Walking and Cycling
Sustainable Accessibility for All
27 June 2024
- Accessibility requires broader framing. Physical access is a crucial component of accessible transport services. But accessibility involves an intersection between many different policy areas and frames of reference. Focusing on one aspect is not sufficient to guarantee accessibility for all.
- People need sustainable options. People need opportunities to be available and accessible, and they need sustainable travel options to access them for sustainable accessibility to be a reality. Additionally, policies targeted at travel choices may be needed to change travel behaviours.
- Engage effectively with communities. To improve engagement with the people impacted by transport interventions, policy makers should consider a wide variety of citizen participation processes. The exact form of these processes will depend on what is most appropriate for the context.
Urban Logistics Hubs
19 June 2024
- Logistics is more than e-commerce. Urban logistics includes deliveries, distribution, returns, collections and servicing. A wide range of stakeholders with consumer and business demands are involved in the logistics ecosystem. Thinking about improving logistics started in e-commerce and now drives developments in the other segments.
- Shift to sustainable logistics. Logistics is unlikely the most beneficial use of real estate considering sparse urban space. But the absence of sustainably designed and operated urban logistics hubs could lead to more vehicles or more polluting vehicles in cities as no transshipment space is available.
- Strengthen understandings of logistics and hubs. Planning authorities should provide best-practice guidelines and frame policies for logistics and associated hubs without significantly increasing costs for operators and customers. The public sector should govern while the private sector should lead the construction, operation and management of logistics hubs.
Greener Micromobility
18 June 2024
- Micromobility is becoming greener. Aside from walking, cycling remains the most environmentally friendly way of moving around cities. Electrification has further expanded the distances cyclists can travel. Shared micromobility has made significant progress in terms of sustainability as operators have addressed the impacts of their fleets and operations on the environment. Leasing models are particularly attractive from a lifecycle environmental impact perspective.
- Shared fleet vehicle design has reduced lifecycle impacts. The rapid uptake of improved vehicle designs in shared fleets has steeply reduced per-rider-kilometre greenhouse gas emissions. Longer vehicle lifetimes, enabled by more robust design, greater modularity and ease of repair, have driven reductions in impact across the lifecycle.
- Fleet servicing operations have significantly improved. Swappable, higher-capacity batteries have reduced the impact of fleet recharging, enabled the use of less impactful cargo bikes and fostered more efficient fleet servicing models. Improved fleet logistics, including maintenance, repair and re-positioning have contributed to greener operations. Electrification of fleet servicing vans also matters, but to a lesser extent.
A Pathway to Zero-Emission Trucking in India: Setting the Framework
17 June 2024
- The total cost-of-ownership of electric trucks is falling. Battery cost reductions and efficiency improvements are significantly reducing battery-electric trucks’ total cost-of-ownership (TCO). Heavy-duty battery-electric trucks are projected to achieve TCO parity with internal combustion engine trucks sooner than hydrogen and fuel-cell electric trucks.
- Maximise the early mover advantage. Prioritising battery-electric trucks – especially for the 18-tonne and 55-tonne segments – could help India begin the market transformation to heavy-duty zero-emission trucks (ZETs) in the coming decade.
- Policy levers are critical to zero-emission truck uptake. Transitioning to ZETs in India will rely on important policy levers such as target-setting, purchase incentives, greenhouse gas emissions regulations, and fleet and infrastructure development.
ITF 交通运输展望2023
15 May 2024
- 为未来交通运输及燃料补充基础设施制定全面的发展战略
- 加速向清洁车辆转变
- 在最有效的地区实施交通模式转变和交通需求管理政策
- 评估政策时要考虑城区的额外收益
- 改革车辆税,捕获新车辆的外部成本
Perspectives des transports FIT 2023
29 April 2024
- Élaborer des stratégies globales au service de la mobilité et des infrastructures de demain
- Accélérer la transition vers des flottes de véhicules propres
- Mettre en œuvre des politiques de report modal et de gestion de la demande là où elles sont le plus efficaces
- Au stade de l’évaluation, considérer les avantages additionnels qu’une politique peut apporter aux zones urbaines
- Réformer la fiscalité automobile de façon à capter les coûts externes des nouveaux parcs de véhicules
Transport System Resilience
10 April 2024
- Transport networks are vulnerable.
Transport systems face multiple disruptions, from geopolitical tensions and climate change impacts to pandemics. Understanding these disruptions is crucial for strengthening their resilience. - Disruptions have spillover effects.
Transport networks are interconnected, and transport disruptions in one part of the world can easily spread to other regions. Managing such spillover effects requires inter-regional co-operation. - Be systematic about resilience.
The concept of transport resilience must be built into national-level policies, long-term plans, appraisal procedures, competition policies and transport indicators.
Safer Micromobility
27 March 2024
- Micromobility is becoming safer. But, an increase in severe injuries from e-scooter crashes is cause for concern. Overall, shared e-scooter crash risk is decreasing as their usage is increasing faster than injuries.
Safe infrastructure and vehicle design matter. A focus on rider behaviour and safety equipment must be complemented by better infrastructure and improved vehicle design – especially for e-scooters.
Reinforcing existing policies improves safety. Road safety measures also make micromobility safer – managing speed, providing training to road users and enforcing rules against impaired driving and riding.
The Future of Public Transport Funding
27 February 2024
- Invest more. Greenhouse gas emissions from transport must decline rapidly to meet the Paris Agreement goals. As well as renewing vehicle fleets with electric vehicles, this requires modal shift towards public transport and active mobility. Public transport investments must increase significantly to enable the required modal shift.
- Focus on efficiency. More efficient infrastructure and service provision will contain the funding requirement. This requires coordinated institutional management arrangements, a strong focus on competition, a well-functioning multimodal mobility system, public investment decisions determined with efficiency in mind, and efficient financing choices.
- Fund from all sources. Sustainable public transport requires funding from three sources: users, through fares; governments, through general budgets and earmarked taxes; and taxes on indirect beneficiaries, including owners of land that increases in value when its accessibility improves.
Improving the Quality of Walking and Cycling in Cities
14 February 2024
- Overcome car-centric thinking. Decades of car-centric development have made its assumptions the unquestioned norm. As a result of this “moto-normativity”, risks and harms from motor vehicles may be accepted when they are unacceptable in other contexts. Many cities have begun to question this approach.
- Think beyond infrastructure. Focusing on infrastructure is not enough to ensure pedestrians and cyclists will feel safe and secure and enjoy walking and cycling. Policies must also target street violence, social disadvantage and other factors.
- Redesign planning processes. Processes for transport investments have traditionally prioritised car-centric options. A vision-led approach can provide the basis for redesigning these processes, and help ensure active travel contributes to more inclusive, sustainable cities. Work in progress across a number of cities worldwide suggests such a shift is possible.
Youth on the Move: Young People and Transport in the 21st Century
31 January 2024
- Choices and constraints. Young people have different needs, expectations and constraints regarding transport than other age groups. Their mobility choices depend on a combination of socio-economic factors and limited resources.
- Transport’s future. Young people’s travel behaviour and aspirations could influence how sustainable transport will become in the long run.
- Give youth a voice. Young people’s views rarely figure in transport policy decisions. Traditional transport planning does not always consider their needs. Involving young people in transport planning and decision-making could better align solutions with the challenges.
Major Transport Infrastructure Projects and Regional Eonomic Developments - Assessment and Implementation
1 December 2011
Reporting on Serious Road Traffic Casualties
1 December 2011
- A complete picture of casualty totals from road crashes is needed to fully assess the consequences of road crashes and monitor progress.
- Injury information should complement information on fatal crashes to give a fuller picture of road crashes. Information on injuries should become more important for international comparisons.
- Police data should remain the main source for road crash statistics. However, because of underreporting problems and possible bias (for example with differing rates of reporting by vehicle type), police data should be complemented by hospital data, which are the next most useful source.
- The data from hospital emergency departments, available in some countries, should be monitored regularly and researched to determine if they might shed more light on road casualties.
- The assessment of the severity of injuries should preferably be done by medical professionals, and not by the police officer at the scene of the crash.
- Medical staff should be trained in order to systematically classify (road traffic) injuries using ICD International Classification of Diseases and to assess severities with indices such as the Abbreviated Injury Scale (AIS) or the Maximum Abbreviated Injury (MAIS). This information -- without personal information -- should be made easily available for statistical purposes, policymaking and research.
- Besides police data and hospital data, other data sources are available. These have a limited value on their own, and cannot replace police or hospital data, but can be used to build a more balanced and comprehensive picture, to enrich the main data sources, and as a quality check.
- For linking data, the deterministic method is preferred if a unique personal identifier is available; otherwise the probabilistic method is a good alternative.
- The six assumptions needed to use the capture-recapture method must be considered carefully. Using this method combined with linking police and hospital data may be appropriate to give a fuller picture of road casualties.
- Having an internationally agreed definition of “serious” injuries will help the safety research community to better understand the consequences of road crashes and to monitor progress. Given the existing knowledge and practices, IRTAD proposes to define a ‘seriously injured road casualty’ as a person with injuries assessed at level 3 or more on the Maximum Abbreviated Injury Scale i.e. "MAIS3+".
The Evolution of London’s Crossrail Scheme and the Development of the Department for Transport’s Economic Appraisal Methods
1 November 2011
Accident Cost, Speed and Vehicle Mass Externalities, and Insurance
21 September 2011
Insurance Market Incentives and Constraints and Complementary Public Policies
31 August 2011
Road Safety - the Experience of the Transport Accident Commission in Victoria, Australia
31 August 2011
A Framework for Assessing the Marginal External Accident Cost of Road Use and its Implications for Insurance Ratemaking
30 June 2011