Shifting from Car to Bicycle
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Non-Motorized Vehicles in Asia: Lessons for Sustainable Transport Planning and Policy
Non-Motorized Vehicles in Asia: Lessons for Sustainable Transport Planning and Policy by Michael Replogle Abstract This paper provides an overview of the current use of non-motorized vehicles (NMVs) in Asian cities, the characteristics of NMVs and facilities that serve them, and policies that influence their use. The paper identifies conditions under which NMV use should be encouraged for urban transport, obstacles to the development of NMVs, and identifies desirable steps that might be taken to develop a Non-Motorized Transport Strategy for a city or region, in Asia and other parts of the world. NMVs offer low cost private transport, emit no pollution, use renewable energy, emphasize use of labor rather than capital for mobility, and are well suited for short trips in most cities regardless of income, offering an alternative to motorized transport for many short trips. Thus, they are appropriate elements in strategies dealing with poverty alleviation, air pollution, management of traffic problems and motorization, and the social and economic dimensions of structural adjustment. NMVs have a most important role to play as a complementary mode to public transportation. Cities in Asia exhibit widely varying modal mixes. NMVs -- bicycles, cycle-rickshaws, and carts -- now play a vital role in urban transport in much of Asia. NMVs account for 25 to 80 percent of vehicle trips in many Asian cities, more than anywhere else in the world. Ownership of all vehicles, including NMVs, is growing rapidly throughout Asia as incomes increase. However, the future of NMVs in many Asian cities is threatened by growing motorization, loss of street space for safe NMV use, and changes in urban form prompted by motorization. -
Taxis As Urban Transport
TØI report 1308/2014 Jørgen Aarhaug Taxis as urban transport TØI Report 1308/2014 Taxis as urban transport Jørgen Aarhaug This report is covered by the terms and conditions specified by the Norwegian Copyright Act. Contents of the report may be used for referencing or as a source of information. Quotations or references must be attributed to the Institute of Transport Economics (TØI) as the source with specific mention made to the author and report number. For other use, advance permission must be provided by TØI. ISSN 0808-1190 ISBN 978-82-480-1511-6 Electronic version Oslo, mars 2014 Title: Taxis as urban transport Tittel: Drosjer som del av bytransporttilbudet Author(s): Jørgen Aarhaug Forfattere: Jørgen Aarhaug Date: 04.2014 Dato: 04.2014 TØI report: 1308/2014 TØI rapport: 1308/2014 Pages 29 Sider 29 ISBN Electronic: 978-82-480-1511-6 ISBN Elektronisk: 978-82-480-1511-6 ISSN 0808-1190 ISSN 0808-1190 Financed by: Deutsche Gesellschaft für Internationale Finansieringskilde: Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH Zusammenarbeit (GIZ) GmbH Institute of Transport Economics Transportøkonomisk institutt Project: 3888 - Taxi module Prosjekt: 3888 - Taxi module Quality manager: Frode Longva Kvalitetsansvarlig: Frode Longva Key words: Regulation Emneord: Drosje Taxi Regulering Summary: Sammendrag: Taxis are an instantly recognizable form of transport, existing in Drosjer finnes i alle byer og de er umiddelbart gjenkjennelige. almost every city in the world. Still the roles that are filled by Likevel er det stor variasjon i hva som ligger i begrepet drosje, og taxis varies much from city to city. Regulation of the taxi hvilken rolle drosjene har i det lokale transportsystemet. -
City-Bike Maintenance and Availability
Project Number: 44-JSD-DPC3 City-Bike Maintenance and Availability An Interactive Qualifying Project Report Submitted to the Faculty of WORCESTER POLYTECHNIC INSTITUTE In partial fulfillment of the requirements for the Degree of Bachelor of Science By Michael DiDonato Stephen Herbert Disha Vachhani Date: May 6, 2002 Professor James Demetry, Advisor Abstract This report analyzes the Copenhagen City-Bike Program and addresses the availability problems. We depict the inner workings of the program and its problems, focusing on possible causes. We include analyses of public bicycle systems throughout the world and the design rationale behind them. Our report also examines the technology underlying “smart-bike” systems, comparing the advantages and costs relative to coin deposit bikes. We conclude with recommendations on possible allocation of the City Bike Foundation’s resources to increase the quality of service to the community, while improving the publicity received by the city of Copenhagen. 1 Acknowledgements We would like to thank the following for making this project successful. First, we thank WPI and the Interdisciplinary and Global Studies Division for providing off- campus project sites. By organizing this Copenhagen project, Tom Thomsen and Peder Pedersen provided us with unique personal experiences of culture and local customs. Our advisor, James Demetry, helped us considerably throughout the project. His suggestions gave us the motivation and encouragement to make this project successful and enjoyable. We thank Kent Ljungquist for guiding us through the preliminary research and proposal processes and Paul Davis who, during a weekly visit, gave us a new perspective on our objectives. We appreciate all the help that our liaison, Jens Pedersen, and the Danish Cyclist Federation provided for us during our eight weeks in Denmark. -
National Data on Transport Modal Shares for 131 Countries
Article How Do People Move Around? National Data on Transport Modal Shares for 131 Countries Grigorios Fountas 1, Ya-Yen Sun 2 , Ortzi Akizu-Gardoki 3 and Francesco Pomponi 4,* 1 Transport Research Institute (TRI), School of Engineering & the Built Environment, Edinburgh Napier University, Edinburgh EH10 5DT, UK; [email protected] 2 UQ Business School, The University of Queensland, Brisbane, QLD 4072, Australia; [email protected] 3 Faculty of Engineering of Bilbao, University of the Basque Country, 48013 Bilbao, Spain; [email protected] 4 Resource Efficient Built Environment Lab (REBEL), Edinburgh Napier University, Edinburgh EH10 5DT, UK * Correspondence: [email protected]; Tel.: +44-(0)-13-1455-3590 Received: 19 May 2020; Accepted: 16 June 2020; Published: 18 June 2020 Abstract: The COVID-19 pandemic has brought global mobility into the spotlight, with well over 100 countries having instituted either a full or partial lockdown by April 2020. Reduced mobility, whilst causing social and economic impacts, can also be beneficial for the environment and future studies will surely quantify such environmental gains. However, accurate quantification is intimately linked to good quality data on transport modal shares, as passenger cars and public transport have significantly different emissions profiles. Herein, we compile a currently lacking dataset on global modal transport shares for 131 countries. Notably, these are the countries covered by the Google Community Mobility Reports (plus Russia and China for their global relevance), thus allowing for a smooth integration between our dataset and the rich information offered by the Google Community Mobility Reports, thus enabling analysis of global emissions reductions due to mobility restrictions. -
Public Bicycle Schemes
Division 44 Water, Energy and Transport Recommended Reading and Links on Public Bicycle Schemes September 2010 Reading List on Public Bicycle Schemes Preface Various cities around the world are trying methods to encourage bicycling as a sustainable transport mode. Among those methods in encouraging cycling implementing public bicycle schemes is one. The public bicycle schemes are also known as bicycle sharing systems, community bicycling schemes etc., The main idea of a public bicycle system is that the user need not own a bicycle but still gain the advantages of bicycling by renting a bicycle provided by the scheme for a nominal fee or for free of charge (as in some cities). Most of these schemes enable people to realize one way trips, because the users needn’t to return the bicycles to the origin, which will avoid unnecessary travel. Public bicycle schemes provide not only convenience for trips in the communities, they can also be a good addition to the public transport system. Encouraging public bike systems have shown that there can be numerous short that could be made by a bicycle instead of using motorised modes. Public bike schemes also encourage creative designs in bikes and also in the operational mechanisms. The current document is one of the several efforts of GTZ-Sustainable Urban Transport Project to bring to the policymakers an easy to access list of available material on Public Bike Schemes (PBS) which can be used in their everyday work. The document aims to list out some influential and informative resources that highlight the importance of PBS in cities and how the existing situation could be improved. -
3.3 Current Situation and Key Issues of the Public Transport Sector in Gkma
Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010 3.3 CURRENT SITUATION AND KEY ISSUES OF THE PUBLIC TRANSPORT SECTOR IN GKMA 3.3.1 OVERVIEW OF THE PUBLIC TRANSPORT The privately owned Uganda Transport Company (UTC) held the exclusive franchise for bus services in Kampala until its nationalization in 1972. At that time, its only competition came from shared taxis which are saloon or estate cars. Following its nationalization, UTC contracted and focused more closely on its long-distance services. As a result, the market for urban transport services in Kampala became open to private sector operators using small minibus vehicles. In 1994 a commercial vehicle distributor established City Link as a private-sector large bus operation with some 40 vehicles in service. However, UTODA was able to organize an effective competition to this initiative. City Link meanwhile did not succeed by operating similar to that of minibus services based on fill-and-run principle, rather than operating based on scheduled services. Thus, the company shortly collapsed. Feedback from these results indicates that although City Link was popular, its operations were too thinly spread over the network and were not able to provide a reliable service. Public transport passengers within Kampala have very limited choice such as minibus services or motorcycle services with the majority as minibus services locally called taxis. 3.3.2 TAXI/MINIBUS Main supply of public transport in Kampala is now by minibuses, which are known locally as taxi (photographs bellow). KCC estimated that in 2003, there were nearly 7,000 minibuses based in the GKMA. -
Integrating New Mobility Services in Urban Transport
Integrating new mobility services in urban transport Executive summary New mobility services and business models are changing urban transport, affecting both the supply and demand sides of urban mobility market. App-based mobility services such as car and ride sharing and Mobility as a Service (MaaS) through single or integrated ticketing services, offer new possibilities to expand and complement existing mobility and can help to balance public and private transport in cities. Evidence1 shows that these developments can lead to a significant reduction of single occupancy private car use and an increase of public transport use, leading to a strong reduction in congestion, local air pollution, and CO2 emissions. These benefits will occur when more vehicles are shared and private car ownership is reduced. Under these conditions, new mobility can change the way people live in cities: an International Transport Forum study found that in Lisbon ridesharing services could make public transport more efficient and thus end congestion, reduce traffic emissions by one third, and decrease required parking space.2 This illustrates the magnitude of the change and the important benefits resulting in moving towards an increasing use of shared mobility, public transport and integrated use of various mobility services. Despite their long term potential, the growth and development of new mobility services are often hampered by existing market access restrictions (e.g. limits on number of new mobility services), operational requirements (e.g. excessive vehicle restrictions), and financial disincentives (e.g. pricing regulation). Companies attempting to offer mobility as a service or single ticketing systems also have to manage the expectations and different business models of transport operators that they want to include in the service. -
The Sixth Carbon Budget Surface Transport
The Sixth Carbon Budget Surface Transport 1 This document contains a summary of content for the surface transport sector from the CCC’s Sixth Carbon Budget Advice, Methodology and Policy reports. 2 The Committee is advising that the UK set its Sixth Carbon Budget (i.e. the legal limit for UK net emissions of greenhouse gases over the years 2033-37) to require a reduction in UK emissions of 78% by 2035 relative to 1990, a 63% reduction from 2019. This will be a world-leading commitment, placing the UK decisively on the path to Net Zero by 2050 at the latest, with a trajectory that is consistent with the Paris Agreement. Our advice on the Sixth Carbon Budget, including emissions pathways, details on our analytical approach and policy recommendations for the surface transport sector, is presented across three CCC reports, an accompanying dataset and supporting evidence: • An Advice report: The Sixth Carbon Budget – The UK’s path to Net Zero, setting out our recommendations on the Sixth Carbon Budget (2033-37) and the UK’s Nationally Determined Contribution (NDC) under the Paris Agreement. This report also presents the overall emissions pathways for the UK and the Devolved Administrations and for each sector of emissions, as well as analysis of the costs, benefits and wider impacts of our recommended pathway, and considerations relating to climate science and international progress towards the Paris Agreement. Section 1 of Chapter 3 contains an overview of the emissions pathways for the surface transport sector. • A Methodology Report: The Sixth Carbon Budget – Methodology Report, setting out the approach and assumptions used to inform our advice. -
Feasibility Study for Vehicle Sharing in Charleston, South Carolina
Feasibility Study for Vehicle Sharing in Charleston, South Carolina Janet Li City of Charleston Department of Planning, Preservation & Sustainability August 26, 2011 TABLE OF CONTENTS EXECUTIVE SUMMARY ........................................................................................................................ 4 INTRODUCTION .................................................................................................................................... 5 FEASIBILITY IN CHARLESTON .......................................................................................................... 7 DENSITY AND SETTING ................................................................................................................................. 7 EXISTING TRANSPORTATION ..................................................................................................................... 7 DRIVING ENVIRONMENT ............................................................................................................................ 10 BICYCLING ENVIRONMENT ........................................................................................................................ 23 DEMOGRAPHICS ............................................................................................................................................ 32 BEST PRACTICES ................................................................................................................................. 36 BICYCLE SHARING ........................................................................................................................................ -
Guideline for Bike Rental Transdanube.Pearls Final Draft
Transdanube.Pearls - Network for Sustainable Mobility along the Danube http://www.interreg-danube.eu/approved-projects/transdanube-pearls Guideline for bike rental Transdanube.Pearls Final Draft WP/Action 3.1 Author: Inštitút priestorového plánovania Version/Date 3.0, 23.11.2017 Document Revision/Approval Version Date Status Date Status 3.0 23/11/2017 Final draft xx.xx.xxxx final Contacts Coordinator: Bratislava Self-governing Region Sabinovská 16, P.O. Box 106 820 05 Bratislava web: www.region-bsk.sk Author: Inštitút priestorového plánovania Ľubľanská 1 831 02 Bratislava web: http://ipp.szm.com More information about Transdanube.Pearls project are available at www.interreg-danube.eu/approved-projects/transdanube-pearls Page 2 of 41 www.interreg-danube.eu/approved-projects/transdanube-pearls Abbreviations BSS Bike Sharing Scheme ECF European Cyclists´ Federation POI Point of Interest PT Public Transport Page 3 of 41 www.interreg-danube.eu/approved-projects/transdanube-pearls Table of content Contacts ..................................................................................................................................................................... 2 Bike Rental ................................................................................................................................................................ 5 Execuive summary ................................................................................................................................................. 5 1. Best practice examples from across -
Reforming Private and Public Urban Transport Pricing Discussion Paper
CPB Corporate Partnership Board Reforming Private and Public Urban Transport Pricing 170 Roundtable Discussion Paper Stef Proost Catholic University of Leuven CPB Corporate Partnership Board Reforming Private and Public Urban Transport Pricing 170 Roundtable Discussion Paper Stef Proost Catholic University of Leuven The International Transport Forum The International Transport Forum is an intergovernmental organisation with 59 member countries. It acts as a think tank for transport policy and organises the Annual Summit of transport ministers. ITF is the only global body that covers all transport modes. The ITF is politically autonomous and administratively integrated with the OECD. The ITF works for transport policies that improve peoples’ lives. Our mission is to foster a deeper understanding of the role of transport in economic growth, environmental sustainability and social inclusion and to raise the public profile of transport policy. The ITF organises global dialogue for better transport. We act as a platform for discussion and pre- negotiation of policy issues across all transport modes. We analyse trends, share knowledge and promote exchange among transport decision-makers and civil society. The ITF’s Annual Summit is the world’s largest gathering of transport ministers and the leading global platform for dialogue on transport policy. The Members of the Forum are: Albania, Armenia, Argentina, Australia, Austria, Azerbaijan, Belarus, Belgium, Bosnia and Herzegovina, Bulgaria, Canada, Chile, China (People’s Republic of), Croatia, Czech Republic, Denmark, Estonia, Finland, France, Former Yugoslav Republic of Macedonia, Georgia, Germany, Greece, Hungary, Iceland, India, Ireland, Israel, Italy, Japan, Kazakhstan, Korea, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Republic of Moldova, Montenegro, Morocco, the Netherlands, New Zealand, Norway, Poland, Portugal, Romania, Russian Federation, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine, the United Arab Emirates, the United Kingdom and the United States. -
The Effect of Transport Accessibility on the Social Inclusion of Wheelchair Users: a Mixed Method Analysis
Social Inclusion (ISSN: 2183-2803) 2016, Volume 4, Issue 3, Pages 24-35 Doi: 10.17645/si.v4i3.484 Article The Effect of Transport Accessibility on the Social Inclusion of Wheelchair Users: A Mixed Method Analysis Raquel Velho 1,*, Catherine Holloway ², Andrew Symonds ³ and Brian Balmer 1 1 Department of Science and Technology Studies, University College London, Gower Street, London, WC1E 6BT, UK; E-Mails: [email protected] (R.V.), [email protected] (B.B.) ² Department of Computer Science, University College London, Gower Street, London, WC1E 6BT, UK; E-Mail: [email protected] ³ Institute of Orthopaedic and Musculoskeletal Sciences, University College London, Stanmore, HA7 4LP, UK; E-Mail: [email protected] * Corresponding author Submitted: 20 October 2015 | Accepted: 9 February 2016 | Published: 7 June 2016 Abstract In recent years the accessibility of London buses has improved with the introduction of ramps and wheelchair priority areas. These advances are meant to remove physical barriers to entering the bus, but new conflicts have arisen particu- larly over the physical space aboard. We aimed to research the barriers faced by wheelchair users in public transport using a mixed methods approach to establish the breadth of issues faced by wheelchair users. To this end we quantified the push-force used alight a bus and a study to understand the coping mechanisms used by people to propel up a ramp. This quantitative approach found push forces which resulted in a load of 2 to 3 times body weight being transferred through people’s shoulders, forces which can be directly linked to shoulder injury.