jest analiza możliwości przedłużenia trasy tramwajowej na osiedle mieszkaniowe Różany Potok w Poznaniu. Celem pracy było opracowanie koncepcji oraz opracowanie wstępnego projektu przebiegu przedłużenia trasy tramwajowej wraz z zagospodarowaniem terenów wokół planowanej pętli tramwajowej.
W pracy przeanalizowano występujące warunki przyrodnicze, urbanistyczne i ekonomiczno-społeczne. Zbadane zostały też uwarunkowania transportowe i własnościowe występujące na opracowanym obszarze. Wytyczony został przebieg trasy oraz lokalizacja planowanych przystanków wraz zasięgiem ich dostępności dla mieszkańców. Wstępne oszacowanie kosztów poszczególnych robót pozwoliło określić kapitałochłonność całej inwestycji. Dla fragmentu trasy oraz terów otaczających projektowaną pętlę tramwajową został sporządzony projekt koncepcyjny spełniający obowiązujące normy i przepisy prawne wraz z wstępnymi rozwiązaniami technicznymi

The paper is devoted to the timetabling problem and interval synchronization in urban public communication, which is considered as an important issue in urban transport networks with long overlapping route segments. The main objective of interval synchronization is to determine the timetable of lines sharing route segments, so that the waiting time between arrivals of consecutive buses can be balanced. Although the experts agree on the objective, different approaches to the interval synchronization problem in urban public communication can be observed. In this paper approaches to this problem are reviewed from the perspective of specific goals adopted, models developed for the problem, and methods used for solving them.

This is an earlier and substantially lengthier version of the European Commission’s Green Paper on Ports and Maritime Infrastructure, which I had prepared as a member of Commissioner Neil Kinnock’s wise men group.

The Green Paper has often been described as the most influential port policy document ever produced by the EC. The current version does not in any way commit the European Commission and interested readers are advised to refer to the final version of the Green Paper as published by the EC.

The present work requires careful and persistent reading so that the reader bypasses the necessary bureaucratic 'superficiality' and identifies my core arguments which, I am happy to say, have not changed to the slightest in the 15 years since its publication. Many of these arguments had been described as ‘politically dangerous’ and, consequently, did not find their way into the Green Paper. I quote one of them in p.7 (emphasis added):

…The Commission’s White Paper on the future development of the common transport policy  laid down a new vision for transport policy, following the principle of sustainable mobility; i.e. a strategy that acknowledges the need for a more balanced transport system that would fulfil its economic and social role while, at the same time, containing its effects on the environment. The overall objective of such an approach, as clearly described by the European Parliament , is to …promote sustainable, efficient transport systems which meet the economic, social, environmental and safety needs of European citizens; help reduce regional disparities; and enable European business to compete effectively in world markets… Again, the ‘challenge’ is apparent: a more balanced  pan-European transport system with the above objectives is in stark contrast with hub-porting; concentration of traffic to selected ports; longer distances; and consequent transport externalities. It is thus increasingly felt that the European Commission needs to depart from its all-pleasing ‘statements’ and make hard-nosed decisions in order to effectuate its cohesion and regional development objectives which are the overarching ones…(unquote).

A closing note of caution on my use of the word 'superficiality': With remarkable consistency, European institutions involved in the maritime sector have been focusing all along on issues such as safety and environmental protection; issues which, among others, have allowed the proliferation of various monopolies in the port sector. I believe this has not happened accidentally. I believe instead that the focus on the ‘secondary’ has obscured and diverted attention from the ‘primary’, which comprises the ‘politically sensitive’ issues of port pricing; infrastructure financing; state aids; transparency of port accounts; and, finally, a European ‘port governance’ model.

In This work the efficient algorithm for optimal cargo transport of N types of containers with limited ship capacity, minimizing the transport costs, is being developed. It can be applied for transport planning on a voyage route with multiple loading ports and multiple ports of discharge. The problem is solved with network optimization approach that can be seen as the minimum cost multicommodity flow problem (MCMCF). The implemented algorithm is able to find appropriate load planning sequence and to ensure minimal loading, discharging and transshipment costs, but with fulfillment of cargo demands in a number of destination ports on the voyage route. Application of this efficient tool may significantly reduce transport costs and ensure maximal possible profit. It may improve the operation process in maritime transport technology.

Con frecuencia, los estudios sobre los desplazamientos de las personas en la ciudad se han encauzado desde la oferta de transportes. Con lo que el número de servicios, la velocidad o las características de los transportes, entre otras variables, han sido los elementos que han definido, buena parte, de las hipótesis de trabajo. Y lo que es más importante, muchas de las posteriores políticas públicas, desarrolladas en distintas ciudades, se han definido desde los medios de transportes (Herce y Magrinyà, 2002). Olvidándose de un hecho fundamental, el sujeto de análisis cuando se analiza la movilidad, nunca puede ser la oferta, sino el conjunto de desplazamientos que hacen las personas, es decir la demanda (Miralles-Guasch, 2002).
Analizar la suma de desplazamientos desde la demanda, en un ámbito territorial concreto, permite visualizar la estructura social de las personas que se mueven, desarrollar tipologías de demanda de transportes y establecer modelos de movilidad que tienen los diferentes colectivos. Así, desde la demanda se puede diferenciar la edad, el género y el grupo social de la población móvil, entre otros elementos.
Además, es la necesidad de moverse, de salir de un lugar para llegar a otro con el fin de realizar distintas actividades cotidianas, lo que inicia cualquier política de transportes. Sin olvidar que la oferta y la demanda son dos elementos que se relacionan de una manera interactiva, que se influyen recíprocamente (Yago, 1984; Offner, 1992). Las políticas de transporte, que condicionan los modelos de movilidad de la población, no son en ningún caso neutras ni favorecen igual todos los grupos poblacionales (Camagni et al. 2002).

This book seeks to better conceptualise and define mobility poverty, addressing both its geographies and socioeconomic landscapes. It moves beyond the analysis of 'transport poverty' and innovatively explores mobility inequalities and social construction of mobility disadvantages. The debate on mobility poverty is gaining momentum due to its role in triggering social exclusion and economic deprivation. In this light, this book examines the social construction of mobility poverty by delving into mobility patterns and needs as they are differently experienced by social groups in different geographical situations. It considers factors such as the role of transport regimes and their social value when analysing the social construction of individual´s mobility needs. Furthermore, the gaps between articulated and unarticulated needs are identified by observing actual travel patterns of individuals. The book offers a comparison of the global phenomenon through fieldwork conducted in six different European countries

This paper focuses on problems and their causes and cures in policy and planning for large infrastructure projects. First, the paper identifies as the main problem in major infrastructure developments pervasive misinformation about the costs, benefits, and risks involved. A consequence of misinformation is massive cost overruns, benefit shortfalls, and waste. Second, the paper explores the causes of misinformation and finds that political-economic explanations best account for the available evidence: planners and promoters deliberately misrepresent costs, benefits, and risks in order to increase the likelihood that it is their projects, and not the competition's, that gain approval and funding. This results in the "survival of the unfittest," where often it is not the best projects that are built, but the most misrepresented ones. Finally, the paper presents measures for reforming policy and planning for large infrastructure projects with a focus on better planning methods and changed governance-structures, the latter being more important.

Since the 1950s, planners have guided and directed the growth of Perth and Peel through various strategic plans. Initially, they aimed to accommodate economic growth and the Australian suburban dream of home and car ownership. However, later, they sought to address issues associated with rising commuting from the suburbs to Perth’s central core through the distribution of employment growth vis-à-vis a metropolitan hierarchy of urban centres and the upgrading of transport and road services. All these strategies utilised employment
self-sufficiency to benchmark commuting reduction and jobs/housing balance.

This FACTBase will examine interregional commuting across Perth and Peel, including the large fly-in fly-out workforce living in the metropolitan area and working in regional Western Australia. It identifies key areas of employment using 2011 ABS place of work and place of residence data disaggregated by local government area as well as by metropolitan Perth and Peel sub-regions. It then outlines three comparative ratios to benchmark the home and work relationship – jobs/housing balance, employment self-sufficiency and employment self-containment.

Abstract
In rapidly changing cities due to their dynamic characters, transportation planning and policies need to be changed to accommodate the spatial needs for basic activities in cities such as urban and intercity transportation. If planning does not accommodate spatial needs for increasing activities, unplanned developments occur where they are needed. In the current situation, there are only two major intercity terminals, one in the Anatolian side (Harem terminal) and the other in the European side (Esenler terminal). Other than these two, there are several small ones being operated by large intercity bus companies. Such locations are not defined as bus terminals in city plans, and work with permits issued for regular enterprises. In our paper, considering the needs of planned intercity bus terminals for the plan year of 2023, we studied the locations of existing and planned intercity bus terminals using a multi-criteria analysis.

In this context, two existing (Esenler terminal in the European side, and Harem terminal in the Anatolian side) and nine planned intercity bus terminals are evaluated based on selected location criteria using a multi-criteria analysis. The selected criteria are location in the metropolitan region, population density, land value, proximity to highway intersections, to rail stops, and to other main transportation facilities (such as harbor, airport, intercity rail terminal), accessibility via highway and transit modes, land availability for future expansions, geological condition and adjacent landuse. Data are gathered from several studies conducted by the Metropolitan Municipality of Istanbul, such as landuse and trip generation study (2007), long-range transportation master plan study (2010) and long-range comprehensive master plan (2009) and accessibility values (population that can reach to bus terminals in <30, 30-60, 60-90, and >90) from the travel demand model of the city of Istanbul (2010-2011).

In order to utilize the multi-criteria analysis, each criterion needs to be accounted by assigning weights to reflect their relative importance to the decision. For this purpose, we conducted a survey among professionals working at least 5 years in urban and regional planning, transportation planning, transportation and traffic engineering in either academia or government departments. A total of 107 completed and valid questionnaires are returned and used for the analysis.

A multi-criteria analysis method is used to calculate the score for each of the terminals and ranked. All existing and planned intercity bus terminals are assigned a score for the analysis year (2010) and the future plan year (2023). As the total score, the two are added. Based on the analysis results, we defined four categories: the most proper locations with 75 points and over (Pendik and Atasehir locations in the Anatolian side, and Silivri, Selimpasa, Sefakoy and Bahcesehir in the European side), secondary proper locations with points between 50 and 75 points (Imes and Eyup in the Anatolian side, and Esenler in the European side), the locations with points between 25 and 50 points (Kavacik in the Anatolian side), and last category included locations with points less than 25 (Harem, the existing terminal in the Anatolian side of the city). In conclusion, the locations with points higher than 75 and over can be considered for planning new intercity terminals.

Keywords: Intercity bus terminals; location preference criteria; accessibility; transportation network, multicriteria analysis; Istanbul.

Tourism in Ireland is facing challenging times and thus new ways of attracting tourists into Ireland are required. Recent reports on the current state of Irish tourism highlighted the need to identify and invest in key market segments, such as leisure tourism, where Ireland can gain a competitive advantage. Cycle tourism is an established industry internationally, especially in Mainland Europe – and should thus be a priority market for Irish tourism. This paper demonstrates the potential for the development of a cycle tourism industry in Ireland that can have additional benefits for commuter and leisure cyclists. The value of cycle tourism in Europe in 2009 was approximately €54bn, with cycle tourists spending an average of €353 each per trip. Current cycle tourism in Ireland is underperforming in comparison with the rest of Europe. In 2009, only 2% of visitors cycled while on holiday in Ireland, spending €97m. Not all of these would be classified as cycle tourists in many European ...

Brazil has significant challenges in tourism transport that are derived not only from the sheer size of the country, but also the regimes of investment and distribution of government roles and responsibilities for transport. In exploring these issues, this chapter has two main aims. First, it provides comprehensive insights into Brazil’s transport governance and infrastructure and examines specific issues relating to different modes of passenger transport. Second, the chapter presents a case study on river tourism in the Amazon and the challenges of enhancing local, regional and interstate transport in this remote region. Although the findings of this case study are specific to river tourism, a mode of transport rarely considered in the academic literature (Prideaux and Cooper 2009), the discussion of Belém in many ways resembles the challenges faced at the national level, although the remoteness of the region magnifies these issues. In order to better understand tourism transport issues associated with river tourism in the Amazon, this section also provides a description of tourism in Belém, Marajó Island, Santarém and Manaus.

This article presents a multiple criteria evaluation of different redevelopment variants of a certain section of a major street in a medium – sized metropolitan area. Each of the variants comprises different transportation solutions and concepts as well as distinct investments in transportation infrastructure. The variants have been designed heuristically with the application of PTV VISUM 11.0 computer traffic simulation system and evaluated according to the principles of Multiple Criteria Decision Making / Aiding (MCDM/A) and Group Decision-Making (GDM) methodologies. Traffic simulation for all variants considered has been carried out and different parameters distinctive of particular variants have been generated. A consistent family of criteria has been defined to evaluate the proposed transportation variants. In the set of criteria interests of the group decision maker (Municipal authorities) and three major stakeholders, including: passengers, investor, public transport operator, and municipal authorities have been taken into consideration. Computational experiments have been carried out with the use of ELECTRE III and AHP methods.

This paper utilizes a unique survey data set of toll revenue collection on New York City bridges administered by the Metropolitan Transportation Authority’s Bridges and Tunnels (MTA Bridges and Tunnels). This data set, which contains detailed information on road user income and location, is analyzed by use of Lorenz curves and Gini coefficients (described in more detail below) of burden on users of various toll facilities (both value-priced and fixed-rate tolls)
in the New York–New Jersey region. The authors develop empirical estimates of the social equity conditions on the existing priced facilities. The paper concludes with a discussion of policy solutions to address equity concerns and market power conditions.

Namen vsakega pogodbenega razmerja je, da dolžnik izpolni obveznosti in s tem povzroči prenehanje pogodbenega razmerja. V pogodbenih razmerjih, ki so praviloma posledica svobodno izražene volje strank, velja še posebej pravilo, da je pogodbe treba izpolniti. Posledica kršitve pogodbenega razmerja je praviloma odškodnnska odgovornost pogodbene stranke.

This article explores the policy towards transport and mobility in Antwerp (Belgium)
in around 1970-1975. The main subjects studied are the creation of the first pedestrian
zone and the construction of the underground light rail transport system, known as
pre-metro. The article examines the contributions and interactions of the main actors:
the Ministry of Transport, the city government and new social movements.
Moreover, the article examines the evolution of ideas concerning transport and mobility.
The main conclusion is that during the seventies, the older functionalist vision
of mobility, which focused on large-scale planning and technological efficiency, was
gradually replaced by a more human-centered vision, which emphasized ‘soft’ values,
such as liveability, and favored a small-scale approach