Search results

This chapter examines the dynamic of state-society interaction during the events of the winter 2013–2014 Ukrainian Maidan Revolution. Using a new dataset, containing responses from the activists of the dissent movement, the study uncovers the “tipping point” at which revolutionaries were much more likely to support violent tactics. The study adds to the scholarly debate on repression-dissent, showing that social interpretation of state repression is essential in affecting social support for political violence. In addition to the theoretical contribution, this article presents the first systematic scholarly account of the repression-dissent dynamic of the 2013–2014 Ukrainian revolution, implementing original empirical and interview data.

Purpose — Fare validation data from transit smart card automatic fare collection (AFC) systems have properties that align with the direction of large-scale mobility surveys and the evermore demanding data needs of the transit industry. In addition to applications in transit planning and service monitoring, travel patterns and behaviour can effectively be studied by exploiting the continuous stream of observations from the same card. The paper proposes a methodology to enrich fare validation data in order to generate information that is hard to obtain with traditional travel surveys.

Methodology/approach — The methodology aims to synthesize individual-level attributes by summarizing multi-day validation records from each card. These new dimensions are then transposed to various levels of aggregation and studied simultaneously in multivariate analysis. The methodology can also be applied to synthesize other multi-day attributes and is transferable to other modes and other travel behaviour studies.

Findings — Results show that validation data can effectively be used to measure the distribution of travel patterns in time and space as well as the variation of those phenomena over time. The paper provides several examples based on millions of validation records from the metro sub-network of Montréal, along with interpretations and some practical implications.

Research limitations/implications — Limitations and bias regarding the data and the methodology as well as the strategies to handle them are discussed within the context of passive travel survey and travel behaviour studies.

Practical implications — Practitioners in transit planning, operations, marketing and modelling can benefit from studying the increasingly accessible and massive smart card datasets through a deeper understanding of multi-day travel patterns and behaviour of transit users.

Originality/value — This paper outlines a data modelling approach and simple-to-implement methodology which exploit the multi-day property of fare validation data from a smart card AFC. The concept of multi-day attributes is introduced. The analyses show that the approach is effective for extracting information on travel behaviour and its variation which would otherwise be hard to obtain through traditional travel surveys, opening up another dimension of this data source for practitioners and transport modellers alike.

Since the shootings at Kent State University (KSU) in 1970, students and activists have held commemorative ceremonies to mark that event. The university ignored that past and decided to build a gym annex covering part of the land on which the National Guard had maneuvered in 1970. Led by the May 4th Coalition, activists sought to persuade the university to change the building's location. The student concern was the preservation of what they viewed as “sacred” ground which would be buried underneath the annex. At the 1977 annual commemoration speakers raised the annex issue and the newly formed May 4th Coalition ultimately occupied the site of the planned building with a tent city. That occupation was forcefully removed, and the university did build the facility where planned. The physical and spatial aspects of the commemoration of the Kent State shootings did, over time, lead the university to take on the responsibility to memorialize that conflict. This paper focuses on two interrelated issues: (1) the efforts of the May 4th Coalition and residents of Tent City to block or move the gym annex and (2) the refusal of KSU for years to recognize the broad significance of the events of May 1970 and their attempt to ignore or bury it.

More than ever before, public transit must compete in the transport market. This competition is, on the one hand, against steadily increasing car traffic; and on the other hand, between public transit operators. This, in turn, leads to new demands regarding the type, content and quality of data needed for planning and management. Frequently, traditional travel behaviour surveys do not provide sufficiently accurate and detailed information about public transit demand. To plan public transit, frequently a precise description of all trip stages, including the first and the last mile, is necessary. To achieve this, an adaptation of the traditional survey methods is necessary. In many countries, public transit associations have been established to integrate services offered by individual public transit operators with the help of through-ticketing and a coordination of lines and timetables into what looks, to the user, like a single system. To distribute revenue among the operators involved, detailed surveys of passengers are needed. Measuring the quality of public transit service and surveying customer satisfaction are new tasks. Such data are the basis for quality assurance and are essential for gaining and keeping customers of the public transit system. New technologies such as the Global Positioning System, automated passenger counts and Smart Card Payment Systems offer new possibilities to collect data more efficiently and cost-effectively. This article covers essential aspects of surveys and the collection of data that are crucial for the planning and management of public transit; it points to state-of-the-art methods and offers potential solutions.

In the present chapter, we present the case study of the only woman film director who has ever won an Academy Award for Best Director, Kathryn Bigelow. We analyzed 43 written interviews of Kathryn Bigelow that have appeared in the popular press in the period 1988–2013 and outlined eight main themes emerging regarding her exercise of leadership in the cinematic context. We utilize three theoretical frameworks: (a) paradoxical leadership theory (Lewis, Andriopoulos, & Smith, 2014; Smith & Lewis, 2012); (b) ambidextrous leadership theory (Rosing, Frese, & Bausch, 2011), and (c) role congruity theory (Eagley & Karau, 2002) and show how Bigelow, as a woman artist/leader working in a complex organizational system that emphasizes radical innovation, exercised paradoxical and ambidextrous leadership and challenged existing conventions about genre, gender, and leadership. The case study implications for teaching and practice are discussed.

Purpose — Automated fare collection systems implemented in public transportation systems in the last decade have provided a massive, continuous and low-cost source of reliable travel information. A direct and useful application of these data is the estimation of highly representative, although not bias-free, origin-destination (OD) matrices.

Methodology/approach — We discuss several issues with current OD matrix estimation methodologies, such as fare evasion and group travel, and their derived biases, specifically focusing on the Santiago (Chile) case. We also propose and apply two methods of validation: endogenous and exogenous validation. We elaborate on some methodological improvements that could be implemented to upgrade the activity estimation mechanics.

Findings — Several sources of bias in the estimation of OD matrix estimation from passive data are pointed and some solutions proposed. We apply improvements to existing methodologies and increase the success rate of trip estimations.

Practical implications — The reliable estimation of public transport OD matrices from passive data results in a valuable planning tool for both transit authorities and operators, much more representative and with less errors and biases that conventional data collecting techniques.

Originality/value of paper — This paper is one of the first works to deal with the subject.

Health scientists and urban planners have long been interested in the influence that the built environment has on the physical activities in which we engage, the environmental hazards we face, the kinds of amenities we enjoy, and the resulting impacts on our health. However, it is widely recognized that the extent of this influence, and the specific cause-and-effect relationships that exist, are still relatively unclear. Recent reviews highlight the need for more individual-level data on daily activities (especially physical activity) over long periods of time linked spatially to real-world characteristics of the built environment in diverse settings, along with a wide range of personal mediating variables. While capturing objective data on the built environment has benefited from wide-scale availability of detailed land use and transport network databases, the same cannot be said of human activity. A more diverse history of data collection methods exists for such activity and continues to evolve owing to a variety of quickly emerging wearable sensor technologies. At present, no “gold standard” method has emerged for assessing physical activity type and intensity under the real-world conditions of the built environment; in fact, most methods have barely been tested outside of the laboratory, and those that have tend to experience significant drops in accuracy and reliability. This paper provides a review of these diverse methods and emerging technologies, including biochemical, self-report, direct observation, passive motion detection, and integrated approaches. Based on this review and current needs, an integrated three-tiered methodology is proposed, including: (1) passive location tracking (e.g., using global positioning systems); (2) passive motion/biometric tracking (e.g., using accelerometers); and (3) limited self-reporting (e.g., using prompted recall diaries). Key development issues are highlighted, including the need for proper validation and automated activity-detection algorithms. The paper ends with a look at some of the key lessons learned and new opportunities that have emerged at the crossroads of urban studies and health sciences.

We do have a vision for a world in which people can walk to shops, school, friends' homes, or transit stations; in which they can mingle with their neighbors and admire trees, plants, and waterways; in which the air and water are clean; and in which there are parks and play areas for children, gathering spots for teens and the elderly, and convenient work and recreation places for the rest of us. (Frumkin, Frank, & Jackson, 2004, p. xvii)

The purpose of this chapter is to provoke thinking about the directions in which the travel survey toolkit should move in the near future based on the author's personal experience and as an outcome of the Travel Survey Methods conference. The chapter begins with a brief historical review that attempts to show some of the major elements of change that have occurred in travel survey methods over the past 40–50 years. A more detailed review is provided about developments over the past 10–15 years. The chapter then explores a number of emerging challenges, including telephone contact of potential respondents, computer-assisted surveys, Internet surveys, mixed-mode surveys, the impacts of language and literacy and the potentials of mobile technologies. Based on this, the chapter then considers future directions that should be pursued. The chapter suggests that it has been changes in survey methodology that have, in the past, sometimes enabled and at other times led to changes in modelling paradigms, and that this may be an appropriate time for travel survey methodology again to enable changes in modelling paradigms. A speculative specification of a new household travel survey that makes use of a number of these developments is then offered. The chapter ends with some concluding remarks that issue a challenge to the travel survey community to think ‘outside the box’ and foster change and improvement in the accuracy and representativeness of travel surveys.