ECONOMIA DOS TRANSPORTES

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Sustainable Transportation Planning: Tools for Creating Vibrant, Healthy, and Resilient Communities Jeffrey Tumlin 0 Resenhas John Wiley & Sons, 2011 - 320 páginas As transportations-related disciplines of urban planning, architecture, landscape architecture, urban economics, and social policy have undergone major internal reform efforts in recent decades Written in clear, easy-to-follow language, this book provides planning practitioners with the tools they need to achieve their cities' economic development, social equity and ecological sustainability goals. Starting with detailed advice for improving each mode of transportation, the book offers guidance on balancing the needs of each mode against each other, whether on a downtown street, or a small town neighborhood, or a regional network.

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

Promoting the public health benefits of cycling N.C. Unwin MRCP MFPHM , a, Barclay Lecturer in Epidemiology Purchase a Medical School, Newcastle upon Tyne NE2 4HH UK Available online 28 April 2005. Abstract The potential health gain from increased levels of cycling in Britain is large. This paperreviews current levels of bicycle ownership and use, and the factors which influence whether or not people choose to cycle in Britain. Cycle ownership is strongly associated with affluence and children. Males cycle more than females. Boys aged 11-15 years cycle the greatest number of miles per person per week, followed by men aged 16-59 years. Cycling to work is weakly associated with affluence. Modelling cycling to work patterns suggests that hilliness, traffic danger, rainfall and longer trip lengths are important deferrents to cycling. Cyclists identify cheapness, health, convenience and enjoyment as reasons for cycling. Non-cyclists identify danger, 'unpleasantness' (e.g. traffic fumes, weather), bike security and cycling not appealing as reasons for not cycling. Part of the lack of appeal of cycling reflects negative social attitudes towards cycling. Cycling has tended to be seen as a childhood activity and incompatible with an attractive and sophisticated image. Departments of Public Health Medicine and Health Promotion, in collaboration withother sectors, have an important role to play in promoting increased levels of cycling. Keywords: cycling; health promotion; social attitudes Correspondence to: Dr N. C. Unwin, Barclay Lecturer in Epidemiology, Departments of Medicine and Epidemiology and Public Health, Medical School, 4th Floor William Leech Building, Framlington Place, Newcastle upon Tyne NE2 4HH UK.

Parking space management: Remove a spot, reduce global warming? January 20, 2011 | 11:20 am   42 0 "Parking management is a critical and often overlooked tool for achieving a variety of social goals," according to a new study released Wednesday by the Institute for Transportation and Development Policy in New York. The study cited improved air quality, reduced greenhouse gas emissions, reduced traffic congestion, improved road safety and revitalized city centers as the key benefits of parking reform. Those benefits have been achieved in various European cities through a mixture of public policies, regulatory tools and physical design attributes, the study found. In Amsterdam and certain boroughs of London, for example, drivers pay more to park cars that emit higher levels of carbon dioxide. In Hamburg and Zurich, every new off-street parking space that is built is matched with the removal of one on-street space. In Madrid, physical barriers are used to prevent parking in pedestrian pathways. In Copenhagen, parking spaces have been eliminated and repurposed into bike paths. Other tools in use across Europe include increased parking fees to reduce parking space occupancy and the need for cars to cruise around searching for spaces; taxes on employers for each parking space available to employees; and limiting the number of parking spaces developers are allowed to build. "What's happening in China and India and many other rapidly urbanizing places is they are simply copying the model of the U.S. that has dominated urban development for the last 60 years," said Michael Kodransky, global research manager for the nonprofit group and co-author of its report, "Europe's Parking U-Turn: From Accommodation to Regulation."  "What we found through this work is that Europe was on a very similar trajectory, but it started to shift away from just catering to increased demand. For a long time there was a connection between economic prosperity and motorization, an

BIKING How bicycling will save the economy (if we let it) 83 BY ELLY BLUE 28 FEB 2011 3:08 PM This is the first column in a series focusing on the economics of bicycling. Imagine getting a $3,000 to $12,000 tax rebate this year. Now imagine it coming again and again. Every year it grows by around a thousand dollars. Imagine how this would change your daily life. Sounds like a teabagger's wet dream, but it's actually a conservative estimate of how much you'd save by ditching your car, or even just one of your cars -- and getting on a bicycle instead. Car-centric conditions don't always make it easy to choose the bicycle. Communities designed exclusively for motor vehicles impose a major financial penalty on those who are compelled to take on the expense of driving. But if you're one of those who lives in a bike-friendlier place, you'll be doing your local business community a good turn and padding Uncle Sam's pockets as well as your own if you trade four wheels for two. In the many North American cities where two-wheeled transportation is taking off, a new bicycle economy is emerging. It's amazing how much money can stay in your community when it isn't being pumped into the gas tank, big insurance, and the auto market. What will this new bicycle economy look like? We don't have to guess. It's already emerging along urban, low-traffic bikeway networks nationwide. One thing is guaranteed: it includes a lot of new bike shops like this one on a bikeway in Baltimore -- one of five new bike shops to have opened in the last two years in that city. A 2008 study in Portland clocked bicycle-related industry alone as contributing $90 million to the local economy every year. Bicycle tourism is another huge boon to regions that can attract it -- in 2010, Wisconsin bragged of a yearly $1.5 billion bike economy [PDF]. Less obvious synergies abound as well. People who ride, just like people who drive, buy groceries, visit the doctor, need a new shirt sometimes, and en

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

WP4: Interventions to the bicycling infrastructure Coordinated by Henrik Harder, AAU The research approach will rely on a survey of Danish bicycle infrastructure cases/interventions in the period from 1978 until 2009, and a comparative case study of seven Danish cases of intervention to the bicycling infrastructure. WP4 incorporate a Dutch reference study analyzing seven cases of intervention to the bicycling infrastructure, including new (to the Danish context) forms of interventions/projects - such as "bicycle streets" - that have not yet been implemented in any Danish municipality until 2009. The results of WP4 will provide WP1.3 with information on types of interventions/project and case based assessments for validation and triangulation of conclusions. The WP consists of 4 subprojects. WP4.1 The Danish bicycling infrastructure cases will survey bicycling infrastructure cases implemented between 1978 and 2009, based on a web-based questionnaire to all Danish municipalities. A typology of interventions will be developed, and assessment made with respect to the state of knowledge as well as evidence of effects. WP4.2 Study of selected Danish bicycling interventions will study a selection of bicycling infrastructure cases in a multiple case study representing a variety of interventions as well as regional and urban contexts. Two case studies will be reserved for planned interventions in the projects main case study areas Odense and Copenhagen while the rest will assess projects and effects in retrospect and based on available data. WP4.3 Reference study of selected bicycling interventions in the Netherlands will conduct a multiple case study will be carried out in the Netherlands by the projects Dutch partner, focusing on bicycle infrastructure cases that helped increase local bicycle traffic significantly. This reference study will be based on considerations related to the classic study "Sign up for the Bike: Design Manual for a Cycle friendly Infrastr

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.

unning on empty: transport, social exclusion and environmental justice Karen Lucas 0 Resenhas The Policy Press, 2004 - 306 páginas The lack of access to transportation among low-income groups is increasingly being recognized as a barrier to employment and social inclusion both in Britain and the US. However, transport poverty and its links with wider welfare objectives is poorly understood. This groundbreaking book looks at the delivery of transport from a social policy perspective to assist in a better understanding of this issue

Walking Walking is healthy and sustainable, and often the quickest and most efficient way to get around, so we are encouraging spectators to walk as much as possible to get to the London 2012 Games. In many cases, walking to a venue is much quicker and easier than you may think. Walking to or from a venue gives you the opportunity to see many sights on the way, and soak up the atmosphere of being in a Host City.  Travelling by foot is the best way to see London, especially during the Games when other forms of transport will be busy. If walking the whole way to your venue in London is not an option, consider getting off the bus or train a stop early to avoid busy stations and see what London has to offer. London 2012 Active Travel Programme The London 2012 Active Travel Programme aims to encourage more walking and cycling in the run-up to the Games, during and after the Games to help London 2012 meet its aim of being the first sustainable Games. Find out more about the Active Travel Programme. Walking to Games venues London 2012 has invested over £10m in making improvements to a network of eight walking and cycling rotues linking different parts of London to the Olympic Park and other venues. The main routes to the Olympic Park and River Zone venues that have been enhanched are: Lea Valley North - routes to the north of the Olympic Park through the Lee Valley Regional Park Epping Forest - a new route from the north-east of the Olympic Park through Wanstead and Epping Forest Elevated Greenway - follows the route of the northern outfall sewer east from the Olympic Park to Beckton Lower Lea and The Royal Docks - from the south of the Olympic Park to the Isle of Dogs, and on to Maritime Greenwich and other River Zone venues via the Thames Path. Limehouse Cut - from Limehouse Basin to the Olympic Park along the Limehouse cut Victoria Park and Stepney - connects the Olympic Park to Islington and Limehouse Basin along the Regent's and Hertford Union Canals

Transport Policy Volume 18, Issue 2, March 2011, Pages 456-467 doi:10.1016/j.tranpol.2010.09.006 | How to Cite or Link Using DOI Cited By in Scopus (0)   Permissions & Reprints Evaluating alternative concepts of bus-based park and ride Stuart Meek, , Stephen Ison , , Marcus Enoch,  Purchase Transport Studies Group, Department of Civil and Building Engineering, Loughborough University, Loughborough, Leicestershire, LE11 3TU, United Kingdom Available online 8 October 2010. Abstract Whilst it has been used since the 1960s, the UK government have promoted bus-based Park and Ride (P&R) particularly heavily over the last 20 years as a tool to deal with traffic congestion and air pollution. There has long since been a view however that P&R in its current guise may actually be exacerbating the problems of traffic congestion, fuel use and emissions instead of mitigating them. This paper aims to reconsider this proposition whilst also testing a range of alternative forms of car-bus interchange in the context of traffic reduction, drawing on evidence from a large survey of P&R users in Cambridge, UK. Overall the results suggest that while current P&R significantly increases the vehicle miles travelled by its users, some of the alternative models presented potentially offer considerable improvements. Research Highlights ► The UK government have promoted bus-based Park and Ride over the last 20 years as a tool to deal with traffic congestion and air pollution. There has been a view however that P&R in its current guise may actually be exacerbating the problems of traffic congestion, fuel use and emissions instead of mitigating them. ► This paper reconsiders this proposition whilst testing a range of alternative forms of car-bus interchange in the context of traffic reduction, drawing on evidence from a large survey of P&R users in Cambridge, UK. ► Overall the results suggest that while current P&R significantly increases the vehicle miles travelled by i

  Indicadores e Dados Básicos - Brasil - 2010 O que há de novo A publicação dos Indicadores e Dados Básicos de Saúde - IDB - é resultado do esforço conjunto das diversas instituições envolvidas na produção e análise dos dados. A cada edição, este processo, em contínuo aperfeiçoamento, pode levar a: inclusão de dados para os anos mais recentes; revisão dos dados de períodos anteriores, devido a: aprimoramento das estimativas e das bases de dados; inclusão tardia de dados; modificações nas fontes dos dados; e revisão dos critérios de definição e do método de cálculo dos indicadores, tornando-os mais precisos e adequados à disponibilidade de dados; inclusão de novos indicadores, pela qualificação de novas fontes de dados e para atendimentos às necessidades dos gestores e pesquisadores de saúde. supressão de indicadores, pela impossibilidade de obtenção de dados ou pela imprecisão e distorções dos mesmos. São as seguintes as principais novidades do presente IDB: Revisão da Matriz de Indicadores A Matriz de Indicadores do IDB está em contínuo processo de revisão. Com isto, alguns indicadores foram incluídos, outros excluídos e efetuadas alterações em vários deles: nome, categorização, fonte etc. Tema do ano   Novas fontes de dados Tendo em vista que as informações do Sistema de Informações sobre Mortalidade (SIM) e do Sistema de Informações sobre Nascidos Vivos (SINASC) passaram a ter uma captação e disponibilização mais ágil, graças aos esforços da Secretaria de Vigilândia à Saúde e das Secretarias Estaduais e Municipais de Saúde, a partir deste IDB diminui a defasagem do cálculo dos indicadores que têm estes sistemas como fonte. Assim, este IDB contém, para os indicadores construídos com fonte no SIM e no SINASC, além dos indicadores de 2008, também os indicadores de 2009. Com a realização da Processo de busca ativa de nascimentos e óbitos na Amazônia Legal e no Nord

Uso de álcool e outras drogas no trânsito brasileiro (22/03/2010) A relação entre uso de álcool e acidentes de trânsito é bastante conhecida e já claramente estabelecida na literatura científica. Dados da OMS apontam que aproximadamente 1,2 milhão de pessoas morrem no mundo em conseqüência de acidentes de trânsito. Os acidentes de trânsito com vítimas também são responsáveis por alto impacto econômico no Brasil. Um acidente com vítima custa 11 vezes mais do que um acidente sem vítimas, podendo custar 44 vezes mais se houver morte. Apesar do significativo número de acidentes de trânsito associados ao consumo de álcool na literatura internacional, poucos estudos avaliaram a prevalência desse consumo em motoristas brasileiros. Em atenção à esta demanda, o Estudo "Impacto do uso de bebidas alcoólicas e outras substâncias no trânsito brasileiro" foi desenvolvido pela Secretaria Nacional de Políticas sobre Drogas do Gabinete de Segurança Institucional da Presidência da República (SENAD/ GSIPR), em parceria com o Programa Nacional de Segurança Pública com Cidadania (PRONASCI/MJ), o Departamento de Polícia Federal (DPF) e o Departamento de Polícia Rodoviária Federal (DPRF/MJ), a Agência Nacional de Vigilância Sanitária do Ministério da Saúde (ANVISA/MS) e o Departamento Nacional de Trânsito do Ministério das Cidades (DENATRAN/ MCIDADES) e realizado pelo Núcleo de Estudos em Pesquisa em Trânsito e Álcool do Hospital de Clínicas de Porto Alegre da Universidade Federal do Rio Grande do Sul (NEPTA/UFRGS). Foram realizadas entrevistas, entre os anos de 2008 e 2009, nas rodovias federais das 27 capitais brasileiras, abrangendo motoristas de carros, motos, ônibus e caminhões - particulares e profissionais - e, na cidade de Porto Alegre no Estado do Rio Grande do Sul, abrangendo motoboys, vítimas de acidentes de trânsito, condutores de veículos frequentadores de bares e restaurantes e amostras da população de não

Reinventing Parking has been too quiet lately. Sorry! Here is a quick 'links' post to help me get going with blogging again. By the way, most of these links are drawn from my Twitter feed (where I tweet about parking as well as some wider urban transport themes). I haven't been in the habit of re-posting them here. But I think I should. 

EcoMobility EcoMobility describes mobility without dependency on the private car. It includes: Walking-cycling-wheeling: non-motorized means of transport such as feet, walking aids, bicycle, tricycle, velomobile, wheelchair, scooter, skates, skateboard, push scooter, trailer, hand cart, shopping cart, carrying aids; and above vehicles with supporting electrical drive (preferably powered by renewable energy) 'passenging': using means of public transport such as escalator, elevator, bus, tram, monorail, subway, lightrail, train, cableway, ferry, collective taxi, taxi (preferably with low-emission drives) Global Alliance for EcoMobility The Global Alliance for EcoMobility is a cross-sectoral partnership for the integrated promotion of walking, cycling, wheeling and use of public transport to improve health and the urban environment, to mitigate global climate change. Vision The partners to the Alliance share the following vision: Cities, towns and rural settlements where citizens of all ages and physical conditions can pursue their activity daily agenda move and around in a sustainable way without dependency on the private motorcar. Marketplaces where people have access to all types of vehicles and other mobility aids. An alliance of committed partners that advocates and catalyzes action. Joining Interested companies, associations, institutes and agencies may seek membership by submitting their enrolment form. Website Please visit the complete website at www.ecomobility.org Publications Profiles of the founding Partners of the Alliance Praise: " We promote the use of non-motorized transport, not only as a tool for poverty alleviation but also as a hedge against the over-use of the private automobile. The EcoMobility Alliance will be an invaluable tool for the realization of both and we are pleased to be a part of it" Ms Anna Tibaijuka, Executive Director, UN-HABITAT

Mestrado Acadêmico e Doutorado em Transportes Estão abertas as inscrições para o Programa de Pós-Graduação em Transportes (PPGT) da Universidade de Brasília (UnB) nas modalidades Mestrado Acadêmico e Doutorado. Veja maiores informações no link abaixo:http://www.transportes.unb.br/

About EST goes EAST Clearing-House The EST goes EAST Clearing House (EgE) seeks to promote Environmentally Sustainable Transport (EST) in Central & Eastern Europe, through its function as a portal and source for information exchange, knowledge, news and experience. Main facilities include:  Searchable databases of EST 'Good Practices' / Case studies (both at CEI region and national levels); 'Strategy & Policy' databases to promote new EST knowledge sharing (CEI region and national); Data & Statistics to understand trends and promote 'Good Practices' in EST; Environment-related Transport information and news (through the central Notice board); 'Contacts/ Useful Links' pages to facilitate networking between Transport & Environment institutions and organizations (CEI regional and national levels).