[sustran] Transportation demand management (TDM)

Tom Rye t.rye at napier.ac.uk
Mon Jun 2 21:46:19 JST 1997


     Further on this issue:
     
     In the UK the best example of TDM is Heathrow Airport.  Contact John 
     Lamb, British Airports Authority, on + 44 181 745 2681
          
     In the Netherlands there are several examples, including the Port of 
     Rotterdam.  Contact Hans Kok, Chairman of National BVV (ETC) forum    
     Shell, postbus 3000, 3190 GA, Hoogvliet, Rotterdam  , tel 31 10 474 
     5993.
     
     Mandatory employer TDM at the region-wide level in Southern California 
     was abandoned in December 1995 due to pressure from disgruntled 
     businesses.  For more information visit http://www.aqmd.gov
     
     Best wishes
     
     Tom Rye
     Napier University, Scotland
     


______________________________ Reply Separator _________________________________
Subject: [sustran] Transportation demand management (TDM)
Author:  sustran-discuss at jca.ax.apc.org at internet-gateway
Date:    02/06/97 05:55


Dear Sustran-discuss friends,

You may be interested in the posting below which is about Transport Demand
Management (TDM) and is from the alt-transp list. Todd Litman was replying
to a request from Taiichi Inoue for North American urban examples of TDM.
More details are available on the web site given at the end.

It has already been mentioned a number of times on this list that trying to
cater to the full potential level of demand for private motorised transport
will  be both impossible and enormously destructive in most cities. So
restraining demand and making alternatives very attractive will be
essential almost everywhere. The question is "how" not "if". I agree with
his comment, "To be most effective you want a comprehensive plan that
implements a full range of mutually-supportive TDM measures."   It is
unfortunate that sometimes cities implement just one or two measures, and
if they don't see much benefit or if they face some opposition, then they
often get discouraged and dismiss further TDM suggestions.

Paul.

>
>From: litman at IslandNet.com (Todd Litman)
>Date: Thu, 29 May 1997 07:06:25 -0700 (PDT)
>Subject: Re: TDM in urban area
>
> Taiichi Inoue asked:
>
>>I want to know a good trial of TDM applications in urban area.
>
>A number of North American cities are implementing some TDM programs, but
>none is being very comprehensive about it. Southern California and the Puget
>Sound Region have had employer commute trip reduction programs for a few
>years, but since these do not have strong incentives and commuting only
>represents about 25% of all vehicle travel this has a relatively small
>impact on total travel. A few cities are using other strategies, such as
>parking management, transit promotion and bicycle facility improvements, but
>these are not comprehensive.
>
>A few comments about TDM:
>
>TDM includes a wide range of strategies. All too often people focus on just
>a few and ignore the rest. For example, some people are excited about
>pricing. Others are interested in telecommuting. Others in parking
>management, land use management, transit service improvements, or pedestrian
>and bicycling facility improvements. A good TDM planning process must start
>with the widest possible range of options and not narrow them too quickly.
>In most cases, you want a little of everything at least somewhere in each city.
>
>TDM planning must be comprehensive. Some measures are not very effective by
>themselves but support other strategies. For example, Guaranteed Ride Home
>programs (giving employees who rideshare or ride transit a free ride home
>for occasional emergencies) increases the effectiveness of other strategies.
>Similarly, pedestrian improvements around employment centers appears to
>increase the effectiveness of other TDM measures. As many people put it, you
>need both carrots (positive incentives) and sticks (negative incentives). To
>be most effective you want a comprehensive plan that implements a full range
>of mutually-supportive TDM measures.
>
>Different TDM measures have different time lines. Some of the most effective
>measures, such as land use planning that reduces trip distances, are long
>term solutions. Their effect may be large, but it will take decades to fully
>implement. Other strategies, such as road pricing, are medium term. A few
>(such as commute trip reduction programs) are relatively short term. It's
>important to emphasize that it may take many years to put all of the TDM
>measures into place.
>
>TDM can offer significant benefits compared with the costs of increased
>automobile travel.
>
>For more information see our report "Guide to Calculating TDM Benefits" and
>the "Potential Transportation Demand Management Programs and Measures"
>posted at our website.
>
>
>Sincerely,
>
>Todd Litman, Director
>Victoria Transport Policy Institute
>"Efficiency - Equity - Clarity"
>1250 Rudlin Street
>Victoria, BC, V8V 3R7, Canada
>Phone & Fax: (250) 360-1560
>E-mail:     litman at islandnet.com
>Website:    http://www.islandnet.com/~litman


A. Rahman Paul Barter
Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN)
Until 15 July I am in Perth, Australia.
During that time please reach me at <barter at central.murdoch.edu.au>





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