Podcasts about transport studies

This 4-part series is in partnership with ITS Australia. Compass IoT is the official Podcast Media Sponsor of the ITS Australia Summit 2024 in Sydney. Michael Hopkins brings significant expertise in transport reform to his role as both the National Transport Commission (NTC) CEO and as an NTC Commissioner. Michael is focused on delivery of our work program, the provision of robust and independent evidence-based advice to Australia's transport ministers and engaging with our many stakeholders. As a senior executive in Victoria's Department of Transport, Michael delivered future-focused policy reforms, network strategy and planning, as well as stronger governance to improve the way transport works. Michael has a Masters in public administration from the Australian and New Zealand School of Government (via the University of Melbourne), a Bachelor of Arts in philosophy and chairs the Monash University Institute of Transport Studies' industry advisory group. What you'll learn: About the National Transport Commission (NTC) and it's role in Australia Early take-aways from NTC's consultation on higher levels of Autonomous Vehicles in Australia Critical policy reforms needed to support higher-levels of vehicle autonomy and improve transport network strategy and planning nation-wide. About the ITS Australia Summit Sydney 2024 and what to expect from Michael's sessions.

With the recent acceleration of technologies such as IoT, cloud computing, and big data – people and services have become more connected than ever. In response to this increasing availability of data and digital services the transport sector is undergoing a sizable transformation as a result of the growing need for more sustainable and accessible travel solutions. This has stimulated a considerable amount of research aimed at improving the connectivity of transport infrastructure and services, developing new business models that package different modes and services together into one mobile application or online platform to make the planning and payment of trips easier for people and businesses. Such innovation has been termed ‘Mobility as a Service' (MaaS), and was outlined in the UK Government's report Future of mobility: urban strategy, 2019 which aimed to help urban areas harness the benefits and opportunities of new transport innovation. MaaS platforms integrate and analyse data from transport systems, such as rail, buses, taxis and even cycle hire, to offer the user a choice in journey planning.   The concept of MaaS is to make journeys more convenient through streamlining planning and payment and allowing people to tailor journeys to their specific needs.   In its drive to meet decarbonisation and net zero ambitions the UK Government produced a Code of Practice for Mobility as a Service (MaaS) in 2023. This comprehensive framework focuses on convenience, accessibility and innovation to ensure that modern mobility apps meet the needs of the public. Indeed, the main objective is to make transport options accessible to all, paving the way for an interconnected, user-centric transport ecosystem. But how effective would such a system be in the UK? what impact would MaaS have globally particularly in remote locations and low income economies? And is the transport industry really ready to integrate this level of digital interconnectivity into its services?   To answer these an other questions about MaaS I spoke with Dr Kate Pangbourne, associate Professor of transport governance at the Institute for Transport Studies at Leeds University and Sharon Kindleysides, Transport engineer and board member of the European Logistics Association to get their views on what implications it might have for the UK transport sector, the impact it could have on society in terms of accessibility and cost, and what challenges it might face in the UK and beyond.           Dr Jane Pangbourne                                  Sharon Kindleysides   Useful Links Forsight report on MaaS European MaaS Alliance   We would love to hear your thoughts and comments on this episode. If you would like to get in touch, email us at podcast@imeche.org You can find more information about the work of the IMechE at www.imeche.org 

This virtual panel session aims to delve into the pivotal role of public engagement in shaping a safe and sustainable era of autonomous vehicles (AVs). We will explore the intricate dynamics of highly automated vehicles, investigating human factors influencing design and considerations for Human-Machine Interface (HMI).Our panelists will provide valuable insights into the interaction of road users with new technologies, emphasizing the critical role this plays in seamlessly integrating autonomous vehicles into daily life. We aim to comprehend public sentiment towards AVs and their potential impact on urban landscapes, considering the perspectives of various road users.Our discussion will encompass diverse perspectives from communities regarding the behavior and operation of urban self-driving buses, shuttles, and other vehicles. These insights will be instrumental in molding the future of transportation. We will also unravel the far-reaching implications of community expectations on the evolution of self-driving vehicles, aligning these insights with the broader vision for the future of transport and mobility.Moreover, we will explore the recent experience of EU large scale demontrations, uncovering how autonomous technologies can enhance and revolutionize traditional modes of public transportation and Operators. Our discussion will extend to the impacts on business and governance models, public-private partnerships, the role of cities, and user needs.Panellists:Henriette Cornet, Autonomous Mobility ExpertNick Reed, Founder at Reed Mobility; Chief Road Safety Adviser at National HighwaysNatasha Merat, Professor, Human factors and  Transport Systems, Institute for Transport Studies, University of Leeds

Honest, first-person stories about the challenges and benefits of giving kids more free rein. Our guests are Louise de Lannoy, Executive Director of Outdoor Play Canada, and Ron Buliung, Professor of disability and Transport Studies at the University of Toronto Mississauga.

Robotics, artificial intelligence and autonomous machines have become a necessity for our future world but what are the implications of robots for society and how much influence does science fiction have on how we embrace our new friends? In this special live recording at the Great Exhibition Road Festival, Claire chatted to Glyn Morgan (Science Museum), Bani Anvari (University College London) and Thrishantha Nanayakara (Imperial College London) to explore how our intelligent friends from the world of science fiction match up with state-of-the art robotics and artificial intelligence reality. Glyn Morgan is a curator of exhibitions at the Science Museum, most recently: “Science Fiction: Voyage to the Edge of Imagination” (open until August 20th). He also teaches a course on Science Fiction at Imperial College, and has published widely on many aspects of the genre writing for the Los Angeles Review of Books, the Royal Society, and the Science Fiction Research Association, amongst others. His research is interested in the interface between science fiction and other disciplines from history to psychology and beyond, and the ways science fiction can be used as a cognitive tool to help us understand ourselves and our society. Bani Anvari is a Full Professor of Intelligent Mobility at the Centre for Transport Studies in the Faculty of Engineering at University College London (UCL). She is the founder and director of Intelligent Mobility at UCL. Her vision is to enable humans to trust and fully exploit the benefits of future mobility services through new technology and innovation. Her research focuses on Intelligent Mobility and exploring interactions with semi- and fully-autonomous vehicles in various contexts, benefiting significantly from Robotics and AI. Thrishantha Nanayakkara is a Professor of Robotics and the Director of the Morphlab at Dyson School of Design Engineering (DSDE), Imperial College London. His group has used soft robots to understand how compliance of the body helps to stabilise dynamic interactions with the environment. He is and has been PI on projects of more than £5 million that have pushed the boundaries of our understanding on how conditioning the body improves the efficacy of action and perception in human-human and human-robot interactions.

Topic: 01 Pets: Should we be keeping them and what the benefits are of doing so Topic: 02 Cycling: The environmental friendly and cost-effective travelling alternative to driving? Presenter: Shahzeb Athar & Imam Nafees Qamar Guest: 01. Tracy Genever, Head of Welfare and Education at Blue Cross 02. Elle Boden, Behaviour officer at Cats Protection 03. Abbi Moon, Head of Central Operations at Dogs Trust 04. David Bowles, Head of public affairs at RSPCA 05. Ross Adams, Head of direct delivery at Cycling UK 06. Dr Suzanne Bartington, a UK Clean Air Champion 07. Pete Reynolds, founder of DiscerningCyclist.com 08. Dr Said Munir, Research Fellow at Institute for Transport Studies, Faculty of Environment, University of Leeds Researchers: Sofia Nosheen Ahmad, Subia Ahmad, Kashifa Noor Ahmad, Qanta Khan & Waqi Khan Producer: Haniah Sajid and Khaffia Latif

This episode comes to you from Imperial College London, in the United Kingdom, where Prof Graham Currie recently met with Richard Anderson. Richard is the Managing Director of the Applied Research group within the Transport Strategy Centre (TSC) at Imperial's Department of Civil and Environmental Engineering. He leads the group's industry facing work on benchmarking across metro, heavy rail, light rail, bus and airport systems, with Associate Directors Alexander Barron, Ben Condry and Mark Trompet. Graham and Richard discuss the group's 28 year long programme comparing and analysing the performance of transit systems from around the world. They discuss how context is especially important in benchmarking, because of the large variation in operating conditions. To understand fare-box revenue, operating costs or other characteristics on one system there is a need to compare with analogous systems that have similar contexts. As well as annual network benchmarking at the strategic planning level, the TSC has also undertaken comparisons on more tactical issues. Richard discusses an example of work that was done to benchmark the London Underground's procurement policies for escalators. By understanding the escalator specifications used by other metro systems of similar age and context to London, TSC found that the Underground could shift away from ordering bespoke escalators to a more generic heavy duty model, saving 100s of millions of pounds in procurement costs. Towards the end of the episode, Graham and Richard discuss recent work that TSC has done in response to COVID-19. The structure of the benchmarking groups, as a coalition of member organisations, has allowed rapid knowledge-sharing about COVID-19 responses amongst operators. TSC's history of benchmarking on specific topics has also meant that member organisations already had access to learnings from SARS pandemic in the early 2000s, and comparisons of the effectiveness of the various responses by different transit operators (e.g. Hong Kong, Canada). Find out more about Richard and his work at: the Transport Strategy Centre's website at https://www.imperial.ac.uk/transport-studies/transport-strategy-centre/applied-research/ the Centre for Transport Studies website at https://www.imperial.ac.uk/transport-studies Richard's profile page at https://www.imperial.ac.uk/people/richard.anderson the COVID-19 benchmarking public report at https://www.imperial.ac.uk/media/imperial-college/research-centres-and-groups/centre-for-transport-studies/tsc/covid-19/Imperial-College-London-TSC---COVID19-Benchmarking-Review-of-Recent-Activities-(Public-Report)---July-2022.pdf Community of Metros at https://communityofmetros.org/ the International Bus Benchmarking Group (IBBG) at https://busbenchmarking.org/background/ and the International Suburban Rail Benchmarking Group (ISBERGISBeRG) at https://www.isberg-web.org/ Have feedback? Find us on twitter and Instagram @transitpodcast or using #researchingtransit Music from this episode is from https://www.purple-planet.com

Hazel Darwin Clements, the project co-ordinator at Porty Community Energy, shares an honest look at what communities can do to share cars and bikes. She has helped start a peer-to-peer car share club and run an eCargo cycle library trial this year with the mission to help people reduce their car use and make local travel more pleasant. We hear from representatives of CoMoUk and HiyaCar as well as professor Jillian Anable, Chair in Transport and Energy at the University of Leeds, and members of the community who have been involved with the projects.   Hazel's work was supported by one of SCCAN storytelling mini-grants. They are closed to new applicants but will hopefully reopen in April 2023. Get in touch with our Story Weavers on stories@sccan.scot. Credits Production: Hazel Darwin-Clements Music: Coma-Media from Pixabay   Resources: Porty Community Energy: https://portycommunityenergy.wordpress.com/ Porty Community Bikes: https://portycommunitybike.myturn.com/library/ Contact: portycommunityenergy@gmail.com CoMoUK https://www.como.org.uk/ Hiyacar https://www.hiyacar.co.uk/ 1000 Better Stories episode with CoMoUK on community bike shares: https://www.podbean.com/eas/pb-6we6s-104934e 1000 Better Stories episode with Hazel's story on setting up a community fridge: https://www.podbean.com/eas/pb-van9y-11f9eea Transcript: Kaska: Hi, I'm Kaska, one of SCCAN's Story Weavers. In today's episode we have a story from one of our mini-grant recipients, Hazel Darwin Clements. She takes an honest look at the community car and bike shares she's been setting up in Portobello in Edinburgh. If you're interested in community-run bike shares you might also enjoy our previous episode we produced with CoMoUK, released in May 2021. Our storytelling mini-grants are closed to new applicants at the moment but we're hoping to reopen them again in April. Get in touch on stories@sccan.scot if you are interested in applying for one. Now – over to Hazel!   Hazel: Hi, I'm Hazel and welcome to this podcast about what communities can do to share vehicles. I'm going to give the first word today to Professor Julian Annabel speaking at the CoMoUK shared transport conference in December ‘22. I went along, virtually, to look for inspiration on what we can do in our community, in Portobello and this talk really struck me.    Julian: Let's focus on the fact that the UN just last month. Brought some really frightening, but I think to be frank, refreshing honesty, that really ought to be the first line that each of us are using every time we introduce our particular initiatives. They said there's no credible pathways to keeping us within safe carbon limits, and by this, what they mean is that there's no country that has come up with the right combination of measures to do this, to keep us on these pathways.   They have said there is just about time for us to do so. But the fact is that none of these packages of policies exist out there and there are no exceptions. The eu, the UK in particular, and for transport, it's very complicated obviously, but there's no pathways left for decarbonizing the transport sector without deep cuts in car use by 2030.   In half a dozen years time, and those deep cuts in car use are of at least 20% reduction in the amount that cars are used from today's levels. And this is alongside really ambitious uptake of EVs. More ambitious than, than some of us are going for it at the moment. And the the cuts are unnecessary, in part to compensate for the fact that heavy goods vehicles need a bit.   To do their thing.   Hazel: Professor Annabel's work at the University of Leeds at the Institute for Transport Studies focusses on understanding travel behaviour and travel patterns and how we can use that knowledge to reduce carbon emissions. And here is something I did not know.   Julian: We're talking then about a scale of change that has not happened anywhere in the world other than maybe into in some small pockets of best practice cities.   And we aspire to places like the Netherlands where they've got 29% of trips on the bike. The Dutch. Are as carbon intensive in their travel as we are. They're per average, per capita. Carbon emissions from traveling in the Netherlands is the same as in the UK because they love their cars, they have big cars, and frankly, car use is not restricted in the Netherlands.   So we don't even know how to do what we've got to do. So my main message for you today is for you to all, to be more honest. I'm not accusing you of lying, but I am accusing you of focusing on your individual interventions and growing the patronage, and growing the use of your individual interventions and really ignoring the fact that what we need to do is get people outta their cars onto these interventions and that we cannot do that unless we couple these interventions with significant car restraint.       Hazel: Amazing. So, how are we going to do that? What will really get people out of their cars?   I don't have the answer yet. But you know that. You also see the steady stream of single occupancy cars flowing by right? I can't hear what my daughter is telling me from her buggy because of the roar of them and you're all still breathing in the fumes that are steadily destroying any credible pathway to keeping us within safe carbon limits. But you are here listening, I am here talking and you never know maybe we can figure it out.   In 2022 I was given the opportunity to work for Porty Community Energy a few hours every week. If felt like an exciting year. We set up a bike library project trial and a peer-to-peer car club. We made a start. But it does feel a bit like being the first person to get up on the dance floor. Are you all gonna get up and join in?   Let me tell you about it. We'll start with the cars, but do stay for the bikes (they are the more fun bit!)   Here is Hannah Box from CoMoUK speaking at a community workshop we held last summer.   Hannah: So we have car club research and bike share research, which is great for producing statistics that we can use to kind of convince people that we need to do a bit more sharing in our. Hannah gave a presentation about some of the latest research into transport and in Scotland the, our transport emissions are about 35, 30 6% of the total emissions of that cars make up about 40%.   So quite a large portion is just us moving about in, in vehicles. So what can we do? Well, we can share. So this is from our research from 2021. So we've published this just last month. This revealed that car clubs in Scotland have the potential to reduce about 17 private cars. So one car club car can replace those 17 cars.   Hazel: That one really struck me when I heard that 17 cars could be removed for every car club car I would walk down the street counting the cars and imagining them disappearing. 2, 3, 4, 5. I live on a street where cars park on both sides. It so happens there are 17 cars on either side, so that's the whole of one side of the street clear replaced by just one car, club car. Hannah then told us all about the different types of car sharing models.   Hannah: There's not kind of like a one solution fits all. So, you know, we may find through discussions today that there is more than one option that could work here. Two options might work really well together.   You've got independent car clubs, franchise working with a franchise, you've got peer-to-peer car sharing, and then you've got, uh, Lyft sharing or ride sharing. So which one of these options would work best in our c. Well, first we needed to start the conversation about how we travel and how it might work better.   Hazel: So which one of these options would work best in our community? Well first we needed to start the conversation about how we travel, and how might work better.   Workshop: So we're just gonna move around the different stations. There's train, cycle, car, bus, walk, or wheel other. So walk around, just watch. There's a cable here that's a little bit hidden. Health and safety. So if everyone wants to stand up, going to do a big shop. What? How do you travel?   No judgment, just for fun. No judgment. Nobody's looking at what you're doing. They're only thinking about themselves. (people moving around)   Hazel: At the end of the workshop people seemed most keen on the idea of a peer to peer car club. Some people were willing to share vehicles they already own with a group of trusted people. We got in touch with Keith at Hiya Car which seemed like our best option, here he is explaining some background about what they offer communities at a Zoom Q&A.   Keith: Just to give you a bit of background about how we've come to the closed loop car sharing setup is that we were approached about 18 months ago by a lady called Emily Kerr, who was very keen to share cars in Oxford, and she gave us a lot of. Very good feedback about people were very keen to share their cars, but they wanted to do it to people that they've trusted and their neighbors as opposed to people that they didn't know.   So we spent quite a lot of time working with Emily in Oxford. Um, and we've come up with this closed loop set up whereby we can set up a, a group who can list their cars within that. And they will only be available to a trusted group of people that are allowed to join that network. But we've managed to do that on the back of the wider peer-to-peer platform that we've been working on since 2015.   We've come up with a bespoke car sharing insurance. System. Just a bit of background on that. The insurance company that we've been working with on this for the last four years are now the biggest investor in the company as well. We've also worked on the app, you know, it, it is tried and tested now, and it is working.   We now have nine closed loops within Oxford itself and across the uk. We've set up 25 closed loops, and that's include including the, the Portobello one as.   So we are using Hiya Car but we also have a WhatsApp group and I will now give you a flavour of this:   Ping We've made up our minds, and decided we'd love to be part of this group but we're not going to be contributing our car. This is because we've decided to sell Smifu, our Zoe. It's great, but we need the cash, not the car.   Know anyone looking to buy? Ping What's the reg number (So I can look up price estimates.) I think 'Zoe' is a nicer name than 'Smifu' Ping It's in his original message Ping Well, only if you actually read the whole thing Ping I hate to contradict, but it's there whether you read it or not. Or perhaps we're getting all "if a tree falls down in a forest, with nobody there to hear it, does it make a sound?" LOL Ping Ah, I thought this was the car share group, not philosophyLOL Ping Welcome Ray! Ray mostly cycles but it would be useful to have a car for some trips like buying plants and escaping to the countryside. Ping (Chimzy) Thanks Hazel and thanks to all the people who own cars and are willing to have people like me borrow them! Ping (Sian) Welcome Ray! Great to have you in the group. Ping We're off to Mull in April. Would anyone have a car available then? Not too small, ideally. Ping Yes. We're on holiday then. Ping We've just had our first booking, it's for two hours this evening. Jo's being charged £22.16. We earn £4.20. Apparently Enterprise is cheaper. Seems a strange pricing system if it produces this. Ping Enterprise vehicles the size we have in Porty are ~6.50 per hour Ping Ours is a bigger car, which she needs for what she's picking up. Still seems odd Ping Yes it's very weird. We hired one with this group for three days and we paid £160 (which was a way better price than we'd have paid through hiring a car) but the owner received only £67. ping I think we can do way better than this. Bless Hiya car for getting us started, but could we not find out what insurance costs for a day, and then organise via this WhatsApp list? Ping Sorry just catching up here. Enterprise charges a yearly fee for the car club also a cost per mile (this is from past experience) I found it to end up quite expensive also the van I hired was so dirty on the inside that we spent at least 30 minutes cleaning it (was moving soft furnishings)   So, if we're honest here it's not all plain sailing, but there's a group of people committed to working it out and smoothing the glitches. I was invited to the home of car club members Duncan Wallace and Polly Bennett have a chat about their experiences so far as car owners offering out their car.   And how's it, how has it been working so far? Well, we've connected as humans and started to share our assets and worked out our systems and processes and relationships and the problems around it have now been overcome.   In the old days, there used to be a lot of problems about sharing insurance ideas and ownership ideas, and the insurance and ownership companies absolutely were blocking anybody to car sharing naturally, whereas humans were perfectly up for it. They just didn't know how to do it. So any challenges, people are obsessed about having their own stuff and the car historically used to represent a status symbol for some reason, and a sense of private good. You know, there aren't really publicly available publicly owned cars. We think it's a private good and individuals have to keep them, obviously according to health and safety, but individuals also have to keep them as theirs and Colour, the colour that they want them and whereas actually it's a shed on four wheels that moves you about, we're a bit obsessed about the privacy of cars. That I think is one of the challenges. I was thinking that it's, um, you know, we see it as a tool. We see our car as a tool and then it's part of this very important move to tool libraries and to, you know, other ways of sharing things.   Most of the time that car just sits, just sitting out there. Most of the time we're not using it. You know, we use it occasionally. Yeah. It's like tools in the tool shed. Yeah. And our car is, you know, people don't have to worry. They don't, they can take their dogs in. They can take their kids, they can get sound all over it.   They can, you know, we, for us it's a fairly relaxed object. Um, there's no point in cleaning it too much cuz. Just get filthy again in three seconds. You know, ultimately I would be someone who didn't really want private ownership about a vehicle, but would want more of a shared resource that was accessible by all.   Because we have dogs, you can't, you are literally not allowed to rent a car. So, you know, there, there are some barriers in the way for us to just do that kind of thing, and that's why we currently have a car. It became difficult for us to function in life. Um, , that's not very good . It's not very good that you have to go and get a car in order to take your dogs to wherever.   What you really want is an equipment depot that you have a relationship with the equipment, you know how the equipment works, but also someone can show you how it works and you can choose which equipment you need for what trip, and then you can keep turning adventures. Capitalism doesn't like that kind of cooperation, but actually it's right here in the street.   You know how many cars are out there un used. Right now, you know plenty. I know the key holders cuz I know people on my street. That's just a conversation. That's the point is that they could come and borrow us, we could borrow our layers. We trust systems, you know, therefore you've created a system.   That's what we need. Yeah. Um, we need an assumption that there's a system and the fact that somebody in, in your role means the system's being regulated and that's what we need.     Hazel: For a while we hung on to our car because we wanted to sometimes take our canoe for a trip somewhere. You can't put a canoe on a hire vehicle. In the end we decided we couldn't justify keeping up a car for that, so we sold it. Then last summer, after setting up the peer-to-peer car club we were able to borrow a vehicle from someone locally for a little cash, and they didn't mind us putting the canoe on it. But we haven't needed a car since. But we could use one and that possibility is of value to us. Some people in the group felt like it wasn't working because the cars weren't being borrowed enough. But knowing it's there if you need it seems to be one of the main things people like about their cars! So it may just give some people the confidence to get rid of that car that just sits there, outside the house - which means we start to see our streets and public space differently? Instead of living in a giant car park, we could live in something that more resembles an actual park. And there's a hassle factor to booking a car so you are more likely to use it only when totally necessary. Therefore there will be less journeys made by car. And now let me tell you about some of the more pleasurable ways to get around.   (Music)   So another thing we've been thinking about sharing in Porty is eCargoCycles. Bikes and trikes with boxes on the front for transporting kids, dogs, and stuff. Have you seen someone casually cycling a freezer along the high street? That was me. Last year we ran a 6 month trial of a Porty bike library. We borrowed a bike and a trike from Cargo Bike Movement to loan out. Here's one of our library members, Karen.   (Karen bit)   We had 365 bums on the bikes during the 6 months, that's 152 loans but we also did lots of trial opportunities at festivals and the market and so on to give folk a go. People were keen! 100% of borrowers thought it should carry on and here's an interesting bit: We asked ‘Do you think that regular access to a cargo bike would make you consider giving up your car and 46% said yes, while 32% said maybe. Only 21% said no. That's encouraging right?   That's what keeps me going down this road – even though if I'm honest, and I said I would be, I'm nervous. And here's why. We're encouraging cyclists, including new cyclists, riders with children on the bike, to cycle in a city which has not yet sorted out it's attitude towards cyclists. We need safe infrastructure NOW. If the policy is there, implement it, if the laws are there, enforce them, if the ambition is there, reach it and if none of these things are good enough then make them better. Otherwise people are going to get hurt. This is not going to work unless the whole wider reaching shift takes place and it needs to happen all at once.   Let's acknowledge the challenge but then work to overcome it. I was given a lovely mug for Christmas by my friend jen that says “Would those who say it can't be done please stand clear of those doing it.” Here's Jen writing about using the shared eCargo bike as a volunteer for the community fridge:       So let's be hopeful in 2023 let's see what happens. The plans are there to set up something more permanent and wider reaching in the community. Use a little funding and stretch it out as far as possible, like communities do. We need volunteers, we need willing from the community, we need passionate people to drive it forward. And so far we've been blown away. Local businesses have offered to sponsor us, different travel organisations are getting behind us, the Porty Travel Hub is planning to launch in spring and be the home for shared vehicles in this community. Thank you SCCAN for the opportunity, and thanks to you for listening and letting me share. I would love to hear your experience of sharing vehicles and start a conversation so please do get in touch with me about this through the SCCAN Vive platform or through Porty Community Energy social media.

The COVID-19 Transport, Travel and Social Adaptation Study started in 2020, a ground-breaking longitudinal survey in 10 areas of the UK has tracked, since the start of the pandemic, the implications for us all from Covid on how we live today. There was a recognition that Covid provided the chance for a rethink, that it would somehow reshape our lives; but back in 2020 we were not quite sure how. As the study said at its outset - the outbreak of COVID 19 was an unprecedented shock in an era of highly connected and globalised living. It was, and still is, a serious medical emergency and also an episode that we must learn from. This episode asks – from the initial Covid-19 lockdown in March 2020, what have we learnt, and where do we go next?Featuring a panel of experts from the Institute for Transport Studies, at the University of Leeds:•Professor Greg Marsden, •Professor Julian Anable•and Dr Llinos Brown More information:https://www.creds.ac.uk/https://covid19transas.org/Note, this was recorded shortly after the then Chancellor of the Exchequer Kwasi Kwarteng delivered a Ministerial Statement entitled "The Growth Plan" to the House of Commons.

The COVID-19 Transport, Travel and Social Adaptation Study started in 2020, a ground-breaking longitudinal survey in 10 areas of the UK has tracked, since the start of the pandemic, the implications for us all from Covid on how we live today. There was a recognition that Covid provided the chance for a rethink, that it would somehow reshape our lives; but back in 2020 we were not quite sure how. As the study said at its outset - the outbreak of COVID 19 was an unprecedented shock in an era of highly connected and globalised living. It was, and still is, a serious medical emergency and also an episode that we must learn from. This episode asks – from the initial Covid-19 lockdown in March 2020, what have we learnt, and where do we go next? Featuring a panel of experts from the Institute for Transport Studies, at the University of Leeds: •Professor Greg Marsden, •Professor Julian Anable •and Dr Llinos Brown More information: https://www.creds.ac.uk/ https://covid19transas.org/ Note, this was recorded shortly after the then Chancellor of the Exchequer Kwasi Kwarteng delivered a Ministerial Statement entitled "The Growth Plan" to the House of Commons.

The COVID-19 Transport, Travel and Social Adaptation Study started in 2020, a ground-breaking longitudinal survey in 10 areas of the UK has tracked, since the start of the pandemic, the implications for us all from Covid on how we live today. There was a recognition that Covid provided the chance for a rethink, that it would somehow reshape our lives; but back in 2020 we were not quite sure how. As the study said at its outset - the outbreak of COVID 19 was an unprecedented shock in an era of highly connected and globalised living. It was, and still is, a serious medical emergency and also an episode that we must learn from. This episode asks – from the initial Covid-19 lockdown in March 2020, what have we learnt, and where do we go next? Featuring a panel of experts from the Institute for Transport Studies, at the University of Leeds: •Professor Greg Marsden, •Professor Julian Anable •and Dr Llinos Brown More information: https://www.creds.ac.uk/ https://covid19transas.org/ Note, this was recorded shortly after the then Chancellor of the Exchequer Kwasi Kwarteng delivered a Ministerial Statement entitled "The Growth Plan" to the House of Commons.

Nathan grew up in the London Borough of Lewisham. As a child, he developed an interest in public transportation. This led him to start the YouTube channel NetworkNathan. He is currently a student at the University of Leeds where he is pursuing a BA in Geography with Transport Studies.

This week's been a tale of woe for Londoners trying to go about our daily business - those Tube strikes left more people cramming on buses, trying our best to keep calm and carry on. As the summers temperatures rise, there's more industrial action on the horizon - but how about the future?In 2050, the population's is predicted to have risen by well over a million people. So how will the road and TfL's Tube and rail networks cope, and how is planning for freak events, such as pandemics, undertaken?It's not all flying taxis - although that could be part of the solution.The answer begins with your “digital twin” making up a “synthetic population” of Londoners zipping around a computer doing virtual tasks and errands - just like humans would. The Leader's joined by Dr Aruna Sivakumar, a reader in consumer demand modelling and urban systems at Imperial College London's Centre for Transport Studies.Dr Sivakumar's also director of the Urban Systems Lab, and is a research expert on smart cities of the future.We break down why “microsimulation” mapping is critical to stop the capital grinding to a halt in the future, discuss grid demand from electric vehicles and flying taxis.You can hear us discuss the controversial per-mile charging and whether the capital's olde worlde streets are fit for purpose in the second half of the 21st Century. See acast.com/privacy for privacy and opt-out information.

How do you solve a problem like Manila traffic? Transport planner and transport economist Anton Siy develops solutions and strategies for public and private authorities looking for ways out of traffic congestion, educating us all on how to "move people, not cars" and the dangers of "induced demand" (or why just adding more roads makes things worse). As Head of Pasig Transport, Anton handles local transport planning & policy, road safety, and e-mobility for Pasig, a city in Metro Manila with nearly a million residents. On a national level, he previously worked with the Philippines' Department of Finance from 2013 to 2015, where he was part of the multi-agency team that helped launch various Public-Private Partnership Projects for transport infrastructure. From 2015 to 2016, Anton studied at the University of Leeds' Institute for Transport Studies through a Chevening Scholarship, where he earned an M.A. in Transport Economics with Distinction. He also holds an M.S. in Finance from Boston College and a B.A. in International Relations from Tufts University. On this episode, we discuss what Manila can learn from other global cities, how his office managed the lockdowns of 2020, and building consensus despite opposition from some stakeholders (like his work establishing dedicated bike lanes along car-filled streets – the data doesn't lie!). This episode is dedicated to all the urban commuters and anyone who puts collective welfare above personal gain. --- Follow Anton on Twitter (@goodkidbikecity) or read his writing https://visor.ph/section/wisdom/passenger/ Catch his other interviews: https://www.youtube.com/watch?v=kdVnXmplIzM https://www.rappler.com/nation/256041-interview-anton-siy-commuting-coronavirus-lockdown/ https://www.firstbikeride.com/cyclists/cycling-and-transport-lessons-from-pasig-transport-chief-anton-siy/ https://open.spotify.com/episode/25LwpQDhxLCvdWdF30NYVZ Aside from his work in government, Anton has amassed numerous followers for his cycling advocacy, thought leadership, and various collectives that aim to rethink urban planning and prioritize the needs of pedestrians and commuters. More on those here: https://www.facebook.com/AltMobilityPH/ https://urbanismo.ph/ https://www.facebook.com/urbanismoph/ https://www.facebook.com/MoveAsOneCoalition/ --- Music: “Neon Laser Horizon” by Kevin MacLeod (imcompetech.com) licensed under Creative Commons: By Attribution 4.0 License Sound Editing by franticsong Like what you heard? Do rate, review, share, and subscribe so others can find the episodes too. Follow instagram.com/occupationalhazards.podcast for more updates! xoxo Jo --- Send in a voice message: https://anchor.fm/occupationalhazards/message

It is time to rethink our relationship with cars - 30% of the time your car sits unused outside your house. We need a systems change around transport. Our guests understand the changes needed in business models, culture, planning and government policies to set us on the right road. @TheGreenAmanda is joined by Professor Greg Marsden from the University of Leeds' Institute of Transport Studies, Hugo Spowers, reformed racing driver and founder of River Simple and Joe Ravetz from the Manchester Urban Institute at the University of Manchester. The step changes needed cannot be achieved by incremental measures. It's time for big bold thinking. See acast.com/privacy for privacy and opt-out information.

Following an extended outage of Facebook services we hear about the impact on businesses. And we examine the wider implications of the problems faced by WhatsApp, Instagram and Facebook, with Dan Cooper, senior editor at Engadget. Also in the programme, for four days in a row, Chinese warplanes have flown close to Taiwan. The island's president Tsai Ing-wen has warned in an article for Foreign Affairs magazine that there would be "catastrophic" consequences for peace and democracy in Asia if it were to fall to China. We get the background to the dispute from the BBC's Taiwan correspondent, Cindy Sui. Sales of electric cars rose significantly in the UK in September, though still make up just 15% of the overall figure. We hear about the global market for such vehicles from Professor Jillian Anable at the Institute for Transport Studies at the University of Leeds. Plus, the BBC's Dougal Shaw reports on a new dating app that uses people's music tastes to try and make a match. Today's edition is presented by Rob Young, and produced by Benjie Guy and Russell Newlove.

Professor Jillian Anable, of the Institute for Transport Studies at the University of Leeds, is an expert on the future of motor transport.She also has something of a track record as a forecaster: she accurately saw the trend towards SUVs coming, and fears they will be fatal to Britain's chances of hitting its carbon targets.She tells me she is an ‘inspirational pessimist', as we talk about what the future holds and what needs to be done.Do join us for a fascinating discussion.

This is the ninth episode in the Research Transit Handbook of Public Transport Research Series. Links to the book can be found at the end of the notes. In this episode, Laura Aston speaks to Dr Alexa Delbosc and Professor Graham Currie. Today's guests will be familiar to man. Dr Delbosc was interviewed in episode 22, addressing the psychology of public transport. She is a lecturer with the Institute of Transport Studies in the Department of Civil Engineering at Monash University. Professor Currie, your regular host and editor of the Handbook of Public Transport Research, is Director of the Public Transport Research Group at Monash University. Today they discuss Chapter 7 of the Handbook: The Paradigm Shift in Revenue Protection Research and Practice. The chapter is unique in providing a case study in impactful industry partnership. It presents the findings of a major program of research, funded by Victoria's Department of Transport, which generated major economic savings for the State. Our guests set the scene by explaining the impetus for this research. Globally, agencies may lose up to 25% of revenue to fare evasion, costing in the hundred of millions of dollars. Yet prior to this project, which commenced in 2011/12, there was limited understanding of the motivations for fare evasion. Dr Delbosc explains how the project contributed to shifting the focus of revenue protection research from conventional systems control perspectives and customer profiling, to the more nuanced approach of customer motivations. Following the success of their research, the customer motivations perspective on fare evasion has taken off around the world. By combining numerous psychological frameworks that help understand human motivations, the project was able to identify four different rationales for fare evading, ranging from Accidental Evaders to Career Evaders (Figure 1). Importantly, they were able to quantify the revenue loss associated with different motivations. This was an important discovery that led to the development of effective responses, including a marketing campaign which targeted often affluent ‘freeloaders'. This campaign, along with other targeted interventions, saw fare evasion in Victoria reduce from 12% to 5% in 2015, saving the government $45 million (Figure 2). Figure 1: http://publictransportresearchgroup.info/wp-content/uploads/2021/08/RT-31-Figure-1.png Figure 2: http://publictransportresearchgroup.info/wp-content/uploads/2021/08/RT-31-Figure-2.png Find out more about this research in Chapter 7 of the Handbook of Public Transport Research, available for purchase here: https://www.e-elgar.com/shop/gbp/handbook-of-public-transport-research-9781788978651.html Find out more about today's guests Prof Graham Currie: https://www.monash.edu/engineering/grahamcurrie Dr Alexa Delbosc: https://www.monash.edu/engineering/alexadelbosc For an overview of the research program discussed during today's show, visit the Psychology of Fare Evasion Research Website: http://publictransportresearchgroup.info/portfolio-item/understanding-the-psychology-of-fare-evasion/ Read more about the fare evasion research and findings in published research papers: Currie, G. and A. Delbosc (2017). "An Empirical Model for the Psychology of Deliberate and Unintentional Fare Evasion." Transport Policy 54: 21-29. Delbosc A and Currie G (2019). "'Why do people fare evade? A global shift in fare evasion research' " TRANSPORT REVIEWS Volume 39 - 3 pp376-391. Delbosc, A. and G. Currie (2016a). "Cluster analysis of fare evasion behaviours in Melbourne, Australia." Transport Policy 50: 29-36. Delbosc, A. and G. Currie (2016b). "Four Types of Fare Evasion: A Qualitative Study from Melbourne, Australia." Transportation Research Part F: Traffic Psychology and Behaviour 43: 254-264. Have feedback? Find us on twitter and Instagram @transitpodcast or using #researchingtransit Music from this episode is from https://www.purple-planet.com

Episode 4 is with Professor Nick Tyler CBE of University College London. Nick Tyler is the Director of the UCL Centre for Transport Studies and Chadwick Professor of Civil Engineering, and investigates the ways in which people interact with their immediate environments. He is involved in projects in several countries in Latin America, Japan, China and continental Europe, as well as in London and elsewhere in the UK. He is also a Co-Director in the Leverhulme Trust Doctoral Training Programme on the Ecological Brain, where he works with neuroscientists, psychologists, architects, computer vision, education and data analysts to create a multidisciplinary programme to discover how people navigate in the urban environment. Links from the show: http://www.dementia-friendly-japan.jp/en/author/makoto-okada/ https://www.linkedin.com/in/ann-frye-3267653 https://spierslab.com/ https://www.pearl.place/ Nick's Twitter: https://twitter.com/NickTyler4 If you enjoyed this show please consider supporting future productions and gain further benefits from within the Urban Health Council via our Patreon set up: https://patreon.com/centriclab

From electric vehicles to micromobility, how will we move around in the coming years? In the final episode of the series, Cormac meets Dr Aruna Sivakumar, senior lecturer in travel behaviour and urban systems modelling at the Centre for Transport Studies, Imperial College London and Director of the Urban Systems Lab. Together, they explore the technical challenges and the human behaviours central to road transport decarbonisation, taking in electrification and the emergence of new transport modes and trends like as e-scooters and ride sharing.

Guest: Mikhail Manuel |  Following a week of taxi violence in Cape Town, we speak to Mikhail Manuel, a researcher who holds a Masters in Philosophy in Civil Engineering from UCT's Centre for Transport Studies and is now a councillor at the City of Cape Town, about what needs to be done to improve mobility in the metro. See omnystudio.com/listener for privacy information.

With COVID-19 lockdowns, quarantine requirements, and work from home arrangements still prevalent, how will the pandemic impact the future of public transport and what lessons can policy makers in Asia learn from global experiences within the sector? In this podcast, we take a look at what's happening outside the region with Greg Marsden of the University of Leeds Institute of Transport Studies, who describes travel developments in the United Kingdom. He details COVID-19 era working pattern shifts, commuter behavior, and the implications for the economics of public transport and public policy, including key takeaways for Asia's cities. Read the transcript https://bit.ly/3rccB5v Related link ADBI Featured Speaker Webinar: Greg Marsden on COVID-19 Era Travel Behavior and its Policy Implications in the United Kingdom https://bit.ly/3hK7CWu

The PowerPoint presentations from the event can be viewed here: https://www.lse.ac.uk/middle-east-centre/events/2021/kuwaits-urbanisation This Kuwait Programme event was a discussion about two research projects - 'Public Space in Kuwait: From User Behaviour to Policy-making' led by Alexandra Gomes and Asseel Al-Ragam, and 'Towards an Equitable Transport System in Kuwait' led by Adeel Muhammad. This webinar will explore how Kuwait’s urbanisation trends and car-centric development have shaped planning, urban design, and individual behaviour with consequences for public health and the environment. The webinar included two presentations. The first from Alexandra Gomes and Asseel Al-Ragam on ‘Public space in Kuwait’ looked at some of the challenges and opportunities facing Kuwait’s residential neighbourhoods and everyday use of public space. The second from Reem Alfahad on ‘Social justice, transport and accessibility’ explored transport spatial inequalities at the city scale. Alexandra Gomes is a Research Officer at LSE Cities, where she is responsible for coordinating the Centre’s socio-spatial analysis across a range of projects. Focusing on urban studies, comparative analysis, urban inequalities, public space and urban walkability. She also teaches at UCL’s The Bartlett School of Planning, where she is finishing her PhD. Asseel Al-Ragam is Associate Professor of Architecture, Vice Dean for Academic Affairs, Research, and Graduate Studies and Director of the Architecture Graduate Program at Kuwait University’s College of Architecture. She is an award-winning author with published research on Kuwait’s built environment. She was a research fellow and lecturer at École Nationale Supérieure d’Architecture, Paris. She works as an architecture and planning consultant and is a member of the Technical Advisory Committee at Kuwait’s Private University Council. Sharifa Alshalfan is an architect, urban researcher and educator. She is part of a team of experts developing housing and urban policy recommendations at the Kuwait Foundation for the Advancement of Sciences. She also works as a consultant on urban development at the World Bank and teaches periodically at Kuwait University at the College of Architecture. Her work has been published by CITY, LSE Kuwait Programme, LSE Cities and the Barcelona Centre for International Affairs. Adeel Muhammad is a visiting post doctoral researcher at the Institute for Transport Studies, University of Leeds. Previously, Adeel worked as a Research Officer at LSE Cities, on projects related to mapping and analysing the spatial and temporal dynamics of urban expansion and transport mobility across Asia and Africa. Reem Alfahad holds an MSc in City Design and Social Science from the London School of Economics, and a BA in Public Policy Studies from Duke University. She is most interested in the cultural and social dynamics of inclusion, particularly as they relate to urban spaces. Most recently, through the LSE Kuwait Programme, she has focused on mobility access in Kuwait and the different sociocultural dimensions that include or exclude different groups from being able to move freely. Previously, she worked with Kantar Public in London, UK, and the Cultural Secretariat of Medellin, Colombia, among others. Outside of academic research, she is working on an audio documentary series focusing on globalized gentrification. Dr Courtney Freer is an Assistant Professorial Research Fellow at the Middle East Centre. Her work focuses on the domestic politics of the Gulf states, particularly the roles played by Islamism and tribalism. Her book Rentier Islamism: The Influence of the Muslim Brotherhood in Gulf Monarchies, based on her DPhil thesis at the University of Oxford and published by Oxford University Press in 2018, examines the socio-political role played by Muslim Brotherhood groups in Kuwait, Qatar and the UAE.

Professor Graham Currie introduces a new book that is hot off the press: The Handbook of Public Transport Research. The book, edited by Professor Currie, is the most recent in the Research Handbooks in Transport Studies series, published by Edward Elgar. It brings together the latest research from 52 authors across 10 countries, packed into 21 chapters. In this episode of the podcast, Graham provides an in-depth preview of the book. The aim of the book is to guide readers through the emerging challenges and opportunities for public transport posed by urbanisation and the growth of mega-cities. The book weaves together expert knowledge and research at the intersection of public transport and a diverse array of disciplines. These include industrial designing, optimisation, economics and land-use planning. It is organised into five sections, which enable practitioners and researchers to dive into the perspective that is relevant for them. These are: - Research Foundations - User Perspectives - Policy Perspectives - Planning and Operations Perspectives - Service development and Future Perspectives We take a deeper look at Chapter Two - State of the Art of Public Transport Research. This Chapter, co-authored by Dr Nicholas Fournier (UC Berkeley) and Graham, provides an interesting overview of the geographic trends and topic strengths and weaknesses in public transport research. This episode is the first in a series that will cover a chapter of the handbook in depth through conversations with the authors. Download the book from Edward Elgar publishing https://www.e-elgar.com/shop/gbp/handbook-of-public-transport-research-9781788978651.html You can stay up to date with public transport innovations via World Transit Research, the database used by authors Nicholas Fournier and Professor Currie to compile Public Transport: State of the Art, for this book. Subscribe: www.worldtransitresearch.info. Have feedback? We’re listening. Please send your comments to info@ptrg.info.Find us on twitter and instagram @transitpodcast or using #researchingtransit. Music from this episode is from https://www.purple-planet.com

Dr Alexa Delbosc is a Senior Lecturer at the Institute of Transport Studies at Monash University. With a PhD in civil engineering and a Masters in social psychology, Dr Delbosc’s expertise is geared toward understanding the psychology of transport use. In today’s show, she speaks with Professor Graham Currie about the psychology of public transport use. Dr Delbosc first discusses the public transport habits of millennials, including how COVID-19 has affected their life plans and mobility. She also delves into a new and novel research topic: that of mindfulness and mobility. Dr Delbosc discusses the unique opportunity public transport presents to ‘send the mind away’, and how this affects their experience of travelling. Read more about Alexa and her latest research on the topics discussed during today’s show: https://research.monash.edu/en/persons/alexa-delbosc Who’s most affected on public transport in the time of coronavirus? https://theconversation.com/whos-most-affected-on-public-transport-in-the-time-of-coronavirus-133429 Millennials in cities: comparing travel behaviour trends across six case study regions, https://doi.org/10.1016/j.cities.2019.01.023 Have feedback? We’re listening. Please send your comments to info@ptrg.info.Find us on twitter and instagram @transitpodcast or using #researchingtransit Music from this episode is from https://www.purple-planet.com

Lockdown saw historic drops in global emissions in every sector, except one: sports utility vehicles, or SUVs. They are among the best-selling cars in markets around the world, from India to China, South Africa and Germany. But these vehicles pollute much more than a normal sized car, and require more fuel to move and energy to make. Seen as a status symbol and wrongly thought of as safer than other cars, what can we do to wean ourselves off this polluting vehicle? Featuring World Service India reporter Arunoday Mukhardji; New York Times Shanghai editor Keith Bradsher, author of High and Mighty: The Dangerous Rise of the SUV; Jillian Anable, Professor of Transport and Energy at the Institute for Transport Studies, University of Leeds; and Jim Holder, editorial director, Haymarket Automotive.

Data in active travel is big news right now, and this is our second in a two-part series discussing some of the latest research in the field.When a global pandemic required us to avoid public transport and, ideally, cars, making cycling's usefulness for everyday trips even more apparent, transport authorities needed to know quickly where a network of cycle routes might be built. In a country with no historical cycle network, let alone a current one, this was a challenge.Enter Dr Robin Lovelace, with Dr Joey Talbot, at the University of Leeds' Institute for Transport Studies, part of a crack team commissioned to work out where cycle lanes could be installed, both in terms of where there's physical space on the roads, and where protected space would be useful for people looking to get cycling for everyday trips.So it was, over four weeks, the Rapid Cycleway Prioritisation Tool started life. Robin and colleagues' open data was added as a layer to Widen My Path, which lets people say where they think local cycling and walking infrastructure is needed in their area. Within the first week and a half this function received 30,000 interactions - perhaps indicating the demand from citizens to get involved in improving their local streets.Robin Lovelace talks about the potential, and the limitations of this new tool, the role it gives citizen activists in shaping cycling and walking policy, and what it was like being part of the project.You can find it, and have a play with the interactive map, here: https://www.cyipt.bike/rapid/And on Widen My Path, here: widenmypath.com TranscriptLaura Laker [00:00:00] Hi and welcome to the active travel podcast. A brand new podcast brought to you by the Active Travel Academy. It's part of the University of Westminster in London and works in collaboration with people from inside and outside the university. I'm Lauren Laker, I writes about cycling and walking as a journalist, and I work with the Active Travel Academy. On this podcast, amongst other projects, we have. Robin. Robin. Robin. Robin Lovelace [00:00:25] We have Robin Lovelace with us for the second half of our two part on data in active travel. Laura Laker [00:00:31] Robin is associate professor of Transport Data Science at the University of Leeds Institute of Transport Studies. Robin is a geographer and environmental scientist by training with expertise in geographical information systems, data analysis and modelling. And that and his knowledge and love of active travel helped him to co-produce the Rapid Cycleway Prioritisation Tool with Dr Jerry Talbot. And he's here to talk to us about that today. Welcome, Robin. Great to have you on the podcast. Robin Lovelace [00:01:05] Hi, Laura. Hi, everyone. Listening. Laura Laker [00:01:08] So podcast time. Has your week been? Robin Lovelace [00:01:11] So far, it's been a good week. It's been a great week because I fell way off my shoulders after this very intense contract with the Department for Transport to develop the rapid cycleway prioritisation tool. And certainly, the infrastructure side of it has to be done in a very tight schedule. But the same is on the research side. We were kind of round the clock to go from a prototype to national deployment in four weeks. So, I think a lot of the COVID-19 response stuff, especially in the medical sector, has been very, very impressive. And I'm so glad that we delivered something that hopefully will be useful. This week, I've got my head down in marking. So, it's gone into a more tranquil routine of working from home. But yeah, I think it's been it's been a good week here in North Leeds, where I am based. Laura Laker [00:02:14] Can you just start by telling us a bit about the ITS Institute for Transport Studies? Robin Lovelace [00:02:20] Yeah, sure. Say ITS is a longstanding research department focused on transport. I think it's one of the longest standing, if not the longest standing in the UK and certainly the largest in terms of postgraduate torts. And we have a long history of engagement with policy makers and doing high impact research. So it very much feels like the place to do transport policy research. It's had a huge influence on transport planning, both in terms of the kind of established motorised transport planning, but increasingly this stuff on transport decarbonisation and active modes, which is what I'm interested in. The other thing I should say is that ITS is part of the University of Leeds and it's quite unique in a way, because it's one of the few universities that's got a really big quantitative geography department and it's also got a transport department. And as someone who's at the interface, it's a good place to be. You've got both sides and they can be kind of mutually reinforcing. Laura Laker [00:03:43] And so at the moment, there's obviously an enormous push for a new kind of infrastructure on our roads in terms of cycling, pop-up cycling lanes and pop-up walking infrastructure. And you've been up to your neck in this project for the last four weeks, it sounds like and it's only really just come out. So what we are here to talk about today is the RCPT, which which is using data to identify roads with the highest cycling potential, which is those that can carry the most cycling trips and those with enough widths to accommodate new protective cycleways. And it's really cool, it's got this interactive map, hasn't it? And it's got different layers, it's got the existing cycleways, which are quite often disconnected, disjointed, mixed quality, and then you've got the top ranked cycleways, which is where the greatest demand for cycling is, a cohesive network, which is where you link them all together; roads with spare lanes and then roads with an estimated width of more than 10 metres. How did you go about doing this? Because it's quite it's quite a task, isn't it? When you look at the maps of the UK and then you zoom in and there's all these different coloured lines that you can click on, it's quite a thing you've produced. Robin Lovelace [00:04:57] Say it. We certainly had a very clear brief. I think it's useful to have general purpose tools to inform transport policy because transport shouldn't be seen in isolation. Modes of travel like walking, cycling, cars, buses shouldn't be seen in isolation. So, in the long term, I'm actually in favour of quite general tools. But the Rapid Cycleway Prioritisation Tool was really developed to tackle a very particular question, which was how to invest most cost effectively, the 250 or part of the 250 million pounds that's part of the emergency active travel fund. And that was only announced, I think maybe it was the 9th of May when this was announced by Grant Shapps and it was suddenly clear the councils needed something on which to base their submissions. I think another bit of background is the fact that new statutory guidance has been created by the Department for Transport to support the COVID-19 response, so it's not just the funding it's also the statutory guidance. And this is quite a big departure from the status quo in terms of transport planning. So for the first time ever, to my knowledge, anyway, the Department for Transport has provided advice on what to do in terms of creating extra space walk in cycling, and it specifically said that there should be road space reallocation and that something hasn't been on the table, so to speak. So most of the tools that I've been involved with are assuming that you are going to build new infrastructure either parallel to or in a separate place from the existing roads, whereas this is very much focused on road space reallocation and it's designed to inform rapid decision making. So rather than this tendency of making tools more complicated, we needed to make to simpler so that people could use it to inform their policies as quickly as possible. So that's the kind of policy context, there's also a bit of an advocacy angle because the first early prototype of the work was done in collaboration with Cycling UK, and we did a sketch up. Well, we did some data analysis of major cities in England and we found that most of them have major roads that have this kind of spare space for cycling. So the idea actually came from an advocacy angle. We did a bit of a description of the methods and the Department for Transport picked up on this and eventually commissioned this research to support that emergency active travel fund. Laura Laker [00:08:17] And it's striking, isn't it, when you look at the maps that you've produced, all of these dark blue lines that you see across different cities that represent the top ranked cycle ways that could be built, and they are everywhere. And like you say, it just allows a council to look at a map of the road that they look after and say, "this blue line is where a cycle way needs to be to get the most people travelling for cycling trips". So, the data behind the maps, that was a mixture of things, wasn't it? Was the propensity to cycle tool, which is another thing that you've worked on, which takes data on which journeys people are doing where, and then kind of works out which of those journeys can be cycled. Robin Lovelace [00:09:05] Yes. So the tool is very much building on the strong foundations of previous work. So essentially there's two main input data sets. One of them is on cycling potential at the road network level. So that is every cyclable road, more or less, across the country has got a level of cycling potential that we have calculated in a great multi-disciplinary and muti-university team, including Rachel Aldred at the University of Westminster, James Woodcock at the University of Cambridge, and Anna Goodman, at London School of Hygiene and Tropical Medicine. And that is really important for long term strategic planning. But if you have a very specific need to identify where you've got extra space, to make more space for walking and cycling, you also need data on the infrastructure that you've got in your city. And that's where the other side of the coin, which is the infrastructure side, comes in. And as you say, we worked on a previous project, which is called the Cycling Infrastructure Prioritisation Tool —lots of acronyms! — and that contains estimates of road widths. And then we also took data from Open Street Map that gives you the number of lanes on the roads, according to citizen contributors. We put those three together, and we basically found a way to group together roads to identify continuous sections that may be strong candidates —or at least promising candidates at an early stage in the planning process— to look at to see if they would be feasible for these pop-up interventions. And it was an amazing project because as we were developing the tool, these pop-up cycle ways were going in, and myself and Joey in particular kept an eye on where they were going in and how they were matching with our tool. So it's quite exciting. We could say, "oh! in Jamaica Road, there's been new plans for a Cycle way in London, another one in Bristol..." and we were kind of doing this data analysis on the fly. It was a very exciting time. We also ensured that we had quite close contact with local authorities when we were developing it and also having this kind of vital sense checking. So a good example of this is Wakefield Road in Huddersfield, where one of my colleagues lives near. And he was saying that "I really think that's your tool should be flagging up something here" and we looked at it and basically found a bit of a kind of bug in the algorithm that we changed and then it kind of flagged up that particular road and all other rates that were like it. So compared with the work that we did with Cycling UK, that was only looking at roads on which we had a spare lane. And by that we mean any road where there were at least two lanes of traffic going in one direction. And that means that you can take out an entire lane without affecting the navigable network from the perspective of a car, which makes things simpler from a kind of transport planning perspective, especially if you want to act quickly. But we also added in this additional parameter of width it where we classified roads as having spare width if they were over 10 metres wide, which is probably close to the minimum of what you want your carriage way width if you're going to put in protected cycleways on both sides of the road. So combine those two things, the cycling potential and road width and spare lane data and then use data analysis tools that took some refinement to, firstly groups together road segments into cohesive groups that could form part of a coherent network, and then rank them in terms of cycling potential. And the result, as you say, is now freely available online at cyipt.bike/rapid. Primarily transport planners are using this to inform their thinking about pop-ups. But as we've seen online, anyone can go and just have a look and use that to inform discussions about how to respond to COVID-19 on the transport network and this specific question of how we can create extra space for walking and cycling. Laura Laker [00:14:01] Yeah, and it's it's arguably particularly useful for councils who don't have— some councils have created local cycling walking infrastructure plans, or L.C, which is known, but many haven't. And this is particularly helpful for those ones. If they haven't already gone through this process of saying, well, which roads could have, or would need a bike lane in terms of the trips that people would be doing by bike and then which have got the space so they can just look at it. And you talked about citizen contributions and and a major thing that's part of this is that people can feed into it, can't they? They can get involved via widenmypath.com, they can suggest locations for cycleways and wider pavements and your data feeds into that somehow. Robin Lovelace [00:14:41] Yeah. So there's actually links here to the point made by David David McArthur in the previous podcast series, as he was saying that a big challenge facing researchers and also public transport planners is that a lot of the best data sets that we have are actually licensed in a way that it's difficult even for people who can get access —because you're an academic or because you work for a local authority. It's very difficult to use that data to inform wider debate because I can access ordinance survey data, for example, but if I can't put that out in a tool, it's difficult to inform the decision making process, which as part of the democratic process, has to have many, many different people involved. So that is certainly one of the great things about the tool, because it's primarily based on open street map data, which has an open data licence we could publish the data sets and that allows anyone to do what they want with the data, download it, you can do additional analysis— and I know some local authorities are certainly doing that. Another thing that happened, because it's open data, is that the people behind widenmypath.com, added it as an additional layer into this pre-existing kind of citizen science mapping place. So, where you've got an automatically generated kind of top down approach to planning, which is what we've done in the rapid tool, you can then enrich that data set by looking at what people have got to say on specific roads. So if, for example, you have a more promising route that goes parallel to one of the roads flagged by the tool, but not actually on it, people can say "well actually this would make more sense to have it away from the traffic" and those kind of things are happening at the moment. So, yeah, the open data angle is certainly an important part of what we've done. And in a way, they are the two sides of the same coin that we've got the very much data driven top-down approach. But you also need this bottom-up citizen science approach, and when the two come together, that's quite powerful. And I think local authorities will now have quite a rich evidence base, including other things like cycle counters and obviously engagement with the wider community to inform that decision. So I'm quite hopeful that the infrastructure that goes in as a result of this emergency active travel fund will be quite good and hopefully a bit better, thanks to our tool widenmypath.com. Laura Laker [00:17:31] Yeah, it's fascinating, isn't it? I Remember there's something similar in London, the Strategic Cycling Analysis, and there was some scepticism about it when it first came out. Andrew Gilligan, who is the cycling commissioner of London and is now Boris's cycling advisers, he said, " Well you can see where people want to cycle, just look out the window!" And I wrote an article for The Guardian about his kind of comments and other people's comments on it, but it has actually proven for campaigners, for example, to say, well, these are the top 10 highest unmet demand routes in London and going to their councils and saying this is where you need to be building the cycle routes, and here's the evidence to show why and the kind of impact that that will have. And you said yourself that transparency leads to better decision making, and I guess this citizen science thing is part of it. It allows people to take the data and it comes alive bit more and to play with it and to come up with things. Different people have different expertise. and there's a lot of passion in the cycling community, isn't there? You know, people want to get other people on bikes. They realise how good it is and they kind of want to get involved themselves. And we see a lot of we've got a lot of evidence around why cycling is a good thing and yet not a lot happens. And this is almost another tool in the arsenal, isn't it? And just, you know, the evidence of why it's good, but also where it needs to be built. So you said that you've seen some of that citizen involvement in the tool since it was launched. Have you had some feedback from local authorities? Robin Lovelace [00:18:56] So I certainly fed into the decision-making process because I'm on a kind of citizen advisory group for with Leeds City Council. And it's been really interesting to see how they created this new forum that contains academics and advocates and also councillors. And we've each been able to input ideas and to some extent hold them to account. So just earlier this afternoon, I saw some feedback from someone on that group, that's in open discussion with the Council and they actually had a ride on Kirkstall Road, which is one of the routes that has been flagged up by our tool, and I'm very happy to say has received new segregated cycleway. However, she flagged up that there were still issues with it. Obviously, when you do things very quickly, it's unusual to get things perfect the first-time round. So she sent round photos and said, "yeah, I think this is a problem, there's lots of old leaves in the road here and also parts of the pop-up cycleway are quite narrow" and I've just been looking at the design manual for roads and bridges, which clearly states that the desirable minimum width for cycleways, cycle lanes, which are painted lines, is two metres. But when you have light segregation, which also creates a potential hazard for cycling, even with those ones, the recommended minimum width is 2.5 metres. So I think it's one thing to have strong evidence, but to some extent now are at this stage and we have a lot of good evidence, in most cities there's quite a movement to get these going. The devil will be in the detail and it's the design standards that actually come out. So at this stage, I think to a large extent that citizen engagement is really important. And the ability of local authorities to adapt and to change that designs based on feedback will be key to seeing how used and how high quality these new cycleways are in the long term. So, yeah, I think for most people, probably the best way to get the tool and see everyone else's comment and to get involved is probably through widenmypath.com. Laura Laker [00:21:30] Yeah, it's a nice map, isn't it? You can still go on there and click on it and there's little bicycle symbols and there's little shoe symbols for walking and then there's bits where people are said they need more space. Robin Lovelace [00:21:42] Yeah. And you can type in it. You can kind of go into whatever town you like. And I think the example of Kirkstall Road is, is really shows that the best people to give feedback on a particular piece of infrastructure or or even an infrastructure plan are the people who actually use it day to day. So I would really recommend everyone to take a look and think about what —you know, the great thing about a tool is that you can actually imagine what you would like to have and make suggestions on that. It's also got the update capability so you can look. So rather than duplicating. "Oh, we need a cycleway on this road that would clearly benefit from a cycleway" you can, in addition, kind of update on them. And one of the amazing things is that, yeah, they've had over 30,000 interactions with this map and it's only been up a short while. And I think that shows that there is this really strong latent demand to get involved in transport planning. And to me, it highlights the fact that's quite fundamental, that transport planning is actually part of the democratic decision-making process. It's about the public allocation of resources. So at some level, it must be informed by the citizens. And usually, historically that's been done in quite a narrow and prescribed way, where you put out a consultation and then it's closed and only certain people contribute, whereas this citizen science aspect really broadens it out and allows many more voices to come in and much more diversity of opinion. So that's great. I think the combination of far and objective data—which is our role in this is— is really a powerful combination. But I certainly urge listeners to go out and give it a try, and I've added a couple of comments on there for my area. So, yeah, hopefully local authorities will pick up on this and use it. That's another question. Laura Laker [00:23:54] I guess another thing you can do is flag that to your local councillors. Thirty thousand a week and a half is really an astonishing number. It is so easy to use, isn't it? And I've had these conversations before about the way that we discuss particularly cycling, new cycling routes and often the sort of meetings that are held around and what's going to happen or what's being proposed are held at sort of times when people are young families say are putting kids to bed or that, you know, people with busy lives don't have time to attend meetings in person. And so it does widen it out a bit more and gives people the real benefit— you know, with busy lives, with young kids, maybe— the option to say, well, actually this bit of my street is dangerous, pavement is too narrow, I'd like this two way for cycling or all of those things. It's just super easy, just to click on or like you say, and like other people's comments. And so you can see one comment has like 20 likes or something. And you see you're not the only one that thought that about that particular location. Robin Lovelace [00:24:55] Yeah, and another thing to say is I think the widenmypath.com isn't designed to replace existing structures for engagement. So it would be two use in addition to the usual way of communicating. And that's the same concept with tools such as the Rapid Cycleway Prioritisation Tool and the propensity cycle tool, which our new rapid tool builds on. It's certainly designed to complement, not replace existing processes. And I think at the moment, local authorities have so much to deal with. The fact that there's now a national, will certainly in England, we'd like to extend it to other countries evidence base. That can mean that they can make good rapid decisions based on evidence more quickly. So, yeah, and the more citizens that get involved and kind of try to highlight the evidence to a broader range of people as possible, the better. And I've seen loads of examples. It's been really good just seeing on Twitter, for example, I'm from Hereford and seeing people flagging up cycleways in Gloucester saying, look, this much is the cycle campaign's perception of where you have need for pop-up cycleways and then using that to try and get a debate going in the local authority. So, yeah, I think certainly better decisions can be made when more people are involved and certainly when more evidence is available. I think there is a danger that if there's too much evidence there, it becomes overwhelming. But the good thing about these interfaces is they kind of condense down a lot of information into a map so you can make sense of it all. Laura Laker [00:26:41] Yeah. Now, here's the line on the map. This is where the bike route. This is where you'd be best off building a fast bike route. This is where you need to do more routes to make network. And there is this very simple, isn't it? Robin Lovelace [00:26:51] Yeah. And that's another thing. As academics, we like to always make things more complicated and add features and refine the model. But with the rapid tool, because it had a different purpose, we wanted to say, okay, let's condense all of this information down to literally the top ranked cycleways. And I should say on that you can also rank it not just by cycling potential, but by the continuous length of the road as well. So if your priority is to build slightly longer distance routes, you can also use it to try to find continuous sections. But like with any data driven approach, no data set is perfect, so it's got a number of limitations. Laura Laker [00:27:39] It's not just a short-term thing, obviously. You know, this can keep being used in the long term. There's going to need to be a gradual rollout of ideally of a cycle network across the country, not only in towns, but linking in between. So I guess it could just keep on going. In terms of areas further study, you mentioned you like the idea of general tools. You mean that across different transport modes, not just cycling? Robin Lovelace [00:28:05] Yeah, definitely. So like many areas of government transport planning tends to be a bit compartmentalised and even tribal in some cases. I've seen various examples of local authorities where you have the active travel team that's kind of put in a box and then they don't often talk to the highways people. And then there you've got the the bus people in London,I know, and there's not enough cross mode or communication. And I think that's bad for everyone. So regardless of which mode of transport you use, it's certainly important to have a joined-up network so that public transport connects well to walking and cycling networks say. That's certainly something that I'm aware of and being the lead developer of the propensity to cycle tool, which is just focus on one mode, I'm acutely aware of the need to broaden it out to become more multimode. So that's just the kind of policy need that I've seen. Yeah, and I think like taking into account walking and cycling, like walking is the foundation, I think, of a healthy transport system and ensuring that walking and cycling are kind of taken into account together I think is really important. So that's something that I'd like to look into more in the future. Laura Laker [00:29:37] Yeah. And it doesn't always have to be big things as that. I think one of the most successful investments that the government has made in the last 10 years is is cycle parking at railway stations, something that's like super simple, but just allows people to ride a bike to the commuter train and then get on it. Was there anything else that you wanted to say that you feel like we've skipped over, or not covered yet?Robin Lovelace [00:29:59] Yeah, I think I think it's worth it, because at the beginning I was talking about the tool's focus on cycling potential and this idea of space race. And I think it's worth zooming in a bit on the concept of spare space. I mean, this was developed early on, earlier in the lockdown when road traffic levels hadn't rebounded. They have rebounded a bit. But the evidence that I've seen suggests that they are still below pre COVID-19 levels. And there's also evidence of many people switching to permanent working from home so that the long-term implications for the transport system are still uncertain. And in that context, I think it is good to think about why you might want to focus on road space reallocation in particular. And there's three broad reasons. The first is when you're looking at roads that are big and have this spare space, they tend to be along arterial routes where you've got high potential. Especially in Leeds, there's some key design lines that are very heavily reliant on buses. So if you're aiming to free up capacity on those busy public transport networks, building where there is high latent potential, which tends to be on those big arterial routes, is one reason. The second reason is that the nature of the cycle ways that you construct themselves, say you can build a big cycleway to allow physical distancing on these big roads and cycleways that have been created by reallocating a lane of traffic to cycling. And then finally, it's about the long-term change that you mentioned. This is part of a long, longer aim. And one of the main reasons for developing the tool is that I think should probably soon start to move away from the idea of pop-up cycleways just to new cycle ways. Many of these will become permanent and the better we can design them and the better that we can place them where there is most latent demand, the more chance they will have of being used in the long term. Laura Laker [00:32:28] So, yeah, because the government money, specifically, the 250 million for the emergency active travel fund is the first branch is for pop-up cycle lanes and the second is explicitly for stuff that's going to be longer term. Robin Lovelace [00:32:41] Yeah, exactly. And I think the Overton Window, so to speak, has shifted so that things that weren't necessarily on the table are now being discussed and are actually priorities. And a great example of that is this idea of Low Traffic Neighbourhoods and road space reallocation that would not be discussed. pre COVID-19. But to me I think this could be a bit of crossroads in terms of active transport in the UK. And it's really exciting to see it all happening and to have so much evidence, like more evidence than ever before, not only of the benefits of walking and cycling, but where we need to intervene for maximum benefit. And it's certainly exciting to be a small part of that process. Laura Laker [00:33:32] Yeah, certainly in terms of the main roads, there's a reason they are so wide and widely used, because they take people where they want to go. Isn't it? Just as a final thought. And quite often we kind of want to put cycling out of the way. But then I guess there's another argument about whether we want to actually cycle on main roads next to motor traffic, but that's probably another discussion.Robin Lovelace [00:33:51] Yeah, yeah. But no, but I think it is actually relevant to this. When you put in pop-up cycleways, there are ways to change the speed limit through experimental or temporary traffic regulation orders. But also, and this is something that came out of a seminar that we did last week on the tool, which is that when you put in cones or other infrastructure, although the legal speed limit may be unchanged, the design speed changes and drivers do actually respond to infrastructure. And this is something that I see I mean everyone's got their personal kind of dream cycleway. Mine Scott Hall Road in Leeds, which is a big dual carriageway with a 40 mile an hour speed limit. And currently it does not have a cycle way on it. And I just think that reducing that speed limit could do so much. So it's not always just about infrastructure. It's about driver behaviour and a whole range of other things. And this, tool, going back to limitations, it can only do one thing which is kind of flag-up these arterial routes that have got high cycling potential. But you need a very broad range of interventions, I think, including road traffic speed reduction to make the transport networks more friendly for everyone. Laura Laker [00:35:23] Yeah. Great. Thanks, Robin, for coming on. It's great to talk to you. Robin Lovelace [00:35:28] Fantastic. Yeah, thanks for having me. And yeah, I look forward to kind of seeing how this rolls out and maybe even using some of the infrastructure that's going in that will hopefully be informed by the various tools that are going out. Yeah, thanks a lot and just for listeners, check out the widenmypath.com And the tool. And if you're interested in the data side of things, by all means, download the data and we are happy to take any kind of questions on the Website where we developed it, which is github.com/cyipt/ if there's any developers out there who wants to get involved in the technical side of things. Laura Laker [00:36:17] Great. Thanks, Robin. You've been listening to the Active Travel Podcast. You can find us online on our Web site at http://blog.westminster.ac.uk/ata/podcast/ We own most podcasting hosts and you can follow us on Twitter and Instagram, both at @Active_ATA. Let us know what you think. Drop us a tweet or an email at activetravelacademy@westminster.ac.uk. Thanks for listening. Until next time. Hosted on Acast. See acast.com/privacy for more information.

With the number of bikes on our roads growing, so does the rate of injury and death amongst cyclists. Reporter Courtney Whitelaw investigates. Guests: Dr Marilyn Johnson, Senior Research Fellow at the Institute of Transport Studies at Monash University. Dave Sharp, Safe Cycling Australia Director Edward Hore, President of the Australian Cycle Alliance

Episode 2 Cycling and Pollution Research Papers In this episode we discuss the findings from a research group in Canada who have recently published two papers from the same study where they had some cyclists exercise while inhaling diesel fumes. Giles, Luisa V., Christopher Carlsten, and Michael S. Koehle. 2018. “The Pulmonary and Autonomic Effects of High-Intensity and Low-Intensity Exercise in Diesel Exhaust.” Environmental Health: A Global Access Science Source 17 (1): 87. Giles, Luisa V., Scott J. Tebbutt, Christopher Carlsten, and Michael S. Koehle. 2018. “The Effect of Low and High-Intensity Cycling in Diesel Exhaust on Flow-Mediated Dilation, Circulating NOx, Endothelin-1 and Blood Pressure.” PloS One 13 (2): e0192419. Interview Interview with Dr James Tait, Institute for Transport Studies, University of Leeds who talks about his research which is more focused on characterising the dose of pollution that cyclists are subjected to in congested traffic. News Linking to the discussion in our first podcast we return to Zwift, where we talk about the idea the Zwift racing is harder than real racing. I tend to agree with this great article in Cycling Weekly https://www.cyclingweekly.com/news/11-things-know-race-zwift-407278/amp Bert de Clercq the first pro-peloton cyclist to return to top flight racing with an artificial hip. The rise of women’s pro racing, how fast are they or were the men just too slow? We discuss the incident when the women's race caught up to the men's race that had started 10 minutes earlier in the Omloop Het Nieuwsblad. Remember if you have any questions you would like us to answer then go to our website and submit your questions. www.cycling-science.com

In this week’s episode of Keep it Civil, we are joined by Dr Clemence Cavoli from the UCL Centre for Transport Studies, to speak about the past, present, and future trends of transport use. The centre for transport studies is a multidisciplinary research centre at UCL, the work they do covers established transport networks to developing solutions to the cities of the future, all around the globe, and this year celebrated its 50th anniversary. More information on the work done by Clemence and CTS can be found here - https://iris.ucl.ac.uk/iris/browse/profile?upi=CMCAV97 http://www.cege.ucl.ac.uk/cts/Pages/cts.aspx

A discussion with Natasha Merat, Associate Professor in the Institute for Transport Studies at The University of Leeds. We discuss topics including detecting driving distraction, the effects of fatigue on driving and how to keep a driver in the loop with an automated vehicle. More information about my guest: http://www.its.leeds.ac.uk/people/n.merat https://www.linkedin.com/in/natasha-merat-879b7844 https://twitter.com/NatashaMerat https://www.youtube.com/watch?v=DT7FMs9L_vM   More information: http://perceptionaction.com/ My Research Gate Page (pdfs of my articles) My ASU Web page Podcast Facebook page (videos, pics, etc) Twitter: @Shakeywaits Email: robgray@asu.edu   Credits: The Flamin' Groovies - Shake Some Action Lo Fi is Hi Fi - I’m on a Talk Show Mark Lanegan - Saint Louis Elegy via freemusicarchive.org

James Tate is a Lecturer in Transport Data Collection, Principles of Transport Engineering and Road Geometry and Infrastructure at the Institute for Transport Studies at the University of Leeds. Additionally, James is a Visiting Research Fellow at the Institute for Internal Combustion Engines and Thermodynamics at the Technical University of Graz, Austria. James has a Ph.D. in Vehicular Emissions and Ambient Air Quality at the Local-scale from the University of Leeds. His principle research interests relate to understanding the on-road vehicle fleet and its emission characteristics, the application of a remote sensing Vehicle Emission Measurement System and low emission zones, strategies and vehicles. James is a member of the Charted Institution of Highways & Transportation (CIHT) and International Transport and Air Pollution Conference in Austria. He is also on the Editorial Panel of ICE Journal of Civil Engineering and a Journal referee for Atmospheric Env., Environment and' Planning A, IET Intelligent Transport Systems. In the spirit of ideas worth spreading, TEDx is a program of local, self-organized events that bring people together to share a TED-like experience. At a TEDx event, TEDTalks video and live speakers combine to spark deep discussion and connection in a small group. These local, self-organized events are branded TEDx, where x = independently organized TED event. The TED Conference provides general guidance for the TEDx program, but individual TEDx events are self-organized.* (*Subject to certain rules and regulations)

Greg Marsden is a Senior Lecturer in Transport Policy and Strategy and Director of Institute at the Institute for Transport Studies at the University of Leeds. Greg has a Ph.D. in Urban Pollution Estimation from the University of Nottingham and joined the University of Leeds after a two-year period as specialist adviser to the UK Parliamentary Transport scrutiny committee. His principle research interests relate to the impact of governance structures and institutions on decision-making, end user energy demand reduction through innovative transport policies and the role of information on the dynamics of public policy decision-making. Greg is a member of the UK Sustainable Development Panel, the Independent Transport Commission and the TRB Performance Measurement Committee. Greg is Co-Director of the UK social science capacity building network for PhD and Early Career researchers in transport and mobility (The Forge). In the spirit of ideas worth spreading, TEDx is a program of local, self-organized events that bring people together to share a TED-like experience. At a TEDx event, TEDTalks video and live speakers combine to spark deep discussion and connection in a small group. These local, self-organized events are branded TEDx, where x = independently organized TED event. The TED Conference provides general guidance for the TEDx program, but individual TEDx events are self-organized.* (*Subject to certain rules and regulations)

Mojtaba is a PhD student in the Institute for Transport Studies at the University of Leeds specialising in Traffic Safety and Driving Behaviour. During his PhD studies, Mojtaba recognised the need for using the "right" language to influence behavioural changes. He observed that there are many important findings that due to lack of using the right language are not put into practice within societies. However he noticed that industry has been consistently successful in this aspect. Mojtaba's aim is to attract the attention of researchers in the field of urban mobility to the importance of involving Marketing and Education studies in the dissemination of research results. In the spirit of ideas worth spreading, TEDx is a program of local, self-organized events that bring people together to share a TED-like experience. At a TEDx event, TEDTalks video and live speakers combine to spark deep discussion and connection in a small group. These local, self-organized events are branded TEDx, where x = independently organized TED event. The TED Conference provides general guidance for the TEDx program, but individual TEDx events are self-organized.* (*Subject to certain rules and regulations)

Fri, 25 Jan 2013 12:00:00 +0100 https://edoc.ub.uni-muenchen.de/15367/ https://edoc.ub.uni-muenchen.de/15367/1/Geiger_Benedikt.pdf Geiger, Benedikt ddc:530, ddc:500, Fakultät fü

ABSTRACT: This presentation has two main parts. The first questions two of the underlying principles of conventional transport planning on travel as a derived demand and on travel cost minimisation. It suggests that the existing paradigm ought to be more flexible, particularly if the sustainable mobility agenda is to become a reality. The second part argues that policy measures are available to improve urban sustainability in transport terms but that the main challenges relate to the necessary conditions for change. These conditions are dependent upon high-quality implementation of innovative schemes, and the need to gain public confidence and acceptability to support these measures through active involvement and action. BIOGRAPHY: David Banister is Professor of Transport Studies at Oxford University and Director of the Transport Studies Unit. Until 2006, he was Professor of Transport Planning at University College London. He has also been Research Fellow at the Warren Centre in the University of Sydney (2001-2002) on the Sustainable Transport for a Sustainable City project, was Visiting VSB Professor at the Tinbergen Institute in Amsterdam (1994-1997), and Visiting Professor at the University of Bodenkultur in Vienna in 2007. He was Acting Director of the Environmental Change Institute at Oxford University (2009-2010). He has published 19 books, 150 papers in refereed journals and a further 250 papers on all topics related to transport, environment and cities.

Prof. Peter Jones (Centre for Transport Studies, UCL) talks on ''Link' and 'Place': A New Approach to UK Street Planning and Design' as part of the OxTran Seminar Series at the Transport Studies Unit, University of Oxford in 2009.