Research studies on transportation land use are rare. It is clear that different types of the population's mobility have an impact on the transportation land use and thereby shape our living environment. According to the land cadastre data Slovenia currently boasts almost 465 km2 of transportation land use, which represents more than 2 % of the country's surface area. The transportation land use areas are expanding in the last decade, although slower than other built-up areas, which points to greater rationality of settlements in Slovenia. The transportation land use analysis on the state level indicates those areas of Slovenia, where the level of transportation land use has risen the most. These are areas with a new transportation infrastructure (roads, railroads), tourist and some other (sub)urbanized areas. The results have shown that local political and planning decision-making represents an important factor in the increase of the transportation land use in Slovene towns. It was established that the population is in theory environmentally aware, but not as much in practice, since they regard their vehicular infrastructure having greater value than other factors. We tried to determine the economic, social and political reasons for the process of automobilisation. The economic reasons lay in the increase of the population’s purchasing power and the unique system of mandatory travel reimbursement by the employer, who subsidises car use. Social reasons for automobilisation include the changes of living and work habits, characteristic of the postindustrial society, whereas the political reasons are the construction of the motorway infrastructure, which was in the past a legitimate priority, and at the same time the neglect of the public transport and more sustainable non-motorised forms of transportation.
C.02 Editorial board of a national monograph
COBISS.SI-ID: 278019072This article presents the establishment of a model of understanding the access mode and railway station choice of Slovenian passengers. Therefore, a model has been designed to predict the determination of existing decision making preferences of railway users about the access mode and railway station choice with a stated preference survey and face to face method. The target group in the survey was railway passengers in the suburban environment that use the rail for work and school purposes. The total number of respondents was 412. The survey showed that most passengers access the railway station with car (60,2 %), by foot (26,2 %), with public transport (bus – 8,3 %) and with bike (5,3 %). Average distance to the station is 4,9 km, average time of access is 10,5 min. Upon exit most passengers walk to the final destination (84,5 %), use the public transport (bus – 14,1 %), car (1,2 %) or bike (0,2 %). Average time from exit of the train to final destination is 13,1 min, average distance is 1,58 km.
F.02 Acquisition of new scientific knowledge
COBISS.SI-ID: 512398390Public transport services vary a lot in terms of financing, legal framework and targeted population. The non-existing classification of different types of public transport services causes non-transparent public financing including threats of overcompensation. On the other hand the responsibilities between local and national transport authority level are not clear. The study developed the criteria for certain class of bus service (local, long-distance, school, shuttle...) and afterwards all contracted bus rides in the Republic of Slovenia were put into the appropriate category. Based on this procedure the fairness and effectiveness of public financing could be increased.
F.25 Development of new organisational structures and managerial solutions
COBISS.SI-ID: 19225110