An Overview on Costs of Shifting to Sustainable ...
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infrastructure to promote cycling and walking and the structuring of Compact city
design help to reduce the use of motorized and the duration of journey while also
improving quality of life [17].
In addition, the development of non-motorized transport is able to reduce the
number of passengers per km traveling in private vehicles when cycle lengths are
expanded [22]. Walking and cycling are the healthiest ways to get around our cities,
providing valuable physical activity for people generating indirect public health
benefits by reducing the use of automobiles, thus diminishing air, water, and noise
pollution and the overall level of traffic danger [67].
Cities require safe and pleasant environments for active transportation with destinations in easy reach and, for longer journeys, public transport that is powered by
renewable energy, thus providing high levels of accessibility without car use. Much
investment in major road projects does not meet the transport needs of poor people,
especially women whose trips are primarily local and off road. Sustainable development is better promoted through improving walking and cycling infrastructures,
increasing access to cycles, and investment in transport services for essential needs
[101].
In terms of opportunities for bike sharing systems it is emerging a new paradigm
that for the users is better pay for the service than have an own bicycle, considering
some impeditive factors such as the necessity of an area for parking, maintenance,
security and others. For example, a private company takes on the responsibility of
providing and operating the system and takes on all risk and fundraising responsibility. Bikes have an enormous potential to connect people in local neighborhood,
or in the beginning of big trips serving as a mode for the first mile in the context of
intermodal connections.
Regarding improved bicycle infrastructure and networks, in Redmond city, United
States, a project was launched of 28 stations of Bike Sharing with 252 bikes: 14
stations and 126 bikes at key locations downtown, and 14 additional stations in the
Overlake/Microsoft campus area [2]. The implementation cost of the system for
both Phase 1 and 2 corresponded to: (i) Smart Lock System equipment (US$5.79
million), and (ii) Dock Based equipment (US$7.02 million). In Brazil, the bicycle
sharing system on the campus of the Federal University of Rio de Janeiro corresponds to 8 sharing stations and 60 bicycles and the five-years implementation cost
was US$148,615 for the pilot project [25]. These results indicate that the cost of
implementing these systems is low, when compared to BRT, LRT and Metro, for
example. These and some other case studies are shown in Table 3.
5.3 Inhibition of Motor Vehicle Use
The inhibition of motor vehicle use involves: (i) the pricing motor vehicle use; (ii)
the parking pricing and management; (iii) commuter travel reduction policies; and
(iv) motor vehicle access and use.
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infrastructure to promote cycling and walking and the structuring of Compact city
design help to reduce the use of motorized and the duration of journey while also
improving quality of life [17].
In addition, the development of non-motorized transport is able to reduce the
number of passengers per km traveling in private vehicles when cycle lengths are
expanded [22]. Walking and cycling are the healthiest ways to get around our cities,
providing valuable physical activity for people generating indirect public health
benefits by reducing the use of automobiles, thus diminishing air, water, and noise
pollution and the overall level of traffic danger [67].
Cities require safe and pleasant environments for active transportation with destinations in easy reach and, for longer journeys, public transport that is powered by
renewable energy, thus providing high levels of accessibility without car use. Much
investment in major road projects does not meet the transport needs of poor people,
especially women whose trips are primarily local and off road. Sustainable development is better promoted through improving walking and cycling infrastructures,
increasing access to cycles, and investment in transport services for essential needs
[101].
In terms of opportunities for bike sharing systems it is emerging a new paradigm
that for the users is better pay for the service than have an own bicycle, considering
some impeditive factors such as the necessity of an area for parking, maintenance,
security and others. For example, a private company takes on the responsibility of
providing and operating the system and takes on all risk and fundraising responsibility. Bikes have an enormous potential to connect people in local neighborhood,
or in the beginning of big trips serving as a mode for the first mile in the context of
intermodal connections.
Regarding improved bicycle infrastructure and networks, in Redmond city, United
States, a project was launched of 28 stations of Bike Sharing with 252 bikes: 14
stations and 126 bikes at key locations downtown, and 14 additional stations in the
Overlake/Microsoft campus area [2]. The implementation cost of the system for
both Phase 1 and 2 corresponded to: (i) Smart Lock System equipment (US$5.79
million), and (ii) Dock Based equipment (US$7.02 million). In Brazil, the bicycle
sharing system on the campus of the Federal University of Rio de Janeiro corresponds to 8 sharing stations and 60 bicycles and the five-years implementation cost
was US$148,615 for the pilot project [25]. These results indicate that the cost of
implementing these systems is low, when compared to BRT, LRT and Metro, for
example. These and some other case studies are shown in Table 3.
5.3 Inhibition of Motor Vehicle Use
The inhibition of motor vehicle use involves: (i) the pricing motor vehicle use; (ii)
the parking pricing and management; (iii) commuter travel reduction policies; and
(iv) motor vehicle access and use.