People are entitled to reasonable access to other people, places, goods and services.
Principle #2: Equity
Nation states and the transportation community must strive to ensure social, interregional and inter-generational equity, meeting the basic transportation-related needs of all people including women, the poor, the rural, and the disabled.
Principle #3: Health and Safety
Transportation systems should be designed and operated in a way that protects the health (physical, mental and social well-being) and safety of all people, and enhances the quality of life in communities.
Principle #4: Individual Responsibility
All individuals have a responsibility to act as stewards of the natural environment, undertaking to make sustainable choices with regard to personal movement and consumption.
Principle #5: Integrated Planning
Transportation decision makers have a responsibility to pursue more integrated approaches to planning.
Principle #6: Pollution Prevention
Transportation needs must be met without generating emissions that threaten public health, global climate, biological diversity or the integrity of essential ecological processes.
Principle #7: Land and Resource Use
Transportation systems must make efficient use of land and other natural resources while ensuring the preservation of vital habitats and other requirements for maintaining biodiversity
Principle #8: Fuller Cost Accounting
Transportation decision makers must move as expeditiously as possible toward fuller cost accounting, reflecting the true social, economic and environmental costs, in order to ensure users pay an equitable share of costs
Source: OECD International Conference, Vancouver Canada, 24-27 March 1996
Dr. Josef Leitmann (McGraw-Hill; New York, 1999)
1. Develop a long-term vision of a desirable transport future that is sustainable for environment and health and provides the benefits of mobility and access.
2. Assess long-term transport trends, considering all aspects of transport, their health and environmental impacts, and the economic and social implications of continuing with ‘business as usual’.
3. Define health and environmental quality objectives based on health and environmental criteria, standards, and sustainability requirements.
4. Set quantified, sector-specific targets derived from the environmental and health quality objectives, and set target dates and milestones.
5. Identify strategies to achieve EST and combinations of measures to ensure technological enhancement and changes in transport activity.
6. Assess the social and economic implications of the vision, and ensure they are consistent with social and economic sustainability.
7. Construct packages of measures and instruments for reaching the milestones and targets of EST. Highlight ‘win-win’ strategies incorporating, in particular, technology policy, infrastructure investment, pricing, transport demand and traffic management, improvement of public transport, and encouragement of walking and cycling; capture synergies (e.g., those contributing to improved road safety) and avoid counteracting effects among instruments.
8. Develop an implementation plan that involves the well-phased application of packages of instruments capable of achieving EST taking into account local, regional, and national circumstances. Set a clear timetable and assign responsibilities for implementation. Assess whether proposed policies, plans, and programmes contribute to or counteract EST in transport and associated sectors using tools such as Strategic Environmental Assessment (SEA).
9. Set provisions for monitoring implementation and for public reporting on the EST strategy; use consistent, well-defined sustainable transport indicators to communicate the results; ensure follow-up action to adapt the strategy according to inputs received and new scientific evidence.
10. Build broad support and co-operation for implementing EST; involve concerned parties, ensure their active support and commitment, and enable broad public participation; raise public awareness and provide education programmes. Ensure that all actions are consistent with global responsibility for sustainable development.
Source: OECD, 2001
Road transport contributes significantly to urban air pollution in many countries. The World Health Organization estimates that suspended particulate matter leads to the premature death of over 0.5 million people per year. The economic costs of air pollution have been estimated to be equivalent to about 2 percent of gross domestic product in many countries. Incorporation of environmental issues within an urban transport strategy requires theidentification of the main transport-generated pollutants (usually suspended particulate matter, lead, and ozone) and the mobilization of technical, fiscal, and system management controls on fuel and vehicle technology to reduce these pollutants. Frequently these will also contribute to a desirable reduction of greenhouse gas emissions.(ref:TRANSPORT AND THE URBAN ENVIRONMENT)
• Noise can vary with the road and vehicle type.
• Larger vehicles and engines generally produce more noise
• E.g: car, buses, motorcycles, lorry, trailer, trains, bicycles,
