Optimisation of policies for transport integration in metropolitan areas: report on work packages 30 and 40

The overall objectives of Project OPTIMA are:- (i) to identify optimal urban transport strategies for a range of urban areas within the EU; (ii) to compare the strategies which are specified as optimal in different cities, and to assess the reasons for these differences; (iii) to assess the acceptability and feasibility of implementation of these strategies both in the case study cities and more widely in the EU, and (iv) to use the results to provide more general guidance on urban transport policy within the EU. There is a wide range of objectives of transport policy in urban areas, but most can be grouped under the broad headings of economic efficiency, including economic development, on the one hand, and sustainability, including environment, safety, equity and quality of life, on the other. It is now generally accepted that the overall strategy for achieving these objectives must include an element of reduction of private car use and transfer of travel to other modes. The policy instruments for achieving these objectives can include infrastructure provision, management measures to enhance other modes and to restrict car use, and pricing measures to make public transport more attractive and to increase the marginal cost of car use. It is now widely accepted that the most appropriate strategy will involve several of these measures, combined in an integrated way which emphasises the synergy between them. The most appropriate strategy for a city will depend on its size, the current built form, topography, transport infrastructure and patterns of use; levels of car ownership, congestion and projected growth in travel; transport policy instruments already in use; and the acceptability of other measures in political and legislative terms. These will differ from city to city. Policy advice cannot therefore be generalised, but must be developed for a range of different types of city. This is the approach adopted in this study, in which nine different cities in five countries (Edinburgh, Merseyside, Vienna, Eisenstadt, Trams@, Oslo, Helsinki, Torino and Salerno) have been studied in detail, using a common study methodology. This report summarises the output of two work packages in OPTIMA: WP30: Test Combinations of Policy Instruments WP40: Identify Optim

Improving the capabilities and use of strategic decision making tools.

Recent research has shown that a substantial proportion of local authorities do not use models for strategy formulation or scheme design and appraisal. Models were perceived to be unable to reflect the range of policy instruments which local authorities now use; and were seen as too complex for local authority staff and stakeholders to use themselves. To overcome these issues the MARS model has been enhanced to provide a transparent and easy to use tool with a flight simulator front-end. This paper describes the model along with improvements to the representation of public transport by inclusion of quality and crowding factors and the incorporation of urban heavy rail

Designing optimal urban transport strategies : the role of individual policy instruments and the impact of financial constraints

This paper presents a methodology for the design of optimal transport strategies and the case study results of the methodology for the City of Edinburgh, using the two multi-modal transport/land-use models MARS and TPM. First, a range of policy instruments are optimised in turn and their relative impacts explored. Second, optimisations with and without financial constraints are performed and compared. Although both models produce similar optimal policies, the relative contribution of the instruments differs between models as does the impact on outcome indicators. It is also shown that by careful design it is possible to identify a strategy which costs no more than the do-minimum but which can generate substantial additional benefits. The optimisation methodology is found to be robust, and is able to be used with different transport models, and with and without financial constraints

Changing Structures Induce Changing Behaviour: Streetscape Revitalisation and Human Mobility

The preceding contributions of Frey and Emberger in this workshop prepare the theory-based path from the layer-based model of human behaviour to the acting principles of a human-centered design of urban spaces, streetscapes and transport structures. Designing transport infrastructures and urban streetscapes poses an ethical challenge for the human being a part of a socio-technical regime. Not only are humans of course in every stage of life and health every-day users of these designed structures, some also act as planning agents of the very same – either as planners or in a public participation. Densely intertwined with the ethics question of properly designing urban mobility structures is the question on where and how to start the change of structures. Overcoming mental barriers among planners and decision makers as well as users not yet accustomed to a changed streetscape pose a considerable challenge for shaping society’s dynamically evolving urban transport regimes. Human mobility behaviour is subject to “fast” adaptability, if change management techniques are applied, ie. comprehensive information is available on a wide scale beforehand of the intervention. As large scale sporting events of the past have shown, such quasi-permanent transformation (closures for vehicular traffic) evoke the transport system’s flexibility in reacting on such events: mobility patterns adapt. Because this paper claims to provide a synopsis of evidence and examples of changes in behaviour due to changed structures, it culminates with four sets of examples following these main lines of thought: (1) Example: Active modes friendly settlement structures (2) Example: Commuting infrastructure (3) Example: Parking place pricing and and locations (4) Example: Rredifining road space usage We conclude with highlighting the behavioural flexibility of mobility, the impacts of such behavioural changes from the urban dwellers’ perspectives and the importance of making such changes conceivable beforehand

The integrated dynamic land use and transport model MARS

Cities worldwide face problems like congestion or outward migration of businesses. The involved transport and land use interactions require innovative tools. The dynamic Land Use and Transport Interaction model MARS (Metropolitan Activity Relocation Simulator) is part of a structured decision making process. Cities are seen as self organizing systems. MARS uses Causal Loop Diagrams from Systems Dynamics to explain cause and effect relations. MARS has been benchmarked against other published models. A user friendly interface has been developed to support decision makers. Its usefulness was tested through workshops in Asia. This paper describes the basis, capabilities and uses of MARS

Understanding the role of performance targets in transport policy

The measurement of performance in the public sector has become increasingly important in recent years and it is now commonplace for transport organisations, and local and national governments, to publish performance goals for service supply and quality. Such commitments, when time referenced, are known as targets. This paper explain how changes in management style, consumer rights legislation, contractual obligations and other factors have combined to make management-by targets increasingly common in the public sector. The advantages and disadvantages of management-by-targets are illustrated through discussion of the processes and experience of setting transport targets in UK national transport policy. We conclude that while some of the targets have had a significant impact on policy makers, managers and their agents, the effects have not always been as intended

An early Little Ice Age brackish water invasion along the south coast of the Caspian Sea (sediment of Langarud wetland) and its wider impacts on environment and people

Caspian Sea level has undergone significant changes through time with major impacts not only on the surrounding coasts, but also offshore. This study reports a brackish water invasion on the southern coast of the Caspian Sea constructed from a multi-proxy analysis of sediment retrieved from the Langarud wetland. The ground surface level of wetland is >6 m higher than the current Caspian Sea level (at -27.41 m in 2014) and located >11 km far from the coast. A sequence covering the last millennium was dated by three radiocarbon dates. The results from this new study suggest that Caspian Sea level rose up to at least -21.44 m (i.e. >6 m above the present water level) during the early Little Ice Age. Although previous studies in the southern coast of the Caspian Sea have detected a high-stand during the Little Ice Age period, this study presents the first evidence that this high-stand reached so far inland and at such a high altitude. Moreover, it confirms one of the very few earlier estimates of a high-stand at -21 m for the second half of the 14th century. The effects of this large-scale brackish water invasion on soil properties would have caused severe disruption to regional agriculture, thereby destabilizing local dynasties and facilitating a rapid Turko-Mongol expansion of Tamerlane’s armies from the east.N Ghasemi (INIOAS), V Jahani (Gilan Province Cultural Heritage and Tourism Organisation) and A Naqinezhad (University of Mazandaran), INQUA QuickLakeH project (no. 1227) and to the European project Marie Curie, CLIMSEAS-PIRSES-GA-2009-24751

Theological and Scientific Arguments for the Occurrence of Death Before Human Sin

Messiah College faculty scholarship papers : submitted by faculty in partial fulfillment of the requirements for promotion to the rank of professo