Environmental Engineering Reference
In-Depth Information
were compared with the use of private cars, and not with other PT modal systems.
The fact that it provides personalized on demand service 24 × 7, and is driverless
(therefore allowing for the extended service hours with no extra cost) must be added
to the careful step-by-step introduction of the system with the clear aim to
supplant
car use
, where additional infrastructure for the private car will not be accepted. The
Karlskrona case study highlighted several benefits which the implementation of
PRT systems would ensure: (i) increased competitiveness for the municipality; (ii)
attracting investment and visitors; (iii) direct and indirect employment effects; (iv)
access benefits to citizens marginalized by poor PT and no access to cars; (v) con-
gestions elimination; (vi) emissions and pollution reduction; (vii) accident and
noise reduction. Thus, the municipality can and should go ahead to plan for the
implementation of PRT systems in the medium term. Unless it decides to embrace
this new technology and plans accordingly, it will go on investing time and
resources into “dead-end” strategies, and not be prepared for issues like peak oil,
ever more severe EU and National regulations concerning emission, etc. The next
step would be to contract expert advice to develop a thorough feasibility study for
the integrated implementation of a PRT system in the city.
PRT systems are not the only magical solution to sustainable mobility - they will
only be an effective solution when properly integrated to the existing modal infra-
structure. The integration will vary from region to region. In smaller cities it must
be integrated to the existing bus (road) and train infrastructure, as well as to the
shorter distance mobility systems like walking and cycling. The bus service must
be reshaped to provide reliable and timely scheduling and routing to attract more
customers. This might be more productive than trying to substitute the fuel the
buses presently run on (if bus ridership raises, emissions per capita will lower
considerably). Bus stops must be redesigned to provide necessary shelter; bike
paths must be planned and implemented. Once planning is completed and imple-
mentation is under way, a marketing campaign can be launched in consonance with
the implementation lead times.
References
1. Robèrt K-H, Broman G, Waldron D, Ny H, Byggeth S, Cook D, Johansson L, Oldmark J,
Basile G, Haraldsson H, MacDonald J (2004) Strategic leadership towards sustainability:
Blekinge Institute of Technology
2. Vergragt PJ, Brown HS (2007) Sustainable mobility: from technological innovation to societal
learning. Journal of Cleaner Production 15:1104-1115
3. Kågeson P (2007) A European regulation on the fuel efficiency of new cars. Low Carbon
Vehicle Partnership
4. European Commission (2001) White paper - European transport policy for 2010: time to
decide
5. WBCSD (2002) The sustainable mobility project - July 2002 Progress Report. Geneva
6. Novem (2002) Local transport performance: the shortest route to a better living environment.
Utrecht: Novem
7. Belaieff A, Moy G, Rosebro J (2007) Planning for a sustainable nexus of urban land use,
transport and energy. Blekinge Institute of Technology
