Implications of globalization for CO2 emissions from transport

Transport accounts for about 25% of global C

Land Use and Mobility: a Synthesis of Findings and Policy Implications

Contains fulltext : 140575.pdf (publisher's version ) (Open Access)In this article we assess the contributions of the authors in this special issue. A conceptual model is used to identify the relevant components for the impact of land use on travel behavior and the relationships that should be addressed in empirical research on the effects of land use on travel behavior. The following conclusions are drawn. Firstly, very limited attention has been paid to the policy reasons behind why land-use policies could be used to influence travel behavior. These reasons include effects on the environment, such as noise nuisance and emissions, and safety and accessibility. Secondly, the indicators used for travel behavior are trip frequencies and travel distances by mode. Hardly any attention has been paid to other travel behavior indicators, such as route choice and time of day, which migh also have an impact on effects such as noise nuisance, concentrations of pollutants and safety. Thirdly, with respect to land use little attention has been paid to the decomposition of the total effects of land use on travel behavior into direct and indirect effects. Indirect effects of land use include effects via self-selection processes of individuals and households. Fourthly, the behavioral mechanisms and related theories for travel behavior have received almost no attention in the literature reviewed by the authors of the contributions. Fifthly, the use of more advanced techniques such as Structural Equations Models and Multi-level Regression may contribute to a better understanding of the impacts of land use on travel behavior. Sixthly, all the authors of the contributions conclude that land use has an impact on travel behavior, though only a modest one. Finally, several policy recommendations have been made, related to land-use policies that might have an impact on travel behavior. These recommendations mainly focus on mixed use and high-density designs, transit-oriented developments and transit, bike and pedestrian-oriented designs. A broader evaluation of all relevant effects of land-use alternatives is required for policy conclusions, however, including effects on costs, accessibility impacts, and consumer preferences with regard to residential, job and other locations.15 p

MIRT: graag wat meer ruimte en bereikbaarheid

Het vroegere Meerjarenprogramma Infrastructuur en Transport (MIT) heet al jaren Meerjarenprogramma Infrastructuur, Ruimte en Transport (MIRT). En met het onderbrengen van ruimte - na het opheffen van het voormalige ministerie van Volkshuisvesting, Ruimtelijke Ordening en Milieu (VROM) bij het ministerie van Infrastructuur en Milieu (lenM) - lijkt aan belangrijke voorwaarden te zijn voldaan om ruimtelijk beleid volwaardig af te stemmen met infrastructureel beleid. Toch zijn de vorderingen maar matig, al zijn er wel voorbeelden waar het de goede kant op gaat, zoals het MIRT NOWA - Noordwestkant Amsterdam, en het MIRT Metropoolregio Rotterdam - Den Haag

BIVEC 2021 Special Issue Editorial Note

This Special Issue has its basis in the BIVEC-GIBET Transport Research Days 2021. The three papers reflect the broad scope of the BIVEC-GIBET, including several disciplines, all transport modes, and many research methods. What the research of BIVEC-GIBET has in common, is a focus on societally and policy relevant research

Transport en rechtvaardigheid

‘Goed’ beleid moet voldoen aan drie criteria: effectief efficiënt en rechtvaardig. De maatschappelijke kosten-batenanalyse (MKBA) is een aantrekkelijk en veel gebruikt instrument voor de ex-ante-evaluaties van transportprojecten. Een instrument echter dat slechts beperkt geschikt is voor de evaluatie van recht vaardigheid of, algemener gesteld, van de ethische aspecten die samenhangen met dergelijke projecten. Kritiek op de MKBA richt: zich op de beperkingen van het utilisme — een ethisch perspectief dat de MKBA impliciet als vertrekpunt neemt —, de keuze van indicatoren en het feit ze dat distributie-effecten meestal niet mee neemt. Dit essay verkent of een rechtvaardigheidsperspectief meer handvatten biedt voor een focus op ethische aspecten

Constant tijdbudget voor reizen? Mogelijke oorzaken voor een toename van de gemiddelde tijdbesteding voor reizen

Contains fulltext : 140576.pdf (publisher's version ) (Open Access)Constant time budget for travel? Possible causes for an increase in average time consumption for travel Recent research shows that during the past decades the average travel time of the Dutch population has probably increased. However, different data sources show different levels of increase. Possible causes of the increase in average travel time are presented here. Increased incomes have probably resulted in an increase in both costs and benefits of travel. The increase in travel time may also be due to benefits having increased more rapidly than costs. Costs may even have decreased due to the increased comfort level of cars increased opportunities offered to make double use of one’s time (e.g. working in a train).Colloquium Vervoersplanologisch Speurwerk20 p

Road pricing in the Netherlands

This chapter presents an overview of policy intentions in the Netherlands related to road pricing since 1988/1990 and will discuss dominant factors for not implementing any road pricing policy so far. The contribution is limited to the payment of road use, excluding taxes on fuel and parking policies. The main conclusion is that, although the Netherlands was the first to support a national road pricing system, real world implementation failed about three decades ago, mainly due to a lack of political, social and actor support. The most important factor was that Dutch political parties were afraid to lose this vote. Uncertainty about ICT (costs, reliability) also played a role. What does this imply for the future of road pricing policies in the Netherlands? The fact that the system is going to be revolutionary change, a big bang implementation, makes implementation difficult. A more evolutionary ‘step by step’ implementation would have more chance of survival. If Germany and/or Belgium (and perhaps Luxemburg) were to impose a kilometre charge, this would increase the likeliness that the Netherlands would also do this.Transport and Logistic