Although this study has taken a step forward in the direction of examining transport diversity and transportation system causality from stakeholder perspective, some limitations should be noticed to point to opportunities for future research and findings are worth further studies.
1. The contents of diversity based on quality of life could be tailored to fit different sustainable development targets. The developed diversity evaluation framework
focusing on urban transportation system considers managerial implications as an essential composition. Further research applying the concepts of stakeholder need satisfaction as diversity assessment could elaborate on the extent to which important needs in daily life. Moreover, distinct requirements of specific users are neglected in this study. Particularly, the deficient quantitative data of level of universal design may lead to inequitable resource allocation for disadvantaged minorities.
2. For detailed illustrations of the interactions between stakeholder needs and system behaviors, sustainability could be decomposed into three dimensions including economic efficiency, social equity and environmental impact for simultaneously clarifying the relationships among investments, allocation policies, as well as satisfaction level improvement of each stakeholder need and overcoming the diverse issues from sustainability.
3. This hybrid approach provides a practical solution for dealing with the complicated relations among variables. However, the specification of the interlink function for each pair of variables requires a great deal of consultancy work. For example, the impact of a bus exclusive lane can be assessed to determine how it would affect mobility and accessibility in an urban area and transportation. A causal system can help policy-makers assess which investments achieve the greatest improvements in sustainability and quality of life.
4. In the proposed hybrid systematic simulation model, the assumed impacts of certain subsystems including pedestrian, bicycle, paratransit (taxi and demand response transportation), parking and trip generation related to land use patterns as constants could be released. Additionally, the detailed interactions among the compositions in those subsystems could be determined to complete an entire urban transportation system and to illustrate the complex system behaviors.
5. Several features of the current work that limit conclusions point to opportunities for future research, including its focus on only one dimension of performance (transport diversity) and model assumptions. Stakeholder needs and related policies are likely to be impacted by other such factors as the effect of resource allocation in specific spaces.
Further research replicated the outlined approach is recommended to simultaneously consider temporal and spatial resource allocation policies, and to improve for reflecting additional aspects of a entire transportation system in practice.
6. In terms of future work, it would be interesting to analyze a richer data set and a private vehicle involved system in order to develop improved, practical and portable resource allocation model. In particular, having data for more than five years as well as more stakeholder participation in the consensus building meetings may lead to model
capturing reliable effects.
7. Additionally, the approaches outlined in this study could be replicated in different collaborative groups, as well as in diverse spatial scope to establish a typology for the number and type of indicators that could be involved and the processes necessary for transport diversity.
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A
PPENDIXA: N
OTATIONT
ABLEVariable Description
Suffix
0 the existent value of transportation infrastructure and service for each variable as a constant
i
the determination of speciesj
the concerned linkr
the strategy for resource allocation in the fuzzy multi-objectives programming, 7r
=1,2,L,q
the concerned individuals the evaluation criteria used in the fuzzy multi-objectives programming, 2
,
=1
s
t
the time periodx the concerned zone in divided space
y
the identified stakeholder need in urban transportation system including emission, safety, accessibility, mobility, reliability, affordability, resource over-utilization, operator profit and level of universal designz
the divided spatial zone except the concerned oneEmi the analysis for the need externality in the substitute emission
AR
the analysis for the need safety in the substitute accident rate Ac the analysis for the need accessibilityM
the analysis for the need mobility rel the analysis for the need reliabilityAf
the analysis for the need affordabilityEnCs the analysis for the need resource over-utilization in the substitute energy over-consumption
R
the analysis for the need operator profitUD the analysis for the need level of universal design Ab the analysis for the ability taking modes
Ab the filtered ability calculated via a S-curve threshold function Cr the user restrictions caused by crowdedness of transit system
Superscript
m the modes, such as MRT, bus, feeder bus, passenger car and motorcycle k the stations of transit system including MRT and bus
*
the ideal situation in the fuzzy multi-objectives programming#
the anti-ideal situation in the fuzzy multi-objectives programmingVariable Description
H
the value of diversityP
i the proportion of the population of speciesi to the total population n
i the number of individuals belonging to speciesi
m
y the normalized gap of the indicator referring to stakeholder need ygoal
Oy the expected goal of need
y
threshold
Oy the minimum threshold of need y
V
y the present value of need yn
y the positive remainder of the gap namely the achievement of need yw
i the weight of species im
T
x the monthly trip amount for mode m in zone xm
α y the average coefficient for need y
N
x the number of accident casualties in zone xRV
x the number of registered motor vehicles in zone xP
x the total population in zone xk
p
x the resident population in service area station k in zone xγ
x the number of links in zone xnd
x the number of nodes in zone xL
j the length of linkj
A
j the effective pavement width of linkj S
j the average travel speed on linkj
private
TT
xz the ideal travel time (by private vehicle) from zone x to zonez in
minutesbus
TT
xz the actual bus travel time from zone x to zonez in minutes
Freq
xz the service frequency in departures from zone x to zonez per hour per
directionTT
bus the average bus waiting timeh
bus the average headway of busesm