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Publications Note: Several of these documents contain draft versions of published work (or in different stages of being published). For citations and quotations please refer to the officially published version. The contents of this site can be freely used for personal use ONLY. Although the material contained in this web site is freely available, it is not public domain. Its contents, in whole or in part (including graphics and datasets), cannot be copied and published in ANY form (printed or electronic) without consent. Permission to use any graphic material herein in any form of publication, such as an article, a book or a conference presentation, on any media must be requested prior to use. Books | Book Chapters | Articles in Preparation | Refereed Articles | Special Issues | Reviews & Reports Books Rodrigue, J-P, T. Notteboom and J. Shaw (2012) (eds) The Sage Handbook of Transport Studies, London: Sage. Forthcoming. Rodrigue, J-P, C. Comtois and B. Slack (2009) The Geography of Transport Systems, Second Edition, London: Routledge, 352 pages. ISBN: 9780415483247. Rodrigue, J-P, C. Comtois and B. Slack (2006) The Geography of Transport Systems, London: Routledge, 296 pages, ISBN: 0415354412. Rodrigue, J-P (2000) L'espace économique mondial: les économies avancées et la mondialisation, (The Global Economic Space : Advanced Economies and Globalization), Collection géographie contemporaine, Sainte Foy : Presses de l'Université du Québec, 534 pages. ISBN 2760510379. PricewaterhouseCoopers Best Business Book Award. Book Chapters (2012) "Commercial Goods Transport" in UN-HABITAT, 2013 Global Report on Human Settlements: Sustainable Urban Transport, United Nations Human Settlements Programme, London: Earthscan. In preparation. (2012) "Transport, Flows and Globalization", in J-P Rodrigue, T. Notteboom and J. Shaw (eds) The Sage Handbook of Transport Studies, London: Sage. In preparation. Rodrigue, J-P, B. Slack and C. Comtois (2012) "Green Supply Cha

Why the Bike Lane is the Golf Course of the 21st Century Posted on January 26, 2012 Hello Dear Readers, The Sightline Daily, a blog affiliated with a Northwest policy think tank, published an article I wrote about my Stevens Fellowship experience. You can read the article here! A funny story about how the opportunity with Sightline came about. I was waiting at a stoplight near Mercer Street in Seattle in late November and this guy pulled up to me (on his bicycle) and commented on how bad the bicycle infrastructure was at that particular intersection. He noticed that I had no "biking clothes" on and asked me if I'd ever heard of Copenhagen Cycle Chic.  "Copenhagen Cycle Chic is my favorite blog!" I told him. Then we started talking bike politics and eventually I realized he was Alan Durning, the founder of the Sightline Institute. I've been reading the Sightline blog and using their research in my work for years. I really like that this Sightline article came about because of a conversation that started on the bike lane (or..errr…lack of bike lane).  Who needs the golf course when you cycle! Cycling is such a social form of transport. Sean and I were biking in to work a few days before Christmas and bumped into our friend Jed who I hadn't seen in almost a year.  (Jed and his wife recently had a baby!) We rode together along the cold, but sunny, shores of Westlake for about ten minutes and caught up.  It was a great way to start the day and I was happy to know that Jed was doing well. Then, the next morning, Sean and I bumped into Jed again-in almost the same place as the day before-and we shared another pleasant commute together while joking about how we were becoming a bike commuter gang. The morning before I left for Copenhagen I biked downtown alone after saying goodbye to Sean. I was feeling the weight of the goodbye and also some anxiety about professional challenges ahead.  I pedaled slowly along Dexter, my pace matchi

Maryland & Virginia Telework How can municipal and regional governments best promote telework? This case study highlights the telework program that originated in the Washington DC area in 1996, and the state-wide program that was subsequently established in the Commonwealth of Virginia. The later offers cost reimbursement (up to $35,000 per business), free personal assistance, and promotional "Telework Days." Both programs help overcome key policy and adoption barriers, and both have impressive impact data. Background This case study focuses on telework initiatives in the region of Washington, DC, which covers the District of Columbia and surrounding jurisdictions (counties and cities within Maryland and Virginia). In 2010, the region had about 2.8 million workers and the regional forecast is to add 1.2 million new jobs to the region by 2030. Such growth forecasts will impact the region's transportation infrastructure. Commuter Connections, a regional network of transportation organizations coordinated by the Metropolitan Washington Council of Governments (COG), started in 1974 to provide mobility solutions in the region. The network is administered through the Regional Metropolitan Planning Organization, part of the National Capital Region Transportation Planning Board (TPB)   Setting Objectives The Commonwealth set a goal of having 20% of its eligible workforce [approximately 105,000 employees) teleworking by 2010. Getting Informed "Dating back to the late 1980s, the TPB conducted a series of reviews of telecommuting pilot programs, which were in operation in Los Angeles and in Arlington County, Virginia," explained Nicholas Ramfos, Commuter Connection's Alternative Commute Programs Director. "These programs were primarily started at the local government level with the idea that lessons learned could be shared with the rest of the businesses in those jurisdictions and beyond." The TPB also reviewed the federal government's Flexiplace progr

Overview Conference Summary Presentations Sponsors Corporate Sponsorship Opportunities Conference Agenda Format for Paper Submission Track Chairs and Conference Program Committee Freight Week Hotels/Room Accommodations Things to do   SPEAKER PRESENTATIONS Select the presentation to view or download it. Presentations are in pdf format. Date Session Speaker Presentation Title Organization 2/1/2006 Opening Plenary Session George Schoener A Draft Framework for National Freight Policy (1.03MB) US Department of Transportation     Paul Bingham Future Freight Transportation Demand (1.018 KB) 1018 1Global Insight 2/1/2006 Luncheon Keynote Speaker Lillian Borrone Wanted: Dangerously Good Solutions for Freight Transportation 247 KB) Eno Transportation Foundation 2/2/2006 Plenary Session -- Best Practices John Horsley The Role of State DOTs in Managing Urban Goods Movement (357 KB) AASHTO     Harold Linnenkohl Managing Urban Goods Movement: Growing the Georgia Economy (425 KB) Georgia Department of Transportation     Ron McCready National Cooperative Freight Research Program (36 KB) Transportation Research Board Please select from the topics below to view the papers presented in that catagory. Otherwise, you may scroll the page to view all papers presented. PORT ECONOMICS: RAIL SOLUTIONS: TECHNOLOGY FOR PORT OPERATIONS I & II: TRUCK SOLUTIONS: TRANSPORTATION INVESTMENT & SPILLOVERS: URBAN FREIGHT & TRIP DEMAND: INTERMODAL FEDERAL & STATE PLANNING: ALGORITHMS FOR PORT OPERATIONS: URBAN LOGISTICS: INSTITUTIONS & POLICY ISSUES: PORT PRODUCTIVITY I & II PORTS & NETWORK LOS: LABOR ISSUES IN TRANSPORTATION:  MANAGING IMPACTS OF URBAN FREIGHT: REGIONAL FREIGHT FLOWS: REDUCING EMISSIONS: CALIFORNIA PORTS, PLANS & POLICY: PORT SECURITY & TERRORIST EVENTS: EMISSIONS MEASUREMENT I & II: PRICING & PRODUCTIVITY: ENVIRONMENTAL & ECONOMIC IMPACTS: DISASTER MANAGEMENT ASSESSMENT:   PORT ECONOMICS: Presenting Author: Contributing Author: Port Infrastructure Investment Analysi

Look inside Transport And Ethics Ethics and the Evaluation of Transport Policies and Projects Bert van Wee Bert van Wee, Delft University of Technology, The Netherlands October 2011 272 pp Hardback 978 1 84980 964 1 Hardback $115.00 on-line price $103.50 Qty Series: Transport Economics, Management and Policy series This book is also available as an ebook  978 1 84980 965 8 from - www.myilibrary www.ebooks.com www.ebookscorporation.com www.dawsonera.com www.ebrary.com/corp/ www.books.google.com/ebooks Description 'Transport impacts on all aspects of our lives and businesses, but the inclusion of ethics is not seen as a central concern. This book fills a major gap in the literature, through its understanding of the many important dimensions of ethics and its treatment of a range of situations in transport, through asking about the why, what and how as it relates to ethics. The clear conclusion is reached that ethics should feature much more prominently in all transport decisions, but that it is also context specific in both time and space. The approach adopted is transparent and informative, and the author guides the reader through the main conceptual and theoretical issues, using examples to illustrate the range of important ethical choices raised in the evaluation of transport policies and practices.' - David Banister, University of Oxford, UK Contents Contents: Preface 1. Introduction 2. The Opinion of the Target Group 3. How Suitable is CBA for the Ex ante Evaluation of Transport Projects and Policies? 4. Social Exclusion 5. Long-term Sustainability and Transport Evaluation 6. Safety: Indicators, Pricing Humans and Democracy 7. The Ethics of Doing Transport Research 8. The Use of Models 9. Epilogue and Discussion Index Futher information 'Prof. van Wee draws on extensive research and nearly three decades of professional experience to shine a welcome spotlight on a neglected yet critical area of transportation research and practice: the role o

Transport And Ethics Ethics and the Evaluation of Transport Policies and Projects Bert van Wee Bert van Wee, Delft University of Technology, The Netherlands 2011 272 pp Hardback 978 1 84980 964 1 Hardback $115.00 on-line price $103.50 Qty Series: Transport Economics, Management and Policy series This book is also available as an ebook  978 1 84980 965 8 from - www.myilibrary www.ebooks.com www.ebookscorporation.com www.dawsonera.com www.ebrary.com/corp/ www.books.google.com/ebooks Description 'Transport impacts on all aspects of our lives and businesses, but the inclusion of ethics is not seen as a central concern. This book fills a major gap in the literature, through its understanding of the many important dimensions of ethics and its treatment of a range of situations in transport, through asking about the why, what and how as it relates to ethics. The clear conclusion is reached that ethics should feature much more prominently in all transport decisions, but that it is also context specific in both time and space. The approach adopted is transparent and informative, and the author guides the reader through the main conceptual and theoretical issues, using examples to illustrate the range of important ethical choices raised in the evaluation of transport policies and practices.' - David Banister, University of Oxford, UK Contents Contents: Preface 1. Introduction 2. The Opinion of the Target Group 3. How Suitable is CBA for the Ex ante Evaluation of Transport Projects and Policies? 4. Social Exclusion 5. Long-term Sustainability and Transport Evaluation 6. Safety: Indicators, Pricing Humans and Democracy 7. The Ethics of Doing Transport Research 8. The Use of Models 9. Epilogue and Discussion Index Futher information 'Prof. van Wee draws on extensive research and nearly three decades of professional experience to shine a welcome spotlight on a neglected yet critical area of transportation research and practice: the role of ethics in the ex ante

Cycling Data The collection of data on the number of bicycles per household, number of bicycle journeys and the nature of those journeys helps to inform transport policy and practice. Filter by : All |  Case Studies | Cycling Advocacy | Effective Marketing | International | Resources | Videos | United Kingdom | Australia | Victoria | New South Wales | Queensland | New Zealand | South Australia | Bike Commuting | Bike Share Schemes | Europe | North America | State and Territory Government | Tasmania | Sustainable Urban Transport Plans | Cost Benefit Analysis | Research paper | Austroads | Australian Capital Territory | Local Government | Northern Territory | National Government | Western Australia | United States of America | Canada | Australian Bicycle Council Active Transportation Beyond Urban Centers (USA) 06th Feb 2012 Active Transportation Beyond Urban Centers was published by Rails-to-Trails Conservacy in January 2012. It shows that in large and small "rural cores" of 2,500 to 50,000 residents, the share of total trips made on foot or by bike is only 20 percent below the rate for larger urban cores. Furthermore, when it comes to work trips, rural areas fall right in line with the national rates of biking and walking to work. Read more Local Government Bicycle Account 2011 (Australia) 02nd Feb 2012 In January 2012 the Australian Bicycle Council released the results of Local Government and Cycling Survey undertaken in July 2011. Councils responding to the survey spent more than $72 million on bicycle-related programs in 2009-10. More than two thirds of responding councils either have a bicycle strategy or are working towards one. As at June 2010, councils responding to the survey reported having constructed 11,704km of cycling infrastructure. When their cycle networks are complete the infrastructure will measure 17,842km. Read more Weather or Not to Cycle: Temporal Trends and Impact of Weather on Cycling in an Urban Environment (Canada) 01st Feb 2012 Thi

Urban transport in the developing world: perspectives from the first decade of the new millenium Harry T. Dimitriou, Ralph Gakenheimer 0 Resenhas Edward Elgar Publishing, 30/03/2011 - 631 páginas The twenty thematic chapters in this book provide a broad set of perspectives on the plight, possibilities and opportunities of urban transport in the developing world, set against the challenges of sustainable development. The contributors expertly set the international context of transport policy-making and planning for developing cities and present a critical review of recent developments that have taken place and which offer lessons for the future. The special features that distinguish this book are: its multiple institutional perspectives on transport in the urban development of developing cities: its efforts to link sustainability with urban transport and other development concerns; and its understanding of the consequences of globalism in choices and obligations for urban transport. This Handbook will prove invaluable for professional practitioners and academics engaged in and concerned with the future of movement in cities of the developing world. It will also be of interest to students of urban transport and city planning, particularly those from developing countries. Politicians, policy-makers and international development agencies and investors, as well as those working for international non-government organizations wishing to familiarize themselves with the mounting transportation challenges of developing cities, will also find this book a source of inspiration. « Menos    Ver uma prévia deste livro » O que estão dizendo - Escrever uma resenha Não encontramos nenhuma resenha nos lugares comuns. Livros relacionados ‹ Sustainability and cities Peter Newman, Jeffrey R. Kenworthy Urban transport planning Harry T. Dimitriou Cities on the move World Bank, K. M. Gwilliam Urban transport development Emin Tengström A developmental approach to urb

The Future for Interurban Passenger Transport Bringing Citizens Closer Together OECD Publishing Version: Print (Paperback) + Free PDF Price:   €140 | $196 | £126 | ¥18200 | MXN2520 Standard shipping included!     Imprint:  International Transport Forum Availability: Available  Publication date:  21 May 2010  Language: English  Pages: 556  ISBN: 9789282102657  OECD Code: 742010021P1    Other Versions & Languages | Table of contents Economic growth, trade and the concentration of population in large cities will intensify demand for interurban transport services. Concurrently, the need to manage environmental impacts effectively will increase. How successful we are in coping with demand will depend on our ability to innovate, to manage congestion, and to improve the quality of transport services. Technological and regulatory innovation will shape the future of transport. These conference proceedings bring together ideas from leading transport researchers from around the world related to the future for interurban passenger transport..  A first set of papers investigates what drives demand for interurban passenger transport and infers how it may evolve in the future.  The remaining papers investigate transport policy issues that emerge as key challenges: when to invest in high-speed rail, how to regulate to ensure efficient operation, how to assign infrastructure to different types of users, and how to control transport's environmental footprint by managing modal split and improving modal performance. Other languages:  French (Available) Other Versions:  E-book - PDF Format Further reading: 17th International ITF/OECD Symposium on Transport Economics and Policy: Benefiting from Globalisation - Transport Sector Contribution and Policy Challenges (Available) Port Competition and Hinterland Connections - (Available) Improving Reliability on Surface Transport Networks - (Available) Competitive Interaction between Airports,

Ppp and Project Financing in Logistics Infrastructure In: Business and Management Ppp and Project Financing in Logistics Infrastructure Project Finance and Private Public Partnership in financing logistics infrastructure. Introduction Finance scholars acknowledge a clear-cut distinction between corporate finance and project finance. The two techniques are considered as basically different approaches to the problem of raising debt to fund capital investments. In corporate finance lenders assess the creditworthy of a whole company, evaluating the going concern, the full range of projects in place, and the cautional value of all the assets. The amount to lend and the risk-spread are decided on a global evaluation of the firm's economic and financial situation. In project finance, the goal is the implementation of a specific project. Lenders typically finance a special purpose vehicle for the development and construction of a particular project, looking to cashflows and project's assets as sources of payment for their loans, rather than to the credit ratings of the project sponsors. Historically project finance was widely used in financing transport and logistics infrastructure, like railways or channels. More recently, in the past decades, there has been a new wave of global interest: large amounts of debt have been raised to finance projects like motorways, distriparks, maritime ports, intermodal logistic platforms. These infrastructures are built, owned and operated by special purpose vehicles (SPV), organized for that single project and financed mainly by debt. In many cases, SPVs are not wholly owned by private investors since governments, public authorities and international organizations take equity stakes in them, creating private-public partnerships (PPP). This brief note will not explore all the technical aspects of project finance, that have been extensively covered by academic scholars and practitioners in a wide literature on this subject. The foc

Transport and logistics MOSI-T is active in the field of transportation and logistics management. Prof. Dr. Cathy Macharis is in charge of MOSI-T. She is specialized in the application of socio-economic evaluation methods in the field of transportation and logistics. Among other things, the MAMCA (Multi-Actor, Multi-Criteria Analysis) method was further elaborated and refined so it could be applied in the field of transportation and logistics. People Publications Projects Links   MOSI-T's research can be divided into four main research areas. In all cases, an integrated and policy-orientated approach is aimed at. 1. Mobility policy The projects on mobility policy cover the socio-economic evaluation of policy measures or strategies. This evaluation is done by way of a cost-benefit analysis or a multi-actor, multicriteria analysis. Examples of these projects are the evaluation of the implementation of tradable mobility rights (2002-2003), the socio-economic impact of free public transport (2004-2005) and the socio-economic impact of the expansion of the hub-activities of the DHL courier at Brussels-Zaventem airport (2004-2005). In addition, in 2006, a project was started to investigate the impact of the aviation sector on climate changes and formulate recommendations with regard to policy possibilities in this area. 2. Transportation infrastructure We also have a policy approach for the socio-economic evaluation of large infrastructural projects, such as the renovation of the Royers lock (2004) and the economic developmental possibilities of the Dender (2004-2005). We take into account all decision-making criteria for the investments and, if necessary, analyse them by way of operational research models. Other examples of projects from this research domain include the Master plan for the harbour of Brussels (2002-2004), the Economic Development Study for the harbour of Antwerp (2005) and the development and estimation of the market-share model for Western Europ

Submitted by Nick Nigro | 05/02/2011 This post first appeared in Txchnologist. It is too early to pick the ultimate car of the future. Plug-in electric, hydrogen fuel cell, and biofuel vehicles are currently in contention, but it is quite possible that no single alternative will dominate the future the way that gasoline-powered cars own our roads today. The competition will be fierce because these new technologies will not only be competing against each other, but also against the ever-improving internal combustion engine. By 2035, it's quite possible a new gasoline-powered car will get 50 mpg and a hybrid-electric car (like the Toyota Prius) will achieve 75 mpg. Whatever technologies win out, it is clear the societal costs of oil are too high. The price at the pump fails to include all the national security and environmental costs of exploration, extraction, distribution, and consumption of oil. Since oil appears cheaper to the consumer than its true cost to society, we end up consuming more than we should. We send hundreds of billions of dollars out of our economy each year - $330 billion in 2010 alone - to oil producers with monopoly power instead of investing the money here at home. Considering that 70 percent of the oil Americans consume is used to get us where we need to go (by land, sea, and air), moving away from oil challenges our relationship with our cars. Although recent trends indicate we're increasing the efficiency of our vehicle fleet, we clearly have a long way to go - our cars and light trucks consume almost 8 million barrels of oil per day. In a report the Pew Center on Global Climate Change released in January, the authors laid out a path for moving away from oil as our dominant transportation fuel through action on three fronts: technological progress, targeted public policies, and a commitment from Americans as consumers and citizens. The critical takeaway from this yearlong study sponsored by the Transportation Research Board of the

Roundabouts emerging as the ideal intersection February 6, 2012    University of Wisconsin-Madison  e-Mail Print     MADISON, WIS. - They've become the subject of myriad YouTube "how-to" videos. Entire department of transportation websites explain how to navigate them. And, they elicit more than a little anxiety and confusion in the minds of drivers entering, circling and exiting them. Yet, roundabouts are rapidly cropping up in locales ranging from city streets to rural intersections and Interstate off-ramps. In essence, they are the "next big thing" in roadway intersections. Roundabouts provide drivers an efficient, safer alternative to traditional four-way intersections governed by stop signs or traffic signals, says David Noyce, a University of Wisconsin-Madison professor of civil and environmental engineering. An expert in transportation safety, Noyce directs the Wisconsin Traffic Operations and Safety (TOPS) Laboratory at UW-Madison. "In typical traffic engineering, there's a tradeoff between safety and operations. Generally, 'safe' equals 'inefficient,'" he says. "Our research has shown roundabouts offer benefits in both of these." TOPS researchers have studied not only roundabout safety and "operations," but also the inner workings of seven software packages transportation engineers use to design roundabouts. They already have presented their findings as testimony at a legislative hearing in Wisconsin and at international transportation research conferences. From Jan. 22 through 26, they discussed their roundabouts research in Washington, D.C., at the Transportation Research Board annual meeting, which draws more than 11,000 transportation professionals from around the world. At the national and international levels, their research not only can improve roundabout design software, but also inform traffic engineers' decisions related to how to design roundabouts and where to construct them. In Wisconsin, drivers can encounter a

Assessing the benefits of transport European Conference of Ministers of Transport 0 Resenhas OECD Publishing, 2001 - 214 páginas This book discusses the full economic benefits - and costs - of transport infrastructure and explores ways to make good estimates of the full impact of planned investments on regional and national economies. It argues for proper account to be taken of all relevant economic weaknesses -- those the project is designed to address such as local monopoly pricing, those associated with use of the infrastructure such as environmental externalities, and possible unintended consequences such as impacts on local labour markets. Care must also be taken to verify that net benefits are likely to accrue to those that the project was intended to benefit. Building on recent groundbreaking work in the United Kingdom this publication suggests ways to improve traditional cost-benefit assessments, overcoming reservations that have inhibited the use of CBA in many countries. The main report is completed with examinations of transport project assessment approaches in France, Germany, the United Kingdom and across Europe together with a discussion of an approach to determining optimal levels of investment in transport infrastructure for maximising socio-economic welfare.

Ed's Bicycle Advocacy Page Over 20 years ago I began looking at climate change impacts on infrastructure. Since about 2003, I have been more focused on human-induced climate disruption and its impacts on water resources. As I pursued this research, I have had the good fortune to work with some world-class scientists, and the findings of all of them have framed this issue as one that transcends discplines and crosses political and geographical boundaries in a way that demands more of us than most other issues. While I already have lots of web space devoted to climate change and water issues, one passion that is not well represented is bicycling. Our inefficiency in transportation (accounting for nearly 30 percent of U.S. energy demand) produces a huge proportion of the greenhouse gases that will dramatically alter the climate our children and grandchildren inherit. I'm not sure what shape this page will eventually take, but I will use it to link to articles and resources that will at least help me keep track of things. Maybe if anyone else lands here they'll find something useful too. The True Cost of Transportation Energy The report by the National Research Council, "Hidden Costs of Energy: Unpriced Consequences of Energy Production and Use" summarizes some of the externalized costs of energy generation and use. Of particular interest is that motor vehicles are responsible for about 1.5 cents/mile in nonclimate-related damages, such as health impacts. At 10,000 miles/year, this is maybe $150/year. Interestingly, electric and hybrid vehicles are about as bad, and vehicles using biofuels are generally the same or worse. Development and Bicycle Advocacy Here's the civil engineering connection: planning and construction often leaves out bicycle (and pedestrian) considerations. A great movement to include this in neighborhood and city design is the National Complete Streets Coalition, where lots of resources are available. A Place for Optimism While maybe contrar

BIKING Virtuous cycle: 10 lessons from the world's great biking cities 9 BY CHRISTINE GRANT 30 JAN 2012 7:04 AM Cross-posted from Sightline Daily. In the Seattle suburb where I grew up, the main transportation choice most residents face is what kind of car to buy. I moved to the city after college and, inspired by the "car-lite" lifestyles of several friends, decided to give cycling a try. I fell in love with it. Urban cycling freed me from slow buses, parking meters, and mind-numbing elliptical machines. I arrived at work with more energy. I lost weight. I discovered charming neighborhood restaurants. I could smell fresh laundry and dinners in the oven while I pedaled home through residential streets. Getting from A to B on my bike became the best part of my day. Recently, I won a fellowship and got to spend six months living life on two wheels in the world's most bike-friendly cities. I brought home 10 lessons for us here in the States: A bike lane in Denmark. (Photo by Christine Grant.) 1. It's the infrastructure, stupid! Amazing infrastructure makes cycling normal and safe in bike meccas. For example, parked cars to the left of the bike lane not only provide a barrier between motorized traffic and cyclists, they also minimize a cyclist's chance of getting "doored." Most cars only have one occupant, the driver, and drivers get out on the left. Bikes move at different speeds than cars or pedestrians, so intersections are safer for cyclists if they have their own traffic signal rhythm. Cyclists in Copenhagen generally get a slight head start over cars so that they'll be more visible as they cross the intersection. 2. Bike share! Bike-share programs are sweeping the world, and they are very successful at boosting bike numbers. About 130,000 trips are made each day in Paris on public bikes thanks to the pioneering Vélib bike-share program. Barcelona's bike-share program has been wildly succesful at boosting ridership. (Photo by C

Monash University > Monash Injury Research Institute > Research at Monash > Research areas > Transport safety Researcher profile Professor Mark Stevenson Director, Monash University Accident Research Centre (MUARC) "Most people perceive injuries or accidents as chance occurrences, but we know from scientific research that they have underlying causes and distributions like any other disease that can be studied and therefore prevented." Consultancies You can benefit from our experience and leadership in the field of injury prevention. Executive training From 2012 MIRI will offer advanced training in road safety management and leadership. Search our reports Each year our staff produce reports on a broad range of topics across the spectrum of injury prevention. Leading researchers Adjunct Professor Brian Fildes Adjunct Professor Max Cameron Adjunct Professor Ian Johnston Adjunct Professor Peter Vulcan Emeritus Professor Tom Triggs Dr Judith Charlton Associate Director, Behavioural Safety Science Dr Bruce Corben Associate Director, Safe System Strategies and Road Infrastructure Dr Michael Lenne Associate Director, Human Factors Dr Stuart Newstead Associate Director, Injury Analysis and Data Dr Jennie Oxley Associate Director, Global Engagement Monash University Accident Research Centre The Monash University Accident Research Centre (MUARC) was established in 1987 and is Australia's largest and most respected transport safety research centre. Our research, consultancy and training include safety across all modes of transport. Since our founding we have developed research-based solutions that have led directly to making Australians safer - and have made us an acknowledged leader in the field. We are committed to the excellence of our research, the independence of our recommendations and the engagement we have with the communities we serve. We have many clients both national and international, and have forged long-term relationships with a number of

Position Title - Transit Planner, Duke University, Durham, North Carolina The Transit Planner is responsible for devising and implementing strategies designed to effectively manage and improve the Duke transit system. Responsibilities involve conducting needs assessments, master planning, and site feasibility studies; development and analysis of bus route and schedule plans, including near-term transit service alternatives, intermediate-term service plans, and long-range service concepts, and the preparation and analysis of complex regular and special transit operating schedules. A more detailed job description can be viewed at www.hr.duke.edu/jobs.  Refer to Requisition 400558074 or access the following link:   Duke University Transit Planner, Requisition 400558074. Minimum QualificationsWork requires a bachelor's degree in transportation planning or a related field from an accredited four-year college.  Master's degree in urban planning, regional planning, transportation planning, or civil engineering preferred. Four years of progressively responsible experience equal in scope to the requirements and duties of the position or an equivalent combination of relevant education and/or experience such as experience in the parking or transit profession as a manager. Knowledge, Skills, and Abilities:*    Knowledge of the principles and practices of transportation planning, including statistics and survey  techniques.*    Ability to analyze data concerning ridership, demographics, spatial information, costs and revenues.*    Ability to conceptualize routes and schedules that effectively meet customer needs.*    Ability to exercise independent judgment in the analysis and solution of complex route and schedule problems, using logical reasoning and sound judgment.*    Excellent verbal, written and interpersonal skills. Ability to interface with personnel at all levels.*    Excellent analytical, troubleshooting, applied creativity and probl

Financing urban rail projects: The case of Los Angeles Peter R. Stopher Download PDF (1.5 MB)Permissions & Reprints Related Issue Journal View Related Documents Journal Article EditorialYoshitsugu Hayashi Book Chapter Comparison of Two Metrics for Assessing Human Response to VibrationR. Carman Book Chapter Cooperative Network for Environmental Risk Analysis Studies: The Case of the Middle East RegionM. K. Zaidi Journal Article Convertibles and milestones in staged financingLanfang Wang Journal Article Recent changes in the housing status of blacks in los angelesJ. Eugene Grigsby Book Chapter Building a Complete Application Book Chapter Working with Rails Projects Book Chapter Promoting Private Sector Participation Book Chapter Obstacle Investigation RandstadRail in Rotterdam, The NetherlandsRobert Berkelaar Book Chapter Using Consistent Fuzzy Preference Relations to Risk Factors Priority of Metropolitan Underground ProjectShih-Tong Lu Scroll upScroll down REFERENCES (12)EXPORT CITATIONABOUT Abstract This paper describes the potential use of the financing strategy of value capture or benefit assessment for an urban mass transportation project. The paper describes the legal background to the use of benefit assessment, and the process of implementation for the first construction phase of the Los Angeles Metro Rail project. The process of developing the benefit assessment structure was a consultative one, utilizing technical inputs from a team of specialist consultants, a task force consisting of major developers and property owners in the affected area, and politicians representing many of the interests in the region. The initial benefit assessment districts were set up to raise $130 million of the cost of the first 4.4 miles of the rail project, and are based on the benefits accruing to certain categories of property in the vicinity of stations. The assessment would be collected for about 18 years and bonding would be used to provide the capital at the time of constr