Tolley Sustainable Transport

1. Auflage 2003
ISBN: 978-1-85573-861-4
Verlag: Elsevier Science & Techn.
Format: EPUB
Kopierschutz: 6 - ePub Watermark

E-Book, Englisch, 740 Seiten

Cycling and walking are both essential components in sustainable transport strategy and are becoming an ever more important part of urban planning. There is now a wealth of international experience of how well sustainable planning works in practice and how it can be improved. With a wide range of contributions from America, Australia, Europe as well as the UK, Sustainable transport sums up many of the lessons learnt and how they can be applied in improved planning. Non-motorised transport planning depends on combining improvements to infrastructure with education.There are chapters examining both national strategies and local initiatives in cities around the world, including such topics as changes to existing road infrastructure and the integration of cycling and walking with public transport. Since education is a critical element in sustainable transport planning, contributors also consider such topics as developing healthier travel habits and ways of promoting cycling and walking as alternatives to the car.With its blend of practical experience and suggestions for improvement, Sustainable transport is essential reading for urban planners, environmental groups and those researching transport issues. - Comprehensive handbook covering sustainable transport initiatives world wide - Focuses on walking and cycling as alternatives to motorised transport systems - Presents practical advice on how to encourage sustainable transport schemes

Autoren/Hrsg.

Tolley, R.

Inhaltsverzeichnis

1;Front Cover;1
2;Sustainable Transport: Planning for Walking and Cycling in Urban Environments;4
3;Copyright Page;5
4;Table of Contents;6
5;Related titles:;3
6;Preface;12
7;Contributor contact details;14
8;Introduction: talking the talk but not walking the walk;16
9;Part I: Principles;24
9.1;Chapter 1. Ecological footprints and urban transportation;26
9.1.1;1.1 Introduction: The new global context for local planning;26
9.1.2;1.2 The human 'ecological footprint';27
9.1.3;1.3 The eco-footprints of cities;29
9.1.4;1.4 Global overshoot;30
9.1.5;1.5 'Factor-10' reductions;30
9.1.6;1.6 Eco-fiscal reform;31
9.1.7;1.7 The values-and-lifestyle option;32
9.1.8;1.8 Cities, transportation and urban form;33
9.1.9;1.9 Good planning needs both carrots and sticks;34
9.1.10;1.10 Cities, cycling and sense;36
9.1.11;1.11 Does it work? The case of Freiburg, Germany;37
9.1.12;1.12 Conclusion;39
9.1.13;1.13 Acknowledgement;40
9.1.14;1.14 References;41
9.2;Chapter 2. The relevance of climate change to future policy on walking and cycling;43
9.2.1;2.1 Introduction;43
9.2.2;2.2 The implications of climate change;44
9.2.3;2.3 Sharing responsibility;44
9.2.4;2.4 The role of transport;45
9.2.5;2.5 A conflict of objectives: growth or sustainability;46
9.2.6;2.6 Unwelcome obstacles and fallacious assumptions;50
9.2.7;2.7 Discussion;51
9.2.8;2.8 Conclusions;53
9.2.9;2.9 References;54
9.3;Chapter 3. The role of non-motorised modes in an environmentally sustainable transport system;55
9.3.1;3.1 Introduction;55
9.3.2;3.2 Business-as-usual transport trends in The Netherlands;58
9.3.3;3.3 A vision of an environmentally sustainable transport system;60
9.3.4;3.4 An implementation pathway for environmentally sustainable transport;62
9.3.5;3.5 Economic and social impact of sustainable transport;65
9.3.6;3.6 Conclusions;69
9.3.7;3.7 References;70
9.4;Chapter 4. Walking in a historical, international and contemporary context;71
9.4.1;4.1 Introduction;71
9.4.2;4.2 History of walking in cities;71
9.4.3;4.3 Walking cities;72
9.4.4;4.4 Transit cities;73
9.4.5;4.5 Automobile cities;75
9.4.6;4.6 Re-urbanisation and the 'knowledge-based' city;77
9.4.7;4.7 Conclusions;80
9.4.8;4.8 References;80
9.5;Chapter 5. Does anyone walk anymore?;82
9.5.1;5.1 Introduction;82
9.5.2;5.2 The modal share o f walking and cycling;83
9.5.3;5.3 Constants and variables;85
9.5.4;5.4 Life cycle groups;87
9.5.5;5.5 Conclusions;88
9.5.6;5.6 References;92
9.6;Chapter 6. The decline of everyday walking in the UK: explanations and policy implications;93
9.6.1;6.1 Introduction: the role of walking in transport policy;93
9.6.2;6.2 The importance of walking as a mode of transport;95
9.6.3;6.3 Factors affecting walking as a mode of transport: a review of the literature;97
9.6.4;6.4 Alternative perspectives on the decline of walking;101
9.6.5;6.5 Conclusions;103
9.6.6;6.6 References;104
9.7;Chapter 7. Visions for city traffic and mobility;107
9.7.1;7.1 Introduction;107
9.7.2;7.2 Motorisation;108
9.7.3;7.3 Disengagement of car use from car ownership;109
9.7.4;7.4 Choice of transport mode;112
9.7.5;7.5 A quantum leap in alternative transportation;113
9.7.6;7.6 The city of short trips;115
9.7.7;7.7 A new myth?;116
9.7.8;7.8 References;117
9.8;Chapter 8. Winning back public space;120
9.8.1;8.1 Traditional uses of public space: meeting place, market-place and traffic space;120
9.8.2;8.2 Current uses of public space;121
9.8.3;8.3 The traditional city;122
9.8.4;8.4 The invaded city;123
9.8.5;8.5 The abandoned city;124
9.8.6;8.6 The re-conquered city;125
9.8.7;8.7 New public spaces for new public life;129
9.8.8;8.8 Acknowledgement;129
9.9;Chapter 9. Formal indicators of social urban sustainability;130
9.9.1;9.1 Introduction: setting the stage for walking as a social urban activity;130
9.9.2;9.2 The System of Interaction in Niklas Luhmann's general theory of Social Systems;131
9.9.3;9.3 Moving the question of form towards urban sustainability;133
9.9.4;9.4 Jane Jacobs' landscape and the observative tradition in urban design;135
9.9.5;9.5 Formal indicators: two case studies in Western Australia;135
9.9.6;9.6 Case study results;137
9.9.7;9.7 Conclusions: pitfalls and perspectives in using the formal indicator concept;143
9.9.8;9.8 References;144
9.10;Chapter 10. The role of cycling for women;146
9.10.1;10.1 Introduction;146
9.10.2;10.2 Female activity patterns;147
9.10.3;10.3 Child mobility;153
9.10.4;10.4 Mobility of the elderly;155
9.10.5;10.5 Research, statistics, planning and policy;157
9.10.6;10.6 Towards a new transport policy;160
9.10.7;10.7 A plea for a new transport policy;161
9.10.8;10.8 Integrate the needs of women or forget about sustainable transport;162
9.10.9;10.9 The role of cycling for women remains underestimated;163
9.10.10;10,10 References;164
9.11;Chapter 11. The potential of non-motorised transport for promoting health;167
9.11.1;11.1 Introduction;167
9.11.2;11.2 Physical inactivity: a serious public health problem;168
9.11.3;11.3 Cardiovascular disease;169
9.11.4;11.4 Overweight, obesity and associated conditions;170
9.11.5;11.5 Current levels of physical activity;171
9.11.6;11,6 Trends in activity;172
9.11.7;11.7 Costs of an inactive lifestyle to society;174
9.11.8;11.8 Walking and cycling as beneficial forms of physical activity;175
9.11.9;11.9 Other public health benefits of cycling and walking;177
9.11.10;11.10 Conclusions;179
9.11.11;11.11 References;179
9.12;Chapter 12. The walking economy;182
9.12.1;12.1 Introduction;182
9.12.2;12.2 The power of money;183
9.12.3;12.3 Political pressure;183
9.12.4;12.4 Professional interests;183
9.12.5;12.5 Self-interest;184
9.12.6;12.6 Who gains, who loses?;184
9.12.7;12.7 The Segway;190
9.12.8;12.8 Conclusions;193
9.12.9;12.9 References;193
9.13;Chapter 13. Planning for cycling supports road safety;195
9.13.1;13.1 Introduction;195
9.13.2;13.2 More cycling mobility; more cycling safety;195
9.13.3;13.3 Control of car traffic;197
9.13.4;13.4 Balancing the needs of motorised traffic and non-motorised traffic;201
9.13.5;13.5 Costs and benefits;207
9.13.6;13.6 Developing countries;207
9.13.7;13.7 Conclusions;209
9.13.8;13.8 References;210
9.14;Chapter 14. Walking and its relationship to public transport;212
9.14.1;14.1 Introduction;212
9.14.2;14.2 Decline in walking - at best compensated for by cycling;213
9.14.3;14.3 Factors that influence walking;214
9.14.4;14.4 Decline in walking - as a mode on its own - because of good public transport;216
9.14.5;14.5 Increase in walking - as a main mode - because of unsatisfactory public transport;217
9.14.6;14.6 Increase in walking - as linked trips - because of high quality public transport modes;217
9.14.7;14.7 Conclusions;221
9.14.8;14.8 References;222
9.15;Chapter 15. Perceptions of walking - ideologies of perception;223
9.15.1;15.1 Introduction;223
9.15.2;15.2 Converting political issues to individual problems: a process of de-politicisation;224
9.15.3;15.3 Claiming public interests as private, and private interests as public;225
9.15.4;15.4 Disciplining body and mind;226
9.15.5;15.5 Turning the advantages of walking into disadvantages;228
9.15.6;15.6 Underestimating and neglecting walking: a vicious circle;229
9.15.7;15.7 Conclusion;231
9.15.8;15.8 References;231
9.16;Chapter 16. Attitudes to walking and cycling;233
9.16.1;16.1 Introduction;233
9.16.2;16.2 Attitudes;235
9.16.3;16.3 Attitudes towards walking and cycling;236
9.16.4;16.4 Attitude change;241
9.16.5;16.5 Conclusions;243
9.16.6;16.6 References;244
9.17;Chapter 17. Overcoming the attitude barriers to greater cycle use;247
9.17.1;17.1 Introduction: cycle use in Great Britain;247
9.17.2;17.2 The importance of attitudes towards cycling and cyclists;248
9.17.3;17.3 Factors influencing the development of attitudes to cycling;250
9.17.4;17.4 Developing more positive official attitudes to promote cycling;253
9.17.5;17.5 Conclusion;258
9.17.6;17.6 References;258
9.18;Chapter 18. Social and cultural influences on the future of walking – the experts' opinion;261
9.18.1;18.1 Introduction;261
9.18.2;18.2 Interpretation;262
9.18.3;18.3 Discussion;264
9.18.4;18.4 Car culture;264
9.18.5;18.5 Image of walking and walkers;265
9.18.6;18.6 Lifestyle;266
9.18.7;18.7 Political context;268
9.18.8;18.8 Conclusions;271
9.18.9;18.9 Acknowledgements;274
9.18.10;18.10 References;274
9.19;Chapter 19. Cars and behaviour: psychological barriers to car restraint and sustainable urban transport;275
9.19.1;19.1 Introduction;275
9.19.2;19.2 Attitudes to cars;276
9.19.3;19.3 History;276
9.19.4;19.4 Motivational aspects;278
9.19.5;19.5 Interventions;284
9.19.6;19.6 Conclusion;286
9.19.7;19.7 References;287
10;Part II: Strategies;288
10.1;Chapter 20. Infrastructure planning for cycling;290
10.1.1;20.1 Planning for bicycles in an integral traffic and transport system;290
10.1.2;20.2 Basic design principles;291
10.1.3;20.3 Requirements for cyclists;296
10.1.4;20.4 Functional design;298
10.1.5;20.5 Planning process;300
10.1.6;20.6 Conclusion;304
10.1.7;20.7 References;304
10.2;Chapter 21. Creating a better walking environment;305
10.2.1;21.1 Introduction;305
10.2.2;21.2 Policy context;306
10.2.3;21.3 Putting people first;306
10.2.4;21.4 Context;307
10.2.5;21.5 Walking and well-being;307
10.2.6;21.6 Quality and quantity;308
10.2.7;21.7 Urban renaissance;308
10.2.8;21.8 Walking and health;308
10.2.9;21.9 Decline in walking;309
10.2.10;21.10 What should be done?;312
10.2.11;21.11 Government policy;317
10.2.12;21.12 Conclusion;319
10.2.13;21.13 References;319
10.3;Chapter 22. Making pedestrian facilities more usable and safer for all;321
10.3.1;22.1 Introduction: changing demographics and conditions for pedestrians;321
10.3.2;22.2 A new direction for research;322
10.3.3;22,3 Who are the users?;323
10.3.4;22.4 Solutions to addressing current and upcoming issues;323
10.3.5;22.5 The social costs of inaccessible facilities;325
10.3.6;22,6 Creating accessible environments through changes in policy and funding;326
10.3.7;22.7 Developing new standards for the pedestrian environment;327
10.3.8;22.8 Acknowledgements;336
10.3.9;22.9 References and further reading;336
10.4;Chapter 23. Walkable towns: the Liveable Neighbourhoods strategy;337
10.4.1;23.1 Introduction;337
10.4.2;23.2 Background to Liveable Neighbourhoods;337
10.4.3;23.3 Urban form comparison;338
10.4.4;23.4 Ped sheds;341
10.4.5;23.5 Liveable Neighbourhoods;342
10.4.6;23.6 Jindalee comparison;346
10.4.7;23.7 Conclusion;347
10.4.8;23.8 Reference;348
10.5;Chapter 24. The role of pedestrian precincts in adapting city centres to new lifestyles;349
10.5.1;24.1 Introduction;349
10.5.2;24.2 Development of pedestrian precincts;349
10.5.3;24.3 History as a starting point for modern lifestyle – Nuremberg as a model;353
10.5.4;24.4 Activities and perceptions of city centre visitors;354
10.5.5;24.5 Conclusion;359
10.5.6;24.6 References;359
10.6;Chapter 25. Safety of pedestrians and cyclists in Europe: the DUMAS approach;362
10.6.1;25.1 Introduction;362
10.6.2;25.2 The need for new concepts on safety to promote walking and cycling;363
10.6.3;25.3 A safer mobility for a safer town;365
10.6.4;25.4 The Urban Safety Management (USM) concept;366
10.6.5;25.5 Developing Urban Management and Safety (DUMAS);367
10.6.6;25.6 Conclusions;371
10.6.7;25.7 Acknowledgements;372
10.6.8;25.8 References;372
10.7;Chapter 26. Traffic safety for walkers and cyclists: the danger reduction approach;374
10.7.1;26.1 Introduction;374
10.7.2;26.2 The traditional approach to road safety;374
10.7.3;26.3 Danger reduction: astrategy for change;377
10.7.4;26.4 Good practice;378
10.7.5;26.5 What next?;379
10.7.6;26.6 References;380
10.8;Chapter 27. Walking and cycling: what to promote where;381
10.8.1;27.1 Two modes or one?;381
10.8.2;27.2 Working to a purpose;382
10.8.3;27.3 Do walkers and cyclists get along?;385
10.8.4;27.4 Rural rides;389
10.8.5;27.5 The suburban dream;391
10.8.6;27.6 Urban renaissance;393
10.8.7;27.7 Upbeat in downtown;395
10.8.8;27.8 Conclusions;395
10.8.9;27.9 References;396
10.9;Chapter 28. Fundamentals of pedestrian advocacy;398
10.9.1;28.1 Introduction;398
10.9.2;28.2 The rise of grassroots pedestrian advocacy;399
10.9.3;28.3 The tools that pedestrian advocates use;402
10.9.4;28.4 Expanding the movement;406
10.9.5;28.5 References;406
10.10;Chapter 29. TravelSmart/Individualised Marketing in Perth, Western Australia;407
10.10.1;29.1 Introduction;407
10.10.2;29.2 Transport policy setting;407
10.10.3;29.3 Voluntary behaviour change approach;408
10.10.4;29.4 Mode choice and active transport;409
10.10.5;29.5 Active transport trends;410
10.10.6;29.6 Interventions to influence behaviour change;412
10.10.7;29.7 Potential for behaviour change through soft policies;413
10.10.8;29.8 Situational research technique;414
10.10.9;29.9 Quantifying potential;415
10.10.10;29.10 Potential for change by journey purpose;416
10.10.11;29.11 Why use Individualised Marketing ?;416
10.10.12;29.12 Implementation in the City of South Perth;417
10.10.13;29.13 Results of Individualised Marketing;419
10.10.14;29.14 Comparison with potential;421
10.10.15;29.15 Comparison with traditional interventions;422
10.10.16;29.16 Programme expansion;423
10.10.17;29.17 Challenges;423
10.10.18;29.18 Conclusion;423
10.10.19;29.19 References;424
10.11;Chapter 30. Creating supportive environments for physical activity: encouraging walking;425
10.11.1;30.1 Introduction;425
10.11.2;30.2 Active living, physical activity and health;427
10.11.3;30.3 Walking;431
10.11.4;30.4 Walking – issues and sectors;432
10.11.5;30.5 A health organisation's response;435
10.11.6;30.6 The Heart Foundation's National Physical Activity Programme;437
10.11.7;30.7 Supportive Environments for Physical Activity (SEPA);438
10.11.8;30.8 The Heart Foundation's Physical Activity Programme: other walking projects;440
10.11.9;30.9 Conclusions;441
10.11.10;30.10 Acknowledgements;442
10.11.11;30.11 References;442
10.12;Chapter 31. Health conscious transport planning: barriers and opportunities to intersector collaboration;444
10.12.1;31.1 Introduction;444
10.12.2;31.2 Policy background: traditional links between transport and health;444
10.12.3;31.3 Concepts of health: barriers and opportunities at the policy level;446
10.12.4;31.4 Case studies;448
10.12.5;31.5 Conclusions;453
10.12.6;31.6 References;454
10.13;Chapter 32. Green modes and US transport policy: TEA-21;456
10.13.1;32.1 Introduction;456
10.13.2;32.2 Background to U S transport policy;457
10.13.3;32.3 The Inter-modal Surface Transportation Efficiency Act (ISTEA) – a breakthrough for bicycling and walking;458
10.13.4;32.4 Transportation Equity Act for the twenty-first century (TEA-21) – continued progress for bicycling and walking;460
10.13.5;32.5 TEA-21 – obstacles to progress;467
10.13.6;32.6 Critical lessons from ISTEA and TEA-21;470
10.13.7;32.7 Conclusions;472
10.13.8;32.8 References;472
10.14;Chapter 33. Bicycle transport in the US: recent trends and policies;473
10.14.1;33.1 Introduction;473
10.14.2;33.2 Aggregate trends in bicycling;474
10.14.3;33.3 Government provision of bicycle facilities;475
10.14.4;33.4 Case studies;476
10.14.5;33.5 Factors inhibiting cycling in the US;479
10.14.6;33.6 Steps to increase cycling in the US;482
10.14.7;33.7 Prospects for bicycling in the US;485
10.14.8;33.8 Acknowledgements;485
10.14.9;33.9 References;486
10.15;Chapter 34. Planning for recreational cycling in the UK;488
10.15.1;34.1 Introduction;488
10.15.2;34.2 Policy framework;490
10.15.3;34.3 The studies;490
10.15.4;34.4 Implications;493
10.15.5;34.5 Conclusions;495
10.15.6;34.6 Acknowledgement;496
10.15.7;34.7 References;496
10.16;Chapter 35. The politics of changing to green modes;497
10.16.1;35.1 Introduction;497
10.16.2;35.2 Consensus for change;498
10.16.3;35.3 The motoring backlash;499
10.16.4;35.4 Surviving green policies;502
10.16.5;35.5 Shifting public attitudes;503
10.16.6;35.6 Analysis: lessons for the future;504
10.16.7;35.7 Reasons for optimism;508
10.16.8;35.8 Conclusions;509
10.16.9;35.9 Acknowledgement;510
10.16.10;35.10 References;510
11;Part III: Practice;512
11.1;Chapter 36. Segregation or integration of cycling in the road system: the Dutch approach;514
11.1.1;36.1 Introduction;514
11.1.2;36.2 Principal arguments for and against segregation and integration;515
11.1.3;36.3 Criteria for incompatibility;517
11.1.4;36.4 How to deal with the criteria;520
11.1.5;36.5 Intersections;521
11.1.6;36.6 Conclusion;522
11.1.7;36.7 Acknowledgements;523
11.1.8;36.8 References;523
11.2;Chapter 37. Conserving walkable environments in Japan;524
11.2.1;37.1 Introduction;524
11.2.2;37.2 Profile of Kyojima;525
11.2.3;37.3 Early urban renewal schemes of Kyojima;527
11.2.4;37.4 Efforts of community planning in Kyojima;528
11.2.5;37.5 How do we conserve walkable environments?;529
11.2.6;37.6 Conclusion;532
11.2.7;37.7 References;533
11.3;Chapter 38. The Cycle Balance: benchmarking local cycling conditions;534
11.3.1;38.1 Introduction;534
11.3.2;38.2 History, objectives and characteristics;535
11.3.3;38.3 The four surveys of the Cycle Balance;536
11.3.4;38.4 The assessment of participating towns;538
11.3.5;38.5 Good cycling policy works;543
11.3.6;38.6 Local debate and effects;544
11.3.7;38.7 Publicity and the 'Cycle-city' elections;545
11.3.8;38.8 The future;546
11.3.9;38.9 References;547
11.4;Chapter 39. Implementing local cycling policies in Great Britain;548
11.4.1;39-1 Introduction;548
11.4.2;39.2 Factors determining implementation success – and how to influence them;550
11.4.3;39.3 Conclusions;560
11.4.4;39.4 References;560
11.5;Chapter 40. Barring the way: gated communities and walking;562
11.5.1;40.1 Introduction;562
11.5.2;40.2 What constitutes a 'gated community'?;563
11.5.3;40.3 Researching the impact of gated communities;565
11.5.4;40.4 Pedestrian behaviour inside Secure Suburban Estates;565
11.5.5;40.5 Pedestrian behaviour beyond the walls;568
11.5.6;40.6 The failure of planning to consider these impacts;570
11.5.7;40.7 What can be done?;571
11.5.8;40.8 References;572
11.6;Chapter 41. Promoting walking in the US: overcoming the 'stickiness' problem;573
11.6.1;41.1 Introduction;573
11.6.2;41.2 The setting: autocentric development;574
11.6.3;41.3 The problem: the 'stickiness' dilemma;576
11.6.4;41.4 The solution: a social ecology approach;579
11.6.5;41.5 Next steps: collaborative walking promotions;581
11.6.6;41.6 Conclusion;584
11.6.7;41.7 References;585
11.7;Chapter 42. Promoting walking in the UK: bottling walking and making it sell;587
11.7.1;42.1 Introduction;587
11.7.2;42.2 Background;588
11.7.3;42.3 Knowing walkers;589
11.7.4;42.4 Knowing the competition;591
11.7.5;42.5 Knowing the product;593
11.7.6;42.6 Conclusions;594
11.7.7;42.7 References;594
11.8;Chapter 43. Non-motorised Transportation Demand Management;596
11.8.1;43.1 Introduction;596
11.8.2;43.2 Transportation Demand Management benefits;597
11.8.3;43.3 Non-motorised transportation in TDM;599
11.8.4;43.4 Transportation Demand Management planning and implementation;600
11.8.5;43.5 Methods to improve and encourage non-motorised transportation;601
11.8.6;43.6 Case studies;607
11.8.7;43.7 References and further reading;609
11.9;Chapter 44. Safer routes to Danish schools;611
11.9.1;44.1 Introduction;611
11.9.2;44.2 Local measures, 1995–2000;612
11.9.3;44.3 Children's perceived risk and physical measures;614
11.9.4;44.4 Children on the move;614
11.9.5;44.5 Child safety: the teenager problem;619
11.9.6;44.6 Conclusions;620
11.9.7;44.7 References;621
11.10;Chapter 45. Cycling and social inclusion;622
11.10.1;45.1 Introduction;622
11.10.2;45.2 The beginning - investigating existing action;622
11.10.3;45.3 Developing new action around local cycling projects – an action research approach;623
11.10.4;45.4 Case studies – what is possible;627
11.10.5;45.5 Providing support for new cycling projects;629
11.10.6;45.6 Lessons from the work;633
11.10.7;45.7 Practical resources;637
11.10.8;45.8 References;638
12;Part IV: Case studies;640
12.1;Chapter 46. Best practice in pedestrian facility design: Cambridge, Massachusetts;642
12.1.1;46.1 Introduction;642
12.1.2;46.2 Creating a pedestrian mandate;643
12.1.3;46.3 What plan?;644
12.1.4;46.4 All in the details;644
12.1.5;46.5 Navigating the streets;645
12.1.6;46.6 Traffic calming;646
12.1.7;46.7 Complementary programmes;648
12.1.8;46.8 Some specific projects;649
12.1.9;46.9 Conclusion;651
12.2;Chapter 47. Designing streets for people;652
12.2.1;47.1 Introduction;652
12.2.2;47.2 Evidence and key findings;652
12.2.3;47.3 Vision for the street;653
12.2.4;47.4 Street Excellence Model;654
12.2.5;47.5 Urban management and governance;654
12.2.6;47.6 Evidence of the House of Commons Select Committee;661
12.2.7;47.7 The Government's response;662
12.2.8;47.8 Conclusion;662
12.2.9;47.9 References;663
12.3;Chapter 48. Bicycle theft in France;664
12.3.1;48.1 Introduction;664
12.3.2;48.2 Characteristics of theft;665
12.3.3;48.3 Effect of theft on bicycle use;666
12.3.4;48.4 Effect of theft on the bicycle market;666
12.3.5;48.5 Theft and cyclist behaviour;666
12.3.6;48.6 Location and time of theft;668
12.3.7;48.7 Identification and recovery;669
12.3.8;48.8 How to solve the problem;669
12.3.9;48.9 Conclusion;672
12.4;Chapter 49. Breaking out by bike: cycling courses as a means of integration and emancipation;673
12.4.1;49.1 Introduction;673
12.4.2;49.2 The bicycle in daily life in The Netherlands;673
12.4.3;49.3 Reasons to take bicycle lessons;676
12.4.4;49.4 A means of integration and emancipation;677
12.4.5;49.5 From bicycle lessons to the Cycling Centre;678
12.4.6;49.6 Nationwide bicycling activity;679
12.4.7;49.7 The role policy-makers can play;680
12.4.8;49.8 References and further reading;681
12.5;Chapter 50. Network promotion: increasing bicycle use in Perth, Western Australia;682
12.5.1;50.1 Introduction;682
12.5.2;50.2 'Perth – a City for cars';682
12.5.3;50.3 Transport policy context;683
12.5.4;50.4 Balanced transport implementation;683
12.5.5;50.5 The planning process – potential for change;684
12.5.6;50.6 Perth Bicycle Network implementation;685
12.5.7;50.7 Promotions – maximising the use of the asset;686
12.5.8;50.8 Monitoring outcomes;687
12.5.9;50.9 Evaluation of impact;689
12.5.10;50.10 Lessons;689
12.5.11;50.11 Conclusion;691
12.5.12;50.12 References;691
12.6;Chapter 51. Promoting cycling in Italian cities: the case of Padua;693
12.6.1;51.1 Introduction: changing attitudes to the urban environment;693
12.6.2;51.2 The planning timetable;694
12.6.3;51.3 Planning principles;696
12.6.4;51.4 Conclusions;699
12.7;Chapter 52. Promoting walking in British cities: the case of York;702
12.7.1;52.1 Introduction;702
12.7.2;52.2 Links to transport strategy;702
12.7.3;52.3 Objectives of the campaign;703
12.7.4;52.4 Campaign strategy and plan;703
12.7.5;52.5 Measurement and evaluation;706
12.7.6;52.6 Results;707
12.7.7;52.7 Discussion;708
12.7.8;52.8 Conclusion;709
12.7.9;52.9 References;709
12.8;Chapter 53. The UK 'Walking the way to Health' Initiative;710
12.8.1;53.1 Introduction;710
12.8.2;53.2 The rationale for 'walking for health';711
12.8.3;53.3 The pilot phase;711
12.8.4;53.4 Demonstration schemes;712
12.8.5;53.5 The nationwide initiative;712
12.8.6;53.6 Conclusion;714
12.9;Chapter 54. Cycle training and the promotion of cycling;715
12.9.1;54.1 Introduction;715
12.9.2;54.2 British cycle culture;715
12.9.3;54.3 The effectiveness of cyclist training;717
12.9.4;54.4 Best practice;719
12.9.5;54.5 Making best practice available to all;720
12.9.6;54.6 Conclusion;720
12.9.7;54.7 References;721
13;Index;722

Leseproben

Introduction: talking the talk but not walking the walk
Rodney Tolley, CAST (The Centre for Alternative and Sustainable Transport), UK If sustainable transport is defined as ‘transport that meets the needs of the present without compromising the ability of future generations to meet their own needs’, it is evident on many criteria that our current car-based travel patterns are unsustainable in terms of present and future generations. The premise of this book is thus that there is a short and long term imperative not only for us to switch to more sustainable forms of transport (which include public transport) but for large proportions of our travel to be moved to the most sustainable forms, walking and cycling. Though it is true that in the last decade the merits of walking and cycling have been better recognised, promoting them still often takes place in a vacuum, without any serious consideration given to the necessary trade-off between trips by different modes. Given that the number of trips per person is stable at about three per day, it follows that an increase in the number of trips by one mode must be at the expense of another. Therefore the sustainability goal should not be, for example, ‘to increase walking’, as this might be at the expense of cycling, yielding no sustainability gain. It is, instead, to increase walking and cycling and simultaneously reduce car use. It is here that the real battle is to be fought. Without any doubt, in many countries green mode promotion at the local level is important and there are countless successful projects with non-motorised components such as travel plans, safe routes to school, walking buses, car free days, walk to work days and much more. However, the background is of rapidly rising motorisation of society and spaces. There are green gains, but they are set in a sea of red losses. The same governments that are espousing the new green transport agenda are simultaneously accepting and anticipating rising volumes of motorised traffic – and this failure to grasp the nettle of traffic reduction sits extremely uneasily with goals of increasing trips by bicycle and, to a lesser degree, on foot. For once a popular aphorism can be taken literally: we talk the talk but we don’t walk the walk. However, we must not disparage ‘talking the talk’, as it is a necessary precondition to knowledge and understanding, and indeed to raising awareness of these issues amongst those who do not even conceptualise walking and cycling as forms of transport at all. The opportunities to exchange information and best practice on walking and cycling have grown rapidly in recent years. Cycling has long had major conference series, led by the biennial Velo-city in Europe and Pro-Bike (now Pro-Walk Pro-Bike) in the USA. These streams converge from time to time in the VeloMondial (world) conferences. However, walking, disadvantaged by its very ubiquity, has remained an unexplored byway of research until relatively recently. It was not until 1997 that the UK held its first National Walking Conference and this has since become an annual event, hosted by CAST. Global gatherings have followed, the first being Walk21, held in London in February 2000. Since then successive conferences have been held in Perth, Australia (2001), Donostia-San Sebastian, Spain (2002) and Portland, USA (2003) with future Walk21s in advanced stages of planning for Europe and Australasia. Underpinning and paralleling this burgeoning information exchange is rapid growth in practical interventions and in research. However, an extensive research agenda remains, dealing with such issues as: • improving understanding of the cultural dynamics and motivations that affect people’s willingness to walk or cycle; • identifying what elements of the urban environment encourage or discourage walking and cycling; • discovering how to evolve leisure walkers and cyclists into everyday, utilitarian walkers and cyclists; • determining how walking and cycling may be better integrated with public transport; • quantifying the health benefits of walking and cycling as modes of transport; • developing indicators of urban quality and economic vitality based on walking and cycling; • agreeing on how best walking and cycling may be promoted and marketed; • ensuring that walking and cycling address the social exclusion agenda; • determining how walking champions and professionals should be identified, encouraged and trained and their needs supported within decision-making structures; • encouraging a paradigm shift in the way that policy-makers think about walking and cycling. This list is not exhaustive, but it is indicative. These are the questions that need to be asked, to address the central cultural, economic, social and ultimately political significance of the pedestrian and cyclist in the sustainable cities we must hope and work for in our future. In this, we as a community of researchers, activists, policy-makers – and, dare I say it, pedestrians and cyclists – need to find the opportunity of sharing our experiences and expertise. This book is part of that process and in a way can be seen as the third in a series that began with the publication of the first edition of The greening of urban transport: planning for walking and cycling in western cities in 1990. Of its 20 chapters, 12 were updated for the second edition, published by Wiley and Sons in 1997, but 29 were newly written. Of the chapters in this present book, ten are by authors represented in edition two, but this time only three of these are updated chapters and the rest are new. An opportunity has been taken to broaden the geographical coverage of the text in order to put walking and cycling into a wider, global context. Rees (Chapter 1) begins by examining the concept of ecological footprints, carrying capacity, the consequent need for zero growth and the importance of walking and cycling to this goal. Hillman’s concern (Chapter 2) is the overarching issue of global climate change and the centrality of walking and cycling to reversing existing unsustainable trajectories. Geurs and van Wee (Chapter 3) identify what an environmentally sustainable transport system looks like and what policy instruments would be needed to achieve it, in particular, tradable CO2 emission permits. Newman (Chapter 4) discusses the rediscovery of the importance of walking to a city’s economy and community, as, across the world, the rich knowledge-based developments are taking place in the walking transit areas of cities in preference to the carorientated districts. After these introductory contributions, there is no attempt to arrange the chapters in any detailed logical sequence, as it is expected that readers will ‘dip into’ the book rather than attempt to read it sequentially. Thus, Brög and Erl (Chapter 5) critique the underestimation of walking in traditional data gathering and model building, followed by Goodman and Tolley (Chapter 6) arguing that unless socio-cultural influences are incorporated into current policy, aims of increasing walking are unlikely to be achieved. Monheim (Chapter 7) then contends that a turnaround from existing myths of full motorisation will not come from technical concepts but from social forces, which will convince people that sustainable transport will produce cities worth living in. Gehl and Gemzøe (Chapter 8) account for the loss of balance between the meeting, trading and movement functions of public space, leading to invaded and abandoned cities. However, many cities around the world are now being re-conquered by new urban visions, based on walking. Porta (Chapter 9) examines how the whole problem of street life and urban form can be made a component of the urban sustainability question and describes experiments with formal indicators of measurement. The argument that sustainable development cannot be achieved without gender justice and gender equality is developed by Lehner-Lierz (Chapter 10), who demonstrates that it is the bicycle rather than the car that is the vehicle of liberation for women. Cavill (Chapter 11) shows how physical inactivity has become a serious public health problem and emphasises the enormous contribution that routine, everyday walking and cycling can make to improving public health, while Napier (Chapter 12) attempts to reveal the broad value of the walking economy in fields of personal and community health, retailing and tourism. He contrasts this with the lack of powerful economic interests to improve conditions for walkers and cyclists and identifies new personal transport devices as potential partners and catalysts for change. Wittink (Chapter 13) then lays to rest the myth that more cycling will lead to more traffic deaths and shows that, in contrast, road safety will increase as a result of more bicycle planning. High levels of cycling and safety for all road users go hand in hand – and this is a clear and powerful message. Next, Hass-Klau (Chapter 14) examines the complex relationships between public transport and walking, as far as is possible given the paucity and poor quality of data on linked...