Justice in transport policy

For the last hundred years or so, transport and planning systems have been based on the assumption that people had access to a car. What happens to people who have no such opportunity? Rural shops and facilities close, urban city centres degenerate leaving poorer people with little or no local goods and services. The increase in movement accorded to that part of the population with access to a car has left the other part of the population worse off than they had been before. This has had particularly bad consequences for those members of society who are already losing out, especially poor, elderly, disabled and young people. These people are dependent on others: neighbours, family or friends (if they have them), or what society chooses to dispense (if they do not).This is often seen as a transport, urban or rural planning problem. However, it is much more serious than that. People are being left without access to fundamental aspects of society: health care, education, legal and electoral rights in addition to affordable nutritious food. As a result they are losing out on the benefits of living within a society because the transport system is unable to accommodate their needs. The direction taken by transport and planning over the past hundred years or so has managed to open up enormous opportunities for some elements of society at the expense of restricting access to basic rights for others.The problem now is that society has designed itself to be inaccessible for certain parts of the population who have no means of reaching what are often considered basic aspects of modern life. These people are excluded from full participation in society as a result of a conscious decision to encourage movement rather than access. This has the unintended consequence that those who are unable, for whatever reason, to avail themselves of the means of movement, are also unable to obtain independent access to activities to which they are theoretically entitled as of right. This is inherently unjust.Transport should be available to all in a form that they can use independently because it is the means by which access to the fundamental activities is obtained. In general, this means what we might call ?public transport?: a transport system which the public is able to use. This suggests that the default transport system ? the one that should be designed and implemented as a starting point ? is the public transport system in its widest sense. Design for car traffic is secondary: it includes one part of the population at the expense of the rest. Devising measures that will help planners to plan such a system and which will demonstrate that access is sufficient is a matter of urgency. Such a measure would allow society to decide exactly what it means by ?sufficient? transport ? e.g. maximum walking time to a doctor?s surgery, fresh food, school ? and to allocate funds accordingly. The provision of accessible transport is a necessary element of making a just society

Linking microsimulators of bus stops and traffic operations: the case of PASSION and BusSIGSIM

The aim of this article is to explore the linkage of two microsimulators developed at theUniversity College London. At present, these models deal independently with buses ateither bus stops or traffic networks. First, both microsimulators are described in somedetail. The generic way in which both models can be connected is then proposed. As aresult of this analysis, the main issues for a comprehensive introduction of public transportvehicles (buses) into microscopic traffic simulators are highlighted. One practical outcomeof this study is that the improvement in the representation of buses in microscopic trafficsimulators will allow the engineers to take into account traffic management measures thatotherwise will not be assessed

Bexley report: a report to MCCH on a suitable transport policy for its Bexley services

This report presents the findings of and recommendations from the study commissioned by MCCH to advise on a comprehensive transport policy for MCCH to use in providing services in both its residential homes and day-care centres in Bexley. It describes the current positions of transport supply for, and of transport demand by the community of people with learning difficulties in the London Borough of Bexley. It also considers the extent to which the transport supply is meeting or not meeting the transport demands and the expressed needs of the people and/or their representatives. The report considers the implications for improvement in transport provision of certain proposed actions by MCCH. Finally, the report presents some recommendations based on a user-centred strategy to help MCCH incorporate their concept of empowering their service users through suitable transport provision. This study has been conducted with the ethos and operational objectives of the MCCH group firmly in mind. MCCH has an objective to enhance quality of life for their service users and is very concerned with ensuring that its service users are enabled to exercise the rights and opportunities of citizenship with particular reference to freedom of choice in time and mode of travel. MCCH holds that real improvement in services to learning disability people must include increased range and choice of people-centred opportunities that address the total needs and aspirations of service users and their carers, underpinned by values and principles of good practice. Thus MCCH desires to put back in the control of users, the lever of decision making as regards services provided to 4 them and intends to do this by actively eliciting user/stakeholders involvement in decision-making. Contrary to the standard social service transport provision style, MCCH desires to create choice for service-users, feeling that people should be able to decide whether, e.g. to go by bus or train and be supported in their decision and not be constrained by the schedule of the provided transport. The specific terms of reference for this study are 1. To examine the current demand for, and provision of, transport within MCCH’s Bexley services. To assess how best these services might be reconfigured and managed, having regard to: · Desire to increase empowerment and choice for service users · Optimizing the integration of the transport management in Bexley within MCCH’s organization, in the light of most efficient use of resources and practice elsewhere in MCCH · Desire to better integrate residential services with day services in Bexley · MCCH’s intention to reconfigure Bexley day services · The move of service users towards ‘supported living’ as opposed to registered care · The objectives and concerns of all parties involved, including Bexley Social Services, Bexley Transport Services, the parents/relatives/carers of the service users and the service users themselves · The way vehicles are currently owned and funded · Efficiency and cost 2. To produce outline proposals, plans and specifications of how a reconfigured transport service would look and operate, including details of resource requirements in enough detail to allow reasonably accurate costing to be derived

An explicit study on walking speeds of pedestrians on stairs

23-26 May, 200

Study of passenger-bus-traffic interactions on bus stop operations

Buses are the unsung heroes of public transport in modern cities around the world in high,medium and low income countries. However, the bus system is usually cobbled by poordesign which has resulted from poor understanding of how a busThis paper examines theimpacts of the interactions between buses, passengers and traffic on bus operations, especiallyin relation to delays and capacity at bus stops. First, the principles of bus stop operations arepresented. Issues like the stages of bus stop operations, the classification of times spent at busstops, causes of delays, and the interaction between bus flow and stop delays are analysed.This leads to the necessity of microscopic simulation to study stops operations. Then, anillustration of the sort of understanding that can be achieved with a simulation modem isshown. Simulation experiments regarding arrival patterns of buses and passengers, boardingtimes, difficulties for buses to leave the stop, and vehicle capacity are presented. Resultsindicate that it is important not to underestimate the real situation found at bus stops, asdesigning for ideal conditions will be insufficient if the reality is different

Pedestrian speeds on stairs: an initial step for a simulation model

In order to predict a pedestrian’s walking speed on stairs from his/her characteristics of and those of the stairs, the relationship between the walking speed of a pedestrian on stairs and his/her characteristics, and the relationship between the pedestrians’ walking speeds on stairs and the stair-gradients were investigated. It is suggested that Leg Extensor Power shows a strong correlation to walking speeds of elderly people on stairs, the stair-gradient has a linear relationship with horizontal walking speeds on stairs, and Leg Extensor Power could be used to represent a unique walking speed of an elderly pedestrian on stairs

Report of Investigations No. 132 Continuity and Internal Properties of Gulf Coast Sandstones and their Implications for Geopressured Fluid Production

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