Abstract

Like in many large cities in developing countries, traffic in Grand Casablanca, Morocco, is congested and public buses are crowded. These conditions are alleviated by a combination of supply-side infrastructure expansions, such as more buses and new road capacity, and demand-side pricing instruments, such as parking and fuel taxes. Using an empirical urban transportation mode choice model for Casablanca, this study finds a mix of these expansion policies and pricing instruments to alleviate congestion and maximize aggregate social welfare. The optimal mix is sensitive to the marginal costs of the infrastructure expansions. If the city were to spread out in its periphery where land constraints do not exist and land is available at lower prices, a supply-side instrument, particularly the optimal expansion of roads, would be far more effective in achieving welfare gains than the use of optimal pricing instruments without new roads. By contrast, if the city were to densify in already built-up areas, land and other physical constraints and the high price of land may leave expensive “elevated roads” as the only option. In this case, demand-side instruments together with the elevated roads would equally contribute to reduce traffic congestion and in-bus crowding. Document type: Book

Abstract

The authors construct a new measure of connectivity in the global air transport network, covering 211 countries and territories for the year 2007. It is grounded in network analysis methods, and is based on a gravity-like model that is familiar from the international trade and regional science literatures. It is a global measure of connectivity, in the sense that it captures the full range of interactions among all network nodes, even when there is no direct flight connection between them. The best connected countries are the United States, Canada, and Germany; the United States' score is more than two-thirds higher than the next placed country's, and connectivity overall follows a power law distribution that is fully consistent with the hub-and-spoke nature of the global air transport network. The measure of connectivity is closely correlated with important economic variables, such as the degree of liberalization of air transport markets, and the extent of participation in international production networks. It provides a strong basis for future research in areas such as air and maritime transport, as well as international trade. Document type: Book

Abstract

The International Maritime Organization's initial strategy on reduction of greenhouse gas emissions from ships stipulates that the international shipping sector should assess the impacts on states prior to adoption of the mitigation measures included in the strategy. This assessment should be undertaken as a matter of urgency, and disproportionately negative impacts should be assessed and addressed as appropriate. This paper aims to contribute to this discussion by reviewing the state-of-the-art research on the economic impacts of greenhouse gas mitigation measures on states, using model-based analysis. Specifically, the paper: (i) identifies four areas of economic impacts and their relationships, (ii) compiles the latest findings on the estimated magnitudes of these impacts, and (iii) presents relevant modeling approaches along with best practices for selecting and applying these approaches in impact assessments. The paper concludes that introducing greenhouse gas mitigation measures, such as carbon prices applied to bunker fuels in the range of 10 to 50 USD/ton of carbon dioxide, might increase maritime transport costs by 0.4 percent to 16 percent. However, this would only marginally increase the import prices of goods (by less than 1 percent). For transport choices, the increased cost of maritime transport induced by greenhouse gas mitigation measures might only slightly reduce the share of maritime transport, by 0.16 percent globally. Furthermore, a global carbon tax applied to all transport modes might stimulate a shift toward maritime transport from all other modes. The impacts of a carbon price in the range of 10 to 90 USD/ton of carbon dioxide on national economies are expected to be modest (-0.002 percent to -1 percent of GDP). Document type: Book

Abstract

This report starts with a history of high speed rail worldwide and then outlines the history of China's move toward a high-speed rail network. It explains why China is uniquely suited for a high-speed rail system. System performance indicators, such as: speed, capacity, safety, fares, ridership, and operating and maintenance costs, are examined for China and other countries. The relationship between high-speed rail and economic development is discussed along with preconditions necessary for successful implementation of a high-speed rail project. Document type: Book

Abstract

In Alaska, alternative transport modes to cars and other motorized, petrol powered vehicles are gaining in importance due to increasing urbanization and as adaptive responses to risks of infrastructural damage to transportation networks in facing the climate change. Bicycling functions as a transportation practice in response to increasing infrastructure disruptions, offering a strategy towards sustainable and resilient means of transportation in the times of global climate change and its associated challenges. Changing weather conditions and demographic changes lead to the necessity to establish more adapted infrastructures. The use of the bicycle hereby offers a suitable mode of transport in Arctic and Subarctic areas. New technologies such as fat bikes make bicycling throughout the winter season possible. The combination of the theoretical concepts of sustainability and resilience bears the potential to foster concrete solutions and action strategies for policy makers with respect to infrastructural challenges in the Arctic. Document type: Part of book or chapter of book

Abstract

Worldwide energy consumption is generally related with fossil fuels that increase CO? and other greenhouse gases (GHG) emissions. The transport sector represents a significant part of energy demand. As its share comes mostly from petroleum products, known for their highly polluting effects, there is the need to quantify energy use by transport. This assessment supports the planning and implementation of energy consumption mitigation policies that reduce negative environmental outcomes of transport systems. The research introduces an approach to estimate transport energy consumption obtained from available data and scaling factors. As the emphasis is put on urban transport, only commute road and rail transport are considered in the analysis. Data is stored and managed in a Geographical Information Systems (GIS) framework environment that also supports mapping the results. These maps allow identifying higher energy consumption areas by mode of transport and type of vehicle. Plotting the results also enables understanding the geographic distribution of energy demand from urban to rural regions, providing tools to perceive the relationship between urban form and energy consumption of the transport sector. Taking into account that the analysis is produced at a large scale, the obtained results offer support to planners and policy makers that seek solving transport-related problems, as pollution and high energy demand. Large scale analysis allows and enhances better planning, primarily when designing strategies for such detailed areas as urban spaces. Assessing and analysing energy consumption of the transport sector, enables deriving alternative energy layouts that present better energy efficiency, aiming for the final goal of mitigate the negative effects of urban transport systems. Document type: Part of book or chapter of book

Abstract

Well-functioning cities reduce the economic distance between people and economic opportunities. Cities thrive because they enable matchmaking -- among people, among firms, and between people and job opportunities. This paper examines employment accessibility in Nairobi, Kenya and evaluates whether modification of land use patterns can contribute to increases in aggregate accessibility. The assessment is based on simulation of counterfactual scenarios of the location of jobs and households throughout the city without new investments in housing or transport infrastructure. The analysis finds that modifications to the spatial layout of Nairobi that encourage land use clustering can increase the share of overall opportunities that can be accessed within a given time-frame. When commuters travel by foot or using the minibus network, the share of accessible economic opportunities within an hour doubles from 11 to 21 percent and from 20 to 42 percent respectively. The analysis also finds that spatial layouts that maximize the number of households that have access to a minimum share of jobs, through a more even jobs-housing balance, come at the expense of average accessibility. This result is interpreted as a trade-off between inclusive and efficient labor markets. Document type: Book

Abstract

Walking may be considered one of the most sustainable and democratic ways of travelling within a city, thus providing benefits not only to pedestrians but also to the urban environment. Besides, walking is also one of the means of transport most likely subjected to factors outside an individual’s control, like social or physical abilities to walk and the presence of comfortable and safe street infrastructures and services. Therefore, improving urban conditions provided to pedestrians has positive impacts on walkability. At the same time technological solutions and innovations have the power to encourage and support people to walk by overcoming immaterial barriers due to a lack of information or boring travel and they give to decision makers the possibility to gain data to understand how and where people travel. Merging these two dimensions into a unique approach can drastically improve accessibility, attractiveness, safety, comfort and security of urban spaces. In this context, this paper aims to draw a more multifaceted context for walkability, where new technologies assume a key role for introducing new approaches to pedestrian paths planning and design and thus for enhancing this mode of transport. Indeed, by combining more traditional spatial-based and perceptual analysis of the urban environment with technological applications and social media exploitation there will be room to better support the decision on and to enhance satisfaction of walking as well as to easier plan and design more walkable cities. Document type: Part of book or chapter of book

Abstract

The application of freight pipeline for the movement of solid goods offers a new option in the field of transportation. This volume examines impacts and their assessments. This study has only identified the areas where truck and/or rail substitution by pipeline may have impacts. It only can be said that pipeline, if it can substitute for surface traffic without correspondingly increasing it at another location, is inherently a more environmentally compatible mode of transport. Based on data presented in this report, it can be stated that, to the extent that a freight pipeline reduces the truck traffic, it helps to reduce street congestion, noise, energy consumption, accidents, and air pollution. As compared to rail, however, accident and noise reduction are certain, but the impact on energy consumption and air pollution depends on local conditions. (MCW) Document type: Report

Abstract

Developments with electric bicycles in the Netherlands are progressing rapidly. The number of electric bicycles sold is rises every year. Cycling is a very popular mode of transport in The Netherlands. In 2008 more than one million bicycles were sold. At the moment one out of ten bicycles sold is already an electric one. Electric bicycles are popular among the elderly and people with physical constraints. The government also wants to stimulate commuters to use the e-bicycle instead of the car. There are a few reasons for this: Less congestion, more environmental and health benefits. Research performed by TNO showed that commuters who use an electric bicycle might drive 1.5 times further than with a traditional bicycle, allowing a large group of potential new users to use cycling as mode for their commuting transport. The number of trips by bicycle has to potential to grow by 3 to 5% and the number of bicycle kilometres to grow by 4 to 12% even. The number of car trips might decrease with 1.6% and the number of car kilometres with a lower value due to the replacement of mainly shorter car trips. Pilot projects are set up now to introduce e-bicycles to commuters. A majority of the participants of the first two pilots held are positive about the e-bicycles as an alternative for the car in commuting traffic. An extensive large two year pilot will start in Eindhoven to stimulate commuters to use the e-bicycle instead of the car. TNO will investigate the mobility effects of the use of the e-bicycle from this pilot.