The Development of a Common Investment Appraisal for Urban Transport Projects.

In December 1990 we were invited by Birmingham City Council and Centro to submit a proposal for an introductory study of the development of a common investment appraisal for urban transport projects. Many of the issues had arisen during the Birmingham Integrated Transport Study (BITS) in which we were involved, and in the subsequent assessment of light rail schemes of which we have considerable experience. In subsequent discussion, the objectives were identified as being:- (i) to identify, briefly, the weaknesses with existing appraisal techniques; (ii) to develop proposals for common methods for the social cost-benefit appraisal of both urban road and rail schemes which overcome these weaknesses; (iii) to develop complementary and consistent proposals for common methods of financial appraisal of such projects; (iv) to develop proposals for variants of the methods in (ii) and (iii) which are appropriate to schemes of differing complexity and cost; (v) to consider briefly methods of treating externalities, and performance against other public sector goals, which are consistent with those developed under (ii) to (iv) above; (vi) to recommend work to be done in the second phase of the study (beyond March 1991) on the provision of input to such evaluation methods from strategic and mode-specific models, and on the testing of the proposed evaluation methods. Such issues are particularly topical at present, and we have been able to draw, in our study, on experience of:- (i) evaluation methods developed for BITS and subsequent integrated transport studies (MVA) (ii) evaluation of individual light rail and heavy rail investment projects (ITS,MVA); (iii) the recommendations of AMA in "Changing Gear" (iv) advice to IPPR on appraisal methodology (ITS); (v) submissions to the House of Commons enquiry into "Roads for the Future" (ITS); (vi) advice to the National Audit Office (ITS) (vii) involvement in the SACTRA study of urban road appraisal (MVA, ITS

A Methodology to Evaluate Accessibility to Bus Stops as a Contribution to Improve Sustainability in Urban Mobility

Walking and transit are the backbone of sustainable mobility. Bus stops not only represent the connection between the two, but are also central in dictating the attractiveness of the latter. Accessibility of bus stops becomes, then, pivotal in increasing both attractiveness and sustainability of public transport. The paper describes a multi-step methodology to evaluate bus stops’ accessibility starting from a cluster of seven indicators describing objective and subjective features influencing passengers’ choice toward a given bus stop. The indicators are weighed by a questionnaire submitted to experts. Finally, a multicriteria analysis is developed to obtain a final score describing univocally the accessibility of each stop. Outcomes are mapped and a case study in Rome is reported as an example, with 231 bus and tram stops assessed accordingly. Results shows the relevance of the urban network and environment in evaluating the accessibility and in promoting more sustainable mobility patterns. Research innovation relies on the possibility to merge data from different fields into a specific GIS map and easily highlight for each bus stop the relationships between built environment, passengers’ comfort, and accessibility, with the concluding goal to provide advanced knowledge for further application

Accident Analysis and Prevention: Course Notes 1987/88

This report consists of the notes from a series of lectures given by the authors for a course entitled Accident Analysis and Prevention. The course took place during the second term of a one year Masters degree course in Transport Planning and Engineering run by the Institute for Transport Studies and the Department of Civil Engineering at the University of Leeds. The course consisted of 18 lectures of which 16 are reported on in this document (the remaining two, on Human Factors, are not reported on in this document as no notes were provided). Each lecture represents one chapter of this document, except in two instances where two lectures are covered in one chapter (Chapters 10 and 14). The course first took place in 1988, and at the date of publication has been run for a second time. This report contains the notes for the initial version of the course. A number of changes were made in the content and emphasis of the course during its second run, mainly due to a change of personnel, with different ideas and experiences in the field of accident analysis and prevention. It is likely that each time the course is run, there will be significant changes, but that the notes provided in this document can be considered to contain a number of the core elements of any future version of the course

Active Transportation for America

In this era of traffic congestion, high gas prices, climate change, an obesity epidemic, and fiscal constraints, federal transportation funding has reached a critical crossroads.Decades of car-centered transportation policies have dead-ended in chronic congestion, crippling gas bills, and a highly inefficient transportation system that offers only one answer to most of our mobility needs -- the car.Investment now in a more diverse transportation system -- one that provides viable choices to walk and bike, and use public transportation in addition to driving -- will lead to a far more efficient use of transportation resources.Active transportation is the missing piece in our transportation system

Safe Routes to School: Helping Communities Save Lives and Dollars: 2011 Policy Report

Highlights the financial and health benefits of the federal program to improve safety for pedestrians and cyclists; promote healthy, active lifestyles for children; and improve environmental conditions near schools, as well as implementation issues

Housing and Mobility Toolkit for San Mateo County

Since the end of the Great Recession, San Mateo County has attracted new workers at a record rate without building anywhere near enough housing. This jobs-housing imbalance drives the cost of housing up and forces many moderate and lower-income employees and their families out of the County. A lack of access to quality affordable housing in the County and the entire Bay Area along with limited transportation options means that an increased number of employees drive in and out of the County every workday. The resultant congestion, gridlock, and long commutes along with other negative environmental, social, and economic impacts create a major concern for communities in the County and beyond. Clearly, this problem has two distinct but interrelated dimensions: housing development and transportation planning. A select group of Mineta Transportation Institute (MTI) Research Associates worked closely with representatives from the San Mateo County Home for All initiative to help address this challenge by developing a toolkit of successful case studies with a holistic approach to housing development and transportation planning

Where We Grow up does Really Matter: Best Practices for Child-Friendly Cities Applied in Tarlabasi(Istanbul)

The article innovative aim is to introduce a research made to suggest some simple ways to improve the planning and design strategies for ensuring the highest sustainability level in child-friendly cities. The environments surrounding us strongly affect our perception of belonging to a place, and our social, mental, physical health. Therefore, designing and planning friendly environments for people of all ages should be perceived as one of the most important responsibilities for planners and politicians. At this point, in order to make cities friendlier for its inhabitants, it is considered useful to focus on the most vulnerable classes of people living in urban environments, such as children, because a city that is friendly for its kids will be welcoming also for anyone else. As a matter of facts, a child-friendly city is usually a urban environment that is suitable for most of its inhabitants and this is even more important in the most critical situations, such as the poorest slums of a developing city, like Istanbul, and its most fragile neighborhoods, like Tarlabasi. The research results highlighted thatTarlabasi has unique spatial child-friendly characteristics, despite its physical, social, and economic disadvantages, and these conditions can be dramatically improved with some very simple and affordable projects

The development and deployment of walkability assessment models for built environments

To encourage walking behavior, revising a built environment to be walkable is recognized as a necessity for influencing a broader audience while also having a long-term effect. Walkability, which indicates the friendliness of walking in a built environment, helps concerning parties to understand a urban context and make informative decisions when building walkable neighborhoods. Walkability is a fusion of different environment characteristics (e.g. sidewalk quality) influential to walking. Multiple instruments have been developed to measure perceived walkability by conducting surveys. However, this process is expensive and time-consuming. Matured GIS technologies together with extensive accessible data enable analysts to measure walkability objectively. While it is considerably inexpensive and time efficient, measuring walkability objectively has several challenging areas to tackle: the environmental characteristics to be considered, the methods to evaluate these characteristics, and the data availability to conduct the evaluation. To date, no existing model addresses those aspects appropriately. This thesis has developed models to objectively evaluate walkability for neighborhoods and walking routes. Through examining empirical studies that explored the relationship between walking and environment characteristics, this thesis has identified a few characteristics that are influential to walking and incorporated them into the area based walkability evaluation model: population density, destination accessibility, land use mix, walking infrastructure quality, aesthetics, traffic safety and transit accessibility. The importance of these characteristics changes when targeting different walking purposes (recreational or transportation), population groups, geographic locations and cultural contexts. By weighing each characteristic accordingly, the model adapts to different study contexts. The weights should be adjusted based on expert knowledge or by benchmarking empirical studies conducted in similar contexts (e.g. similar urban setting). For evaluating walkability for walking routes, Dijkstra's algorithm is adopted to identify the walkable routes by minimizing the cost associated with the routes. This cost is defined by route distance, street type (e.g. highway, sidewalk), infrastructure quality and facilities along the routes. As a case study, walkability is evaluated for the city of Helsinki. The implementation of the models has two purposes: 1) to provide a benchmark for analysts who intend to apply the model to other contexts, 2) to provide the environment quality information of Helsinki to concerning parties. Data processing, characteristics assessment, and walkability evaluation are described in detail to fulfill the first purpose. Secondly, a web application was developed to provide an accessible service for users to view the environment quality information including walkability. While walkability varies for individuals due to their personal preferences and needs, this service also allows customization by providing functionality to adjust weights of characteristics that are used to define walkability