Evaluating an Employer Transport Plan: Effects on travel behaviour of parking charges and associated measures introduced at the University of Sheffield

Journeys to work form a significant proportion of all car journeys and employer transport plans have been advocated as a way to manage the transport needs of workers in order to contain the level of car trips and, therefore, emissions and other negative effects. A questionnaire survey and focus group interviews were used to evaluate the success of an employer transport plan implemented by the University of Sheffield in September 1997. The policy was associated with a marginal (7%) reduction in car use and promoted a limited increase in travel diversity. An objection to the principle of paying to park at work and ineligibility for a permit both deterred car use. The policy caused a re-evaluation of the journey to work. Nevertheless, a number of factors worked against switches in behaviour, particularly employees' perceptions of the university's motivation for introducing the plan and attitudes towards car use and public transport. Disincentives to car use need to be much more significant to persuade more employees to leave their car at home, and need to be tied to substantial improvements in the availability of non-car alternatives.     

The acceptability, personal outcome expectations, and expected effects of transport pricing policies

Acceptability and personal outcome expectations (i.e., the extent to which one expects to be better or worse off) of transport pricing policies were examined in relation to the expected effects of these policies on one’s own car use, congestion and environmental problems. Car users who commuted frequently by car and experienced congestion on a regular basis evaluated two pricing measures, which were mainly aimed at either decreasing congestion (by tolling at congested areas) or environmental problems (by a differential kilometre charge based on car mass). For the policy mainly aimed to reduce congestion, acceptability was higher and personal outcome expectations were more positive when respondents expected reductions in congestion when the policy was implemented. The policy aimed to reduce environmental problems was more acceptable and respondents expected to be better off in general when they expected reductions in environmental problems after its implementation. Expectations, both about a decrease in congestion and environmental problems were related to respondents’ personal outcome expectations of the policy mainly aimed to decrease environmental problems. We conclude that the acceptability of transport pricing policies are not necessarily low because car users expect negative effects on their car use, but rather because they are not be convinced that transport pricing policies will reduce congestion and environmental problems.     

Local Transport Problems and Possible Solutions: comparing perceptions of residents, elected members, officers and organisations

It is generally accepted that the current growth in personal car use poses a serious threat to local communities and the environment, and that radical changes in transport policy are needed. In order for local authorities to develop acceptable sustainable transport options, it will be necessary that they have a clear view of the attitudes and perceptions of various groups in their community. This research compared the views of elected members and officers with those of residents and organisations in relation to the local transport situation and the use of car travel reduction measures. It was found that the views of elected members and officers reflect those of residents rather well. The views of local organisations, however, were different. Organisations were, in particular, more negative about policy measures that aim to reduce car use in the town centre. They also attached more importance to the viability of the local economy than the other respondents. However, they did agree with the other groups that the quality of life in the community would improve if there was less traffic. The consequences of these findings for local transport planning are discussed.     

Local Transport Problems and Possible Solutions: Comparing perceptions of residents,elected members,officers and organisations

It is generally accepted that the current growth in personal car use poses a serious threat to local communities and the environment, and that radical changes in transport policy are needed. In order for local authorities to develop acceptable sustainable transport options, it will be necessary that they have a clear view of the attitudes and perceptions of various groups in their community. This research compared the views of elected members and officers with those of residents and organisations in relation to the local transport situation and the use of car travel reduction measures. It was found that the views of elected members and officers reflect those of residents rather well. The views of local organisations, however, were different. Organisations were, in particular, more negative about policy measures that aim to reduce car use in the town centre. They also attached more importance to the viability of the local economy than the other respondents. However, they did agree with the other groups that the quality of life in the community would improve if there was less traffic. The consequences of these findings for local transport planning are discussed.     

Reducing car-based journeys to work: What potential is there and whose responsibility is it?

To date the transport solutions seeking to reduce traffic impacts have tended to focus on city/town centres. There has, however, been a substantial increase in traffic levels both in and to suburban areas and the location of large employment sites in such areas has had a significant impact. The typical policy response to traffic in these areas has been the introduction of traffic calming measures and residents' parking but such policies do not address the fundamental issue of travel generation and its consequences (including parking). Major employers should have an important role to play in the consideration of more sensible and sustainable uses of the car including the promotion of alternatives to car use. Using a case study at a large institution in Oxford this paper examines findings from a survey into staff travel behaviour in order to identify how staff currently behave. It explores the potential for transport and non-transport solutions to reduce car-based journeys to work and concludes that there is real potential to encourage a reduction in car-based travel. The paper seeks to widen the debate about who should take responsibility for achieving such a reduction. It argues that whilst travel awareness campaigns primarily push responsibility onto individuals an 'integrated package' is required with employers also assuming responsibility and thereby enabling individuals to adapt.     

The effectiveness of soft transport policy measures: A critical assessment and meta-analysis of empirical evidence

In the last few years there has been a growing interest in transport policy concerning behaviour oriented ‘soft’ measures to reduce private car use. Besides an assessment of the methodological quality of available evaluation results, the present paper focuses on a quantitative, meta-analytical synthesis of this empirical evidence. For these purposes a data set of 141 studies evaluating three types of soft transport policy measures was compiled mainly from already published narrative research reviews. The ability to draw strong causal inferences from the available research evidence is limited by the fact that all the retrieved evaluation studies use weak quasi-experimental designs. At least for one policy measure type our analyses also indicate the presence of a reporting bias. Across all three soft policy measures we found a statistically significant random-effects pooled effect size of 0.15. Translated into the original metric such an effect size indicates an increase in the no-car use proportion from 39% to 46%.     

Wider roads, more cars

The transport policy currently followed in many European cities seems to be a combination of investments in public transport in order to increase, or at least maintain, its market share, and road building in order to keep up with expected traffic growth. Apparently, there is a prevalent belief among policy makers that increased road capacity in urban areas does not in itself cause any growth in car traffic worth mentioning. Such a belief neglects the simple economic theory of supply and demand, as well as more specific theories about the dynamics of traffic under congested conditions. An empirical study of commuting patterns in two transport corridors in Oslo, Norway, shows that a considerable proportion of commuters are sensitive to changes in the speed of the respective modes of transportation. The mode chosen depends to a large extent on the ratio of door-to-door travel times by car and transit. Freer flowing traffic in the road network will induce a higher proportion of commuters to travel by car. Conversely, faster public transport will reduce the proportion of car commuters, but the effects of such improvements will be offset if road capacity is simultaneously increased. In addition to the relative speeds of car and transit, the parking conditions at the workplace are of great importance to the choice of transport mode.     

Windows of opportunity: addressing climate uncertainty through adaptation plan implementation

There is a pressing need for municipalities and regions to create urban form suited to current as well as future climates, but adaptation planning uptake has been slow. This is particularly unfortunate because patterns of urban form interact with climate change in ways that can reduce, or intensify, the impact of overall global change. Uncertainty regarding the timing and magnitude of climate change is a significant barrier to implementing adaptation planning. Focusing on implementation of adaptation and phasing of policy reduces this barrier. It removes time as a decision marker, instead arguing for an initial comprehensive plan to prevent maladaptive policy choices, implemented incrementally after testing the micro-climate outcomes of previous interventions. Policies begin with no-regrets decisions that reduce the long-term need for more intensive adaptive actions and generate immediate policy benefits, while gradually enabling transformative infrastructure and design responses to increased climate impacts. Global and local indicators assume a larger role in the process, to evaluate when tipping points are in sight. We use case studies from two exemplary municipal plans to demonstrate this method's usefulness. While framed for urban planning, the approach is applicable to natural resource managers and others who must plan with uncertainty.     

Vehicular air pollution and asthma: implications for education for health and environmental sustainability

Studies show a direct relationship between occurrence of asthma and increases of particulate matter in the air. Private transportation is found to be a significant contributor to this problem. The objective of this article is to explore this link between air pollution, asthma and vehicular dependency in order to provide recommendations for health and transport policy. This article focuses on the survey of literature on the relationship between vehicular air pollution and asthma; combining it with the literature on vehicular dependency or ‘car culture’ in the global context and in The Netherlands. This article exposes the imbalance of power between patient groups and polluting industries, and the government failure to protect the weaker party can be explained by corporate pressures. It will be argued that since air pollution is tied to the corporate support for the car industry and vested interests in promoting a ‘car culture’, strategic policy that claims to be concerned with public health should explicitly link the present pattern of mobility to public health. This article concludes with a recommendation for raising environmental health awareness by explicitly linking vehicular dependency to respiratory health through a combination of holistic and citizenship education.     

Travelling Distances,Modal Split and Transportation Energy in Thirty Residential Areas in Oslo

A study of the use of car and public transport among residents in 30 residential areas in Greater Oslo indicates that urban planning variables have a significant influence on the energy use per capita for local transport. Residents in local communities with a high density and a short distance to downtown Oslo travel considerably shorter distances and use considerably less energy per capita than those who live in low-density, outer areas. This is true also when the effects of other variables are neutralized. The influence of urban planning variables on the modal split is lower than on energy use. The distribution between public and private transport is influenced most of all by car ownership.     

An analysis of variables influencing the material composition of automobiles

The use of materials is studied broadly, because of the environmental problems related to extraction, production, consumption and waste treatment. The use and substitution of materials in products is therefore a relevant issue for environmental policy making. Studies have been done to describe the material flow or to measure the impact of materials or products on the environment. However, these studies do not often consider economic, substitution and dynamic aspects of material flows. Other studies on material flows analyse the relationship between the use of materials and economic growth, but they do not consider substitution between materials. For environmental policy making economic, technological and environmental aspects of the use of materials need to be considered. Especially, substitution of materials is important. In various countries material and product policies are imposed on a variety of materials and products. For evaluation of these policies their environmental and economic effects need to be examined in detail. This study aims to analyse the economic and technological factors influencing the use of materials and the substitution between different materials dynamically. The goal is to obtain an insight in the effect that material levies may have on the use and substitution of materials. The statistical analysis is performed on a specific product-group because decisions on the use of materials are taken on a product-level. The case study is performed on automobiles. The results show that the material use is largely an autonomous development. The price of aluminium has a positive, significant effect on the use of that material. The price of plastics has a positive, but not significant effect on the use of plastics. Reasons may be that the costs of a raw material are small relative to the processing costs, and that the production process can only be changed slowly. Other factors, like competitiveness and consumers' tastes, may be more important for substitution. This implies that levies or subsidies on certain materials is not a promising policy to change the use of materials. Besides time, there are two other factors that have a positive and significant relationship with the use of aluminium and plastics: the fuel efficiency, which is the distance driven divided by the energy used; and, the road tax, which depends on the weight of a car. However, these effects are caused by their positive relationship with time. The main conclusion of the case study is that imposing a levy on materials may not have the desired or expected effect of reduction in material use.     

Where Sustainable Transport and Social Exclusion Meet: Households Without Cars and Car Dependence in Great Britain

Abstract

A secondary analysis of the British National Travel Survey for the years 2002–2010 shows that the composition of the group of carless households is a good indicator of the level of car dependence in a local area: indeed, while non-car ownership in peripheral and rural areas very often correspond to a marginal socio-demographic situation, this is less and less true as one moves towards larger urban areas. Similarly, while in sparse areas most households without cars are either virtually immobile or reliant on car lifts, in large urban areas the ‘mobility gap’ between car-owning and carless households is considerably smaller, as the latter are able to use modal alternatives to the car. These findings are interpreted with reference to an integrated theoretical framework, showing how changes in land use and the environmental and social impacts of increasing motorization are intimately linked. Notably, the consequences of the self-reinforcing cycle of car dependence on two forms of car-related transport disadvantage (car deprivation and forced car ownership) are highlighted. Overall, the article highlights how the socio-demographic composition and the travel behaviour of carless households vary systematically across different types of area: this has interesting implications for sustainable transport policy and research.     

Moving up the waste hierarchy: Car boot sales,reuse exchange and the challenges of consumer culture to waste prevention

Moving up the waste hierarchy is a key priority for UK waste policy. Waste prevention requires policy interventions to promote reuse. The term ‘reuse exchange’ has been adopted by UK policy makers to describe a variety of second-hand trading outlets including car boot sales, charity shops and online exchange sites. As waste policy is based on tonnage diverted from disposal (or landfill), policy interventions to promote reuse exchange will be based on the weight of goods estimated to be flowing through these sites. This paper uses a combination of field survey data and scale-up estimation to quantify and characterise the weight of goods exchanged at car boot sales in England in 2012. This is estimated at 50–60 000 tonnes per annum. The paper emphasises that movement up the waste hierarchy brings waste policy into closer contact with household consumption practices. It draws on qualitative research to show that, for participants, car boot sales are not associated with waste prevention. Instead, car boot sales rely on stocks of surplus household goods and exemplify the culture of thrift, which enables more, not less, consumption. The paper shows the collision between the social values that inform thrift and the environmental values that underpin reuse; and it argues that the policy goal of enhanced recovery for reuse might best be achieved by working with consumer culture. Two ways of achieving this are suggested: interventions that make it easier for consumers to do the right thing, through promoting opportunities for the circulation of stocks of surplus goods, for example, through increasing the frequency of car boot sales; and interventions which recognise that car boot sales also generate waste, which could be recovered for reuse.     

Bike Networking in Rio: the challenges for non-motorised transport in an automobile-dominated government culture

Rio de Janeiro has developed, since 1992, an 84 km cycling network, more as the outcome of green and NGO lobbying than of clear cut and continuous government choices. The city transport policies are widely dominated by car and bus oriented priorities with insufficient investment in rail, ferryboat and other mass transport options. Bicycle use is potentially part of a new policy aimed at reducing automobile dependence and its social and environmental consequences. The Rio experience was influenced by the Dutch example, especially the Amsterdam achievements. The process of building this cycling infrastructure is also a political and cultural one, sometimes encountering tough resistance from some sectors of the city government and the public, hostile to an investment they consider futile. However, opinion polls conducted in Rio have shown impressive support for bike networking. The main conditions for success are: good integration, maintenance and security; appropriate support infrastructure; and continuity with regular investments and upgrading.     

Two ways of defining sustainable mobility: Autolib’ and BeMobility

Abstract

European cities have emerged as laboratories for ‘sustainable mobility'. In the last few years, they have supported numerous electric car projects which combine clean engine technologies with offers on public or shared mobility. This paper compares two ongoing public electric car services in Berlin (BeMobility) and Paris (Autolib’). We explain how both projects shape future visions of sustainable mobility and transform regional transport systems in specific ways through their performative impact as local transport policy tools. Focusing on the socio-economic and political processes through which both projects were conceived and put into practice, we explain their differences as they reflect participating actors' interests in a French versus German industrial and transport policy context after the economic crisis in 2008. We find that whereas BeMobility integrates electric cars as one element in Berlin's intermodal transport system, and thus is centred around ‘intermodality' as the central vision of sustainable transport, Autolib’ in Paris essentially reproduces the dominant mode of private passenger car transport through adding a shared electric car fleet.     

On measuring wealth: a case study on the state of Queensland

In order for policy makers to plan effectively for sustainable development, there is a need for measures of welfare that consider changes in the natural capital stock. Current measures based on conventional national accounting are flawed because they are based solely on flow measures and do not account for environmental effects. In this paper, we use an expanded measure of wealth to estimate the value of natural capital for Queensland. The state's stock of natural capital is valued at A dollar 355.6 billion, of which non-timber forest resources account for 45.3%, ecosystem services 20.0%, and mineral resources 17.6%. This figure is a conservative estimate of the true value since some significant components such as the ecological and life-support functions of the environment are excluded. The estimates highlight the relative importance of different forms of natural capital and can be used to draw the attention of policymakers to the need to give adequate weight to the value of such services in decision-making processes.     

Eco‐efficiency,self‐sufficiency and sustainability in transport: The limits for Brazilian sugarcane ethanol policy

This paper examines the historic development of the Brazilian sugarcane ethanol sector and the largely successful attempt to create a sustainable, renewable fuel for the transport sector. The policy that resulted from this process is an example of meeting the need for sustainable transport through the consideration of location‐specific characteristics and appropriate policy. The paper then questions the current and expected trajectory of the sugarcane ethanol sector with the focus on one key question: can sustainability be exported? In this analysis, the paper identifies new threats to the sustainability of Brazilian sugarcane ethanol and potential “opportunity costs” incurred in further development and internationalization of the sector. The paper concludes that exporting sugarcane ethanol may bring unanticipated deleterious consequences, which in turn means that both policy and theory need to be more precise about how sustainable transport is defined and bounded by time and space.     

Hyperautomobility and Governmentality in Auckland

Abstract

A number of cities around the world are associated with very high levels of private motor car usage, and Auckland provides an example of one of these ‘hyperautomobile’ cities. There are many problems with this system of transportation and dependence on the private car, including environmental, social and city design dimensions. Though there is a clear aspiration to move towards reduced levels of car usage in the city's transport and spatial planning strategies, there are major difficulties in implementation terms. We develop and consider future scenarios to 2041 to reduce these levels of motorization, and subsequent transport CO₂ emissions, with a much greater use of public transport, walking and cycling, urban planning, and low emission vehicles. The current implementability of such a ‘sustainable mobility’ future is however questioned in the current political and social context, and critically debated in terms of the available governance mechanisms and the limited attempts to shape the behaviour of the public. We conclude by calling for a reconsideration of the policy measures being considered, including the range and levels of application and investment; with a much wider framing of the transport planning remit, and carried out within a much stronger participatory framework for decision-making.     

京津冀PM2.5浓度控制目标可达性分析

雾霾污染已成为京津冀地区最突出的环境问题,国务院颁布了《大气污染防治行动计划》,明确提出了京津冀地区雾霾治理的浓度目标和减排措施。但是这些减排措施能否够实现PM2.5的浓度目标呢?本文基于数据分析方法,量化了2013—2014年京津冀地区PM2.5浓度与污染物排放量的关系,预测了现有减排措施可以达到的PM2.5浓度以及实现既定的PM2.5浓度目标的大气污染物减排要求,对"大气十条"减排政策的有效性进行了科学评估。结果显示,现有的减排措施难以实现PM2.5浓度控制目标,天津和河北的大多数地市需要进一步加大污染物减排力度。河北的部分地市即使实现了PM2.5浓度下降25%的目标,PM2.5浓度仍然过高,应改下降百分比为绝对值目标。北京的污染物减排率过高,减排难度较大,可以考虑一个现实合理的PM2.5浓度目标和污染物减排计划。由于污染物减排行动涉及区域经济和民生保障,PM2.5浓度受到风力等自然因素的影响较大,京津冀地区的雾霾治理应确定现实可行的浓度控制目标,并制定相应的污染物排放量管理目标。