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.     

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.     

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.     

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.     

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.     

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.     

Local or global food markets: A comparison of energy use for transport

Abstract

This study compares energy use for food transport to a farmers' market in Sweden with energy use for transport in the conventional food system. The farmers' market was investigated through data sampling from on-site investigations. The conventional food system was studied with the aid of life cycle assessments reported in the literature. Overall, the study found no significant differences in levels of energy use for transport to the farmers' market compared with the conventional food system. For certain products, such as fresh fruits and vegetables, transport-related energy use was much lower in the local system although the season in Sweden for this kind of product is restricted to two or three months at the end of the summer. However, there is considerable potential to increase energy efficiency in local food systems by organizing the selling in new ways and by using more energy efficient vehicles.     

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.     

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%.     

Using Land-use Planning to Manage Transport Demand: A survey of Scottish experience

Recent concerns surrounding the growth of mobility and associated increases in journey length and number of motorised journeys for an increasingly diverse pattern of trips have placed demands on the planning system in terms of the need to consider the land use-transport interaction. This paper first provides a review of relevant national planning policy in Scotland in particular. It then goes on to report findings from a recent survey which highlights the attitudes held by Scottish planning professionals to managing transport demand through land-use planning. The paper outlines the trade-offs encountered in practice between competing policy objectives. In Scotland there is no planning guidance equivalent to Planning Policy Guidance Note 13, which applies to England and Wales, around which there has been much debate on its impact on development control decisions and planning strategy. Draft guidance for Scotland was produced in 1996 for consultation and again in 1998, but at the time of writing has yet to be finalised. The findings from this study are timely in that they enable an assessment of the extent to which the planning system is being used to manage transport demand. Recent local government reorganisation in Scotland has resulted in significant changes to ways in which strategic planning and development control policy are likely to proceed. The paper focuses on the extent to which local authority policy emphasises the need to reduce travel through planning.     

Sustainable local land use policy: rhetoric and reality

Abstract

This study examined trends in population redistribution and residential land use changes in northeast Scotland during 1988 to 2003. We utilised a geographical information system (GIS) tool to bring together data from interrelated sources and to analyse population settlement and land use changes at detailed spatial scale. This analysis revealed that substantial land conversion had taken place in the region; particularly conversion of agricultural lands to built-up and residential areas. It also drew attention to policy conflicts, discrepancies between policy rhetoric and policy implementations. More specifically, it was shown that substantial farm land conversion had taken place in suburban areas and rural Aberdeenshire with little change in the size of derelict land in Aberdeen City. The reason given for this was that it was costly to rehabilitate and reuse derelict lands and this conflicted with the objective of providing affordable housing in the City region. The implication of this study is that if the declared policy objectives of integrated and sustainable land use and transport policies are to be achieved, then local authorities may need to cooperate to minimise conflicts between economic and environmental objectives.     

Activity-Based Patterns of Everyday Mobility: The Potential for Long-Term Behaviour Change Across Five Groups of Travellers

Abstract

Significant differences in our mobility patterns can be found in relation to both range/distance and form. While some people travel on multiple occasions to global destinations over the course of a year, others travel mainly locally, that is, by bicycle or on foot. Policymakers and planners need to have a clear conception of the different mobility patterns if they are to develop valid and precise measures promoting more sustainable forms of mobility. This paper points to five key mobility types based on an exploratory cluster analysis of approximately 20,000 Norwegian travel diaries. Three of the defined groups are dominated by the private car, while two are oriented towards the use of public transport, bicycling and walking. The key differences and similarities between the mobility types are discussed and the relationship between everyday travel patterns and long-distance travel is analysed. Opportunities and challenges for transformations in the everyday travel habits of the five groups are discussed in the final section.     

The Application of the Ecological Footprint: A case of passenger transport in Merseyside

The release of carbon dioxide from the burning of fossil fuels is believed to be responsible for climate change. In the UK, road transport emits 22% of the total output of carbon dioxide. This study applies the ecological footprint to Merseyside to ascertain the global environmental impact of passenger transport (expressed in hectares). Results show that car travel has a footprint of 704 000 hectares, which is 87% of the total footprint. It is demonstrated in scenarios that Policy initiatives involving the Local Transport Plan will cause the footprint to increase. It is also shown that individual behaviour could be influenced when highlighting the impacts of different modes of transport along the same route. By using the ecological footprint in educational programmes, the effect can be shown of carbon emissions and land appropriation on the 'school run'; these issues could be promoted alongside others such as health, safety, congestion, global equity and fairness.     

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.     

Stewardship Volunteering by Older Australians: The Generative Response

Abstract

The aim of this paper is to use Erikson's approach to human development, and specifically generativity, as a framework by which to explore older people's experiences of environmental stewardship activities. Using data from a large qualitative study of environmental volunteers resident in the coastal fringes of Queensland, Australia, the paper provides important, illustrative, empirical support for Erikson's theory of generativity in later life. Findings suggest that older people are much more likely to connect their environmental actions with the longer-term future, and express a need to leave a lasting legacy for future generations. According to respondents, the later years are a time to contribute to the environment as part of a broader cycle of life. The environment is also an important site for intergenerational activities. Whilst the work presented here is only a small, localized study, use of Erikson's theory of human development as a framework helps demonstrate the importance of a generative response in later life.     

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.     

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.     

Community-based organisations in city environmental policy regimes: lessons from Philadelphia

In this paper we examine the role of community-based organisations (CBOs) in the environmental policy regime of Philadelphia, through a citywide survey (N?=?40) and interviews with leaders from three types of CBOs: community development corporations (CDCs), civic associations (CAs), and business-improvement organisations. We found that CBOs of all types have changed their organisational missions and identities in response to their pursuit of sustainability goals, but that CDCs more so than either CAs or business organisations have integrated sustainability into their governance structures. Second, we found that a growing number of CBOs have expanded their work to involve environmental policy and programming. Third, we found that the work of local non-profit organisations has become directly linked to the city's broader sustainability plan, Greenworks.     

Non-motorised Transport and Sustainable Development: Evidence from Calcutta

The important role that non-motorised transport plays in urban sustainability is discussed with particular reference to the developing world and to the links between environmental and poverty issues. The significance of non-motorised transport in terms of reduced pollution, income maintenance for the poor and providing transport for vulnerable groups is stressed and placed within the general context of sustainable development. More specifically, evidence is presented for rickshaws in Calcutta, which demonstrates the vital role that non-motorised transport must play if sustainable development objectives are to be met. This evidence indicates that if rickshaws were to disappear from Calcutta's streets there would not only be significant increases in air pollution but also a substantial increase in the numbers of people living in poverty.     

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.