Saturday, December 10, 2016

2003 Yale study of Automobile Externalities and Free Transit

...Since the abolishment of all transit fares for the entire urban area in July 1997, ridership has increased by more than 1,000 percent (City of Hasselt 2000). The reasoning behind the idea of fare free transit is the following: A considerable modal shift from car travel to public transportation makes the construction of new roads unnecessary, and existing roads can even be built back...

Monday, November 28, 2016

Academic study of US drop in vehicle miles

...the number of miles driven by the average American has been falling. Young Americans have  experienced the greatest changes: driving less; taking transit, biking and walking more; and seeking out places to live in cities and walkable communities where driving is an option, not a necessity.


Friday, November 18, 2016

The time lost paying fares

"Stillorgan QBC Dwell Time Analysis" by David O'Connor and Philip Kavanagh: " Pre-paid tickets are the most popular and fastest method of payment with 55% of those surveyed using this method. Pre-paid ticket users take on average 7 seconds to board. There is no time-saving for LEAP Card (e-purse) users, who take on average 10 seconds to board (being the same for cash payers). The findings present evidence to support the implementation of off-board ticket purchase and/or the removal of both cash and e-purse ticket transactions from services. Service planning improvements, such as the consolidation of stops, multi-door entry/exit systems and measures to improve performance at junctions, are also suggested."

Tuesday, October 18, 2016

Decoupling GDP Growth from Environmental Impact not Possible

PLOS ONE: "The simple model is compared to historical data and modelled projections to demonstrate that growth in GDP ultimately cannot be decoupled from growth in material and energy use. It is therefore misleading to develop growth-oriented policy around the expectation that decoupling is possible. We also note that GDP is increasingly seen as a poor proxy for societal wellbeing. GDP growth is therefore a questionable societal goal. Society can sustainably improve wellbeing, including the wellbeing of its natural assets, but only by discarding GDP growth as the goal in favor of more comprehensive measures of societal wellbeing."

Tuesday, October 20, 2015

In 2004, 45% of automotive CO2 emission came from the US -- 5% of world population

The United States has 5% of the world’s population and 30% of the world’s automobiles, but it contributes 45% of the world’s automotive CO2 emissions.

In 2004, U.S. cars and light trucks emitted 314 million metric tons of carbon-equivalent (MMTc). That equals the amount of carbon in a coal train 50,000 miles long—enough to stretch 17 times between New York and San Francisco. In fact, the amount of CO2 emitted from oil used for transportation in the United States is similar to the amount from coal used to generate electricity.

Friday, October 9, 2015

How #publictransit is falsely framed as dangerous, unpleasant

Despite its relative safety, many people consider public transit dangerous and are reluctant to use it or support its expansion in their community (Ferrell, Mathur, and Mendoza 2008; Kennedy 2008). Several factors may contribute to this exaggerated fear. Transit travel requires passengers to be confined with strangers in sometimes crowded and uncomfortable vehicles and stations. Although most passengers are responsible, considerate, and clean, a (usually small) portion is anti-social, rude, and dirty. This can cause feelings of powerlessness, discomfort, and insecurity.

Disproportionate media coverage also can stimulate transit fear. Because transit accidents and assaults are infrequent, they tend to receive significant media coverage (Martin 2011). A fatal train or bus crash, or transit terrorism attack, often produces intense national and international media coverage, whereas fatal automobile crashes are so common they are usually reported only locally.

In addition, transit organizations can unintentionally increase fear with safety and security messages that emphasize dangers, including dramatic but unlikely threats such as terrorism, without counterbalancing messages about transit’s overall safety, such as those illustrated in Figure 9.