العنوان: العوائق التي تحول دون استبدال وسائل النقل غيرالرسمية الشاملة, في كتاب: وسائل النقل الغير رسمية في المدن الأفريقية
المؤلف: روجر بهرنس وبابلو سالازار فيرو
جهة النشر: روتليدج
التاريخ: 2015
للاطلاع على فصل الكتاب، يرجى اتباع&nbsp;<a style="color: #f1c40f;" href="https://www.taylorfrancis.com/books/9781317910107/chapters/10.4324/9781315849515-16">الرابط</a>
في&nbsp;الفصل التاسع، يقال - على أساس مقاومة المشغل الحالي وكذلك قيود القدرة المؤسسية والمالية - أنه حتى تلك المدن الأفريقية الواقعة جنوب الصحراء والقادرة على تثبيت خدمات النقل العام المجدولة من المرجح أن تستمر في الاعتماد على أنظمة النقل العام المختلطة (من&nbsp;المقرر&nbsp;أو الغير رسمية ) لعقود. يتم تحديد أشكال مختلفة من التهجين بناء على الاعتراف الذي تتلقاه وسائل النقل غير الرسمية في استراتيجيات إصلاح النقل العام: وهي بحكم الواقع؛ وبحكم الواقع المعدل والأنظمة الهجينة الشرعية. ويقال أن الأمثلة المعدلة &nbsp;للتهجين الواقعي والقانوني - أوبعبارة أخرى، الأنظمة الغير مأهولة على استبدال النقل غير الرسمي والتي تؤدي في معظم الأحيان إلى استراتيجية معدلة للنقل العام، أو التي تعترف بدور وسائل النقل غير الرسمية من البداية - بحاجة إلى أن يتم فحصها لاستخلاص الدروس القابلة للتطبيق عن كيفية إدارة التهجين/الاختلاط على أفضل وجه.
&nbsp;

Title: Accessibility Across Transport Modes and Residential Developments in Nairobi&nbsp;&nbsp;
Author: Kayleigh Campbell, James Rising, Jacqueline Klopp, and Jacinta Mwikali Mbilo
Publisher: Journal of Transport Geograph
Date: January 2019
To read the paper, please follow this&nbsp;<a style="color: #f1c40f;" href="http://www.taylorfrancis.com/books/9781317910107/chapters/10.4324/9781315849515-16">lin</a><a style="color: #f1c40f;" href="https://doi.org/10.1016/j.jtrangeo.2018.08.002">k&nbsp;</a>
ِAbstract: A key goal of urban&nbsp;<a href="https://www.sciencedirect.com/topics/earth-and-planetary-sciences/transportation-planning">transportation planning</a>&nbsp;is to provide people with access to a greater number of opportunities for interaction with people and places. Measures of accessibility are gaining attention globally for use in planning, yet few studies measure accessibility in&nbsp;<a href="https://www.sciencedirect.com/topics/social-sciences/urban-areas">cities</a> in&nbsp;<a href="https://www.sciencedirect.com/topics/social-sciences/low-income">low-income</a>&nbsp;countries, and even fewer incorporate semi-formal&nbsp;<a href="https://www.sciencedirect.com/topics/social-sciences/bus">bus</a>&nbsp;systems, also called paratransit. Drawing on rich datasets available for Nairobi, Kenya this analysis quantifies place-based accessibility for walking, paratransit, and driving using three different measures: a&nbsp;<a href="https://www.sciencedirect.com/topics/social-sciences/mobility">mobility</a>&nbsp;measure quantifying how many other locations in Nairobi can be reached in 60 min, a contour measure quantifying the number of&nbsp;<a href="https://www.sciencedirect.com/topics/earth-and-planetary-sciences/health-facility">health facilities</a>&nbsp;that can be reached in 60 min, and a gravity measure quantifying the number of health facilities weighted by a time-decay function. Health facilities are used because they are an essential service that people need physical access to and as a representation of the&nbsp;<a href="https://www.sciencedirect.com/topics/earth-and-planetary-sciences/spatial-distribution">spatial distribution</a>&nbsp;of activities more broadly. The findings show that place-based accessibility is highest for driving, then paratransit, then walking, and that there are high levels of access to health facilities near the Central&nbsp;<a href="https://www.sciencedirect.com/topics/social-sciences/business">Business</a>&nbsp;District (CBD) for all modes. Additionally, paratransit accessibility is comparatively better in the contour and gravity measures, which may mean that paratransit is efficiently providing access based on the spatial distribution of services. The contour measure results are also compared across different residential levels, which are grouped based on&nbsp;<a href="https://www.sciencedirect.com/topics/social-sciences/neighborhood-characteristics">neighborhood characteristics</a>&nbsp;and ordered by income. Counterintuitively, the wealthiest areas have very low levels of place-based accessibility for all modes, while poor areas have comparatively better walking access to health facilities. Interestingly, the medium low residential level, characterized in part by tenement&nbsp;<a href="https://www.sciencedirect.com/topics/social-sciences/apartment-building">apartment buildings</a>, has significantly higher accessibility than other residential types. One way to reduce&nbsp;<a href="https://www.sciencedirect.com/topics/social-sciences/inequality">inequality</a>&nbsp;in access across income groups is to increase spatial accessibility for the modes used by low- and middle-income households, for example with policies that prioritize&nbsp;<a href="https://www.sciencedirect.com/topics/social-sciences/public-transport">public transport</a>&nbsp;and non-motorized travel, integrate paratransit with&nbsp;<a href="https://www.sciencedirect.com/topics/social-sciences/land-use">land use</a>&nbsp;development, and provide safe, efficient, and affordable options.
&nbsp;

بوابة المعرفة

Knowledge Hub

مجلة جغرافيا النقل