Smarter choices ?changing the way we travel. Case study reports

This report accompanies the following volume:Cairns S, Sloman L, Newson C, Anable J, Kirkbride A and Goodwin P (2004)Smarter Choices ? Changing the Way We Travel. Report published by theDepartment for Transport, London, available via the ?Sustainable Travel? section ofwww.dft.gov.uk, and from http://eprints.ucl.ac.uk/archive/00001224/

Smarter choices - changing the way we travel

Summary: In recent years, there has been growing interest in a range of initiatives, which are now widelydescribed as 'soft' transport policy measures. These seek to give better information and opportunities,aimed at helping people to choose to reduce their car use while enhancing the attractiveness ofalternatives. They are fairly new as part of mainstream transport policy, mostly relativelyuncontroversial, and often popular. They include:. Workplace and school travel plans;. Personalised travel planning, travel awareness campaigns, and public transport information andmarketing;. Car clubs and car sharing schemes;. Teleworking, teleconferencing and home shopping.This report draws on earlier studies of the impact of soft measures, new evidence from the UK andabroad, case study interviews relating to 24 specific initiatives, and the experience of commercial,public and voluntary stakeholders involved in organising such schemes. Each of the soft factors isanalysed separately, followed by an assessment of their combined potential impact.The assessment focuses on two different policy scenarios for the next ten years. The 'high intensity'scenario identifies the potential provided by a significant expansion of activity to a much morewidespread implementation of present good practice, albeit to a realistic level which still recognisesthe constraints of money and other resources, and variation in the suitability and effectiveness of softfactors according to local circumstances. The 'low intensity' scenario is broadly defined as aprojection of the present (2003-4) levels of local and national activity on soft measures.The main features of the high intensity scenario would be. A reduction in peak period urban traffic of about 21% (off-peak 13%);. A reduction of peak period non-urban traffic of about 14% (off-peak 7%);. A nationwide reduction in all traffic of about 11%.These projected changes in traffic levels are quite large (though consistent with other evidence onbehavioural change at the individual level), and would produce substantial reductions in congestion.However, this would tend to attract more car use, by other people, which could offset the impact ofthose who reduce their car use unless there are measures in place to prevent this. Therefore, thoseexperienced in the implementation of soft factors locally usually emphasise that success depends onsome or all of such supportive policies as re-allocation of road capacity and other measures toimprove public transport service levels, parking control, traffic calming, pedestrianisation, cyclenetworks, congestion charging or other traffic restraint, other use of transport prices and fares, speedregulation, or stronger legal enforcement levels. The report also records a number of suggestionsabout local and national policy measures that could facilitate the expansion of soft measures.The effects of the low intensity scenario, in which soft factors are not given increased policy prioritycompared with present practice, are estimated to be considerably less than those of the high intensityscenario, including a reduction in peak period urban traffic of about 5%, and a nationwide reductionin all traffic of 2%-3%. These smaller figures also assume that sufficient other supporting policies areused to prevent induced traffic from eroding the effects, notably at peak periods and in congestedconditions. Without these supportive measures, the effects could be lower, temporary, and perhapsinvisible.Previous advice given by the Department for Transport in relation to multi-modal studies was that softfactors might achieve a nationwide traffic reduction of about 5%. The policy assumptionsunderpinning this advice were similar to those used in our low intensity scenario: our estimate isslightly less, but the difference is probably within the range of error of such projections.The public expenditure cost of achieving reduced car use by soft measures, on average, is estimated atabout 1.5 pence per car kilometre, i.e. £15 for removing each 1000 vehicle kilometres of traffic.Current official practice calculates the benefit of reduced traffic congestion, on average, to be about15p per car kilometre removed, and more than three times this level in congested urban conditions.Thus every £1 spent on well-designed soft measures could bring about £10 of benefit in reducedcongestion alone, more in the most congested conditions, and with further potential gains fromenvironmental improvements and other effects, provided that the tendency of induced traffic to erodesuch benefits is controlled. There are also opportunities for private business expenditure on some softmeasures, which can result in offsetting cost savings.Much of the experience of implementing soft factors is recent, and the evidence is of variable quality.Therefore, there are inevitably uncertainties in the results. With this caveat, the main conclusion isthat, provided they are implemented within a supportive policy context, soft measures can besufficiently effective in facilitating choices to reduce car use, and offer sufficiently good value formoney, that they merit serious consideration for an expanded role in local and national transportstrategy.AcknowledgementsWe gratefully acknowledge the many contributions made by organisations and individuals consultedas part of the research, and by the authors of previous studies and literature reviews which we havecited. Specific acknowledgements are given at the end of each chapter.We have made extensive use of our own previous work including research by Lynn Sloman funded bythe Royal Commission for the Exhibition of 1851 on the traffic impact of soft factors and localtransport schemes (in part previously published as 'Less Traffic Where People Live'); and by SallyCairns and Phil Goodwin as part of the research programme of TSU supported by the Economic andSocial Research Council, and particularly research on school and workplace travel plans funded bythe DfT (and managed by Transport 2000 Trust), on car dependence funded by the RAC Foundation,on travel demand analysis funded by DfT and its predecessors, and on home shopping funded byEUCAR. Case studies to accompany this report are available at: http://eprints.ucl.ac.uk/archive/00001233

Case Methods in Civil Engineering Teaching

English: There have been significant changes in undergraduate civil engineering curricula in the last two decades. Key issues for university curriculum committees are selection and transference of appropriate skills and attributes for students to succeed in the industry. Despite significant changes occurring in teaching theories, civil engineering education still relies heavily on deductive instruction. Case-based teaching is one of the most widespread forms of inductive learning and this paper describes the differences between two of the most familiar types: \u27case-histories\u27 and \u27case-studies\u27. These methods are presented using the Kansas City Hyatt Regency walkway collapse as an exemplar. The benefits of using this approach are improved retention of knowledge, better reasoning and analytical skills, development of higher-order skills, greater ability to identify relevant issues and recognize multiple perspectives, higher motivation and awareness of non-technical issues. Many of these outcomes are part of the expected attributes of civil engineers outlined by professional bodies. French: Les programmes d\u27enseignement de premier cycle en génie civil ont subi de grands changements au cours des deux dernières décennies. Les questions clés pour les comités de programmes universitaires sont la sélection et le transfert des connaissances et des qualités appropriées aux étudiants pour qu\u27ils réussissent dans l\u27industrie. Malgré des changements importants dans les théories d\u27enseignement, l\u27éducation en génie civil est encore grandement fondée sur l\u27apprentissage déductif. L\u27enseignement basé sur des cas est l\u27une des formes les plus étendues de l\u27apprentissage inductif et le présent article décrit les différences entre les deux types les plus familiers : l\u27étude des dossiers individuels et la méthode des cas. Ces méthodes sont présentées en utilisant l\u27exemple de l\u27effondrement de la passerelle du Hyatt Regency de Kansas City. Les avantages d\u27utiliser cette approche sont une rétention améliorée des connaissances, de meilleures capacités analytiques et de raisonnement, le développement de capacités d\u27ordre supérieur, une meilleure capacité à identifier les questions pertinentes et à reconnaître les multiples points de vue, une meilleure motivation et une sensibilisation aux questions non techniques. Plusieurs de ces résultats font partie des qualités escomptées chez les ingénieurs civils, tels que soulignées par les corps professionnels

Smarter Choices : Assessing the Potential to Achieve Traffic Reduction Using 'Soft Measures'

Peer reviewedPostprin

An indoor test methodology for solar-powered wireless sensor networks

Repeatable and accurate tests are important when designing hardware and algorithms for solar-powered wireless sensor networks (WSNs). Since no two days are exactly alike with regard to energy harvesting, tests must be carried out indoors. Solar simulators are traditionally used in replicating the effects of sunlight indoors - however, solar simulators are expensive, have lighting elements that have short lifetimes, and are usually not designed to carry out the types of tests that hardware and algorithm designers require. As a result, hardware and algorithm designers use tests that are inaccurate and not repeatable (both for others and also for the designers themselves). In this article we propose an indoor test methodology which does not rely on solar simulators. The test methodology has its basis in astronomy and photovoltaic (PV) cell design. We present a generic design for a test apparatus which can be used in carrying out the test methodology. We also present a specific design which we use in implementing an actual test apparatus. We test the efficacy of our test apparatus and, to demonstrate the usefulness of the test methodology, perform experiments akin to those required in projects involving solar-powered WSNs. Results of the said tests and experiments demonstrate that the test methodology is an invaluable tool for hardware and algorithm designers working with solar-powered WSNs

Differentiating Functional Cognitive Disorder from Early Neurodegeneration: A Clinic-Based Study

Functional cognitive disorder (FCD) is a relatively common cause of cognitive symptoms, characterised by inconsistency between symptoms and observed or self-reported cognitive functioning. We aimed to improve the clinical characterisation of FCD, in particular its differentiation from early neurodegeneration. Two patient cohorts were recruited from a UK-based tertiary cognitive clinic, diagnosed following clinical assessment, investigation and expert multidisciplinary team review: FCD, (n = 21), and neurodegenerative Mild Cognitive Impairment (nMCI, n = 17). We separately recruited a healthy control group (n = 25). All participants completed an assessment battery including: Hopkins Verbal Learning Test-Revised (HVLT-R), Trail Making Test Part B (TMT-B); Depression Anxiety and Stress Scale (DASS) and Minnesota Multiphasic Personality Inventory (MMPI-2RF). In comparison to healthy controls, the FCD and nMCI groups were equally impaired on trail making, immediate recall, and recognition tasks; had equally elevated mood symptoms; showed similar aberration on a range of personality measures; and had similar difficulties on inbuilt performance validity tests. However, participants with FCD performed significantly better than nMCI on HVLT-R delayed free recall and retention (regression coefficient −10.34, p = 0.01). Mood, personality and certain cognitive abilities were similarly altered across nMCI and FCD groups. However, those with FCD displayed spared delayed recall and retention, in comparison to impaired immediate recall and recognition. This pattern, which is distinct from that seen in prodromal neurodegeneration, is a marker of internal inconsistency. Differentiating FCD from nMCI is challenging, and the identification of positive neuropsychometric features of FCD is an important contribution to this emerging area of cognitive neurology

Looking both ways: A review of methods for assessing research impacts on policy and the policy utilisation of research

Background: Measuring the policy and practice impacts of research is becoming increasingly important. Policy impacts can be measured from two directions – tracing forward from research and tracing backwards from a policy outcome. In this review, we compare these approaches and document the characteristics of studies assessing research impacts on policy and the policy utilisation of research. Methods: Keyword searches of electronic databases were conducted in December 2016. Included studies were published between 1995 and 2016 in English and reported methods and findings of studies measuring policy impacts of specified health research, or research use in relation to a specified health policy outcome, and reviews reporting methods of research impact assessment. Using an iterative data extraction process, we developed a framework to define the key elements of empirical studies (assessment reason, assessment direction, assessment starting point, unit of analysis, assessment methods, assessment endpoint and outcomes assessed) and then documented the characteristics of included empirical studies according to this framework. Results: We identified 144 empirical studies and 19 literature reviews. Empirical studies were derived from two parallel streams of research of equal size, which we termed ‘research impact assessments’ and ‘research use assessments’. Both streams provided insights about the influence of research on policy and utilised similar assessment methods, but approached measurement from opposite directions. Research impact assessments predominantly utilized forward tracing approaches while the converse was true for research use assessments. Within each stream, assessments focussed on narrow or broader research/policy units of analysis as the starting point for assessment, each with associated strengths and limitations. The two streams differed in terms of their relative focus on the contributions made by specific research (research impact assessments) versus research more generally (research use assessments) and the emphasis placed on research and the activities of researchers in comparison to other factors and actors as influencers of change. Conclusions: The Framework presented in this paper provides a mechanism for comparing studies within this broad field of research enquiry. Forward and backward tracing approaches, and their different ways of ‘looking’, tell a different story of research-based policy change. Combining approaches may provide the best way forward in terms of linking outcomes to specific research, as well as providing a realistic picture of research influence

Testing the robustness of laws of polysemy and brevity versus frequency

The pioneering research of G.K. Zipf on the relationship between word frequency and other word features led to the formulation of various linguistic laws. Here we focus on a couple of them: the meaning-frequency law, i.e. the tendency of more frequent words to be more polysemous, and the law of abbreviation, i.e. the tendency of more frequent words to be shorter. Here we evaluate the robustness of these laws in contexts where they have not been explored yet to our knowledge. The recovery of the laws again in new conditions provides support for the hypothesis that they originate from abstract mechanisms.Peer ReviewedPostprint (author's final draft