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The purpose of this paper is to investigate the simultaneous effect of attitude, subjective norm, perceived behavioral control (PBC), perceived value, and image on public transport passengers’ intention to reuse.

The empirical data were collected through survey. The respondents of the survey are 293 public transport passengers in Tangerang, Indonesia. Multiple regressions analysis was performed to test the conceptual model and the proposed hypotheses.

The findings showed that attitude, subjective norm, and image influence public transport passengers’ intention to reuse. However, this research also found that perceived value and PBC does not influence public transport passengers’ intention to reuse significantly.

The survey was only conducted at one area in Indonesia. In addition, convenience sampling method was employed. These conditions may cause that the research results cannot be generalized to the other contexts. Therefore, replication research is needed to test the stability of the findings in the other contexts.

Public transport service managers need to pay attention to attitude, subjective norm, and image in order to ensure public transport passengers’ intention to reuse public transport services.

This study is believed to be the first to develop and test public transport passengers’ intention to reuse model that integrated theory of planned behavior with perceived value and image.

The purpose of this paper is to propose a stochastic optimisation model for integrating service and maintenance policies in order to solve the queuing problem and the cost of maintenance activities for public transport services, with a particular focus on urban ropeway system.

The authors adopt the following approaches: a discrete-event model that uses a set of interrelated queues for the formulation of the service problem using a cost-based expression; and a maintenance model consisting of preventive and corrective maintenance actions, which considers two different maintenance policies (periodic block-type and age-based).

The work shows that neither periodic block-type maintenance nor an age-based maintenance is necessarily the best maintenance strategy over a long system lifecycle; the optimal strategy must consider both policies.

The maintenance policies are then evaluated for their impact on the service and operation of the transport system. The authors conclude by applying the proposed optimisation model using an example concerning ropeway systems.

This is the first study to simultaneously consider maintenance policy and operational policy in an urban aerial ropeway system, taking up the problem of queuing with particular attention to the unique requirements public transport services.

Health risks associated with coronavirus disease 2019 (COVID-19) have severely affected the financial stability of airline companies globally. Recapturing financial stability following this crisis depends heavily on these companies’ ability to attain efficient and productive operations. This study uses several empirical approaches to examine key factors contributing to carriers sustaining high productivity prior to, during and after a major recession. Findings suggest, regardless of economic conditions, that social distancing which requires airline companies in the Asia Pacific region to fly with a significant percentage of unfilled seats weakens the performance of those companies. Furthermore, efficient operations do not guarantee the avoidance of productivity declines, especially during a recession.

During April-July 2013 the sailing cargo vessel Okeanos conducted a transport research project in Fiji. The vessel sailed regularly between Gau, Suva and Kadavu where transport data were collected. The purpose of this paper is to investigate the transport need in the islands and how a smaller, cheap sailing vessel would perform and meet that need and if it can be economically sustainable.

Maritime Safety Authority of Fiji and the Ministry of Public Utilities, Transport and Works, issued a temporary safety certificate and verbally agreed on Okeanos working in a non-commercial capacity for four months. The preparations allowed for 31 days continuous traffic in Kadavu and Lomaiviti area.

–Okeanos carried 22 tons cargo and 55 passengers during 31 days. The trial shows that sailing time affects the running costs and make route planning essential for a sailing vessel. The results indicate that a sailing operation can be economically sustainable for routes that allow at least two return sails a week. To expand the operation to tourist-passengers willing to pay higher fees would be a more sustainable alternative. Simulations in the appendix with fictive values for transporting goods and passengers illustrate the feasibility of various options.

Limited permits and licenses allowed only for a short trial. Permits also prohibited the trial to engage in full commercial capacity.

The study provides a transport trial with measurable outcomes. It can justify further and more extensive trials with alternative transport methods to remote islands and villages.

This study aims to analyze the development direction of train speed, density and weight in China.

The development of China's railway in the past 40 years can be divided into 3 stages. At the stage of potential tapping and capacity expansion, it is important to improve the train weight and density by upgrading the existing lines, and improving transportation capacity rapidly. At the stage of railway speed increase, the first priority is to increase train speed, reduce the travel time of passenger train, and synchronously take into account the increase of train density and weight. At the stage of developing high-speed railway, train speed, density and weight are co-developing on demand.

The train speed of high-speed railway will be 400 km h⁻¹, the interval time of train tracking will be 3 min, and the traffic density will be more than 190 pairs per day. The running speed of high-speed freight EMU will reach 200 km h⁻¹ and above. The maximum speed of passenger train on mixed passenger and freight railway can reach 200 km h⁻¹. The minimum interval time of train tracking can be compressed to 5 min. The freight train weight of 850 m series arrival-departure track railway can be increased to 4,500–5,000 t and that of 1,050 m series to 5,500–6,400 t. EMU trains should gradually replace ordinary passenger trains to improve the quality of railway passenger service. Small formation trains will operate more in intercity railway, suburban railway and short-distance passenger transportation.

The research can provide new connotations and requirements of railway train speed, density and weight in the new railway stage.

This study aims to develop a methodology to compare the feasibility of helicopter and seaplane regular transport of passengers towards destinations across a remote regional tourist context, where a lack of road and rail infrastructure make these alternative forms of air transport competitive.

The authors use a modal split model identifying the quota of passengers that potentially could utilize these two types of services, determined on the basis of previous studies on air transport demand. A technical analysis regarding transport supply is performed to identify the predominant features that should characterize helicopter/seaplane performances. An optimization model is applied to identify the routes that could overcome the breakeven point considering each of the two means of transport. The paper also takes into account the importance of each type of service and its influence on flight infrastructure costs.

Helicopter and seaplane services could improve the access for tourists with high values of time. The helicopter transport could capture a market share ranging from 5 to 20 per cent of tourist travel demand (the amphibian seaplane from 1 to 14 per cent). The shuttle services could be profitable especially for those regional origin–destination pairs involving the two major airports and the most UNESCO visited locations such as Agrigento and the Aeolian Archipelago (into the analyzed context of Sicily). The comparison between the two modes of transport shows that the helicopter has best performances and the seaplane has to land/take-off from sea.

The lack of data on the performances of the whole world production of seaplanes and helicopters (such as Russian, Chinese or US old machines) could give a distortion of the result. On the other hand, all mostly used machines in the world at the moment are considered. A survey on the fear of flight and on the choice between the two different forms of air transport could give a more precise result.

From an economic point of view, an operator could choose with more confidence the means of transport to use under different conditions. The activation of passenger services with seaplanes and helicopters can give an impulse to the growth of little operators and to the tourism. So, this study could be a starting point for authorities to plan a regional network of little general aviation airfields and seadromes (located in the great lakes or near the ports) near the major tourist locations. It could make possible to develop a synergic regional commuting traffic involving the seaplane and the helicopter.

Seaplanes and helicopters represent the most important means of transport when poor accessibility conditions and need of ready and fast connections coexist, for example, the commuting between airports and remote regions or downtowns with high tourist or business impact. The activation of passenger services with seaplanes and helicopters can give an impulse to the growth of little operators and to the tourism, consequently to the regional accessibility and economy.

There is a lack of studies involving the comparison between seaplanes and helicopters. This study could represent an important means to analyze the parameters that influence the possibility of activation for this kind of services and to find the factors that influence the feasibility of business with the two different machines. The encouraging performances of the flying boat suggest a future development of an innovative model of medium- and/or high-capacity amphibian seaplane dedicated to passenger transport. It should have take-off/landing performances less dependent on the sea state.

The purpose of this paper is to present the condition of the bus fleet operated by the bus companies and its impact on the passengers’ decision about the choice of means of transport in the light of the strategy of sustainable development of a region and the European Union (EU) transport policy.

The paper reviews the legal documents of the EU relating to the implementation of the strategy of sustainable development of a region in a public transport. It shows the current condition of research on the shape of the bus fleet in bus companies in Poland, and on the basis of the analysis performed, it indicates the status of its operation and use. It also shows the results of a survey on factors which direct passengers when choosing a means of transport.

The paper shows that the condition of the bus fleet is of great importance to the quality of transport services provided by the bus company and, as a result, to the implementation of sustainable development policy in a region.

By pointing to the fact that the aim of the EU transport policy is to increase the role of public transport, strategic action should be taken to renew the bus fleet in the bus companies.

The paper presents the need to adapt the condition of the bus fleet to the requirements of its passengers, which in turn will improve the attractiveness of bus transport and will increase the role of public transport in passenger transportation.

Discusses concerns regarding the effect of the growth of private car use on the usage of urban public transport. Compares passenger transport marketing activities and the London Transport Executive (LTE) and the four UK Passenger Transport Executives (PTEs). Declares that motorists will only be prepared to acknowledge that real improvements have been achieved after large‐scale infrastructure investment have been made, allowing more modern travel modes to be adopted. Debates evidence of marketing practice in the PTEs and LTE. Posits that, at present, marketing exists as a nascent, largely misunderstood function in urban public transport management.

Notes that privatization and deregulation are concepts used frequently over the last decade, also in the transport context. Discusses the meaning and relevance of these concepts in the passenger transport sector. Deals with consequences for social welfare of various organizational forms, examining private versus public, competition versus co‐ordination and the mixed form “public planning and competitive tendering for operation”. First, discusses a proposed multi‐billion public transport and ring‐road project in Stockholm in terms of private or public ownership and benefits and costs. Discovers that there are severe problems related to a private profit maximizing regime in the passenger transport sector, especially so for local and regional transport and road transport.

Process of building and then implementation of integrated multimodal, passenger-centred and predominantly sustainable transport system will require a specific effort to be input in preparation, especially if it covers new entrants like passenger Urban Air Mobility. This paper aims to address the first step which is the identification of barriers to be overcome to turn the concept into reality.

Comparison of the current state-of-the-art in transportation, Information and Communication Technologies as well as other city planning domains to the forecasted ecosystem, described in the form of scenarios where base for definition of necessary actions, challenges as well as potential barriers and obstacles were identified and thoroughly specified.

Barriers grouped in five categories: policy, digitalisation, transportation technologies, integration technologies and passengers’ needs allow for formulation of the relevant roadmaps defining optimal development path towards fully integrated multimodal, passenger-centred and sustainable transport system.

Conclusions can be a starting point in studies towards development of roadmap for implementation of truly integrated municipal transport system both sharing the resources as well as high-level objectives.

Conclusions can be exploited in various areas starting from preparation of strategies in cities aspirating to be smart, through definition of technology development priorities by relevant agencies ending with industry actors looking for better trimming their business.

The identified barriers as derived from detailed investigation enable deep insight into the total transport system vision in which Urban Air Mobility integrated within urban mobility ecosystem is considered as game-changing factor having large potential to contribute to both making cities smart and sustainable.