Sustainable Transport

با توجه به رشد روزافزون مالکیت وسیله نقلیه در کشورهای مختلف و نقش برجسته آن در زندگی اجتماعی و اقتصادی جوامع، تلاش بسیاری به منظور شناسایی عوامل موثر در افزایش مالکیت خودرو شده است. هدف از این پژوهش انجام مطالعه تطبیقی به منظور شناسایی این عوامل موثر در کشورهای توسعه یافته نسبت به کشورهای در حال توسعه است تا بتوان تا انجا که امکان دارد از سیاستهای موثر در کاهش مالکیت خودرو استفاده نمود. با استفاده از اطلاعات دادههای همفزون (در سطح ناحیه) مربوط به مطالعات جامع مشهد و کلن، مدلهای رگرسیون خطی تهیه گردیده و عوامل اثرگذار بر مالکیت وسیله نقلیه در سطح همفزون به همراه نحوه اثرگذازی مورد بررسی قرار گرفته است. یافته های این تحقیق نشان می دهند که سهم جمعیت نوجوان، سهم واحد مسکونی، چگالی جمعیت ناحیه و میانگین بعد خانوار متغیرهای مشترکی بودند که اثر مشابهی بر مالکیت وسیله نقلیه در هر دو شهر داشتند. اما اثر سهم جمعیت بیوه در هر شهر متفاوت بود. در کلن اثر سهم جمعیت میانسال و لگاریتم سهم افراد بیکار ظاهر شد. تاثیرگذاری متغیرهای شبکه و شرایط حمل ونقل عمومی در مالکیت خودرو در مشهد قابل توجه است. این امر اهمیت سیاست گذاری و برنامه ریزی در جهت اجرای سیستم های حمل و نقل عمومی برای کنترل مالکیت خودروی شخصی و در نتیجه استفاده از آن را نشان می دهد.

This briefing note describes mobility
biography research conducted as
part of the Consumption, Environment
and Sustainability (CONSENSUS)
project. The research focused
on people’s views and actions
regarding transport and mobility
and their transformation over the
life course, with a view to identifying
opportunities for curbing car-centric
commuting and the ‘unsustainable
consumption of distance’.

Deriving from extensive analysis of quantitative survey data in Austria, this chapter focuses on the importance that inherited presuppositions play in the processes of planning and implementation. In a majority of European countries, cycling is considered to play a significant role in a sustainable urban transport system, after decades of car dominance captivating the thoughts and actions of decision-makers and thus appears in transport policy documents ranging from local to national level.
However, when actual measures are implemented, mental barriers of decision makers surface and this often leads to suboptimal results. Mental barriers are shown most clearly in resistance to innovation adoption, a phenomenon well documented in social science. In this context, the resistance to innovation adoption causes reservations and limiting beliefs that hinder decision-makers in the introduction of suitable solutions for everyday and every-use cycling.
The chapter addresses quantitatively two primary questions relating to mental barriers clearly revealed in the analysis of planning processes: of what are mental barriers comprised, and where do they exist? Our quantitative exploration points the way towards two possible approaches to overcome mental barriers: social pressure upon and self-experience by decision-makers.

The autonomous vehicle (AV) appears to be very much on the minds and screens of the motoring public, if not yet in automobile dealership showrooms or on the roadways in large numbers. A great deal of funding is being made available to develop AV technologies by government and within industries associated with such technologies. The AV is also receiving unprecedented, often uncritical--if not confused, attention in the mass media around the globe. The latest technological advance--or setback, is becoming front page material in print media and receiving prominent coverage in the broadcast media. This article will explore the history, various types and promotion of this curious invention’s trajectory as well as evaluating the claims made on its behalf and possible limitations for its adoption on a grand scale. The goal of this article is not a technological or technical evaluation of automated vehicles but rather a review of some of the claims made on its behalf by its promoters in ord...

Conventional guidance on the design and management of urban roads and streets has tended to focus on either arterial roads or local access streets. There is currently a lack of a clear, consistent approach to the design of arterial streets, which combine both
significant through traffic and urban place functions. This report aims to address this gap, by setting out an approach to the design and management of arterial streets - from a people-oriented perspective.

Transportation, in today's world has become one of the basic needs of human society. This paper examines the concept of sustainability and the different approaches taken in literature to understand and implement it in the context of transportation system. The paper argues that to achieve transportation sustainability the planners should approach it at a system level and calls for new designing methodologies in place of the ineffective old ones.

In this chapter, I analyse the issues and conflicts as perceived by cyclists in Copenhagen, Denmark, and compare them to those of cyclists in Stockholm, Sweden, based on my personal observations in 2010/2011 and two survey studies conducted in both cities in 2011. Quantitative studies are quite rare within the field of mobilities research, which is why this approach offers a new dimension for analysing cyclists’ experiences. The analysis presented here is set in the theoretical framework of “space wars” (see Bauman 1998; 1999) and takes a spatial perspective. Cycling is a mode of transport that has been recognised more and more in research, but cycling remains marginalised in urban areas. Through the spatial lens, my analysis offers an explanation for how these issues are connected to the interpretation of space produced through transport planning. The aim of this chapter is to analyse how cyclists perceive their situation in Stockholm and Copenhagen because, as mentioned above, such research has mainly been done in countries with less bicycle-friendly infrastructure. The connection to the theoretical work of Bauman (1998, 1999) will add a deeper understanding of how the bicycle networks in both cities affect the mobilities of the cyclists and will increase the value of the analysis of the conflicts that erupt between different forms of mobilities in two Scandinavian cities. How cyclists perceive their situations might also affect whether they choose to continue cycling and thus might affect the everyday mobilities in urban networks. Thus the knowledge gained in this study will hopefully lead to a better understanding of the velomobility of cyclists in networked urban infrastructures.

Booklet published online jointly by climate jobs campaigns in South Africa, Norway, Canada, New York state, Britain and Philippines. A general explanation of the idea of climate jobs, and descriptions of the campaigns in different countries. Edited by me, Tabitha Spence and Andreas Ytterstad

Cycling as a transport mode has gradually become more attractive in cities during the last 10 years. However, not all cities give due consideration to cycling issues in the planning process. In many transport systems, cycling and issues of vélomobility are still neglected. Recent research considers several aspects of cycling, however, few studies have shown why differences in for example modal split and bicycle infrastructure exist between cities. This article deals with the differences in cycling issues between Copenhagen and Stockholm and furthermore why such differences occur in these two Scandinavian capitals. The focus here is on transport planning and the dissimilarities in the structures and aspects that have affected the thinking of planners and politicians and the planning outcomes in these two cities. Questions of marginalisation of cyclists in the public space and different planning politics or politics of vélomobility are touched upon. The results are set in a theoretical frame of power relations, mobility theory and political economies. The results show that these two cities have very different planning approaches and economic, structural and cultural presumptions leading to the fact that Copenhagen prioritises cycling, whereas Stockholm focuses more on facilitating public transport and motorised modes of person transport.

Current road safety programs and thinking in Australia are constructed within a paradigm that tends to accept existing cultural arrangements. Such programs therefore, favour symptomatic solutions and technical and/or physical solutions as a way forward. Fundamental redesign of cultural arrangements is necessary in order to challenge the “culture of speed”. Our research is developing a holistic, social ecological model for reconnecting road safety with communities that value quality of life and slower ways of being. Improving road safety through reduction in the volume and speed of motorised traffic is integrally related to enhancing health and fitness, reducing greenhouse gas emissions, and improving neighbourhood planning and community cohesion. In this regard, community-based travel behaviour change initiatives are deserving of much greater attention in the road safety area. As well as these changes at the personal and community scale, policy changes to urban and transport planning that address the broader issues of sustainability in an era of climate change and peak oil can also be linked to improvements in road safety.

Nearly all researchers into the future of global passenger transport assume that both car-ownership and overall vehicular travel will continue to rise. But they also increasingly acknowledge the environmental and resource problems facing vehicular transport, particularly global climate change and oil depletion. In order to meet these challenges, researchers propose a variety of technological solutions, including greatly improved vehicular fuel efficiency, alternative fuels and propulsion systems, and carbon capture and ...

The recent development of open-source 3-D printers makes scaling of distributed additive-based manufacturing of high-value objects technically feasible. These self-replicating rapid prototypers (RepRaps) can manufacture approximately half of their own parts from sequential fused deposition of polymer feedstocks. RepRaps have been proposed and demonstrated to be useful for conventional prototyping and engineering, customizing scientific equipment, and appropriate technology-related manufacturing for sustainable development. However, in order for this technology to proliferate like 2-D electronic printers have, it must be economically viable for a typical household. This study reports on the life-cycle economic analysis (LCEA) of RepRap technology for an average U.S. household. A new low-cost RepRap is described and the costs of materials and time to construct it are quantified. The economic costs of a selection of twenty open-source printable designs (representing less than 0.04% of those available), are typical of products that a household might purchase, are quantified for print time, energy, and filament consumption and compared to low and high Internet market prices for similar products without shipping costs. The results show that even making the extremely conservative assumption that the household would only use the printer to make the selected twenty products a year the avoided purchase cost savings would range from about $300 to $2000/year. Assuming the 25 hours of necessary printing for the selected products is evenly distributed throughout the year these savings provide a simple payback time for the RepRap in 4 months to 2 years and provide an ROI between >200% and >40%. As both upgrades and the components that are most likely to wear out in the RepRap can be printed and thus the lifetime of the distributing manufacturing can be substantially increased the unavoidable conclusion from this study is that the RepRap is an economically attractive investment for the average U.S. household already. It appears clear that as RepRaps improve in reliability, continue to decline in cost and both the number and assumed utility of open-source designs continues growing exponentially, open-source 3-D printers will become a mass-market mechatronic device.

The 21 st century can be best defined by rapid urbanization, and mobility is considered one of the main key challenges that have witnessed major physical transformations. According to UN-Habitat " By 2005, approximately 7.5 billion trips were made in cities worldwide each day " (2012, para. 1), and this number is expected to almost triple by 2050. This phenomena has created long distances between certain destinations, e.g. workplaces, schools, markets, etc., which led to increased dependency on public motorized transportation causing congestion, pollution and other environmental negative impacts. Egypt is one of the many countries that suffer from traffic congestion, especially after the emergence of satellite cities on Cairo's fringes. Recently in Cairo, a city which inhabits around 19 million citizens and 236,000 miles of road (World Bank 2014, as cited in TADAMUN, 2016), the issue of sustainable transport has topped the list of priorities in several conferences and seminars. One of the independent organizations, named STP (Sustainable Transport Project for Egypt), has been working on enhancing sustainable transportation alternatives, where they work with several agencies and governmental sectors to promote non-motorized transport mode in medium-sized cities. Such initiative is needed in a country like Egypt in order to ensure sustainable transport as a basic human right, thus citizens can have access to safe, affordable and environmentally-friendly modes of transport.

This thesis examines a way to integrate goods movement with Light Rail Transit (LRT) and
trolleybus networks used for public transit. In essence, this implies the use of a new concept vehicle to
deliver goods within urban areas, named the Trum, for its hybrid nature between a truck and a tramway,
that connects with electrical infrastructure also used to power surface transit vehicles. The approach
taken in this research is exploratory as its main objectives are to explore the challenges and
opportunities related to such an integration, and to present the characteristics of the Trum, a new
concept vehicle on which this new approach is based.
To grasp the possibilities of implementing such a system in a more tangible manner, the region of
Vancouver is used as an example and a reference case throughout the thesis. The general research
question answered by this thesis is: could goods movement be effectively integrated with public
transport electrical network?
Chapter 1 – Introduction sets the context that calls for the integration of goods and people
transport, and explains the benefits of using a Trum system rather than vehicles powered with
alternative technologies using natural gas, electric batteries or hydrogen fuel cells. Chapter 2 – Freight
Transport examines trends and figures of goods movement at different levels of data aggregation.
Chapter 3 – Unconventional LRT Uses presents examples non-conventional uses of tramway vehicles
by European cities that are using, or have used trams to transport goods within their urban areas.
Chapter 4 – The Trum introduces the Trum, a concept vehicle compatible with LRT and trolleybus
infrastructure and intended for urban goods delivery, and compares the costs of trumming against those
of trucking under different scenarios. Chapter 5 – Vancouver Trum City examines the potential
application of a Trum system in Vancouver and its implications for the electrification of TransLink`s
surface transit network. Chapter 6 – Conclusion summarizes the rationale articulated in the five
preceding chapters and proposes policy measures that would help overcome implementation and
operational barriers to make Trum concept a reality.

This article aims to supplement scarce research on the children’s attitudes to cars and the environment. Assuming that attitudes to cars develop in childhood, this article draws upon the writing assignments and interviews exploring the upper-elementary school children’s attitudes to cars. The study was conducted in Amsterdam, The Netherlands, between January and December 2010. Briefly examining existing research on children’s environmental attitudes in general, and in relation to cars in particular, the author argues that in-depth qualitative research is essential to the understanding of the factors that explain present attitudes and perhaps predicting the behavior of the future users of the means of transportation. In conclusion, the author makes a recommendation for the development of a curriculum addressing the development of children’s awareness of sustainable transportation.

The ARTISTS project (Arterial Streets Towards Sustainability) is concerned with the design and management of arterial streets towards sustainability. In a broad sense this relates not
only to environmental quality but to social and economic vitality and urban quality of life. The purpose of this Deliverable is to give a first theoretical approach to street classification that better meets the current needs of managing and promoting sustainable arterial streets.

This article examines changes in transport and land-use policies in Germany over the last 40 years that have encouraged more walking, bicycling and public transport use. It focuses on a case study of policy changes in the city of Freiburg, where over the last three decades, the number of bicycle trips tripled, public transport ridership doubled, and the share of trips by automobile declined from 38% to 32%. Since 1990, motorization rates have leveled-off and per-capita CO2 emissions from transport have fallen—despite strong economic growth. The analysis identifies policies that are transferable to car-oriented countries around the world.

A major goal of urban design, especially in centers, is to reduce automobile dependence in order to address issues of viability and sustainability. Long-term data from cities around the world appear to show that there is a fundamental threshold of urban intensity (residents and jobs) of around 35 per hectare1 where automobile dependence is significantly reduced. This article seeks to determine a theoretical base for what the data show. It suggests that below the threshold intensity of urban activity, the physical constraints of distance and time enforce car use as the norm. The basis of these physical constraints is outlined and the link between density and access to services that provide amenity is established, including the service levels of public transport. A design technique for viability of centers is suggested as well as how a city can restructure itself to overcome automobile dependence.

Through an empirical study among holiday travellers, residing in the Former Soviet Union Republics, this paper presents a comprehensive view of role and impact of social media on the whole holiday travel planning process: Before, during and after the trip, providing insights on usage levels, scope of use, level of influence and trust. Findings suggest that social media are predominantly used after holidays for experience sharing. It is also shown that there is a strong correlation between perceived level of influence from social media and changes made in holiday plans prior to final decisions. Moreover, it is revealed that user-generated content is perceived as more trustworthy when compared to official tourism websites, travel agents and mass media advertising.

Increasingly, China is showing endeavours to understand the idea of sustainable development. This is evident in the policy  of  Chinese  ports  development,  which  assumes  efforts  to  assign  it,  or  at  least  to  adapt  it  to  conditions  of  the  sustainable  development.  However,  from  the  three  optic  of  the  sustainable  development  i.e.  economic,  social  and  environmental, the latter is the most visible in provisions of the policy assumptions of Chinese seaports.  The purpose of  this  article  is  to  point  out  the  reasons  of  implementing  environmental  principles  of  the  Chinese  ports  sustainable  development.  The  relationship  between  the  concept  of  sustainable  development  of  the  port  and  the  green  port  has  been characterized. The areas of a negative impact of the port on the environment are identified and described. Based on cases of Chinese ports, the key reasons why the concept green port is being implemented have been highlighted.

The purpose of this doctoral study is to bring a spatial dimension into the research on urban mobilities and connect the spatial dimension to the marginalisation of cyclists in urban space. This is been done by exploring the role of urban bicycling and transport planning. The theoretical frame of space, mobilities and power is used for analysing that role through case studies in two Scandinavian cities, Copenhagen and Stockholm. Urban bicycling is a good example of showing the relation between space and mobilities, since cyclists often suffer from marginalised space in cities around the world. The philosophical foundation of the thesis is in critical realism and critical theory. For background data, observations and document studies have been conducted in Stockholm and Copenhagen. The main data collection for this thesis was done both qualitatively, in the form of interviews with planners and politicians, and quantitatively, in the form of survey studies among the citizens of Copenhagen and Stockholm. The data is analysed with the help of the theoretical framework that builds on mobility studies, spatial theory by Lefebvre, and Harvey and power theories deriving mainly from Lukes’ three dimensions of power. The materialisation of power relations is analysed with the example of modern planning in Sweden and Denmark. Overall this thesis manages to show how cycling as a mode of transport is marginalised in urban space, and that urban space wars between cyclists and car drivers and among cyclists are fought in Copenhagen as well as in Stockholm. The conclusion is that different factors, such as the economic situations in Denmark and Sweden, have affected urban and transport planning and thus have created two very different transport systems, where cycling plays a large role (Copenhagen) and a smaller role (Stockholm). Nevertheless, this thesis shows that even in cities that are very good for cycling, like Copenhagen, the motorised modes of transport create many problems and are still dominating urban space.