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Collaborative consumption From Wikipedia, the free encyclopedia The term collaborative consumption is used to describe an economic model based on sharing, swapping, bartering, trading or renting access to products as opposed to ownership.[1] Technology and peer communities are enabling these old market behaviours to be reinvented in ways and on a scale never possible before.[2] From enormous marketplaces such as eBay and Craigslist, to peer-to-peer marketplaces such as Tradepal, emerging sectors such as social lending (Zopa), peer-to-peer travel (CouchSurfing, Airbnb), peer-to-peer experiences (GuideHop), event ticket sharing ([[unseat.me]]) and car sharing (Zipcar or peer-to-peer RelayRides), Collaborative Consumption is disrupting outdated modes of business and reinventing not just what people consume but how they consume it.[3] Contents  [hide]  1 Origin 2 The development of collaborative consumption 2.1 Product service systems 2.2 Redistribution markets 2.3 Collaborative lifestyles 3 Sectors currently covered by collaborative consumption 4 Category examples 5 See also 6 References [edit]Origin The term was coined by Ray Algar, a UK-based management in an article entitled 'Collaborative Consumption article by Ray Algar' for the Leisure Report Journal in 2007. The concept has since been championed by Rachel Botsman and Roo Rogers, co-authors of "What's Mine Is Yours: The Rise of Collaborative Consumption".[4] In June 2010, ABC Television's Big Ideas programme included a segment showing Botsman's speech at the TEDx Sydney conference in 2010, describing collaborative consumption as "a new socio-economic 'big idea' promising a revolution in the way we consume".[5] Botsman sees collaborative consumption as a social revolution that allows people to "create value out of shared and open resources in ways that balance personal self-interest with the good of the larger community".[6] In 2010, collaborative consumption was named one of TIME Magazine's 10 ideas that w

SFMTA Tries New Bike Lane Treatments to Keep Cyclists Clear of Door Zone by Bryan Goebel on August 30, 2011 In a five foot standard bike lane, bicyclists really only have about one to two feet, if you consider the door zone. Animation/graphics by Carly Clark. Photo of Polk Street between O'Farrell and Geary by Bryan Goebel. The door zone is one of the biggest urban threats to bicyclists. Conventional bike lanes that squeeze bicyclists between the door zone and automobile traffic leave little room for error, but the San Francisco Municipal Transportation Agency is piloting a series of projects designed to encourage bicyclists to steer clear of the door zone. On sections of Polk Street, pictured above (and yes, we added the green but do hope to see green bike lanes on Polk Street some day soon!), the SFMTA has painted in a batch of T's in the bike lanes that are supposed to guide bicyclists away from the door zone. While the treatment seems to be an improvement over typical door zone lanes, it also highlights how little street width is available for cyclists to ride safely. I asked our graphics designer Carly Clark to do a little photoshopping to illustrate how much real space bicyclists have if you consider the door zone. If you take a standard five foot bike lane, like the one above, and factor in the door zone, you realize bicyclists are only given a sliver of a space that is about one to two feet wide, depending on the width of the lane, and the size of a car door. According to the SFMTA, dooring is the second most common form of injury collision involving cyclists, behind unsafe speed, though the San Francisco Bicycle Coalition (SFBC) points out that dooring is the highest injury collision type caused by motorists or their passengers. A "T" on Howard Street. Photo: SFMTA The SFMTA has installed the T treatments on Polk between Post and Golden Gate and in the bike lanes on Howard Street between 5th and 7th. So far, according to the agency, they seem to b

Progressive governments use road tolls, parking fees, gas and carbon taxes to reduce traffic congestion, fight climate change and generate revenue for transportation infrastructure. Nevertheless, mentioning any one of these mobility pricing measures often elicits strong reactions from businesses, non-profits and the media, who, in turn, influence political and public acceptance. What is the rationale for their views? Under what implementation conditions would their opinions change? Join us at Transport Futures to discover the answers with these leading stakeholders and international experts: Our confirmed speakers include:·         Kurt Van Dender, Chief Economist, International Transport Forum at the Organisation for Economic Co-operation and Development·         Jens Schade, Associate Professor, Dresden University of Technology·         David Hill, Senior Project Manager, National Practice Leader, Parking Solutions, MMM Group·         Teresa Di Felice, Director of Government & Community Relations, Canadian Automobile Association - South Central Ontario·         Royson James, Columnist, The Toronto Star·         Richard Joy, Vice President, Policy & Government Relations, Toronto Board of Trade·         Gregory Thomas, Federal/Ontario Director, Canadian Taxpayers FederationAs a Transport Futures participant, you will have ample time to engage with speakers and other delegates.  Proceedings will be captured in order to create a 3-pronged educational/social outreach strategy that explicitly explains costs and benefits for government, business and the general public.   This mobility pricing strategy will be used as the basis for a series of community workshops in 2012. Seating is limited. Please register today to take advantage of our Early Bird Rates.Visit our website or email info@transportfutures.ca for more details. Don't miss this valuable opportunity to learn the latest in mobility pricing best practices and how we can wo

Mobility Pricing Stakeholder Forum Metropolitan Hotel, Toronto -- Tuesday, November 22, 2011 Healthy Transport Consulting and our partners are proud to announce that the Transport Futures "Mobility Pricing Stakeholder Forum" - our sixth since 2008 -- will take place in Toronto on November 22nd. The Forum will build on the success of our previous educational events by focussing on gas taxes, parking fees and road pricing, especially as these measures relate to public acceptance. As detailed in our exciting agenda, the packed day of learning and interactive discussion will commence with keynote presentations by a top transport economist and a mobility pricing psychologist. With their assistance, a panel of diverse stakeholders will then spend the rest of the day responding to cutting-edge case studies and providing delegates with their viewpoints on five main barriers to mobility pricing implementation: technology, equity, investment, governance and leadership. Our esteemed speakers include: Kurt Van Dender,Chief Economist, International Transport Forum at the Organisation for Economic Cooperation and Development (OECD) Jens Schade, Associate Professor, Dresden University of Technology Teresa Di Felice, Director of Government & Community Relations, CAA South Central Ontario David Hill, Senior Project Manager, Practice Leader, Parking Solutions, MMM Group Royson James, Columnist, The Toronto Star Richard Joy, Vice President, Policy & Government Relations, Toronto Board of Trade Gregory Thomas, Federal/Ontario Director, Canadian Taxpayers Federation ... and more to be confirmed soon! As a delegate, you will have plenty of time to ask questions, provide feedback and network. Proceedings will be captured in order to create a 3-pronged educational/social outreach strategy that explicitly explains costs and benefits for government, business and the general public. This mobility pricing strategy will be used as the basis for a series of community workshops across

Moving Beyond the Automobile is a ten part video series which explores solutions to the problem of automobile dependency.  It's a visual handbook that will help guide policy makers, advocacy organizations, teachers, students, and others into a world that values pedestrian plazas over parking lots and train tracks over highways.  Cars were then, and this is now.  Welcome to the future.

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

London's Exhibition Road Transforms Into Shared Space for Pedestrians and CarsNovember 11, 2011   The issue of bike lanes in New York City has sparked numerous debates, sending right-leaning journalists on a crusade against DOT commissioner Janette Sadik-Khan and pitting Williamsburg hipsters against their Hasidic Jew neighbors. While those with a more Dutch-minded vision for the city view bike lanes as a step towards shared public space, planners in London have taken quite the opposite route towards the same goal. According to The Guardian, after 18 months of renovation, London's Exhibition Road has been overhauled from a traditional sidewalk-and-road arrangement into a continuous smooth surface to be shared by pedestrians, bikers and drivers alike. Gone are the crosswalks, lane markings, sidewalks and railings, leaving only a uniform expanse of crosshatched black-and-white granite running from South Kensington station to Hyde Park. So what is the rationale behind this madness? Exhibition Road, as The Guardian design columnist Justin McGuirk explained, was once the main route to the 1851 Great Exhibition in Hyde Park. While the Exhibition came and went over a century and a half ago, the Victorian thoroughfare continues to connect a number of cultural institutions, including the Victoria and Albert Museum, the Natural History Museum, and the Science Museum, remaining what is perhaps "London's grandest cultural artery." However, despite its legacy, Exhibition Road has become somewhat of a "glorified car park," moving many pedestrians to find underground alternatives to get to their cultural destination of choice. This is exactly what the architects at Dixon Jones sought to reverse with their rule-breaking, seamless "shared space" plan, which is in the final stages of completion today. Crediting Dutch traffic engineer Hans Monderman and Danish urban planner Jan Gehl, Dixon Jones proposed to remove all existing delineations on the street,

Coalitions and alliances are groups that form for mutual benefit. Partnerships are relationships between individuals or groups characterized by mutual cooperation and responsibility. These groups form for the achievement of shared goals. Creating change to improve safety and increase the number of people walking requires a multi-disciplinary effort. The likelihood of success increases when coalitions or partnerships bring together dedicated individuals including: Law enforcement officials, including officers and members of the judiciary Health industry, including doctors, nurses, dieticians, and health educators People in transportation and development, including engineers, planners, developers Parents, senior citizens, schools, parks and recreation departments The cooperation of public and private interests, professionals, businesses, and interested citizens can yield broad support for multi-faceted solutions to pedestrian problems. These groups exist at local and national levels. Many of them can serve as models for a local organization, or they may have members from your community. National coalitions, alliances and partnerships America Walks America Walks is a national coalition of local advocacy groups dedicated to promoting walkable communities. The group helps communities form advocacy groups. Members are autonomous grassroots organizations from across the country, each working to improve conditions for walking in their area. The mission of America Walks is to foster the development of community-based pedestrian advocacy groups, to educate the public about the benefits of walking, and, when appropriate, to act as a collective voice for walking advocates. America Walks provides a support network for local pedestrian advocacy groups. The group offers advice about how to get started and how to be effective with public officials and engineering and design professionals. Alliance for Biking and Walking The Alliance for Biking and Walking is a national coalitio

In San Francisco, All-Door Boarding Catches On Yonah Freemark August 1st, 2011 | 30 Comments » San Francisco fights to speed up buses and trains by encouraging customers not to buy their tickets up front. Unlike underground metros or elevated trains, road-running streetcars and buses suffer from a significant slow-down: The time wasted waiting for people to board. The process is dreadfully sluggish in cities with well-used transit systems as large numbers of customers at popular stops are forced to line up at the front door and swipe their tickets or pay their fares in cash. In most cases, customers are forbidden from entering the bus at the rear door, even if they have unlimited ride cards. In dense cities, the result of these boarding difficulties are buses and trains that practically crawl down the street, even on corridors without much competing automobile traffic. In San Francisco at least, a solution is being studied: Allowing passengers to board at all doors, starting with a pilot program on the Muni Metro J-Church light rail line, which runs from downtown south into the Noe Valley and Balboa Park neighborhoods. There's nothing particularly controversial or revolutionary about San Francisco's proposal. Indeed, the concept of allowing people to get on a transit vehicle at any entryway is is not only standard on most rail networks and a basic component of most bus rapid transit investments, but it is also already in place for some customers on San Francisco's Muni Metro lines, which operate in a tunnel under Market Street downtown but for much of the remainder of their routes operate in shared lanes like streetcars. What's different here is the goal to extend the process to all customers on all services. San Francisco has some of the slowest transit speeds in the U.S., with the average Muni train or bus moving from place to place at a measly eight mph. Those slow speeds are an impediment to easy mobility throughout the city and discourage peop

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

To naysayers, skeptics and Tea Party members, it's the end of the California suburban lifestyle. To dyed-in-the-wool environmentalists, it's the key to correcting climate change. But in reality, the Plan Bay Area strategy linking land-use and transportation investment is probably neither. The strategy, approved by the governing boards of the Metropolitan Transportation Commission and the Association of Bay Area Governments at a heated meeting in Oakland on Thursday night, is the Bay Area's attempt to satisfy a 2008 state law that requires regions to reduce their greenhouse gas emissions to 1990 levels by 2035. The law requires the regional planning agencies to work together to meet that requirement. Their approach is to use transportation money to help steer growth - an anticipated 2.1 million new residents and 1.1 million jobs - into already developed areas, around existing transit hubs, highways and transit lines. It identifies priority development areas with more than a third of the growth in San Francisco, Oakland and San Jose with El Camino Real on the Peninsula and San Pablo Avenue in the East Bay also singled out. Extension of strategy While the plan establishes a closer connection between housing and transportation planning, it's an extension of a strategy that already has been used to encourage development around transit hubs. "It's an evolution, not a revolution," said Stuart Cohen, head of TransForm, a transportation and land-use coalition that supports the plan. "What's stronger than ever is how we're spending our (transportation) money, and where growth is happening." Cities and counties are not obligated to follow the plan, but money for transportation improvements would go to areas that adhere to it. But even though the plan is optional, it has generated great controversy, as was evident at Thursday's public hearing, which drew an overflow crowd of about 200 and inspired 70 people to wait for hours to speak. Critics, including members of the Te

0: Transportation Modes 101: Inter-modality 110: Para-transit, Motorbike and Non-motorized Transport 120: Railway and Rail Transit 121: Intercity Railway Planning 122: Urban Railway Planning 123: Railway Engineering 124: Railway Operation 130: Bus Operation and Services 131: Network Planning and Design 132: Bus Rapid Transit 133: Performance Evaluation 134: Operation and Management 135: Pricing 140: Air Transportation 141: Airport Planning and Operation 142: Airlines 151: Port Planning and Operation 152: Maritime and Inland Water Transportation 160: Highway and Road 161: Highway Planning and Design Concept 162: Road Maintenance 163: Pavement Design 164: Parking 211: Road Network Modeling 212: Traffic Flow Analysis 220: Transportation Demand Modeling 221: Transportation Survey 222: Behavioral Analysis 223: Transportation Demand Analysis 224: Traffic Assignment 225: Tourism, Leisure and Recreation" 300: Urban Road System 320: Traffic Control Systems and Policy 330: Transportation Demand Management 340: ITS Policy and Research 342: Evaluating ITS 343: Data Collection 344: ITS for Road Safety 345: Simulation and Modeling 410: Physical Distribution and Logistics 411: International Logistics 412: Inter-regional Logistics 413: Urban Logistics 510: Transportation and the Environment 511: Roadside Environment 514: Health 520: Traffic Accidents and Road Safety 521: Accident Analysis 522: Accident Countermeasure 523: Human Factor 600: Regional Economy and Finance 610: Land Use and Spatial Analysis 630: Issues in Transportation Economics 640: Project Evaluation 650: Project Management 700: Sustainable Transport Planning 710: Policy and Strategies 720: Implementation of Policies and Strategies 730: Funding Strategies 810: Disaster 000: Others TO VIEW PDF FILES:

BICYCLE STRATEGIES The Institute for Sensible Transport is among Australia's leading authorities on the development of bicycle strategies. We have provided advice on world's best practice strategies to increase bicycle use to local, state and federal governments, as well as organisations in the private sector and major Australian universities. Our bicycle strategies focus on the following areas: Background information, including current modal share, existing policies, demographics and emerging issues The benefits of cycling, with an analysis of cycling issues related to climate change, congestion, health and petrol prices. Policy objectives and strategic vision Audit of existing bicycle network and gap analysis Facilitation of community forums and intercept surveys Target setting and demand forecasting Actions and Recommendations Bicycle use measurement tools/evaluation techniques Bicycle parking and other end of trip facilities Public bicycle systems Funding opportunities Bicycle Strategy Presentations 1. An Introduction to the Victorian Cycling Strategy. PDF 1.6MB Client: Metropolitan Transport Forum (MTF) 2. Bicycle Strategies and an outline of the Victorian Cycling Strategy. PDF 2.1MB Client: Municipal Association of Victoria (MAV)

PUBLIC TRANSPORT/BICYCLE INTEGRATION The Institute for Sensible Transport has a comprehensive knowledge of the link between the public transport system and cycling. Our understanding of world's best practice is becoming increasingly called on as governments look to create a more integrated transport system in our major cities. We recently completed a major technical evaluation for the Victorian Department of Transport to find better ways of integrating cycling with the public transport system. We are able to offer practical solutions to help create a seamless connection between the public transport system and cycling. Our team is able to provide strategic and detailed advice on: Linking bicycle routes to transport hubs Providing secure bicycle parking at train stations Carrying bicycles on public transport vehicles - including front racks on buses  

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

Science of Pedestrian Movements posted by jason king on january 05, 2012 Books, Cities, Modeling, Pedestrians, Public Space, Research, Resources, Transportation An interesting article from the Economist on 'The Wisdom of Crowds' echoes much of the seminal research of William Whyte (City), Edward T. Hall (The Hidden Dimension), and others that have closely studied the behavior of pedestrians and other users of public spaces.   The interplay of cultural habits that tells us to step right or left to avoid collisions on a busy street can lead to a certain inherent poetic 'choreography' when viewed.  There are different theories on how these actions are coordinated, and the article focuses on new scientific methods for predicting and studying pedestrian movements.  As Jane Jacobs mentioned in The Death and Life of Great American Cities this urban realm is likened to a ballet: "It is a complex order. Its essence is intricacy of sidewalk use, bringing with it a constant succession of eyes. This order is all composed of movement and change, and although it is life, not art, we may fancifully call it the art form of the city and liken it to the dance - not to a simple-minded precision dance with everyone kicking up at the same time, twirling in unison and bowing off en masse, but to an intricate ballet in which the individual dancers and ensembles all have distinctive parts which miraculously reinforce each other and compose an orderly whole. The ballet of the good city sidewalk never repeats itself from place to place, and in any once place is always replete with new improvisations." It was interesting, in this context, to remember my recent travels to Europe, namely London, where traffic on the roads occupies the left lane, but as mentioned in the article, there is not a correlation between this and pedestrian movement.  While they mention that London follows pedestrians on the right, that is an oversimplification, as it doesn't necessarily follow,

CALL FOR PAPERS RETHINKING URBAN INCLUSION: SPACES, MOBILISATIONS, INTERVENTIONS to be held in Coimbra, Portugal, 28-30 June 2012 With almost half the world's population living in cities, questioning the urban dimension of social inclusion and exclusion is imperative. Urban inclusion is increasingly influenced - and often constrained - by intertwined processes of economic globalization, state re-articulation, polarization and diversification of (local) populations and the political practices they add to the city. Educational, health and environmental inequalities, segregation, unemployment, lack of political participation, discrimination and the inability to deal with different forms of participation are all phenomena of exclusion with a local dimension but a multi-scalar nature. At the same time, acting towards social inclusion is developed around ideas, knowledge(s), experiences, resources and capacities which are (dis)located across an array of arenas and distributed among different actors. While traditional concepts and practices of urban inclusion centered on institutions and top-down decision-making seem inadequate to tackle this complexity, new ones are often in their infancy and may be in tension with more established policies. Contesting the centrality of the state and market pervasiveness, a new variety of counter-hegemonic positions and projects, and alternative visions of urban democracy and justice that inform bottom-up and participatory approaches to urban inclusion, have become popular in the Global South, while their transposition to cities in the Global North have met resistance or hardly gone beyond theorization.  The Conference aims to understand and ultimately rethink social inclusion at the urban scale, as the product of broader dynamics and the interaction of different actors and languages. How can we trace, define, and challenge the new subtle forms of social and territorial exclusion, trying to reinvent urban in