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View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Oxford Brookes University: RADAR RADAR Research Archive and Digital Asset Repository Ward, S. (2017) 'Colin Buchanan's American Journey', Town Planning Review, 88 (2), pp. 201-231. DOI: https://doi.org/10.3828/tpr.2017.13 This document is the authors’ Accepted Manuscript. License: https://creativecommons.org/licenses/by-nc-nd/4.0 Available from RADAR: https://radar.brookes.ac.uk/radar/items/72ee92f0-fe9a-49fd-9b1d-7f86d6c61059/1/ Copyright © and Moral Rights are retained by the author(s) and/ or other copyright owners unless otherwise waved in a license stated or linked to above. A copy can be downloaded for personal non-commercial research or study, without prior permission or charge. This item cannot be reproduced or quoted extensively from without first obtaining permission in writing from the copyright holder(s). The content must not be changed in any way or sold commercially in any format or medium without the formal permission of the copyright holders. Colin Buchanan’s American Journey Stephen V. Ward School of the Built Environment Oxford Brookes University Headington Oxford OX3 OBP, UK [email protected] 1 Colin Buchanan’s American Journey Introduction In Autumn 1962, the British planner, Colin Buchanan, made an extensive eight-week tour of the United States. His purpose was professional and official, part of a major British government study to find appropriate planning responses to the long term problems of urban motor traffic. Buchanan’s intention was to learn and draw lessons from American experiences that could be applied to Britain, then becoming a mass motorised society. -
Accessibility in Cities: Transport and Urban Form
NCE Cities – Paper 03 ACCESSIBILITY IN CITIES: TRANSPORT AND URBAN FORM Lead Authors: Philipp Rode and Graham Floater Contributing Authors: Nikolas Thomopoulos, James Docherty, Peter Schwinger, Anjali Mahendra, Wanli Fang LSE Cities Research Team: Bruno Friedel, Alexandra Gomes, Catarina Heeckt, Roxana Slavcheva The New Climate Economy Page CONTENTS The New Climate Economy (NCE) is the flagship project of the Global Commission on the Economy and Climate. It was established by seven countries, Colombia, Ethiopia, Indonesia, Norway, South Korea, Sweden and 1 INTRODUCTION 03 the United Kingdom, as an independent initiative to examine how countries can achieve economic growth while dealing with the risks posed by climate change. The NCE Cities Research Programme is led by LSE Cities at the 2 ACCESSIBILITY IN CITIES AND 04 London School of Economics. The programme includes a consortium of IMPLICATIONS FOR researchers from the Stockholm Environment Institute, the ESRC Centre CARBON EMISSIONS for Climate Change Economics and Policy, the World Resources Institute, Victoria Transport Policy Institute, and Oxford Economics. The NCE Cities Research Programme is directed by Graham Floater and Philipp Rode. 3 ASSESSMENT 11 4 PATTERNS, TRENDS AND 19 ABSTRACT TIPPING POINTS This paper focusses on one central aspect of urban 5 ACCESSIBILITY THROUGH 32 development: transport and urban form and how the two COMPACT CITIES shape the provision of access to people, goods and services, AND SUSTAINABLE TRANSPORT and information in cities. The more efficient this access, the greater the economic benefits through economies of scale, agglomeration effects and networking advantages. This 6 CONCLUSIONS 40 paper discusses how different urban accessibility pathways impact directly on other measures of human development BIBLIOGRAPHY 42 and environmental sustainability. -
The History of Transport Systems in the UK
The history of transport systems in the UK Future of Mobility: Evidence Review Foresight, Government Office for Science The history of transport systems in the UK Professor Simon Gunn Centre for Urban History, University of Leicester December 2018 Acknowledgements I would like to thank Dr Aaron Andrews for his help with the research for this review, especially for creating the graphs, and Georgina Lockton for editing. The review has benefited from the input of an Advisory Group consisting of Professor Colin Divall (University of York); Professor Gordon Pirie (University of Cape Town); Professor Colin Pooley (Lancaster University); Professor Geoff Vigar (University of Newcastle). I thank them all for taking time to read the review at short notice and enabling me to draw on their specialist expertise. Any errors remaining are, of course, mine. This review has been commissioned as part of the UK government’s Foresight Future of Mobility project. The views expressed are those of the author and do not represent those of any government or organisation. This document is not a statement of government policy. This report has an information cut-off date of February 2018. The history of transport systems in the UK Executive summary The purpose of this review is to summarise the major changes affecting transport systems in the UK over the last 100 years. It is designed to enable the Foresight team to bring relevant historical knowledge to bear on the future of transport and mobility. The review analyses four aspects of transport and mobility across the twentieth century. The first section identifies significant points of change in the main transport modes. -
Low Traffic Neighbourhoods Residents Survey
Low Traffic Neighbourhoods Residents' Survey Report January 2021 Tracy Logan, Rob McPhedran, Amy Young, Emily King Contents Background and methodology 3 Background 3 Survey and sample methodology 6 A note on survey timing 6 Weighting 7 Notes on analysis 8 Area and LSOA subgroups 8 Social Grade definition 9 Business owners 9 Respondents with mobility issues 9 Mode of transport sub-group definitions 10 Executive Summary 11 Views on government action in local neighbourhoods 11 Support for the reduction of road traffic and the reallocation of space for walking and cycling 11 Perceived problems in local areas 12 Awareness of and support for local LTN 12 Support for wider implementation of LTNs across England 13 Perceived impact of local LTN 14 Views on government action in local neighbourhoods 15 Support for reduction of road traffic 18 Support for reallocation of road space for walking and cycling 21 Perceived problems in local areas 24 Awareness of and support for local LTN 27 Support for local LTN 28 Impact of local LTN 31 Frequency of transport use and visits to local businesses 38 Support for implementing LTNs more widely 42 Business Owner residents 44 Appendix 48 Questionnaire – online version 48 © Kantar 2020 1 Background and methodology Background In May 2020, the Secretary of State for Transport announced the Emergency Active Travel Fund, which included funding allocations for emergency active travel schemes for local authorities. Low Traffic Neighbourhoods (LTNs) offer a cost-effective way of delivering safe streets for walking and cycling. LTNs work by minimising through-traffic from using residential neighbourhoods to avoid main roads, while still retaining local access for residents, visitors and emergency vehicles. -
Walking in the Modern City: Pedestrian Experiences of Post-War Birmingham
Centre for Environment and Society Research Working Paper series no. 23 Walking in the Modern city: pedestrian experiences of post-war Birmingham David Adams Walking in the Modern city: pedestrian experiences of post- war Birmingham David Adams Lecturer in Planning Birmingham School of the Built Environment, Birmingham City University Working Paper Series, no. 22 2013 ISBN 978-1-904839-73-6 © Author, 2013 Published by Birmingham City University Centre for Environment and Society Research Faculty of Technology, Engineering and the Environment City Centre campus, Millennium Point, Curzon Street, Birmingham, B4 7XG, UK iii CONTENTS Abstract iv Introduction 1 Post-war Birmingham and pedestrian movement 2 Research context and methods 5 Experiences of walking in the reconstructed city 6 Pedestrian mobilities and vehicular traffic 6 Spaces for leisured activities 8 Legacies of the past, and altered routines 10 Conclusion 12 References 14 Illustrations Figure 1 Smallbrook Ringway under construction c. 1960 3 Figure 2. Aerial perspective of the Bull Ring, c. 1964 9 Figure 3 The new Bullring 11 iv Abstract Whilst the act of walking has been a central focus of many authors in their attempts to comprehend the effects of modernisation processes on everyday life in the city, there has been little empirical exploration of the relationship between how pedestrian practices were imagined and proposed by post-war planners / architects and how they were experienced ‘on the ground’ by local inhabitants. Drawing on research conducted in Birmingham – a city radically reconstructed with vehicular rather than pedestrian movement in mind – this paper uses a series of oral testimonies with local residents to highlight their different experiences of living with the reality of a city designed around the needs of motorised traffic. -
Specificity of Exploitation and Maintenance of Electric Busses in CTC Belgrade
Specificity of exploitation and maintenance of electric busses in CTC Belgrade Željko Milković,MSc.M.E Director of the company Slobodan Mišanović, MSc.T.E. Project manger Dušan Savković,MSc.M.E Tehnical director Pavle Krstić,MSc.E.E Slobodan Stević, MSc.E.E Specificity of the exploitation of the Ebus in Belgrade - Introduction - Line EKO 1 - Electric buses '' Higer '' - Charging system - Maintenance, safety measures, day care, parking - Exploitation indicators - Environmental benefits - Economy About public transport in Belgrade City Public Transport Company “Belgrade” Modal split (JKP GSP “Beograd’’) Motorcyclists is the carrier of the public transportation function in 0,10% Cyclists Other Belgrade 0,55% 0,53% Passenger cars Tram subsystem (150 trams operating on 11 routes), 21,55% Trolley subsystem (94 trolleys operating on 8 routes), Bus subsystem (609 buses operating on 119 routes). Urban transport 52,86% EKO 1 – e.bus line ( 5 E.buses) Daily CPTC “Belgrade” transports about 1,580,000 passengers Pedestrians Participation of bus subsystem in achieved transport 24,41% work is about 70 % 2014-2015-2016-2017-2018… year E-bus a new concept of environmentally clean and energy efficient public transport in Belgrade Start of regular exploitation 1/9/2016 Our activities: GSP Belgrade is a leader in Southeast Europe in monitoring and the implementation of the bus concept on pure electric drive Cooperation and exchange of experiences with E-bus manufacturers (BYD, Siemens Rampini, Chariot bus-HIGER, Solaris, ) Testing E-bus BYD E12, on lines no.26 and 41 (April 2014) Case Study - Simulation of E-bus, Solaris E12, on line no. -
Why Is Serbia an Economic Growth Underachiever?
ORIGINAL SCIENTIFIC PAPER UDK: 338.12(497.11)"2010/2017" DOI: 10.5937/EKOPRE1808017P Date of Receipt: January 9, 2019 Pavle Petrović WHY IS SERBIA AN ECONOMIC GROWTH Serbian Academy of Sciences and Arts Fiscal Council of the Republic of Serbia UNDERACHIEVER? Danko Brčerević Fiscal Council of the Republic of Serbia Zašto privredni rast Srbije zaostaje? Mirjana Gligorić University of Belgrade Faculty of Economics Department of Economic Policy and Development Abstract Sažetak In a nutshell, Serbia is an economic growth laggard due to deficient Empirijski rezultati u ovom radu pokazuju da je privredni rast Srbije ispod institutions, specifically lacking rule of law and control of corruption, and svog potencijalnog nivoa pre svega zbog slabih institucija – posebno due to low investment, which itself is curbed by corruption and poor rule vladavine prava i kontrole korupcije. Sledeći činilac koji koči privredni of law. The gap in education achievement also hinders Serbia’s long-term rast su niske investicije, ali pokazujemo da su i one, naročito privatne, growth. We asses that Serbia is currently growing 2 percentage points nedovoljne dobrim delom usled slabe vladavine prava i korupcije. Najzad, below its potential: above 3% instead of around 5%. Roughly one half nedostaci obrazovnog sistema su takođe faktor koji usporava rast privrede of the growth gap could be explained by underperforming institutions Srbije. U radu pokazujemo da privreda Srbije trenutno raste gotovo 2 (1 p.p.), and the other half by low investment (0.7 p.p.) and education procentna poena ispod svog potencijala, tj. trenutno nešto iznad 3% (0.2 p.p.). These results are obtained by estimating the empirical growth umesto potencijalnih 5%. -
Chariot Ultra Capacitor E-Bus
Chariot Ultra Capacitor e-bus Copyright © 2018 by Chariot Motors 1 Desire for zero emissions urban transport vehicles The electric buses are going to become the most preferred rolling stock to be procured by the public operators in Europe within the next couple of years All across Europe the capitals and big cities are introducing policies for promotion and purchase of electric buses. Several European countries already announced that they will completely ban the diesel buses on national level and only and electric buses are going to be purchased. From the perspective of Total Cost of Ownership the electric buses are the most economical vehicles for public transportation. 2 About the company Chariot Motors together with Aowei Technology have developed the first ever ultracapacitors electric bus (Chariot e-bus) to be used for commercial operation in Europe. Chariot e-bus is purely ultracapacitor (UC) based city e-bus that deploys the latest electric drive and world’s most advanced ultracapacitor technology by Aowei. Chariot e-bus is assembled at a special high quality production line at one of the world’s biggest bus factories, Higer bus factory, with more than 17,000 hybrid & electric buses produced per year. Chariot e-bus is a silent, low-cost vehicle with zero-emissions, which complies with the European homologation certifications, the strict market requirements in EU, including the ECE R100 standard for energy storage devices. 3 Chariot Motors’ supply chain 4 Chariot electric buses on the map 5 UC Chariot e-buses in operation by GSP -
Chapter 1 Background of the Project
CHAPTER 1 BACKGROUND OF THE PROJECT CHAPTER 1 BACKGROUND OF THE PROJECT 1.1 Background of the Project While supporting countries organized by 24 leading developed nations in the world made the decision that the former Yugoslavia would be a subject country for assistance in July, 1990, they decided to suspend economic cooperation in November, 1991 in view of the subsequent developments in Yugoslavia. Japan also suspended its aid except for that through international organizations and grassroots grant aid cooperation provided from a humanitarian viewpoint. The present Project forms part of the components of the grant aid cooperation totaling US$ 50 million which Japan pledged at the international donor conference to assist Yugoslavia held in June, 2000. Although the Public Transport Company “Belgrade” (hereinafter referred to as GSP Belgrade), the implementation body for the Project, did not suffer any direct damage due to the bombing campaign of the NATO in 1999, it is finding the procurement of new buses, spare parts and repair equipment, etc. extremely difficult because of its financial difficulties caused by the economic sanctions since 1992. Major public transportation systems of Belgrade consist of buses, street cars and trolley buses. Although, because bus transportation runs 87% of total operating length of public transportation systems, it holds 75 % of numbers of the passengers transportation, and, more over, it’s service network covers whole area of the city, it is positioned as the only public transportation in Belgrade. The number of operable buses has decreased by more than 50%, from 913 in 1991 to 417 in 2001. Moreover, the buses currently in service are experiencing considerable deterioration, making public transportation in Belgrade near breaking point. -
Urban Transportation Problem
THE URBAN TRANSPORTATION PROBLEM GILBERT PAUL VERBITt TABLE OF CONTENTS 1. INTRODUCTION ........................................................... 369 II. THREE VIEWS OF THE PROBLEM ................................ 372 A. The TransportationDisadvantaged ........................ 372 1. The Young .................................................... 373 2. The Elderly ................................................... 373 3. The Handicapped ........................................ 377 4." The Poor ....................................................... 378 5. Summary ....................................................... 388 B. Congestion ............................................................388 C. The Automobile Commuter .................................... 390 III. SYSTEM COSTS OF AUTOMOBILE COMMUTING ............ 392 A. The Automobile as an Energy Water ..................... 392 B. The Automobile as a Polluter ................................ 394 C. The Automobile as a Tortfeasor ............................. 397 D. The Automobile as a Space Waster ........................ 398 IV. THE URBAN MASS TRANSPORTATION ACT OF 1964 .. 401 A. The Act's Preferencefor Rail Rapid Transit .......... 401 B. The Basis for the Act's Preference for Rail Rapid Transit ................................................................. 412 1. Potential Benefits Examined ........................ 413 a. Cost ............................................................ 413 b. Speed .......................................................... 414 c. Labor -
SEE RAIL Perspective
SEE RAIL Perspective QUARTERLY NEWSLETTER OF RAIL CLUSTER FOR SOUTH-EASTERN EUROPE I Year IV, Issue 12, March 2019 08 - 09.05. Belgrade N 12 01/2019 www.see-mobility.com Welcome! CONTENT March SEE RAIL Perspective 2019 s. 4 - 9 I FACTORY NEWS BiH: Record operating profit "Railway of the Federation of B&H" in 2018 BiH: The new software solution of the railway infrastructure Croatia:The annual Assembly of the Croatian Pro Rail Alliance Serbia: Reconstruction of Nis - Zaječar railway line started Slovenia: The development of Corridor X Plus is important Montenegro: Awarding the "Brand Leader Award 2019" to the Railway Infrastructure of Montenegro s. 10 - 12 RCSEE ACTIVITIES: B2B Meetings at PERES Event in Belgrade Presentation by Mrs. Vida Jerković at a gathering in the Railways of Serbia s. 13 Time Machine Whay is the (US) standard Railroad Gauge 4 feet, 8,5 in ches (1435 mm) ? Editor in Chief: Milan Vučković Translation and marketing: Marko Radović Design and LayOut: BSN I www.bsn.rs Editorial: Andrijana Stefanovski, Dragoljub Rajić, Lela Ignjatović i Marko Radović Publisher: Business Support Netvork / Mreža za poslovnu podršku (BSN) Strumička 100, 11050 Beograd I E-mail: [email protected] I PIB: 108639092 I MB: 28151829 (Cover photo: InnoTrans) 02 SEE RAIL Perspective I N. 12 Word from the editor and RCSEE director: After nearly two years, Belgrade will again host the only fair in the region on SEE Mobility 2019 orga- nized by the Railway Cluster for South East Europe. This will again be an opportunity for a greater number of people from our profession not only from the region but also from larger part of Europe, to gather in one place, exchange information and learn more about next major projects in the region and opportunities and chances for successful business in this part of Europe. -
Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report
BOSNIA AND HERZEGOVINA MINISTRY OF TRAFFIC OF SARAJEVO CANTON GRAS OF SARAJEVO CANTON ←文字上 / 上から 70mm DATA COLLECTION SURVEY ←文字上 / 上から 75mm ON PUBLIC TRANSPORTATION IN SARAJEVO CANTON, BOSNIA AND HERZEGOVINA FINAL REPORT ←文字上 / 下から 95mm January 2020 ←文字上 / 下から 70mm JAPAN INTERNATIONAL COOPERATION AGENCY (JICA) NIPPON KOEI CO., LTD. EI JR 20-008 BOSNIA AND HERZEGOVINA MINISTRY OF TRAFFIC OF SARAJEVO CANTON GRAS OF SARAJEVO CANTON ←文字上 / 上から 70mm DATA COLLECTION SURVEY ←文字上 / 上から 75mm ON PUBLIC TRANSPORTATION IN SARAJEVO CANTON, BOSNIA AND HERZEGOVINA FINAL REPORT ←文字上 / 下から 95mm January 2020 ←文字上 / 下から 70mm JAPAN INTERNATIONAL COOPERATION AGENCY (JICA) NIPPON KOEI CO., LTD. Bosnia and Herzegovina Study Area Central Sarajevo Canton Bosnia and Herzegovina Belgrade Croatia Serbia Montenegro Bosnia and Herzegovina 0 300km © OpenStreetMap contributors Study Area:Central Sarajevo Canton Sarajevocity Tunnel M5 (Arterial road) Sarajevo Central Station Sarajevo International Airport 0 1 2 km Location of Study Area Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report TABLE OF CONTENTS Location Map Table of Contents Abbreviations Glossary Chapter 1: Introduction .......................................................................................................... 1-1 Background ............................................................................................................... 1-1 Study Objective ........................................................................................................