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Showing posts with label Transportation. Show all posts
Showing posts with label Transportation. Show all posts
Thursday, March 31, 2016
Sustainable New Urban Mobility
Tuesday, June 3, 2014
Saturday, April 5, 2014
7 Reasons Bikes Are for Everyone
Traveling the world’s great bicycle cities, I fell in love with cycling.
The ease, safety, convenience… (dreamy sigh) But as my six-month love
affair came to an end, I began to realize the reason for my infatuation:
cities like those in Denmark and Holland simply make themselves
lovable. They don’t just build cycle tracks; they inject fun, whimsy,
compassion, and even romance into cycling.
Certainly, many Americans love their bikes, but more of us would if
we learned these lessons on cycling’s soft side from the world’s
active-transport capitals.
1. Human powered is romantic. I bike home from work
with my boyfriend almost every day, and it’s one of the best parts of my
day. We talk about what we see along the way or what smells
are coming from the Hostess Cake Factory. When it’s sunny, we sometimes
stop for a beer along the way. When it’s a crisp winter night, we
stop and watch the ships pass under the Fremont Bridge.
We don’t often talk about the way our transportation choices make us feel—physically or mentally. Maybe we should.
When it’s raining, we talk about what kind of soup we want to make for dinner. Biking
together through the elements bonds us in a way that
would never happen if we were strapped into a car. Throughout my
travels, I saw all kinds of romance on the cycle
tracks—teenagers kissing at stoplights in Paris, older couples holding
hands while pedaling in Amsterdam, and a post-wedding getaway bicycle in
Copenhagen.
The average U.S. worker now spends about 48 minutes
commuting each day. Despite the billions of hours
we collectively spend commuting, we don’t often talk about the way our
transportation choices make us feel—physically or mentally.
Maybe we should.
2. You don’t have to be a “cyclist” to ride a bike. Recreational sub-cultures have owned cycling in North America for a long time. That’s starting to change, and it’s an important cultural shift. “None of these people consider themselves cyclists,” Andreas Hammershøj from the Danish Cycling Embassy explained to me last June as we stood on a sidewalk watching swarms of Copenhageners pedal across the Dronning Louises bridge, as 10,000 to 30,000 do daily.
“These are just people getting to work, school, or the grocery store, ” Hammershøj said. It turns out there are Cascadians who, like Copenhageners, would like to get from A to B on their bikes but don’t ever want to ride a "century." (They might not even care to know what a century ride is.) That’s fine. You don’t have to identify with the recreational side of cycling to use a bike for transportation. Just ask Blake Trask, the Statewide Policy Director of the Bicycle Alliance of Washington. “I’m not much of a cyclist. I just ride my bike to work most days.”
3. Remember kickstands? Henry Cutler, the Dutch-American owner of WorkCycles in Amsterdam, is convinced that urban cycling will explode once Americans get off high-performance bikes and on to bikes that are upright, comfortable, and utilitarian.
Maybe we should.
2. You don’t have to be a “cyclist” to ride a bike. Recreational sub-cultures have owned cycling in North America for a long time. That’s starting to change, and it’s an important cultural shift. “None of these people consider themselves cyclists,” Andreas Hammershøj from the Danish Cycling Embassy explained to me last June as we stood on a sidewalk watching swarms of Copenhageners pedal across the Dronning Louises bridge, as 10,000 to 30,000 do daily.
“These are just people getting to work, school, or the grocery store, ” Hammershøj said. It turns out there are Cascadians who, like Copenhageners, would like to get from A to B on their bikes but don’t ever want to ride a "century." (They might not even care to know what a century ride is.) That’s fine. You don’t have to identify with the recreational side of cycling to use a bike for transportation. Just ask Blake Trask, the Statewide Policy Director of the Bicycle Alliance of Washington. “I’m not much of a cyclist. I just ride my bike to work most days.”
3. Remember kickstands? Henry Cutler, the Dutch-American owner of WorkCycles in Amsterdam, is convinced that urban cycling will explode once Americans get off high-performance bikes and on to bikes that are upright, comfortable, and utilitarian.
Why don’t bikes have kickstands anymore?
“Americans ride bikes that are like race cars; Dutch bikes are like
Honda Civics and mini-vans,” Cutler joked last July as I admired his
fleet of practical bikes. They come outfitted with
child seats, baskets, bells, chain guards, and front and rear lights
powered by your pedaling. Oh, and kickstands: Why
don’t bikes have kickstands anymore?
Tom Fuculoro, author of the Seattle Bike Blog, got it right when he wrote recently that buying a bike ought to be more like buying a car. “Most people aren’t fascinated by the technical aspects of car engines; they’re sold by the sunroof or cup-holders.” David Schmidt, owner of The Dutch Bike Shop in Seattle reports that the useful-bike trend is gaining steam. “Ninety percent of our clients haven’t ridden a bike since they were kids. They’re rediscovering cycling because it’s fun and simpler than driving. These aren’t the crusader commuters. They’re just people who want to start biking to the grocery store.”
Tom Fuculoro, author of the Seattle Bike Blog, got it right when he wrote recently that buying a bike ought to be more like buying a car. “Most people aren’t fascinated by the technical aspects of car engines; they’re sold by the sunroof or cup-holders.” David Schmidt, owner of The Dutch Bike Shop in Seattle reports that the useful-bike trend is gaining steam. “Ninety percent of our clients haven’t ridden a bike since they were kids. They’re rediscovering cycling because it’s fun and simpler than driving. These aren’t the crusader commuters. They’re just people who want to start biking to the grocery store.”
4. Does your city have a bike culture? North Americans
all understand what “car culture” means, but it’s a term that
increasingly comes with a negative connotation. Cars are
now being called an “older generation technology.” Despite the billion-dollar marketing budgets of car companies, many millennials would rather not own a car.
Unlike car cultures, bicycle cultures are in demand. Many of the world’s most vibrant and thriving cities are going to great lengths to support their citizen cyclists because having a “bicycle culture” has suddenly become an asset and an important part of “attracting the types of workers that an innovation economy wants to attract.”
Unlike car cultures, bicycle cultures are in demand. Many of the world’s most vibrant and thriving cities are going to great lengths to support their citizen cyclists because having a “bicycle culture” has suddenly become an asset and an important part of “attracting the types of workers that an innovation economy wants to attract.”
“Demographics is destiny," said Brian Surratt, business development
director at the City of Seattle’s Office of Economic Development, while
speaking about the importance of developing a
bike culture. “People no longer relocate for industry. Industry
relocates for talent. Seattle wants to be
recognized as a bike-friendly city because it simply helps attract good
talent. The most successful cities—economically,
culturally, and socially—must compete for intellectual capital and
talent.”
5. More cyclists encourage more compassionate roads. Numerous studies document the relationship between an increase in the volume of cyclists and an increase in cyclist safety.
The relationship between these two factors is
sometimes remarkably linear. Odense, Denmark, embarked on an ambitious,
multi-year cycling promotion campaign and saw cycling levels increase by
20 percent, while traffic accidents involving cyclists
decreased by 20 percent.
Why? People behind the wheel become more accustomed to seeing people on two wheels on the roads. Also, it’s often the same people: drivers and cyclists are the same folks at different times of the day, or at least drivers are more likely to have cyclists in the family.
Why? People behind the wheel become more accustomed to seeing people on two wheels on the roads. Also, it’s often the same people: drivers and cyclists are the same folks at different times of the day, or at least drivers are more likely to have cyclists in the family.
Driving “with your heart” becomes a much easier sell when citizens—like in Groningen, Holland—have friends and family members who commute by bike or on foot. Lucky for us, cycling rates have increased dramatically
in many American cities: bike commuting doubled in Seattle and tripled
in Portland as a share of all commutes from 2000 to 2010, according to
the League of American Bicyclists, while New York
City's Department of Transportation reports
that commuter cycling there doubled between 2007 and 2011. This growth
helps make roads a lot safer for everyone—even roads that lack cycling
infrastructure.
Why can’t activity just be engineered into our
daily lives so that we can stay healthy without the added
chore of working out?
6. We don’t have time to compensate. Most people
reading this article are sitting in front of a computer. More and more
of us are “knowledge workers” who sit in front
of computers for much of our careers. If you also choose to use
passive forms of transportation such as driving or taking the bus,
doctors recommend that you compensate for your
sedentary lifestyle by “working out.”
Unfortunately, I didn’t find much time in my schedule to compensate—and I wasn’t alone. The Center for Disease Control reports that 80 percent of Americans fail to meet federal guidelines for physical activity despite the $19 billion we shell out for gym memberships each year. Why can’t activity just be engineered into our daily lives so that we can stay healthy without the added chore of working out? Cycling has been the solution for me. I typically burn about 500 calories a day pedaling myself to the places I need to go, and going to the gym is never on the to-do list anymore. Having one less chore means I have more free time to spend with the people I love.
4 New Ideas for a Bicycle Planet
A school bus pedaled by kids, the world’s largest bike-share, and other innovations that are changing how we cycle.
7. Focus on women. Women are the “indicator species” of a city’s cycling ecosystem. Studies have shown that women are more risk-averse than men, so a profusion of women pedaling in a city shows that cycling feels safe there.
Unfortunately, I didn’t find much time in my schedule to compensate—and I wasn’t alone. The Center for Disease Control reports that 80 percent of Americans fail to meet federal guidelines for physical activity despite the $19 billion we shell out for gym memberships each year. Why can’t activity just be engineered into our daily lives so that we can stay healthy without the added chore of working out? Cycling has been the solution for me. I typically burn about 500 calories a day pedaling myself to the places I need to go, and going to the gym is never on the to-do list anymore. Having one less chore means I have more free time to spend with the people I love.
4 New Ideas for a Bicycle Planet
A school bus pedaled by kids, the world’s largest bike-share, and other innovations that are changing how we cycle.
Women are also far more likely to participate in and benefit from
cycling encouragement and training programs than men. A
study done in
London showed that 73 percent of London residents who participated in
on-road cycling training programs were women. The same
study interviewed female cyclists and found that “cycling helps bolster
a self-confident, independent identity” for many women. An Australian
study
shows that cycling outreach and support events have a greater positive
impact on behavior change among women than among men. Why else is it
important to get more women riding? American women make more
major household decisions
than men and can hence influence the entire family to get out of the
car and on to bikes. Some people also assert that more women cycling can
contribute to a more visually pleasing urban environment.
None of these ideas are revolutionary. I’ve witnessed each across the
world. What’s important is that sometimes it’s not just about
infrastructure. Getting folks to fall in love with cycling will take
more than signage and street paint (although those are important, too!).
What bicycling could really use is a good marketing department.
Source: http://www.yesmagazine.org/happiness/seven-reasons-bikes-are-for-everyone-not-just-cyclists
Chrisitine M. Grant is the active transportation lead at Cascadia Consulting Group. You can learn more about her travels and see more of her pictures of great cycling cities on Shift, her personal blog.
Interested?
What bicycling could really use is a good marketing department.
Source: http://www.yesmagazine.org/happiness/seven-reasons-bikes-are-for-everyone-not-just-cyclists
Chrisitine M. Grant is the active transportation lead at Cascadia Consulting Group. You can learn more about her travels and see more of her pictures of great cycling cities on Shift, her personal blog.
Interested?
- How Biking Benefits Everyone
Just because someone doesn’t bike, doesn’t mean they can’t benefit from cities and towns making biking a priority. - How to Build a Bike Train
Forty years ago, almost half of American kids biked to school. A smart idea for getting kids pedaling again. - Complete Streets: It’s About More Than Bike Lanes
Forty years ago, almost half of American kids biked to school. A smart idea for getting kids pedaling again.
Tuesday, February 18, 2014
The Best Complete Streets Policies of 2013
Source: http://www.smartgrowthamerica.org/complete-streets-2013-analysis
Communities across the country are making roads safer and more accessible for everyone who uses them—and these changes are happening on a larger scale than ever before.
In 2013, more than 80 communities adopted Complete Streets policies. These laws, resolutions and planning and design documents encourage and provide for the safe access to destinations for everyone, regardless of age, ability, income or ethnicity, and no matter how they travel.
Nationwide, a total of 610 jurisdictions now have Complete Streets policies in place. Today, 27 states as well as the Commonwealth of Puerto Rico and the District of Columbia have Complete Streets policies. Fifty-one regional planning organizations, 48 counties and 482 municipalities in 48 states also have adopted such policies.
The National Complete Streets Coalition examines and scores Complete Streets policies each year, comparing adopted policy language to ten ideal policy elements. Ideal policy elements refine a community’s vision for transportation, provide for many types of users, complement community needs and establish a flexible approach necessary for an effective Complete Streets process and outcome. Different types of policy statements are included in this examination, including legislation, resolutions, executive orders, departmental policies and policies adopted by an elected board.
Fifteen agencies led the nation in creating comprehensive Complete Streets policies in 2013. These policies are a model for communities across the country. They are:
1. Littleton, MA
2. Peru, IN
3. Fort Lauderdale, FL
4. Auburn, ME (tie)
4. Lewiston, ME (tie)
6. Baltimore County, MD
7. Portsmouth, NH
8. Muscatine, IA
9. Piqua, OH
10. Oakland, CA
11. Hayward, CA (tie)
11. Livermore, CA (tie)
11. Massachusetts Department of Transportation (tie)
14. Cedar Falls, IA (tie)
14. Waterloo, IA (tie)
The National Complete Streets Coalition, a program of Smart Growth America, supports communities as they develop, adopt and implement Complete Streets policies. Its staff and members are proud to have worked with and supported many of the communities discussed here.
A ranking of top Complete Streets policies is intended to celebrate the communities that have done exceptional work in the past year and to provide leaders at all levels of government with ideas for how to create strong Complete Streets policies.
Download the report
The Best Complete Streets Policies of 2013
Download the full report, including the list of top 15 Complete Streets policies from 2013 as well as a full explanation of our policy evaluation.
Click here to download the full report (PDF)
The Best Complete Streets Policies of 2013: Executive Summary
Download the list of top 15 Complete Streets policies from 2013 as well as an an overview of our policy evaluation.
Click here to download the Executive Summary (PDF)
Download the report
The Best Complete Streets Policies of 2012
In 2012 nearly 130 communities adopted Complete Streets policies, with Indianapolis, IN coming away with the top policy of the year.
Read 2012's full report >>
Learn how to create a Complete Streets policy
The Complete Streets Local Policy Workbook is a starting point for transportation experts and interested local leaders to begin mapping out their own Complete Streets policies.
Get the guidebook >>
Special Issue: Resilience in the built environment
Resilience in the built environment
Source: http://www.tandfonline.com/toc/rbri20/42/2#.UwOgR4XeMoo
Thursday, January 30, 2014
Free online courses on Innovative Solutions for Cities by World Bank
Street Addressing is an
invaluable tool for city management, although often misunderstood. It
provides an opportunity to (a) create or update a map...
Urban crime and violence
constitute a serious impediment to economic and social development
globally. In many urban centers across the world, high...
This e-learning course
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This course is the
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In emerging markets, many
water supply and sanitation utilities are locked in a vicious spiral of
weak performance, insufficient funding,...
Urbanization is the defining
global phenomenon of this century. For the first time in history, more
than half the world’s population lives in...
As the developing world is
urbanizing rapidly, urban mobility becomes a critical issue. Urban
mobility impacts not only the health and well being of...
April 02, 2014 - May 20, 2014
As the developing world is
urbanizing rapidly, urban mobility becomes a critical issue. Urban
mobility impacts not only the health and well being of...
October 28, 2013 - November 15, 2013
This e-learning course
discusses how cities and urban regions can lead climate actions and
mainstream climate mitigation and adaptation into their...
April 23, 2014 - May 21, 2014
This e-learning course
focuses on disaster risk management (DRM) at the city level.
Participants will learn, in particular, about planning and...
Source: http://einstitute.worldbank.org/ei/wbeiterms/ecourse/62
Friday, December 20, 2013
The Bike-Share Planning Guide
More than 600 cities around the globe have bike-share systems, and new systems are starting every year. The largest and most successful systems, in places such as China, Paris, London, and Washington, D.C., have helped to promote cycling as a viable and valued transport option.
This guide evaluates international best practice in bike-share, helps to bridge the divide between developing and developed countries’ experiences to provide guidance on planning and implementing a successful bike-share system regardless of the location, size, or density of your city.
For more information on the growth of bike-share systems, watch this Streetfilms video, Riding the Bike Share Boom.
If you are a member of the press, please contact Dan Klotz for more information or to arrange an interview with the authors:
Dan Klotz, +1 301-280-5756 / dklotz@burnesscommunications.com
Download this document and view it on your favorite reader.
Source:
http://www.itdp.org/library/publications/details/the-bike-share-planning-guide?/bikeshare
Tuesday, October 22, 2013
What's It Like to Ride in the World's Number 1 Cycling City?
As I mentioned in my previous post, I spent last week in the Netherlands working on an exciting new project which you'll be hearing a lot about over the next few months. This week I'm back in the UK, and missing the incredible cycling conditions that you find just over the North Sea with our Dutch neighbours.
So imagine my pleasure to see that the newest Streetfilms is all about the city of Groningen, in the north of the Netherlands. I was there just last week too, meeting city authority officials, and riding with infrastructure guru and blog editor David Hembrow of "A View from the Cycle Path" fame. My experience was just the same as Streetfilm's, that is to say, cycling in the city was almost unbelievable such was its intensity, and it is fantastic to be able to re-live the moment through this brilliant new film.
Groningen is the world's number 1 cycling city; some 50% of all journeys there are conducted by bicycle, going up to a massive 60% in the city core. And yet, like air, the residents of Groningen don't even seem to realise how essential their cycling culture is - it's just part of their everyday experience. To give you an idea of how much 60% of all journeys by bicycle is, Hackney - "London's cycling suburb" - hovers around a comparatively paltry 10%.
Clearly there is lots still to do in London, and lots that we can learn from those who have had the most success (because you would, wouldn't you?). In the meantime, enjoy the view from Groningen's cycle paths, and let's hope this latest Streetfilms can help to inspire us to think REALLY big!
Source: http://sustainablecitiescollective.com/i-b-i-k-e-l-o-n-d-o-n/185191/whats-it-ride-worlds-number-1-cycling-city
http://ibikelondon.blogspot.com/2013/10/whats-it-like-to-ride-in-worlds-number.html
Wednesday, September 11, 2013
Policy Pathways: A Tale of Renewed Cities
Edition: 2013
98 pages
Transport currently accounts for half of global oil consumption and
nearly 20% of world energy use, of which approximately 40% is used in
urban transport alone. The IEA expects urban transport energy
consumption to double by 2050, despite ongoing vehicle technology and
fuel-economy improvements. While increased mobility brings many
benefits, the staggering rate of this increase creates new challenges.
Urgent energy-efficiency policy attention will be needed to mitigate
associated negative noise, air pollution, congestion, climate and
economic impacts, all of which can cost countries billions of dollars
per year.
This report highlights lessons learned and examples of good practice
from countries with experience implementing a wide range of measures to
improve energy efficiency in urban transport systems.
Part of the IEA Policy Pathway series, A Tale of Renewed Cities sets out key steps in planning, implementation, monitoring and evaluation to achieve improved energy efficiency in urban transport systems. The Policy Pathway series aims to help policy makers implement the IEA 25 Energy Efficiency Policy Recommendations.
See also: Policy pathways series
Part of the IEA Policy Pathway series, A Tale of Renewed Cities sets out key steps in planning, implementation, monitoring and evaluation to achieve improved energy efficiency in urban transport systems. The Policy Pathway series aims to help policy makers implement the IEA 25 Energy Efficiency Policy Recommendations.
See also: Policy pathways series
Overview
The world is moving - rapidly. Since 2000, total global passenger and
freight movements have increased by an average of 4% per year, and as a
result, global transport energy use increased 30% during the past
decade. People and freight have also changed how they move. In 2000,
there were roughly 625 million passenger light-duty vehicles (PLDVs)
around the world. By 2010, that number had reached nearly 850 million
PLDVs. The effects of growing travel demand and increasing shifts to
private motorisation are particularly evident in urban areas. Throughout
the world, urban roadway congestion threatens the ability of cities to
sustain long-term economic growth. Congestion alone costs countries
billions of dollars in wasted time. Motorised vehicle traffic also has
significant adverse effects on environmental quality and health and
safety in cities. These issues are unlikely to diminish in a
“business-as-usual” future. In fact, they are likely to worsen. The IEA
expects global travel (in terms of passenger and freight-tonne km) to
double by 2050 and corresponding transport energy use and emissions to
increase 70% between 2010 and 2050, despite expected vehicle technology
improvements. Global motorised vehicle stock is expected to double, and
subsequent roadway occupancy levels are projected to increase as much as
six-fold in some countries (IEA, 2013).
In effect, the world has reached a turning point. The 19th and 20th centuries changed how we move through rapid transit and private motorisation. The 21st century now must address how to move people and goods most efficiently in an energy-, budget-, time- and space-constrained world.
In effect, the world has reached a turning point. The 19th and 20th centuries changed how we move through rapid transit and private motorisation. The 21st century now must address how to move people and goods most efficiently in an energy-, budget-, time- and space-constrained world.
An “avoid, shift and improve” approach to improving urban transport energy efficiency
Achieving energy efficiency improvements in urban transport systems
is not always easy. Yet, already many cities across the globe are
tackling the urban challenge head on. This policy pathway describes the
broad policy measures designed to address urban transport issues in more
than 30 cities. In-depth case studies are included for three cities –
Belgrade, New York City and Seoul – to demonstrate how common responses
can be applied in very different local contexts to achieve transport
system improvements. Based on these case studies and the experiences
from other cities highlighted in this report, the pathway proposes ten
critical steps that local and national governments can take to develop,
implement and evaluate key urban transport system policies. Urban
transport energy efficiency policies can be grouped into three broad
categories: those that allow travel to be “avoided”; those that “shift”
travel to more efficient modes; and those that “improve” the efficiency
of vehicle and fuel technologies. This package of policies contributes
to what is known collectively as an “avoid, shift and improve” approach
(GTZ, 2004).
The IEA estimates that between now and 2050, the “avoid, shift and
improve” approach could lower total global expenditures on vehicles,
fuels and transport infrastructure by as much as USD 70 trillion (IEA,
2012b). These savings come both from reduced spending on oil in the
transport sector, as well as from reduced capital and operational
expenses on vehicles and the world’s rapidly growing roadway
infrastructure.
- “Avoid” policies address transport energy use and emissions by slowing travel growth via city planning and travel demand management. “Avoid” policies also include initiatives such as virtual mobility programmes (e.g. tele-working) and implementation of logistics technology.
- “Shift” policies enable and encourage movements from motorised travel to more energy efficient modes, such as public transit, walking, cycling and freight rail. For example, increases in affordable, frequent and seamless public transport can alleviate local congestion while improving access and travel time to destinations and reducing household expenses on travel.
- When motorised travel is necessary, “improve” policies can reduce energy consumption and emissions of all travel modes through the introduction of efficient fuels and vehicles. “Improve” policies include tightened fuel-economy standards and increased advanced-vehicle technology sales (e.g. clean diesel trucks and hybrid and plug-in electric cars).
Pairing cities with the right policies
Which policies to put in place to improve the energy efficiency of an
urban transport system depends on the city context and its transport
needs. To assist policy makers, this policy pathway has devised a
typology of four common city transport contexts within the land-use and
travel framework. The four contexts (developing, sprawled, congested and
multi-modal cities) describe some of the general travel trends and
transport system issues facing cities across the globe. Variations to
each of the four contexts exist, but the framework outlined in this
pathway is a useful typology of common transport issues and
corresponding policy measures for cities across the globe.
Solutions: Developing cities often still have a rare opportunity to direct land use and travel growth toward energy efficient transport systems before urban form and transport network development are strongly established. Target policies include regulations that discourage or penalise sprawling development (e.g. minimum density thresholds and urban zoning laws) and land-use initiatives that prioritise dense urban cores, such as transit-oriented development. Transport infrastructure development (e.g. dedicated spaces for pedestrians and public transit networks) can help to steer growth in travel demand toward more energy efficient modes while improving access to destinations and travel choice.
At the same time, infrastructure development and land-use policies should be paired with well co-ordinated, complementary travel demand management policies to ensure that improvements are accessible, affordable and attractive (i.e. competitive with private motorisation). Policies include formalising and regulating public transport operations, increasing service quality and frequency on public transport networks, and discouraging private motorised travel (e.g. removal of fuel subsidies and implementing vehicle registration fees). Additional tools to combat growing motorisation include policies such as road pricing and eco-driving programmes. Improve policies (e.g. fuel-economy and emissions standards enforced through mandatory inspections) should help to increase energy efficiency of motorised transport while improving local air quality.
Solutions: Low densities, urban sprawl and heavy traffic in sprawling cities require strategic, comprehensive planning and policy actions. Transitioning to a denser urban environment that supports more efficient transport generally requires years of planning and development, especially in cities where urban form is well established. For this reason, medium- and long-term development goals are critical in addressing travel demand. Land-use policies that address denser development, such as density credits and unified regional planning guidelines, can help to discourage continued sprawl and increase urban core development. Long-term zoning strategies, builder incentives and tax credits for business relocation are examples of policies that encourage urban densification.
In the shorter term, policies that improve existing transport and prioritise shifts away from private motorised travel are important. These policies can include travel demand management programmes, such as parking reform and road pricing, as well as tools that focus on improving transport and travel flow (e.g. advanced traffic signal control and buyer incentives for alternative vehicle technologies). At the same time, policies that improve roadway travel can have rebound effects (i.e. increased motorisation due to improved travel flow). Short-term system improvements, therefore, should seek to serve or at least complement long-term objectives rather than temporarily relieve existing transport problems. These improvements include supporting travel choice (e.g. park-and-ride stations), addressing shortcomings in existing public transport networks (e.g. redesigning bus routes and frequencies) and building more efficient travel infrastructure, such as BRT and light rail. Additional policies include incentives that encourage shifts away from private vehicles (e.g. employer tax credits for providing public transit passes).
Solutions: Heavy traffic makes getting around in congested cities very difficult. Travel demand management policies are useful tools to improve and facilitate shifts to more energy efficient travel while improving existing travel movements. Policies that discourage vehicle ownership (e.g. vehicle quotas and vehicle registration taxes) and private motorised travel (e.g. road pricing and parking fees) can help to reduce or stabilise increasing traffic levels. Improved travel-management technologies, such as advance traffic signalisation and real-time travel information, can help to improve mobility and system flow, while incentives (e.g. rideshare incentives) can encourage additional shifts to more efficient travel.
In the short term, policies and programmes that respond to existing gaps in travel networks (e.g. seamless connections between travel modes) can help to improve passenger travel and encourage shifts away from private motorised vehicles. The policy tools are even more effective when paired with travel demand management measures. Medium- to long-term policies that address transport system development (e.g. increased funding streams to develop and improve public transport services) and an improved land-use transport interface (i.e. improved match between travel demand and destination) will encourage longer-term shifts to more efficient travel.
Solutions: They often have strong public transit systems and dense urban cores, but they can still achieve additional efficiency improvements. Policies that improve traffic flows and travel options can encourage greater shifts to more efficient modes and increase efficiency of the entire transport system. These efforts include development of dedicated facilities for energy efficient modes (e.g. bus and cycling lanes) and investments in vehicle technology improvements for both public and private vehicle fleets (e.g. CNG buses and “green” taxi programmes).
Travel demand management policies are particularly useful in multi-modal cities to maintain or improve travel shares by more efficient transport modes. Examples of policies used to achieve additional improvements in transport system efficiency include transit-incentive programmes, car-free zones, parking levies and road pricing schemes. Cities are increasingly turning to technology to improve urban travel and transport efficiency. This technology includes “real-time” updates of road conditions and transit arrivals, smart-phone travel applications and online journey calculators. Other practical tools, such as geospatial analysis software, can help cities to identify gaps in transport services and infrastructure (e.g. proximity to transit and sidewalk access to bus stops).
Developing cities
Context: Rapidly developing cities are experiencing increasing demand for transport services and rapid growth in private motorisation. Developing cities can have relatively low densities and often have inadequate travel infrastructure, especially for non-motorised transport modes (e.g. walking and bicycling), and weak public transit services (e.g. unregulated, poor quality bus operators). Combinations of convenience, inexpensive and subsidised fuels, poor public transit services, and increasing distances due to urban sprawl encourage growth in private motorisation. As a result, developing cities generally experience increasing roadway congestion, rising travel injuries and fatalities, more local air pollution and large disparities in access to transport, employment and social services.Solutions: Developing cities often still have a rare opportunity to direct land use and travel growth toward energy efficient transport systems before urban form and transport network development are strongly established. Target policies include regulations that discourage or penalise sprawling development (e.g. minimum density thresholds and urban zoning laws) and land-use initiatives that prioritise dense urban cores, such as transit-oriented development. Transport infrastructure development (e.g. dedicated spaces for pedestrians and public transit networks) can help to steer growth in travel demand toward more energy efficient modes while improving access to destinations and travel choice.
At the same time, infrastructure development and land-use policies should be paired with well co-ordinated, complementary travel demand management policies to ensure that improvements are accessible, affordable and attractive (i.e. competitive with private motorisation). Policies include formalising and regulating public transport operations, increasing service quality and frequency on public transport networks, and discouraging private motorised travel (e.g. removal of fuel subsidies and implementing vehicle registration fees). Additional tools to combat growing motorisation include policies such as road pricing and eco-driving programmes. Improve policies (e.g. fuel-economy and emissions standards enforced through mandatory inspections) should help to increase energy efficiency of motorised transport while improving local air quality.
Sprawled cities
Context: Sprawling cities tend to have low densities and high urban and suburban sprawl. They often have poorly-defined urban cores with commercial and business hubs spread intermittently throughout the urban and metropolitan areas. Public transit use and non-motorised transport shares tend to be low, while private motorised transport tends to be the primary means of travel. These cities may have difficulty providing efficient and cost-effective public transit services because of long distances between destinations. Local congestion, especially during commuting hours, is high in sprawling cities, and road infrastructure often requires heavy investments and maintenance as a result of extensive, highly travelled networks. Local air pollution and road safety are also common issues of concern.Solutions: Low densities, urban sprawl and heavy traffic in sprawling cities require strategic, comprehensive planning and policy actions. Transitioning to a denser urban environment that supports more efficient transport generally requires years of planning and development, especially in cities where urban form is well established. For this reason, medium- and long-term development goals are critical in addressing travel demand. Land-use policies that address denser development, such as density credits and unified regional planning guidelines, can help to discourage continued sprawl and increase urban core development. Long-term zoning strategies, builder incentives and tax credits for business relocation are examples of policies that encourage urban densification.
In the shorter term, policies that improve existing transport and prioritise shifts away from private motorised travel are important. These policies can include travel demand management programmes, such as parking reform and road pricing, as well as tools that focus on improving transport and travel flow (e.g. advanced traffic signal control and buyer incentives for alternative vehicle technologies). At the same time, policies that improve roadway travel can have rebound effects (i.e. increased motorisation due to improved travel flow). Short-term system improvements, therefore, should seek to serve or at least complement long-term objectives rather than temporarily relieve existing transport problems. These improvements include supporting travel choice (e.g. park-and-ride stations), addressing shortcomings in existing public transport networks (e.g. redesigning bus routes and frequencies) and building more efficient travel infrastructure, such as BRT and light rail. Additional policies include incentives that encourage shifts away from private vehicles (e.g. employer tax credits for providing public transit passes).
Congested cities
Context: Heavy roadway traffic, especially during peak travel hours, is common in congested cities. Congested cities generally have medium to high densities and strong urban cores, although urban sprawl may exist in surrounding metropolitan areas. Congested cities can have extensive transit systems and high public transport modal shares. However, heavy traffic levels, often paired with increasing motorisation, can lead to daily gridlock throughout these cities. Numerous causes, including poor or diminishing public transport, fuel subsidies, free or subsidised parking, and high levels of funding for roadway networks, all can contribute to the preference to use private motor vehicles. Zoning policies (e.g. housing and employment mismatches) can also encourage private vehicle use. Local air pollution, road injuries and travel fatalities can be major issues in these cities.Solutions: Heavy traffic makes getting around in congested cities very difficult. Travel demand management policies are useful tools to improve and facilitate shifts to more energy efficient travel while improving existing travel movements. Policies that discourage vehicle ownership (e.g. vehicle quotas and vehicle registration taxes) and private motorised travel (e.g. road pricing and parking fees) can help to reduce or stabilise increasing traffic levels. Improved travel-management technologies, such as advance traffic signalisation and real-time travel information, can help to improve mobility and system flow, while incentives (e.g. rideshare incentives) can encourage additional shifts to more efficient travel.
In the short term, policies and programmes that respond to existing gaps in travel networks (e.g. seamless connections between travel modes) can help to improve passenger travel and encourage shifts away from private motorised vehicles. The policy tools are even more effective when paired with travel demand management measures. Medium- to long-term policies that address transport system development (e.g. increased funding streams to develop and improve public transport services) and an improved land-use transport interface (i.e. improved match between travel demand and destination) will encourage longer-term shifts to more efficient travel.
Multi-modal cities
Context: These cities typically have high densities, strong urban cores, and high public transit and NMT shares. Multi-modal cities generally have strongly interconnected, well-developed travel networks, which facilitate and encourage more efficient travel. Mixed land-use development paired with a high level of public transport services means that travellers generally have good access to energy efficient modes and a choice of different modes depending on their preferences and needs. Many multi-modal cities have dedicated spaces for more energy efficient travel modes, such as bus and cycling lanes. A key feature of these cities is also public transport terminals (e.g. train stations, or bus terminals) where several modes of public transport can be seamlessly accessed by users. In addition, these cities often have implemented policies that discourage driving, such as caps on parking (i.e. limitations on parking development), road pricing schemes and car-free zones.Solutions: They often have strong public transit systems and dense urban cores, but they can still achieve additional efficiency improvements. Policies that improve traffic flows and travel options can encourage greater shifts to more efficient modes and increase efficiency of the entire transport system. These efforts include development of dedicated facilities for energy efficient modes (e.g. bus and cycling lanes) and investments in vehicle technology improvements for both public and private vehicle fleets (e.g. CNG buses and “green” taxi programmes).
Travel demand management policies are particularly useful in multi-modal cities to maintain or improve travel shares by more efficient transport modes. Examples of policies used to achieve additional improvements in transport system efficiency include transit-incentive programmes, car-free zones, parking levies and road pricing schemes. Cities are increasingly turning to technology to improve urban travel and transport efficiency. This technology includes “real-time” updates of road conditions and transit arrivals, smart-phone travel applications and online journey calculators. Other practical tools, such as geospatial analysis software, can help cities to identify gaps in transport services and infrastructure (e.g. proximity to transit and sidewalk access to bus stops).
The policy pathway: steps to achieving energy efficiency improvements
The pathway to improving energy efficiency in the urban transport
system includes four stages – plan, implement, monitor and evaluate –
with ten critical steps. The steps were developed from experiences drawn
from successful policy implementations and expert input from
practitioners. The examples represent a wide variety of transport
systems, as well as a broad range of urban environments, local travel
needs and economic contexts. Throughout the text, real-life examples are
also given to demonstrate policy responses and lessons learned from
cities across the globe.
This policy pathway is divided into four sections. The first section introduces why improving the energy efficiency of urban transport systems is important.
The second section provides illustrative “real-life” case studies of urban transport policies implemented in Belgrade, New York City and Seoul and distils learning that can be applied to other city contexts.
The third section analyses barriers to improving urban transport energy efficiency and the key polices (including interventions and measures) to overcome them. These barriers include policy and market failures; lack of access to financing; and other challenges, such as political resistance and institutional capacity.
The fourth section sets out ten detailed steps for supporting the development, financing, implementation and evaluation of policies to improve the energy efficiency of urban transport systems. These steps follow the plan, implement, monitor and evaluate approach applied in all the IEA Energy Efficiency Policy Pathways series.
This policy pathway is divided into four sections. The first section introduces why improving the energy efficiency of urban transport systems is important.
The second section provides illustrative “real-life” case studies of urban transport policies implemented in Belgrade, New York City and Seoul and distils learning that can be applied to other city contexts.
The third section analyses barriers to improving urban transport energy efficiency and the key polices (including interventions and measures) to overcome them. These barriers include policy and market failures; lack of access to financing; and other challenges, such as political resistance and institutional capacity.
The fourth section sets out ten detailed steps for supporting the development, financing, implementation and evaluation of policies to improve the energy efficiency of urban transport systems. These steps follow the plan, implement, monitor and evaluate approach applied in all the IEA Energy Efficiency Policy Pathways series.
Policy Tools and References
To assist planners and policy makers, this report includes the
following list of transport policy references, practitioners’ guides and
project examples. Although the list is by no means exhaustive, it can
serve as a useful reference tool for decision makers seeking more
information on specific sustainable transport policy measures and
project examples.
Land-use development
Non-motorised transport facilities
Other useful transport policy publications
-
Changing Course: A New Paradigm for Sustainable Urban Transport (ADB)
- Climate Action in Megacities: a comprehensive analysis of what mayors in the C40 megacities are doing to tackle climate change (ARUP)
- Eco-Efficient and Sustainable Urban Infrastructure Development Toolkit (UNESCAP)
- Guidelines and Toolkits for Urban Transport Development (ADB)
- Moving Cooler: transportation strategies to reduce greenhouse gas emissions (US DOT)
- Online Transportation Demand Management Encyclopaedia (VTPI)
- Principles for Transport in Urban Life (ITDP)
- Sustainable Transport: a sourcebook for policy makers in developing cities (GIZ)
- Sustainable Urban Transport Project: guides for policy makers (GIZ)
- Urban Passenger Transport: framework for an optimal modal mix (ADB)
- Urban Transport and Energy Efficiency: a sourcebook for policy makers in developing cities (GIZ)
- Urban Transport Policy and Planning Documents (GIZ)
- WebTAG: Transport Analysis Guidance (UK DfT)
Land-use and travel network development
Bus rapid transit- Low Car(bon) Communities (ITDP)
- Affordable-Accessible Housing in a Dynamic City: why and how to increase affordable housing development in accessible locations (VTPI)
- Smart Growth Reforms: changing planning, regulatory and fiscal practices to support more efficient land use (VTPI)
- Transit-Oriented Development: traveller response to transportation system changes handbook (TRB)
- Complete Streets: best policy and implementation practices (APA)
- Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities: Recommended practices (ITE)
- Urban Cycling Design Guide (NACTO)
Access and travel choice
- Better Streets, Better Cities (ITDP)
- Cycling-Inclusive Policy Development: a handbook (GIZ)
- Getting Cycling Share Right: politics, policies and planning (ITDP)
- Guidelines for Bus Service Improvements: Policy and Options (ADB)
- Integration for Seamless Transport (ITF)
- Modernizing Public Transportation (EMARQ)
- Seamless Transport Policy: institutional and regulatory aspects of inter-modal co-ordination (ITF)
- Bringing Public Transport into the Information Age: improving customer service through innovation (TTF)
Non-motorised transport
Travel demand management
- Mobility Management (GIZ)
- Transportation Demand Management: a small and mid-size communities toolkit (FBC)
- Transport Demand Management: a training document (GIZ)
- Win-Win Transportation Solutions: mobility management strategies (VTPI)
- Carpool Incentive Programs: implementing commuter benefits (US EPA)
- Tele-work Programs: implementing commuter benefits (US EPA)
Parking
- Guidelines for Parking Measures: Policy and Options (ADB)
- Reforming Parking Policies to Support Smart Growth (MTC)
- Parking Management: comprehensive implementation guide (VTPI)
- Parking Management in Rapidly Emerging Cities (GTZ)
Financing
- Developing Best Practices for Promoting Private Sector Investment in Infrastructure: Roads (ADB)
- Hiving Off Noncore Activities in Railways: Indian rail (ADB)
- Towards a Green Investment Policy Framework: Mobilising Private Investment in Sustainable Transport: The Case of Land-based Passenger Transport Infrastructure (OECD, final document forthcoming 2013)
Source: http://www.iea.org/publications/freepublications/publication/name,39940,en.html
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