Abstract

Eskilstuna has introduced energy and climate policies in most sectors, enterprise and planning. It thus offers an excellent study field. "br/""br/"Energy and climate policy is divided into two policy arenas: The arena of the municipality acting as a concern and the arena of the municipality acting as a stakeholder of energy initiatives towards the general public. The efficiency of the first is very high, due to an omnipresence of ‘sustainability thinking’. The total effect of the latter is, however, much larger, due to the size of the arena. "br/""br/"Principles of urban development are generally acknowledged as an important instrument for sustainability. Urban densification and urban connectivity to transport routes facilitated by public transport are the two main principles. "br/""br/"Policies of sustainability are of ‘second-order’ as compared to the economic driven changes of the urban system. A prime ‘first-order’ development is regional enlargement synonymous with increased transport. Second-order policies are modal split initiatives aiming at public rather than private transportation facilitated by infrastructure and infrastructure lead urban development. "br/" "br/"The largest amount of energy consumption is in the sectors of transport, households and industry. Potentials reduction of CO2 emissions vary: Transportation depends on fossil fuels, difficult to cope with, whereas energy consumption in households is composed by a number of energy sources, including an increasing amount of renewables operated by large district heating plants as well as by individual house owners’ initiatives. "br/""br/"Thus, national measures are efficiently introduced in the conversion of district heating into renewables as well as conversion of the heating of single family dwellings using heat pumps and solar cells. Designing incentives to reduce fossil fuels in transport remains the key challenge. "br/""br/"At municipal level the consumption of electricity is of special concern. Only about 25% of electricity it is possible to produce by local combined power and district heating plants. Some small additional power may be provided locally by e.g. solar cells. But for the remaining part consumers are dependent upon national grids, i.e. power produced by energy sources that are beyond the control of the municipality. Document type: Book

Abstract

The Estonian planning system allots the main responsibilities for planning activities to the local level, whereas the regional level (county) is rather weak. That implies a gap of cooperation on the regional level, leading to dispersed urban development in suburban municipalities and ongoing urban sprawl in the vicinity of Tartu. This development appears contrary to the concept of “low-density urbanised space” as formulated in the National Spatial Plan “Estonia 2030+” (NSP) as the central spatial development concept for Estonia and also to a compact and intensive city development as formulated in the Master Plan of Tartu."br/""br/"Since Tartu has no relevant big industries, the main employers are the municipality and the university, energy related challenges occur from transport and residential (district) heating. The modal split shows big differences between journeys within Tartu and journeys between Tartu and its vicinity. While the first shows a high share of public transport and walking, the latter includes a high share of car use, especially in work related travelling. This is closely related to the issue of ongoing urban sprawl and increasing car ownership. Although the Tartu City Transport Development Plan 2012-2020 points very clearly at the weaknesses in the transport system of Tartu, the plan is not addressing cross-border issues, like e.g. regional commuting."br/""br/"The highest share of emissions is allotted to energy production. In terms of energy sources Estonia is very much dependent on imports like oil and gas and the Estonian electricity production is to more than 90 % based on Estonian oil shale. Thus, efforts towards higher energy efficiency – at least on the national level – are rather driven by ambitions to decrease fuel dependency than merely efficiency objectives. That illustrates the need for a transition of the energy supply and generation system in Estonia from two forces: decreasing fuel dependency and a shift to an increasing use of renewable resources. Document type: Book

Abstract

Since industrialisation, Turku has been an important industrial town in Finland and still is. Today, after considerable restructuring of the industrial sector, most jobs (79 % in the city of Turku) are within services. Besides its economic base, Turku also is experiencing a change in the former prevailing urban sprawl, characterising urban development since the 1950s. The city is densifying and promoting sustainable urban develop-ment, though at a regional scale with several growth centres. Its future development is envisioned in the “Structure model 2035”, focusing on more compact urban development along public transport corridors. From the case report three issues arise which might be of considerable interest in a broader context of the PLEEC project:"br/""br/"1. Working with energy efficient regional urban structure (e.g. regarding urban sprawl) in a low density country and on a voluntary cooperative basis"br/"2. Keeping the industrial base in a city facing deindustrialisation and aiming for energy efficiency"br/"3. Decentralisation of energy supply enables new forms of settlements with the example of Skanssi Document type: Book

Abstract

Australasian researchers, practitioners, policy makers and community members are engaged in a global discussion on the role of cycling in addressing these concerns. Contributors to this book report on and extend this discussion as they explore the insights generated locally and internationally on the past, present and future of cycling. The focus of the first half of the book is largely on the current engagement with cycling, challenges faced by existing and would-be cyclists and the issues cycling might address. The second half of the book is concerned with strategies and processes of change. Contributors working from different ontological positions reflect on changing socio-spatial relations to enable the broadest possible participation in cycling.' Document type: Book

Abstract

Australasian researchers, practitioners, policy makers and community members are engaged in a global discussion on the role of cycling in addressing these concerns. Contributors to this book report on and extend this discussion as they explore the insights generated locally and internationally on the past, present and future of cycling. The focus of the first half of the book is largely on the current engagement with cycling, challenges faced by existing and would-be cyclists and the issues cycling might address. The second half of the book is concerned with strategies and processes of change. Contributors working from different ontological positions reflect on changing socio-spatial relations to enable the broadest possible participation in cycling.'

Abstract

In order to understand patterns of urban commuter flows, insight is required into urban spatial structure (and vice versa). The present contribution first provides a concise overview of the theoretical perspectives from which economists and geographers approach commuting issues. Subsequently, the focus shifts to the classical spatial-economic urban models and how they explain commuter movements. We conduct a number of cluster analyses from which we are able to derive a commuting typology of city region areas. We conclude that distance (which also comprises journey time and proximity of traffic infrastructure), housing characteristics, housing environment, and income continue to play key roles in commuting patterns in the metropolitan areas under consideration.

Abstract

The daily commute is still the main source of traffic congestion. Despite transport research emphasis on commuters, the work end of home to work travel receives less attention. However, employers influence the commute behaviour of employees in different ways. The Belgian database Home-to-Work-Traffic (HTWT) contains information on accessibility, work regimes and mobility management initiatives of 7460 worksites of large employers in Belgium. In a spatial multilevel regression model both contextual and worksite factors are incorporated to investigate the share of cycling employees. While controlling for different economic, physical and other factors, the provision of bicycles by the employer seems to be successful, while the effect of bicycle facilities is less clear, partly due to the fact that bicycle facilities are more popular in less cycle-friendly areas. Het dagelijkse pendelverkeer is nog steeds de voornaamste bron van verkeerscongestie. Ondanks de nadruk die transportonderzoek legt op dit pendelverkeer, blijft de werkkant van het woon-werkverkeer onderbelicht. Nochtans beïnvloeden werkgevers het pendelgedrag van hun werknemers op verschillende manieren. De Belgische databank woon-werkverkeer bevat informatie over de bereikbaarheid, de arbeidstijden en mobility management maatregelen van 7460 werklocaties van grote werkgevers gevestigd in België. In een ruimtelijk multilevel regressiemodel zijn zowel omgevings- als werklocatiefactoren opgenomen om het aandeel fietsende werknemers te verklaren. Rekening houdend met economische, fysische en andere factoren, lijkt het actief aanbieden van fietsen door de werkgever een succesvolle maatregel, terwijl het effect van de klassieke fietsvoorzieningen minder duidelijk is, onder meer omdat deze vooral terug te vinden zijn in minder fietsvriendelijke gebieden.

Abstract

[EN] Women's greater sensitivity to changes in their environment is one of the most distinguishing features between both genders. This article raises women's greater sensitivity to the different variables which influence their commuting modal choice. In order to do this, gender gaps detected in the choice of means of transport in commuting trips with respect to the decision factors such as age, education level, driver's license, private transport access; location, household size and net income, are quantified. The results show a greater female sensitivity to the different variables that affect their modal choice, which helps to better understand the different mobility patterns and it is useful for planning measures favoring sustainable mobility policies and equity. Olmo Sánchez, M.; Maeso González, E. (2016). Gender differences in commuting behavior: Women's greater sensitivity. En XII Congreso de ingeniería del transporte. 7, 8 y 9 de Junio, Valencia (España). Editorial Universitat Politècnica de València. 1277-1284. https://doi.org/10.4995/CIT2016.2015.3405 OCS 1277 1284

Abstract

Submitted by Isabele Garcia (isabele.garcia@fgv.br) on 2018-01-03T16:48:40Z No. of bitstreams: 1 CEPESP_Moreno-Moroy; Posada. The impact of public transport expansions on informality.pdf: 3096163 bytes, checksum: ab616acbd943d66a959dad54ebd1c5fb (MD5) Approved for entry into archive by Isabele Garcia (isabele.garcia@fgv.br) on 2018-01-03T16:49:55Z (GMT) No. of bitstreams: 1 CEPESP_Moreno-Moroy; Posada. The impact of public transport expansions on informality.pdf: 3096163 bytes, checksum: ab616acbd943d66a959dad54ebd1c5fb (MD5) Made available in DSpace on 2018-01-03T16:49:55Z (GMT). No. of bitstreams: 1 CEPESP_Moreno-Moroy; Posada. The impact of public transport expansions on informality.pdf: 3096163 bytes, checksum: ab616acbd943d66a959dad54ebd1c5fb (MD5) Previous issue date: 2015 The São Paulo Metropolitan Region (SPMR) displays a strong core-periphery divide. Central areas concentrate the bulk of formal jobs while peripheral areas display high incidence of informal employment. This pattern is reinforced by a large deficit in urban transport provision. Against this background, we estimate the impact of expansions of the public transport system on local informality rates for the SPMR between 2000 and 2010. We compare the average changes in informality in areas which received new public transport infrastructure with the average changes in areas which were supposed to receive infrastructure according to official plans, but did not because of delays. After controlling for endogenous selection, we find that informality decreased on average 16 percent faster in areas receiving new public transport infrastructure compared to areas that faced project delays.

Abstract

Companies play an important role in the mobility debate as they can be considered as the primary 'creators' of commuting traffic. In recent years, companies have developed a variety of initiatives to improve the mobility of their employees, although their visions and actions are often neglected in the research literature. This paper aims at identifying the good practice in mobility policies of workplaces located in Belgium. To achieve this objective, existing research and two large-scale Belgian surveys of commuting are analysed. First, workplaces are clustered in order to identify those where the alternative modes of transport which are promoted by the policy are popular among employees. Then, quantitative analyses are performed to find out what are the good practices of mobility policies. The results show that the best way of promoting an alternative mode of transport depends on company's characteristics. The promotion of bicycles is most appropriate for small workplaces, while larger workplaces and those located in built-up areas or city centres are more suitable for the promotion of public transport. Financial incentives, provision of facilities, diffusion of information and parking management all play an important role in mobility management. (C) 2011 Elsevier Ltd. All rights reserved.