ECONOMIA DOS TRANSPORTES

PUBLIC BICYCLE SYSTEMS Contemporary public bicycle schemes refer to the provision of bicycles to enable short-term rental from one docking station (where bicycles are picked up and returned) to another. What initially began as small pilot projects in some Northern European cities in the 1960s, have expanded into large-scale, city-wide schemes in many European cities, as well as similar, albeit typically smaller programs in the US, Canada and Australia. Hangzhou, China currently has the largest bicycle program globally, with over 60,000 bicycles. The Institute for Sensible Transport provides technical analysis and policy advice to governments interested in public bicycle schemes. Our key services include: Assessing the impacts and improving the performance of existing public bicycle schemes. Feasibility studies for cities interested in establishing a public bicycle scheme. Bringing together our knowledge of the successes and failures of bicycle share systems across the globe, we are able to maximize the effectiveness of investment in these schemes. We are able to provide services to cities across Australia, Asia, Europe and North America. Read Elliot Fishman's recently published response in the British Medical Journal of a paper on Barcelona's public bicycle scheme.   

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  

CAR POOLING/RIDESHARE PROGRAMS Technological improvements over recent years have made car pooling and ride share programs affordable, user friendly and more effective. With some 80% of all trips to work currently completed by car in Australia and an average occupancy rate of 1.08 people per vehicle, car pooling is increasingly recognised as having the potential to make meaningful reductions to traffic congestion, fuel costs and greenhouse gas emissions. The Institute for Sensible Transport has partnered with Avego, a world leader in innovative car pooling/ride share technologies to provide a comprehensive car pooling solution to organisations wishing to reduce their reliance on single occupant vehicles. We are able to provide a flexible range of software solutions, specifically suited to a wide variety of workplaces and universities. Moreover, our technical and marketing support ensures the program experiences a smooth transition, with high levels of adoption among potential users.

Welcome to the Ridesharing Institute Wiki This wiki is for everyone and everything to do with the Ridesharing Institute. Initially we will use it to develop the constitution and other founding documents. Once we have grown beyond that phase we will use it to keep the current version of what we are doing easily available for the people who are interested. Update at 15 October 2011: 1. Ridesharing Institute incorporated in Delaware. Bylaws under development. Draft research program agreed. Seeking seed funding to begin work. Working team holds telephone conference each month. View meeting minutes on Meetings page. Committees operating include Marketing, Finance, Research, and Governance. We are looking for volunteers to join these committees. Members welcome from anywhere in the world. Currently USA, Canada, UK, Germany, Australia, New Zealand participants. 2. Affiliate New Zealand Ridesharing Institute has met and is registering as an Incorporated Society. Has approached Auckland City Council for support for Auckland-based research, using the draft research program above. View minutes of NZ Ridesharing Institute meetings on Meetings page. 3. Additional country or regional affiliates are welcome. 4. A physical meeting of as many members as possible will be held during the Annual General Meeting of the Transportation Research Board in Washington DC in January 2012. Date and time will be posted here soon. How To Participate Register to be a member of this wiki (not mandatory, but your changes will mean more to us if we know who you are). To register click on the 'join' link above right. It doesn't hurt and its free. Click on any page from the menu on the left, to view its contents. Click on the edit tab (above right) to add any suggested changes to any page. Click on the discussion tab (above) to read other members' comments and questions, or add comments or ask questions of your own. Click on the notify me tab (above) to be kept informed of addtional changes to the sp

Transportation Management Services 236 North Chester Ave., Suite 200 - Pasadena, CA 91106 626-796-3384 - phone | 626-796-2425 - fax info@tms85.com | www.tms85.com Creating convenient access, preserving mobility and maintaining environmental quality are challenges faced in communities across the nation. Solving these problems today requires increasing the capacity of transportation facilities and services, making existing facilities and services operate more efficiently, and managing the demand for travel. Transportation Management Services (TMS), founded in 1985, helps clients address congestion, mobility, access, and environmental issues related to transportation, traffic, and parking at work sites, residential communities, mixed use activity centers, and travel corridors. Working in partnership with developers, public agencies, and consulting professionals, TMS delivers well-reasoned analysis, practical recommendations, and helps implement actions that manage transportation resources and travel demand. The firm blends practicality and creativity in designing solutions that work as well in the 'real' world as they do on the drawing board. Pasadena City Hall Boeing Aircraft Assembly Plant - Everett, WA Experian Corporation Campus Costa Mesa, CA Greek Theatre - Los Angeles, CA Pittsburgh TMS' skills are applied to: Conducting market and transportation research Assessing and developing public policies Creating transportation management plans Designing parking management programs Developing transportation projects Designing, implementing, and managing transportation programs Training and education to develop client capabilities Creating partnerships to mobilize communities and deliver effective programs Evaluating investments in transportation programs and projects

Looking For Flexible Vanpool ExamplesEntradax  Caitlin Boon caitlinboon@gmail.com por  lists.cutr.usf.edu 21:53 (8 horas atrás) para Transp-tdm I'm looking at modifying traditional vanpool operations to serve a pocket of demand that has enough potential riders to fill two/three vans, but those riders want to have schedule options instead of being confined to one set trip time to work and one set trip time home each day. In this 'Flex-Vanpool' model three vans would depart from the same home-end location over the course of 90 minutes in the AM, with similar operations at the end of day. On a reservation/subscription basis, riders would have access to any of the three van trips instead of being confined to the schedule of a specific van. Information on existing service and/or resources that would provide 'best practice' on Flex-Vanpool operations would be most appreciated. Sincerely, Caitlin B. Boon, AICPTransportation Planner IITransportation Management Services236 N. Chester Ave., Suite 200Pasadena, CA 91106626-796-3384 ext 248 (phone)626-796-2425 (fax)boon@tms85.com - www.tms85.com

eekly Seminar SeriesThe Tragic Tale ofCongestion Pricing in Manhattan   Rohit T. AggarwalaSpecial Advisor to Chairman Michael R. Bloombergof the C40 Cities Climate Leadership Group     Friday, December 2, 20111:30 to 3:00 p.m.1065 Kemper HallUniversity of California, Davis Abstract:  In 2007, Mayor Michael R. Bloomberg proposed to bring congestion pricing to Manhattan as part of an overarching long-term sustainability strategy for New York City. Over the next 15 months, congestion pricing became the leading issue in local politics, involving the governor, the U.S. Department of Transportation, the City Council, and the State Legislature. Rohit T. Aggarwala, one of the chief architects of the mayor's plan, will describe the proposal, its expected impact, and its political career.View this seminar live online More information about this seminar and speaker Campus Map or Directions to Campus The UC Davis Institute of Transportation Studies hosts weekly seminars during the academic year. We hope you will join us this Friday on campus or online.Recordings of past seminars are also available on our website.    

Transporte Ativo  Bicicletas e micropolíticaPosted: 22 Nov 2011 08:51 AM PST Ciclofaixa de Moema em São Paulo - Foto Vá de Bike O uso da bicicleta como meio de transporte é tendência mundial, inexorável. Mas isso é ponto pacífico e há um longo caminho até tornar nossas cidades amigas da bicicleta. Durante anos São Paulo investiu uma enorme quantia de recursos financeiros em grandes obras viárias, uma iniciativa que atendeu à demanda por espaço público para o deslocamento de automóveis e que por fim acabou por minar a eficiência urbana da cidade. As perdas econômicas geradas pelos congestionamentos aos poucos sufocam a cidade além de destruir a qualidade de vida. As bicicletas são parte da solução para a (i)mobilidade paulistana, assim sendo após anos de muitos planos e poucas obras a cidade recomeçou a partir de 2008 a investir, timidamente, em iniciativas que beneficiem os ciclistas. Mas é como tentar trocar a roda da bicicleta sem parar de pedalar. É preciso aprender a melhor maneira de planejar e executar o planejamento cicloviário em uma cidade que é viciada no uso do automóvel. O caso de Moema e as primeiras ciclofaixas permanentes de São Paulo foi um exemplo fundamental de como é importante a união de diversos atores da sociedade civil e do poder público para construir consensos e transformar o espaço urbano. A conjuntura no bairro era de conflito entre moradores, comerciantes e a autoridade de trânsito, a Companhia de Engenharia de Tráfego (CET). O conflito no entanto pouco tinha a ver com as bicicletas e mais com a perda de espaço no viário para o estacionamento de automóveis. O fluxo de pessoas dirigindo seus carros e a necessidade dos moradores de pernoitarem seus automóveis na rua por falta de espaço nos prédios é uma demanda local que foi duramente atingida. Em meio a um universo de moradores e comerciantes descontentes a ciclofaixa foi implementada e por pouco não entrou no balaio de gato na batalha entre

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

Designing a route planner to facilitate and promote cycling in Metro Vancouver, Canada Jason G. Sua, b, , Meghan Wintersc, , Melissa Nunesb, , Michael Brauerb, ,  Purchase a Environmental Health Sciences, School of Public Health, University of California, 50 University Hall, Berkeley, CA 94720-7360, USA b School of Environmental Health, The University of British Columbia, 3[rd] Floor, 2206 East Mall, Vancouver, BC, Canada V6T 1Z3 c School of Population and Public Health, The University of British Columbia, 5804 Fairview Ave., Vancouver, BC, Canada V6T 1Z3 Received 10 July 2008; revised 28 February 2010; Accepted 19 March 2010. Available online 7 May 2010. Abstract With increasing fuel costs, greater awareness of greenhouse gas emissions and increasing obesity levels, cycling is promoted as a health promoting and sustainable transport mode. We developed a cycling route planner (http://cyclevancouver.ubc.ca) for Metro Vancouver, British Columbia, Canada, to facilitate cycling amongst the general public and to facilitate new route location by transportation planners. The geographical information system-based planner incorporates variables that influence choices to travel by bicycle (e.g., distance, elevation gain, safety, route features, air pollution and links to transit) in selecting the preferred routing. Using a familiar and user-friendly Google Maps interface, the planner allows individuals to seek optimized cycling routes throughout the region based on their own preferences. In addition to the incorporation of multiple user preferences in route selection, the planner is unique amongst cycling route planners in its use of topology to minimize data storage redundancy, its reliance on node/vertex index tables to increase efficiency of the route selection process, and the use of web services and asynchronous technologies for quick data delivery. Use of this tool can help promote bicycle travel as a form of active transportation and help lower greenhouse

International Journal of Logistics Research and Applications Volume 14, Issue 3, 2011 Towards greener supply chains: an institutional perspective Preview Buy now DOI:10.1080/13675567.2011.609160 Valentina Carboneab* & Valérie Moattia pages 179-197 Available online: 07 Sep 2011 Alert me Abstract Business leaders worldwide are proclaiming their interest in increasingly ambitious environmental initiatives. However, external observers, particularly not-for-profit organisations, are criticising the trend of many companies towards green communication or posturing rather than action, termed 'green-washing'. Our purpose is to establish a link between companies' green strategic intent and their concrete initiatives in the supply-chain area. Drawing from the institutional theory, we expect that green supply-chain practices are following different patterns and transforming across time, according to different institutional contexts. We point out here that green-washing represents a primarily needed step towards further concrete actions and results. We expect that different institutional contexts lead to different types of green supply-chain behaviours. Analysis of data from a large-scale survey of 600 international companies using Multiple Correspondence Analysis and logistic regression provided clear evidence that firms are following different patterns when they implement a green strategy to their supply chain.

International Journal of Logistics Research and Applications (2009) Volume: 12, Issue: 2, Publisher: Taylor & Francis Ltd, Pages: 133-145 ISSN: 13675567 DOI: 10.1080/13675560902749407 Available from www.informaworld.com or Find this paper at: Abstract The aim of this article is to define and empirically develop measures of seaport integration in global supply chains and to infer implications for maritime logistics. A literature review identified four key parameters hypothesised to be part of the higher-order construct of 'terminal supply chain integration' (TESCI). Data for operationalizing the conceptualised variables were obtained via a large scale survey of container terminal operators. A model was developed and validated using confirmatory factor analysis. The validated parameters of the higher-order construct of 'TESCI' included 'information and communication systems', 'value-added services', 'multimodal systems and operations', and 'supply chain integration practices'. The study provides implications for maritime logistics by focusing on key parameters such as determination of costs, revenues, performance, productivity, and competitive advantage for international supply chains. ABSTRACT FROM AUTHOR

Public-Private Partnerships Partnerships between public and business sectors are critical in enhancing the efficiency and sustainability of transport and trade infrastructures and services. In the current economic condition, public-private partnerships (PPPs) in logistics and trade facilitation play a key role in the provision of new services with a high degree of sophistication using modern information and communication technologies. Single window facilities for international trade are increasingly being developed and operated by the public-private consortiums.  New forms of PPPs in trade facilitation, such as the authorized economic operator (AEO), or trade facilitation negotiation support groups, have emerged at the agency, national or regional level.  Read more… Links: Feb 15, 2010 - Forum on Engaging the Trading Community; PPPs for development of infrastructure to facilitate trade and transport; Meeting on Transit Ports Servicing LLDCs.

Motility Collet, Beate ; Schneider, Norbert ; Kaufmann, Vincent ; Viry, Gil ; Widmer, Eric Published in: Mobile Living across Europe II - Causes and determinants of Job mobility and their individual and societal consequences Opladen: Barbara Budrich Publishers, 2010 Keywords: Motility ; Job Mobilities ; Europe Reference EPFL-CHAPTER-166987

Mobilité et motilité: de l'intention à l'action Vincent Kaufmann, École polytechnique fédérale de Lausanne. Laboraboire de sociologie urbaine

Clean transport, Urban transport Action Plan on urban mobility The European Commission adopted the Action Plan on urban mobility on 30 September 2009. The Action Plan proposes twenty measures to encourage and help local, regional and national authorities in achieving their goals for sustainable urban mobility. With the Action Plan, the European Commission presents for the first time a comprehensive support package in the field of urban mobility. Local, regional and national authorities are free to use this support, and the tools that will be offered. By doing so, they will be better equipped to address the challenge of sustainable urban mobility, which will facilitate their policy making. In addition, Europe's citizens and companies will benefit from this on a daily basis. The actions are being launched over the three years following the Action Plan's adoption. The European Commission will conduct a review of the implementation of the Action Plan in the year 2012, and will assess the need for further action. European Commission conference on urban mobility The European Commission hosted a conference on urban mobility in the context of the Action Plan on Urban Mobility on Wednesday 24 March 2010 in Brussels, within the framework of the European Union Sustainable Energy Week. Related documents Legislation Action Plan on urban mobility [COM(2009) 490] Press room Commission takes action to make urban travel greener, better organised and more user-friendly [IP/09/1379, 30/09/2009] Action Plan on Urban Mobility [MEMO/09/424, 30/09/2009] Documentation Information leaflet [2 MB] Council conclusions on Action Plan on Urban Mobility (24 June 2010) [49 KB] European Parliament resolution of 23 April 2009 on an action plan on urban mobility Opinion of the Committee of the Regions on an Action Plan on Urban Mobility Opinion of the European Economic and Social Committee on the Communication from the Commission to the European Parliament, the Council, the European Economic and

Legislation in force As at 1.9.2010 07 Transport policy   Print version 07.05 General (number of acts: 19) 07.07 Statistics (number of acts: 12) 07.10 Transport infrastructure (number of acts: 42) 07.20 Inland transport (number of acts: 333) 07.30 Shipping (number of acts: 134) 07.40 Air transport (number of acts: 138)

Pesquisas e Estudos para a Logística Portuária e Desenvolvimento de Instrumentos de Apoio ao Planejamento Portuário Compreende o desenvolvimento de dois objetos: Desenvolvimento do Plano Nacional de Logística Portuária - PNLP; Elaboração de Planos Mestres (Master Plans) Portuários. Desenvolvimento do Plano Nacional de Logística Portuária - PNLP Este projeto tem como objetivo principal conceber estratégia de longo prazo para elevar a eficiência dos portos brasileiros a níveis internacionais, através da análise dos seguintes pontos: Economia Portuária; Gestão portuária; Operação portuária; Logística e áreas de influências; Planejamento portuário; Análise ambiental; Desenvolvimento de banco de dados/estatística. Elaboração de Planos Mestres (Master Plans) Portuários: Tem como objeto o desenvolvimento de planos mestres portuários para 15 portos brasileiros: Santarém, Vila do Conde, Itaqui, Pecém, Fortaleza, Suape, Vitória, Rio de Janeiro, Itaguaí, Paranaguá, Itajaí, Santos, Salvador, Aratu e Rio Grande. Para tanto, deverão ser realizadas as seguintes atividades: Levantamento de dados; Diagnóstico da situação atual; Análise estratégica; Projeção de demanda; Projeção da capacidade das instalações portuárias e dos acessos ao porto; Comparação entre demanda e capacidade; Tela do sistema SIG-SEP Alternativas de expansão; Viabilidade econômica; Impactos ambientais; Planejamento d e longo prazo; Estudo tarifário; Análise do modelo de gestão. Tela do sistema SIG-SEP Campus Universitário - Florianópolis - Santa Catarina Trindade - Florianópolis/SC - CEP 88040-970 - Caixa Postal 5040 Fone: +55 (48) 3721 9796 - contato@labtrans.ufsc.br