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Conference Papers and Presentations Since mid-1990s, ENPOS members have presented their research activities in port economics, management and policies in over 200 academic conferences. A selection of the most recent (since 2007) of these conference papers and presentations are available and can be freely downloaded: 2011 Vitsounis T.K. and Pallis A.A. (2011). Relationships between port service providers and users: An empirical study. International Association of Maritime Economists (IAME) Conference, 2011, Santiago, Chile, October.  Download Jacobs, W., De Langen, Peter W. and Notteboom, Theo E. (2011). Institutional Plasticity and Path Dependence in Seaports: Interactions Between Institutions, Port Governance Reform and Port Authority Routines. IAME Conference, 2011, Santiago, Chile, October. Download Kaselimi, E., Notteboom, T.E. (2011), Preferred scale of Container Terminals In Seaports: A statistical analysis on parameters and size Distribution. IAME Conference, 2011, Santiago, Chile, October.  Download Kaselimi, E., Notteboom, T.E. (2011). A Game theoretical approach to the inter-relation between terminal scale and port competition. IAME Conference, 2011, Santiago, Chile, October.  Download Leal, E., Sanchez, R., Notteboom, T.E., Perez, G., Doerr, O. (2011), The role of knowledge and capabilities in port development: a case study for the west coast of South America, IAME Conference, 2011, Santiago, Chile, October.  Download Lekakou M.B., Pallis A.A., Vaggelas, G.K., Vitsounis T.K. (2011). Coastal Shipping and island attractiveness: Perspectives from Europe, IAME Conference, 2011, Santiago, Chile, October.  Download Brooks M.R., and Pallis A.A. (2011). Issues in Port Policy: A look back to look forward. 46th Annual Canadian Transportation Research Forum (CTRF) Conference, Gatineau, Canada, June.  Download Chen L. & Notteboom T. (2011). Determinants for assigning value-added logistics services to logistics centers within a supply chain configurat

Transguide is a website that collects and disseminates information about transport research. Transguide covers all modes and disciplines of transport. Subjects are primarily traffic, road users, vehicles, transport and infrastructure and various aspects of these such as economics, environment, psychology, politics, planning, safety and technology. Transguide was introduced 1991 and is continually being developed to give those interested in transport research an all-round forum for information on literature, research, conferences and much more. The Library and Information Centre at the Swedish National Road and Transport Research Institute (VTI) - the largest transport research environment in Sweden - produces and maintains the databases and the website. The most important and most used resource is the National transport library catalogue. In the beginning - mid 70's - the online catalogue was called Roadline since the main VTI focus then was on road materials, construction and mainteance issues. During the years this changed; VTI became more of a multimodal, multisubject research institute and the Library and Information Centre (BIC) followed. The name of the catalogue changed to TRAX. Now, 15 years later, we change name to the National Transport Library Catalogue in order to reflect the explicit responsibility given to us by the Swedish Ministry of Enterprise, Energy and Communication.

he Pedestrian Safety Guide and Countermeasure Selection System is intended to provide practitioners with the latest information available for improving the safety and mobility of those who walk. The online tools provide the user with a list of possible engineering, education, or enforcement treatments to improve pedestrian safety and/or mobility based on user input about a specific location. [read more] - understand what is needed to create a viable pedestrian system. - learn about the factors related to the pedestrian crash problem. - learn how crash typing can lead to the selection of the most appropriate countermeasures. - learn how selected treatments may address many requested improvements to the pedestrian environment. - read about the necessary components for implementing pedestrian treatments. - access additional information through a variety of resources. - access print versions of the guide and other relevant materials. - find appropriate countermeasures on the basis of desired objectives and specific location information. - view the countermeasures associated with crash types and performance objectives. - read descriptions of the 49 engineering, education, and enforcement treatments. - review real-world examples of implemented treatments. Project sponsored by: site map This site is best viewed in Mozilla 1.4+, Netscape 7.0+, or Internet Explorer 6.0+ browsers.    

The Pedestrian and Bicycle Information Center offers several training courses to provide technical assistance to professionals and community members in developing pedestrian safety action plans and in improving conditions for walking. How to Develop a Pedestrian Safety Action Plan This 2-day course is designed to help communities know where to begin to address pedestrian safety issues when developing a pedestrian safety action plan tailored to their community. Pedestrian Safety Action Plan Workshop This 3-day workshop is designed to create a draft pedestrian safety action plan for state and local agencies wanting to address safety issues. Designing for Pedestrian Safety This 2-day course is intended to help communities address pedestrian safety issues through design and engineering solutions. Planning and Designing for Pedestrian Safety This 3-day course is designed to help communities learn how to address pedestrian safety issues through planning, design, and engineering solutions. Creating Livable Communities through Public Involvement This one-day course is designed to help government sponsored boards and commissions, advocacy, business and neighborhood-based groups and individuals work collaboratively to create livable communities through public involvement. To read an evaluation of the training courses, view the progress report, Developing and Implementing a Pedestrian Safety Action Plan. Pedestrian Safety Workshop: A Focus on Older Adults This one-day workshop is intended to initiate discussion about how to improve walking conditions and safety for older pedestrians. To enhance dissemination of the workshop, three free web-based options are available: watching an adapted version of the workshop, getting an instructor training or to preparing to make a brief presentation targeted to older pedestrians.

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

Margaret Mead (1901-1978) once said, "Never doubt that a small group of thoughtful, committed citizens can change the world. Indeed, it's the only thing that ever has." The section Understand Who Can Help describes typical roles of agencies and groups that may help you resolve pedestrian concerns. This section focuses on strategies for working with them. Strategies are divided into two categories: Advocacy - Be an advocate, join an existing advocacy group, or start an advocacy group. Coalitions, Alliances, and Partnerships - Form or join a coalition of groups with similar interests. It is not necessary to be a visionary leader to make a difference in your community. All you need is a desire for change and the tools to focus your energy. The following sections offer ideas for organizing your individual or group efforts.

Environmental and Policy Approaches to Increase Physical Activity: Creation of or Enhanced Access to Places for Physical Activity Combined with Informational Outreach Activities Creation of or enhancing access to places for physical activity involves the efforts of worksites, coalitions, agencies, and communities as they attempt to change the local environment to create opportunities for physical activity. Such changes include creating walking trails, building exercise facilities, or providing access to existing nearby facilities. These multicomponent programs were evaluated as a "combined package" because it was not possible to separate out the effects of each individual component. Summary of Task Force Recommendations & Findings The Community Preventive Services Task Force recommends the creation of or enhanced access to places for physical activity based on strong evidence of their effectiveness in increasing physical activity and improving physical fitness. Task Force findings Results from the Systematic Reviews Ten studies qualified for the review. In all 10 studies reviewed, creating or enhancing access to places for physical activity was effective in getting people to exercise more. Aerobic capacity: median increase of 5.1% (interquartile interval: 2.8% to 9.6%; 8 study arms) Energy expenditure: median increase of 8.2% (interquartile interval: -2.0% to 24.6%; 3 study arms) Percentage of participants reporting some leisure-time physical activity: median increase of 2.9% (interquartile interval: -6.0% to 8.5%; 4 study arms) Exercise score: median increase of 13.7% (interquartile interval: -1.8% to 69.6%; 6 study arms) Most of the studies also reported weight losses or decreases in body fat among program participants. Many of these programs train participants to use exercise equipment and offer health behavior education, risk factor screening, referrals to physicians or additional services, health and fitness programs, and support or buddy systems. Thes

Getting people walking will help build support for creation of more walkable places, decrease air pollution and traffic congestion, improve physical health, and other benefits. Research reveals that creating places for walking (such as walking trails) and other forms of physical activity may be associated with increased physical activity. Below is a list of ideas that a walking coalition or partnership may select from to get going. If there is not yet an established coalition in your community, then find out more about how to build a coalition. The ideas below can be used to inspire and motivate people to get out of their cars and walk. 1. Make walking part of the business: walk at work programs Partner with large employers to design and publicize routes to walk on the business campus, give time for walking during the day or foster walking groups. One example is Berkeley's walking groups for employees. Some employers also offer incentives for physical activity through their insurance provider. For example, Blue Cross/Blue Shield members in North Carolina's State Health Plan can earn free gifts like backpacks, water bottles, blankets and tents as they log their activity. American Heart Association provides support to business-based walking programs through incentive items, printable material and recognition. 2. Offer incentives and buddies: mileage clubs Use online and community-based programs that encourage walking and provide incentives for reaching mileage goals either individually or in groups. See the America on the Move program or a "Walk Across a State" program sponsored by cooperative extensions. For older adults, there is AARP's Get Fit on Route 66 online mileage club. 3. Provide a guide: walking maps Provide maps of local attractions as well as locations of practical amenities such as restrooms. For inspiration, see examples from Feet First and Walk Arlington. Add walking routes to the Trails web site and invite community members to view them. Walkin

and Health > Changing Values, Perceptions, and Behaviors How do we create a "culture" for walking? How do we create communities that feel safe and appealing where people of all ages, backgrounds and income levels have reasons to walk there? It appears that community members get out and walk along routes that are enjoyable and feel safe and perhaps lead to destinations of interest (this might be for errands or recreation). Making these places requires sufficient political will and community interest in order for resources to be devoted to their creation, improvement and maintenance. Before promoting walking, conditions need to be adequate and safe. To evaluate conditions for a community, go to the section on Addressing Community Problems. If there are no facilities for walking or it's not safe for other reasons, communities can begin by building a coalition and gathering support for change. Community design that is the appropriate scale for walking plays an important role, too. To find out how to do this, see the Planning section. Once there are safe places for walking, it's time to think about how to get people walking more and how to continue building support to expand the availability of walkable places. This is where changing norms and building community interest comes in. Right now, the prevailing community norm is to drive to a destination, whether it's around the corner to the grocery store or across town to work. People tend to do the behavior that is easiest and that they see others doing. However, shifting mindsets to consider walking as a convenient, feasible option can happen. The concepts listed here are intended to serve as a starting point for ways to get more people thinking, "I'll just walk there": Make walking try-able - Give people a chance to "try out" walking. Communicate the behavior you want to see - Bumper stickers, bus billboards, banners and signs can all convey messages to encourage travel on foot. Reward behavior - Providing in

By promoting walking, individuals and organizations plant the seeds for initiating change by creating awareness about pedestrian issues and alerting others to the benefits of walking and the ways that walkable places foster healthier, more livable communities. This section examines concepts for changing values, perceptions, and behaviors related to walking and provides ideas and strategies for promoting walking in your community.

The Health Economic Assessment Tool (HEAT) is an interactive tool that estimates the value of reduced mortality resulting from certain amounts of walking and bicycling. Developed by the World Health Organization, this tool can be used to conduct analyses, plan for new infrastructure, and more. Visit www.heatwalkingcycling.org.

Sustainable Mobility on the Road to Rio+20, the United Nations Conference on Sustainable Development Daniel Sperling, Elizabeth Thompson, Michael Replogle, Polly Trottenberg, Gordon Feller, Peter Lehner, Cornie Huizenga THURSDAY, MARCH 15, 2012 - WASHINGTON, D.C. inShare Email More Resources Print Page The UN secretary-general's new five-year action agenda identifies sustainable transport as one of five building blocks of sustainable development. Yet transport is virtually invisible in the initial framing of Rio+20, the June 2012 UN Conference on Sustainable Development. A panel of experts will discuss the prospects of getting sustainable transport on the agenda in Rio; how the United States can best promote the issue internationally; and what civil society, business, and government can do to ensure a successful conference. Carnegie's Dan Sperling will moderate.

There are many issues that need to be addressed in the House's transportation bill, including two provisions that result in unneeded redundancy, bureaucracy and regulatory burdens for our country's transit systems and freight movement.

Muni: All-Door Boarding Coming in 2012 New policy could improve on-time performance, but increase fare evasion TEXT SIZE A A A By ZUSHA ELINSON on September 6, 2011 - 5:31 p.m. PDT 6 Comments Zusha Elinson/The Bay Citizen Though a clipper card reader beckons, signs tell Muni riders not to board the backdoor. Muni officials said Tuesday that passengers will be able to board at any door on any bus line as soon as next year. Opening all the doors will speed up boarding at bus stops, and by extension, the often-late buses, said John Haley, director of operations. Muni's on-time performance sunk to 72.9 percent last quarter, well below the voter mandated 85 percent mark. Haley said that one study showed that boarding time was responsible for half of all bus delays on Market Street. Of course, anyone who rides Muni knows that bus drivers already allow all-door boarding at crowded bus stops. But technically, a rider could get a ticket for not getting on through the front door, and bus drivers don't open the back door at every stop. Under the all-door boarding plan, riders will need to use their Clipper card or have other proof of payment to board at the back door. Clipper card readers have already been installed at each bus door, but right now signs on bus windows declare: "STOP: Enter Through Front Door Only." Muni Chief Ed Reiskin said he favored the new boarding plan, but cautioned that the agency would have to plan for the possibility of more fare evasion through the back door. "The issue of how to do this with the right level of education and enforcement is the difficult part," said Reiskin. "What we don't want to do is spread the message that Muni is free now." Muni loses about $19 million each year to fare evasion. RELATED NoneMuni's Still Running Late and Shows No Improvement None'Poo Taboo': The Difficulty of Discussing Public Restrooms NoneSan Francisco Imposes 15 Mile Per Hour Speed Zone Around Schools Reiskin said the program could be impl

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

SFMTA Director of Transportation Ed Reiskin told the agency's board of directors yesterday that the earliest Muni could implement a system wide all-door boarding system would be sometime in the first half of next year. For years, transit advocates have been encouraging the agency to extend its all-door boarding policy on the city's light-rail fleet to all Muni buses to speed up service and save the agency money. It's one of the many relatively simple solutions that have been talked about to make Muni faster and more reliable. "Muni spends a whopping 20 percent of its time simply boarding passengers," said Mario Tanev of the San Francisco Transit Riders Union (TRU). "If riders could legally board at all doors, travel times would be shorter." At the request of SFMTA Director Joél Ramos, Transit Director John Haley presented this report on all-door boarding [pdf] at the SFMTA Board meeting. It points out the benefits, including reduced travel times across the system, a more convenient boarding experience for the rider and it would help prevent fare conflicts between operators and riders. "Most importantly for riders, it's quicker trips. We can all shorten those travel times. That's really important," said Robert Boden of the TRU. "It saves dollars. When a bus is waiting in traffic, that is not only lost money for the agency, it is also poor service for the customers. It's amazing that you can actually speed up service with quicker trips and also save the agency money." To implement the policy successfully, Haley said the agency would need to figure out the initial capital and operating costs, make sure the system has enough ticket machines, fare inspectors and reliable Clipper card readers. The agency would also launch a "comprehensive public campaign" to inform riders of the new policy. One thing the agency wants to make sure it doesn't do "is send the message that Muni is free now," Reiskin told the directors. "The iss