Category Archives: mobility

Cycling and walking infrastructure that works: what are the next steps?

2222Our sister publication Local Transport Today recently published a viewpoint from Gary Cummins, a transport planner at JMP Consultants Ltd, and previously an activist for the London Cycling Campaign in east London.

We thought it was worth sharing, and if you think so too, join us at Cycling and walking infrastructure that works on November 13 in London, where we will hear what the deciosion-makers, from Highways Agency to DfT and TfL, have to tell us…

Compared to those of our North European neighbours, conditions for cyclists in the UK are far from perfect, or arguably even good. Nevertheless, cycling is rising up the political agenda and usage is increasing. There is a press advertising campaign currently running for the Fat Face clothing company. It depicts four good-looking twenty-somethings dressed in the casual chic style of that clothing brand, all riding traditional-style sit-up-and-beg bicycles in an idealised English country lane. When the ad men start using bikes as a reference marker to indicate the aspirations of their target audience, you know it’s the thing to be doing. Continue reading

Paid in gold to lose weight in Dubai? Sure, because you can’t walk anywhere

I was listening to the radio the other day to a Dubai expat explaining how the state is paying residents in gold to lose weight. She chirpily said that we ‘drive everywhere, even to the neighbour, as there are no pavements and it’s really hard to walk….’

Why is road-centric planning creeping back up the UK agenda? Read our analysis on RUDI

I have lived in Dubai, and it is hard to walk in all but a few districts, even in the winter when heat is not an issue. The crazily looping fast freeways that slice up Dubai make a car a must-have. And although newer neighbourhoods are finally being planned with narrow shady streets and ‘walkable’ precincts, Dubai needs to realise that its growing obesity problem is planned right into its urban development policy: more malls, hotels and roads. But at least they can say that they are worth their (lost) wight in gold…

Re-booting smarter travel initiatives

The sustainable transport field is changing and there is a tremendous opportunity to develop new integration and networking. The Department for Transport has accepted that its draft guidance on appraising ‘smarter choices’ measures does not sufficiently mention the evidence of the impact of interventions to change behaviour.

The DfT draft guidance omits or downplays key evidence, such as from car clubs and cycling towns. It downplays the effect of smarter choices packages and combinations of packages and hard infrastructure.’

Keith Buchan, chair of the Transport Planning Society and Professor Phil Goodwin of the University of the West of England, are pioneering an alternative smarter choices guidance draft, which they refer to as the “expert version”.

Access a selection of RUDI.net’s content on related issues, including the advent of peak car, communications technology, ITS, urban design and planning, shared bikes and cars, and active travel

Plus, there’s lots of interesting new thoughts on marketing active travel, such as this piece (below) on cycling from Local Transport Today, written by Charlotte Welch, senior consultant at Steer Davies Gleave and a director of the Transport Planning Society.

Join us in Bristol, December, for a ground-breaking discussion on sustainable travel issues

Marketing cycling: Are we trying to reach the people who might actually listen to our message?

Recent campaigns to encourage people to cycle more have generally focussed on everyday cycling: pictures of people like you and me riding bikes in normal, everyday clothes. The thinking behind these sorts of campaigns is to be as inclusive as possible, not putting people off the idea of cycling because they don’t fit in with the image portrayed but, while this may seem like a good idea, is it possible that we are jumping ahead of ourselves?

Why might this be wrong?
In his 1962 book, Diffusion of Innovations, Everett Rogers proposed a theory about how new ideas spread over time, reaching different stages of the population at different times. The idea of cycling as an everyday mode of transport is not a new idea but it is an idea that hasn’t yet spread very far throughout our population. Despite increases in the number of cyclists in London following initiatives to get more people cycling, mode share in the capital is only 2%.

Rogers’ theory is that new ideas or innovations spread through parts of the population in sequence and that, in order to reach the mass market, we first need to get our idea adopted by the small proportion of the population who try things before everyone else.

The way that ideas spread can be plotted on a chart that takes the shape of a bell curve, with the people who try things first on the left, representing a small proportion of the population; the mass market in the centre; and the laggards, or people who it will always be a struggle to convert, on the right of the curve. What is important to note here is that the spread of a new idea is sequential: the mass market won’t adopt a new idea until someone else has tried it first. We’re all at different stages of this curve at different times and for different things. Just because someone you know was the first to adopt one new idea, doesn’t necessarily mean they will do this for all new ideas. Continue reading

Smart cities: real time data helps us to connect with urban activities

The availability of rich, real-time, and remote data has major implications for the ways in which urban planners visualise and predict the ‘smart city’ for investment and infrastructure planning.

Explore these issues and others in our free to download Data and Modelling publication

‘Giving people visual and tangible access to real-time information about their city enables them to take their decisions more in sync with their environment, with what is actually happening around them. It creates a feedback loop between people, their actions, and the city, says Kristian Kloeckl, project leader at SENSEable City Lab and the Singapore-MIT Alliance for Research and Technology (SMART). He’ll be talking about the Singapore experience at our Modelling World event on 11 and 12 July, 2012, at the Oval, London.

See what MIT are working on in Singapore

Join us at Modelling World 2012 to find out how leaders in the field from MIT’s Senseable City Lab, UCL’s Centre for Advanced Spatial Analysis, TfL and leading consultants are exploring ways to turn the data explosion into robust, strategic plans. For example, we’ll cover Singapore’s pioneering real-time city project using data from cameras, communication devices, microcontrollers and sensors to imagine, monitor, and understand how our cities move and live. Plus much more…

Transport & towns; parking and policy: it’s finally time to get it right

The current focus on re-vitalising our town centre and high streets has, intentionally or not, perfectly illuminated many vital flaws and contradictions at the heart of planning policy. The new measures aiming to boost town centres highlight the startling lack of robust evidence and consistent policy underpinning investment and policy approaches.

Three ways to help get it right:
View our handpicked content on these key issues
Join us at for a key debate on 26 April 2012 in London: the key people will all be there!
Meet the protagonists: challenge the status quo with us on July 11 and 12 2012

The issues currently exercising our network of urban, movement and parking professionals relate to this inconsistency and lack of rigour. The indications are everywhere: the DfT was this month urged to review its National Transport Model (NTM) by a leading traffic expert who claimed the model’s forecast of major road traffic growth in London, at least, is ‘implausible’. Transport Planning Society chairman Keith Buchan said the forecast was ‘so far away from reality that there must be an urgent review of how this has come about’. And as such potentially flawed forecasts underpin decisions on what transport infrastructure gets built, and what kinds of urban realm investment shape our towns and cities, this is more than merely worrying.

The transport profession has dominated the making of place for the past 50 years because it has counted and modelled. Measurement is power. Urban practice has much to learn from the transport industry if its legacy is truly to be one that is great.

Getting value for money, based on the best evidence, is what we need more than ever in this post-recession world. Our publication Local Transport Today has noted that a shift to smaller-scale transport schemes ‘could be a good thing’ in the spirit of recent thinking around the virtues of ‘smarter’, lower cost interventions. These may well fit in with other recent studies that clarify the drivers needed to support a move to healthier (and so desirable in social funding costs) cycling and walking behaviours, and with those that note how technological developments are increasingly influencing positive changes in living and movement patterns.
But, alas, several recent studies – some commissioned by the developers and investors who insist that they ‘know’ their market – suggest that many private car owners wish to drive and park their cars even when there are convenient and cost-effective alternatives. How can we begin to encourage more realistic behaviours across the board if we don’t begin with the easier targets?

Similarly, in hard times, parking is prioritised as a potentially juicy revenue stream by politicians and practitioners alike, in terms of both collecting and modelling future incomes. But how reliable are such models? Traffic- and car-choked high streets don’t appeal to anyone but those lucky enough to grab a spot while they pop into the chemist.
Yet with infrastructure development decisions, thanks to the lack of rigourous evidence underpinning them, being used to further political rather than social agendas, we still see the lion’s share of infrastructre funding going to private car-based transport modes.
And nor do new planning policy frameworks offer increased consistency. The new NPPF has been criticised for favouring car-based urban sprawl, and the localism agenda, which claims to place new emphasis on supporting accessibility and activity for a wider range of people and places, offers potential but no real resource. As the move to localism cries out for investment in placemaking support, it is, as Julian Dobson, co-author of the Business, Innovation and Skills report into the much-reported demise of the high street notes: ‘ironic that government has withdrawn from serious investment in placemaking at precisely the time when placemaking skills are most needed.’

The challenge for enlightened place and movement professionals is to work together to demonstrate how integrated spatial planning leads to quality of place, which in turn generates demonstrable economic and social value.

The tools and processes necessary to help us understand the real nature and needs of the world around us, and so generate robust evidence bases that support informed decion-making already exist: all we have to do is get (much) better at using them.

High streets in crisis: great suggestions from the experts…

As Mary Portas delivers her review on the future of high streets, it’s positive to note that some of her ideas were similar to those suggested by the range of experts at the RUDI/LTT Better Streets event a week or so ago. But being the practical guys they are, our speakers went much further, outlining how they’d give our high streets a shot in the arm – and all for good value, too…and with great examples!

Get the background from RUDI

PLUS: There’s lots more information on these and related issues on our sister sites RUDI.net and TransportXtra.com

Creating the streets we want…

Back when RUDI.net started out, few people were ever heard discussing street use and town planning in public. Yet today, the state of our streets, our high streets, our town centres and our communities in general seems rarely to be out of the news or out of the pub.

Perhaps the promise of localism, along with the dire job the so-called professionals seem to be doing, has inspired us to have a go. After all, we can’t do any worse, surely?? It is in this spirit that RUDI.net has bravely undertaken to make sure that its event in November, Better Streets – what really works, will candidly dig through the myths and fluff and sacred cows of street design and explore what is good and what is not – and yes, that means that you can come along and have a say! There are always places available at our events for informed and interested volunteers, campaigners and community groups: contact us on [email protected] to find out more…

Out of our space: development is removing large parts of the city, including the streets, from a genuinely public realm

As the debate hots up about the viability and acceptability of economic-led planning and development practices, scrutiny about access to truly public spaces is back on the agenda. While cash is king, the impact of developer-led development, especially retail-led ‘semi private’ developments such as Liverpool One.

Writer Anna Minton, a regular speaker at RUDI events and the author of Ground Control, has some interesting new comments to make in the politcal magazine Red Pepper: ‘Removing large parts of the city, including the streets, from a genuinely public realm and handing them over to private companies.

‘These would own and control the entire area, policing it with private security and round-the-clock surveillance. The consequence has been the creation of a new environment characterised by high security, ‘defensible’ gated architecture and strict rules and regulations governing behaviour. Read the full article here

Europe torments drivers in pursuit of ‘walkers’ paradises’, says New York Times

Oh dear. I’m not sure if this means that Europe is doing well or badly…I guess it depends which side of the exhaust fumes you are… European cities are ‘creating environments openly hostile to cars. The methods vary, but the mission is clear — to make car use expensive and just plain miserable enough to tilt drivers toward more environmentally friendly modes of transportation’.

Well although the NYT obviously doesn’t agree, we must be doing something right….although there are a few voices that may be worth listening to: those who say that slower journey times matter less than increased civility when encouraging a mass move to public transport…..Any thoughts?
Read the article