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Panorama des Transports n° 52 19/01/12 Panorama inédit du Centre d'analyse stratégique sur les transports par Christine Raynard, Chargée de mission au Département Développement durable (DDD) 1) Le constructeur britannique Rolls-Royce présentera les résultats de son tour du monde en limousine électrique (Munich, Paris, Madrid, Singapour, Pékin, Dubai, Los Angeles, New York et Genève), au cours du premier trimestre 2012. Ce prototype électrique reprenant le châssis de la Phantom, est équipé d'une batterie lithium-ion  contenant du nickel, du cobalt et du manganèse, et de deux moteurs électriques. Le chargement de la batterie, d'une capacité totale de 71 kWh, s'effectue en 20 heures sur du courant monophasé ou en 8 heures sur du courant triphasé. Trois unités de chargement sont associéesà la batterie, auquel s'ajoute un quatrième chargeur à induction pour permettre un rechargement sans fil. La batterie est conçue pour une durée minimum de trois ans en usage quotidien et dispose d'une autonomie de 200 km. Ce prototype Rolls-Royce électrique démarre par un simple interrupteur, permettant également d'interrompre le chargement et atteint une vitesse maximale de 160 km/h. 2) Après le lancement en septembre 2009 d'un service gratuit de covoiturage dans les gares franciliennes (hors Paris), SNCF Transilien, associée à Green Cove, expérimente maintenant le covoiturage dynamique en gare de Houdan (Yvelines). Des bornes équipées d'écrans d'affichage ont été installées sur le quai et sur le parking. Les offres et les demandes sont ainsi consultables en temps réel, par les usagers inscrits sur le site, soit aujourd'hui plus de mille personnes. L'utilisateur équipé d'un smartphone peut scanner sur la borne le « flashcode » de l'offre qui correspond à ses besoins. Il accède ensuite à toutes les informations utiles à son trajet : rappel de la destination, tarif, heure de départ et coordonnées du covoitureu

Zipcar and Flexcar Driven Together Zipcar (AP) Network News X PROFILE View More Activity TOOLBOX Resize Print E-mail Reprints   By Thomas Heath Washington Post Staff Writer Wednesday, October 31, 2007 Flexcar and Zipcar, two companies seeking to change American habits by renting cars by the hour, plan to merge in a deal that would reshape the nascent car-sharing industry. [an error occurred while processing this directive] After years of losses for both companies, Flexcar, based in Seattle and controlled by America Online founder Steve Case, said it will merge with the larger Zipcar, based near Boston, in hopes of achieving profitability within the year. "We just wanted to rapidly expand in new markets and rapidly expand the fleets," said Case, whose Revolution LLC bought Flexcar in 2005. "They're both in turbo-growth mode. We think the companies combined will be on a path to profitability in the next year or so, and with rapid and significant expansion will be ready" for an initial public offering of stock. The two companies, the nation's largest car-sharing firms, are owned by private investors. They did not disclose the merger's financial terms. Both companies were founded in 1999 with the intent of serving environmentally minded city dwellers and university students who could be weaned from the expense and other complications of automobile ownership. Zipcar, for instance, rents cars for $7.75 to $15 per hour on top of an annual fee. Together, the two companies helped popularize an industry that now includes more than two dozen competitors. "It's a niche that wasn't exploited by the larger traditional car-rental companies," said Chris Brown, managing editor of Auto Rental News. "I don't think it will ever eat into a huge percentage of the $20 billion U.S. car-rental market. It's kind of like this little cult of users that are all in it together in this cool new system." Even so, sensing profit or as a defensive measure, car-rental giants like Hert

TRANSPORTATION Zen and the art of urban transportation 7 BY JOHN GREENFIELD 16 DEC 2011 6:18 AM Commissioner Gabe Klein. Photo: Steven Vance This is excerpted from a longer story in GRID Chicago. To read the original, which includes a (somewhat hair-raising) ride to work with the commissioner, click here. When forward-thinking Chicago Department of Transportation (CDOT) Commissioner Gabe Klein reported for work on May 16 as part of Mayor Rahm Emanuel's new administration, it marked a sea change in the city's priorities. Chicago spent most of the 20th century trying to make it easier to drive. In recent years, as other cities pioneered green transportation initiatives like car-protected bike lanes, large-scale public bike sharing systems, and "ciclovia" events which shut down streets to make room for car-free recreation, Chicago futilely tried to fight auto congestion by removing pedestrian crosswalks, shortening walk signal times, and installing slip lanes and right-on-red signals to help drivers make faster turns. After Emanuel won the election, his choice of Klein made it clear the mayor-elect was serious about sustainable transportation. The new commissioner was fresh from a stint as transportation director for Washington, D.C., where in a mere 23 months, he made numerous pedestrian safety improvements, launched a new streetcar system, expanded the downtown circulator bus system, piloted protected bike lanes, and created the nation's first and largest bike share system. He arrived a month before starting work, so within six months on the job, the commissioner racked up an impressive list of accomplishments and firsts, installing the city's first protected bicycle lane, starting work on new protected lanes on two other streets, and laying plans to install a total of 100 miles of protected lanes within Emanuel's first term. Under Klein, CDOT has begun striping conventional bike lanes continuously through intersections, it has broken the R

The psychology of driving: For a long time, I've been interested in the perceptual and attentional aspects of driving. Driving is an extremely demanding activity from a perceptual point of view: drivers have to make rapid decisions on the basis of visual input, such as emerging from a junction without hitting the oncoming traffic. Occasionally failures of detection occur - so-called "looked but failed to see" errors, such as when drivers pull out from a junction into the path of a cyclist or motorcyclist. I'm interested in why these occur, and what can be done to avoid them. You might think that the answer's obvious - that they occur because two-wheelers are hard to see because they are small. However, this is not the explanation. These kinds of accidents usually occur when the motorcyclist or cyclist is close to the emerging vehicle - too close for anyone to take action to redeem the situation. Close-up, physically-small things  produce big images on the retina, so at the time that a driver pulls out in front of a two-wheeler, the latter is casting a pretty big image on the driver's retina, and should therefore be readily detectable. In any case, "look but failed to see" accidents can happen with objectively-conspicuous vehicles too - a few years ago, we investigated accidents in which people drove straight into parked police cars and then claimed not to have seen them! My more recent research is on the effects of using a mobile phone while driving. How does this affect a driver's ability to detect hazards, etc.? Research around the world during the past 15 years or so has consistently shown that hands-free phones are just as bad as hand-held phones as far as driving is concerned. Phones affect driving not so much by making it hard to control the car (although obviously holding a phone doesn't exactly help with steering and using the indicators!) but by taking the driver's attention away from the outside world. Drivers who are using a phone have a restricted bre

In press: Hole, G.J. "Experimental Design". In: Research Methods in Psychology, Fourth Edition, edited by G.M. Breakwell, D.B. Wright and J. A. Smith. London: Sage Publications.   In press: Laurence, S. and Hole, G.J. Identity specific adaptation with composite faces. Visual Cognition.   2011: Laurence, S. and Hole, G. The effect of familiarity on face adaptation. Perception, 40, 450- 463.   2011: Hole, G.J. and George, P.A. Evidence for holistic processing of facial age. Visual Cognition, 19 (5), 585-615.   2011: Hole, G.J. Identity-specific face adaptation effects: evidence for abstractive face representations. Cognition, 119, 216-228.   2011: Briggs, G.F., Hole, G.J., and Land, M.F. Emotionally involving telephone conversations lead to driver error and visual tunnelling. Transportation Research Part F, 14, 313-323.   2010: G. Hole and V.Bourne. "Face Processing: Psychological, Neuropsychological and Applied Perspectives". Oxford: Oxford University Press.   2009: Harrison, G. and Hole, G.J. Evidence for a contact-based explanation of the own-age bias in face recognition. Psychonomic Bulletin and Review, 16, 264-269.   2009: Bourne, V.J., Vladeanu, M. and Hole, G.J. Lateralised repetition priming for featurally and configurally manipulated familiar faces: evidence for differentially lateralised processing mechanisms. Laterality, 14 (3), 287-299.   2008: G..J. Hole. Predictors of motor vehicle collisions. In: M. Duckworth, T. Iezzi, and W. O'Donohue (eds.) "Motor Vehicle Collisions: Medical, Psychosocial and Legal Consequences". Elsevier.   2007: G.J. Hole. "The Psychology of Driving".Mahwah, NJ: Lawrence Erlbaum.   2007: Steede, L. L., Tree, J. J., and Hole, G. J.  I can't recognize your face but I can recognize its movement. Cognitive Neuropsychology, 24, 451-466.   2006: Steede, L.L. and Hole, G.J. Repetition priming and recognition of dynamic and static chimeras. Perception, 35, 1367-1382.   2006: Steede, L. L., Tree, J. J., and Hole, G. J. Diss

Making roads safer for motorcycles and mopeds Practical and fun… More and more motorcycles and mopeds ("powered two-wheelers" - PTWs) are on the streets. Particularly in cities, they offer a solution to increasing traffic, scarce parking and the high cost of private-car ownership. Users of PTWs range from leisure motorcyclists riding high-power engines to young people and professionals using mopeds for their daily commute. From 2001 to 2007, the number of motorcycles on European roads increased 34%. …but vulnerable Compared to cars, PTWs are less stable, less visible and offer less protection to the driver. They are involved in a disproportionately high percentage of fatal and serious accidents, most of which are in cities and caused by human error. In 2008 for example, at least 6 800 riders were killed. Meaning that PTWs accounted for some 17% of all road fatalities but only 2% of road users. 1 in 3 victims among PTW users is under 25, but middle-aged riders too have higher accident rates than car drivers of the same age. What is the EU doing? Improving PTW safety EU efforts to improve the safety of driving, roads and vehicles is focusing on: training: moped permits and minimum age requirements - EU Directive 2006/126/EC standardising driving licences research projects - to design safer guardrails (SMART RRS), study the use of sensors to alert road users to each other's presence (WATCH-OVER) and develop driver-assistance and other intelligent applications for motorcycles (SAFERIDER).

Bicycle Related Sites This page lists bicycle related web sites. Our focus is to provide information on bicycling as a mode of transportation. The sites listed below do not represent the views of the Department. They are for informational purposes only and the Department cannot be held liable for misinformation from any of these sites. Every effort has been made to review each site for content, however should a site grossly misstate facts or sources please send an e-mail to Ann Mahaney and the link will be removed. National Organizations: National Bicycle Safety Network - Contains safety and other information concerning bikes. Bicycle and Pedestrian Information Organization - Contains technical information on bicycles and walking. The League of American Bicyclists - ...for a bicycle friendly America, the national organization of bicyclists. Bicycle Federation of America - an electronic information center for bicycle and pedestrian advocates, practitioners, public officials and interested citizens. State Organizations: California Bicycle Coalition (CBC) - A non-profit organization that advocates increased bicycle use, access, safety and education, by promoting the bicycle as an everyday means of transportation and recreation. Smart Traveler - the single place on the internet to get information on all of your transportation options in California. California Association of Bicycling Organization (CABO) - California's bicycle clubs organized into a state federation in 1972 to protect bicyclists' interests state-wide and to encourage, maintain, and improve bicycling conditions. Local Organizations: LADOT Bicycle Services - The purpose of the LADOT Bicycle Homepage is to provide bicycle information to the constituents of the City of Los Angeles. Monterey Off Road Cycling Association (MORCA) - MORCA is an organized voice for responsible mountain biking in Monterey County. SLO County Bicycle Coalition - Transforming San Luis Obispo County into a safer and more livable

hapter 17-7-8 TRANSIT-ORIENTED DEVELOPMENT ZONE (TOD) Sections: 17-7-8.1    Purpose. 17-7-8.2    Uses. 17-7-8.3    Single family residential development standards. 17-7-8.4    Medium and high density residential development standards. 17-7-8.5    Retail, office and mixed-use development standards. 17-7-8.6    Retail, office and mixed-use architectural standards. 17-7-8.7    Required landscaping. 17-7-8.8    Parking. 17-7-8.9    Utilities. 17-7-8.10    Signs. 17-7-8.11    Conditional use standards of review. 17-7-8.12    Live/work units. 17-7-8.13    Itinerant merchants. 17-7-8.14    Related provisions.

Autophobia: Love and Hate in the Automotive Age Brian Ladd 9 Resenhas University of Chicago Press, 16/11/2008 - 227 páginas Cars are the scourge of civilization, responsible for everything from suburban sprawl and urban decay to environmental devastation and rampant climate changenot to mention our slavish dependence on foreign oil from dubious sources abroad. Add the astonishing price in human lives that we pay for our automobilitysome thirty million people were killed in car accidents during the twentieth centuryplus the countless number of hours we waste in gridlock traffic commuting to work, running errands, picking up our kids, and searching for parking, and one can't help but ask: Haven't we had enough already? After a century behind the wheel, could we be reaching the end of the automotive age? From the Model T to the SUV, Autophobiareveals that our vexed relationship with the automobile is nothing newin fact, debates over whether cars are forces of good or evil in our world have raged for over a century now, ever since the automobile was invented. According to Brian Ladd, this love and hate relationship we share with our cars is the defining quality of the automotive age. And everyonehas an opinion about them, from the industry shills, oil barons, and radical libertarians who offer cars blithe paeans and deny their ill effects, to the technophobes, treehuggers, and killjoys who curse cars, ignoring the very real freedoms and benefits they provide us. Focusing in particular on our world's cities, and spanning settings as varied as belle epoque Paris, Nazi Germany, postwar London, Los Angeles, New York, and the smoggy Shanghai of today, Ladd explores this love and hate relationship throughout, acknowledging adherents and detractors of the automobile alike. Eisenhower, Hitler, Jan and Dean, J. G. Ballard, Ralph Nader, OPEC, and, of course, cars, all come into play in this wide-ranging but remarkably wry and pithy book. A dazzling display of erudition, Autoph

Special Issue: Traffic Congestion Mitigation: Combining Engineering and Economic Perspectives Introduction Traffic congestion mitigation: combining engineering and economic perspectives K. Triantis, S. Sarangi, D. Teodorović & L. Razzolini pages 637-645 Buy now DOI:10.1080/03081060.2011.602845 Available online:22 Aug 2011 Citations: 0 Further Information AbstractReferencesRelated Articles Modelling parking choice behaviour using Possibility Theory Michele Ottomanelli, Mauro Dell'Orco & Domenico Sassanelli pages 647-667 Buy now DOI:10.1080/03081060.2011.602846 Available online:22 Aug 2011 Citations: 0 Further Information AbstractReferencesRelated Evaluating the effects of urban congestion pricing: geographical accessibility versus social surplus Taede Tillema, Erik Verhoef, Bert van Wee & Dirk van Amelsfort pages 669-689 Buy now DOI:10.1080/03081060.2011.602848 Available online:22 Aug 2011 Citations: 0 Further Information AbstractReferencesRelated Evaluating the effects of the I-35W bridge collapse on road-users in the twin cities metropolitan region Feng Xie & David Levinson pages 691-703 Buy now DOI:10.1080/03081060.2011.602850 Available online:22 Aug 2011 Citations: 0 Further Information AbstractReferencesRelated A simulation-based methodology to compare the performance of highway space inventory control and ramp metering control Praveen Edara, Dušan Teodorović, Konstantinos Triantis & Shankar Natarajan pages 705-715 Buy now DOI:10.1080/03081060.2011.602851 Available online:22 Aug 2011 Citations: 0 Further Information AbstractReferencesRelated Auto Restricted Zone versus price changes: a case study Lauren Stuart & Sudipta Sarangi pages 717-726 Buy now DOI:10.1080/03081060.2011.602852 Available online:22 Aug 2011 Citations: 0 Further Information AbstractReferencesRelated

Transit: Economic development for the 21st Century Blog post by Robert Steuteville on 05 Apr 2011 feature codes development economy highways transit/transit-oriented dev. Graph 1 Source: Center for Transit-Oriented Development Graph 2 TOD by year in Denver. Source: Center for Transit-Oriented Development Robert Steuteville, New Urban Network A study of development around three recent light rail transit lines in Denver, Minneapolis-St. Paul, and Charlotte found 24 million square feet of residential and commercial construction (see Graph 1). That's a tremendous burst of transit-oriented development (TOD), especially given that much of it occurred after the US housing market began to collapse (see Graph 2). The development was largely focused near downtowns and other employment areas of the three cities. Factors besides transit contributed to this construction, but transit was a major impetus to growth. If the construction industry throughout much of the US had behaved as it did within a half-mile of these new transit stations, we would have had no recession in real estate. Therein lies a way out of our economic malaise. The US building industry is currently on pace to add a quarter-million new houses this year, the lowest since records have been kept for nearly 50 years. That figure will rise substantially only with the right kind of transportation investments, which have historically spurred new housing and commercial development. Since World War II, new infrastructure has consisted mainly of highways. The massive highway construction fueled growth through the first half of the last decade, but that approach won't work anymore. When highways were built through countryside close to compact cities, they spurred huge amounts of construction. That, however, was when gas was cheap and the room to spread out was plentiful in rapidly growing metropolitan areas. Highway-oriented development tends to be low-density development, because nobody wants to live in a compa

A Handbook Of Transport Economics André de Palma , Robin Lindsey , Emile Quinet , Roger Vickerman Edited by André de Palma, Ecole Normale Supérieure de Cachan, France, Robin Lindsey, University of British Columbia, Canada, Emile Quinet, Paris School of Economics, ENPC, Paris, France and Roger Vickerman, University of Kent, UK December 2011 928 pp Hardback 978 1 84720 203 1 Hardback $330.00 on-line price $297.00 Qty Series: Elgar original reference Description 'This Handbook is a stellar compilation of up-to-date knowledge about the important topics in transport economics. Authors include the very best in the field, and they cover the most important topics for today's research and policy applications. Individual chapters contain sound, readable, well referenced explanations of each topic's history and current status. I cannot think of a better place to start for anyone wanting to become current in the field or in any of its parts.' - Kenneth Small, University of California-Irvine, US Contents Contributors include: S.P. Anderson, H. Andersson, R. Arnott, B. Bartin, L. Basso, A. Behar, M. Ben Akiva, Y. Berechman, M. Beuthe, C.R. Bhat, J. Brocker, M.R. Brooks, K. Button, C.G. Chorus, J. Clougherty, M. Delucchi, A. de Palma, A. Estache, R. Friedrich, J. Gifford, D. Gillen, D. Graham, D. Hensher, E. Iossa, S. Jara-Diaz, E. Juan, Y. Kanemoto, M. Lafourcade, J. Laird, R. Lindsey, D. Mac Fadden, P. Mackie, D. Martimort, D. McCubbin, H. Meersman, J. Mercenier, C. Nash, T. Oum, K. Ozbay, A.R. Pinjari, M. Ponti, S. Proost, R. Renault, P. Rietveld, E. Quinet, G. Santos, T. Tabuchi, J. Thisse, H.J.P. Timmermans, A. Trannoy, N. Treich, L. Trujillo, T. Vanelslander, E. Van de Voorde, A.J. Venables, E. Verhoef, R. Vickerman, J. Walker, W.G. Waters II, M. Wegener, K. Yamaguchi, O. Yanmaz-Tuzel, Y. Yoshida, A. Zhang, Y. Zhang Futher information 'This Handbook is a stellar compilation of up-to-date knowledge about the important topics in transport economics. Aut

Applications - Health Promoting Community Design Route Preferences Among Adults in the Near Market for Bicycling: Findings of the Cycling in Cities Study Meghan Winters, MSc and Kay Teschke, PhD Abstract Purpose. To provide evidence about the types of transportation infrastructure that support bicycling. Design. Population-based survey with pictures to depict 16 route types. Setting. Metro Vancouver, Canada. Subjects. 1402 adult current and potential cyclists, i.e., the "near market" for cycling (representing 31% of the population). Measures. Preference scores for each infrastructure type (scale from −1, very unlikely to use, to +1, very likely to use); current frequency of use of each infrastructure type (mean number of times/y). Analyses. Descriptive statistics across demographic segments; multiple linear regression. Results. Most respondents were likely or very likely to choose to cycle on the following broad route categories: off-street paths (71%-85% of respondents); physically separated routes next to major roads (71%); and residential routes (48%-65%). Rural roads (21%-49%) and routes on major streets (16%-52%) were least likely to be chosen. Within the broad categories, routes with traffic calming, bike lanes, paved surfaces, and no on-street parking were preferred, resulting in increases in likelihood of choosing the route from 12% to 37%. Findings indicate a marked disparity between preferred cycling infrastructure and the route types that were currently available and commonly used. Conclusion. This study provides evidence for urban planners about bicycling infrastructure designs that could lead to an increase in active transportation. Keywords: Bicycle, Survey, Infr