Anticipated Results. As a result of an internal cost/benefit analysis (Attachment 1), VA expects net savings of approximately $589,550,000 per year from running this match. The cost and beneficial impact of this match on DoD operations is also described in Attachment 1.
Anticipated Results. As a result of an internal cost/benefit analysis (Attachment 1), VA expects net savings of approximately $59,500,000 per year from running this match. DoD/USCG does not expect any savings as a result of this matching program in view of the fact that the individual is likely to opt to receive the higher DoD/USCG payment in lieu of the lower VA benefit payment.
Anticipated Results. The benefit to the United States Treasury of this matching operation is the correction of those cases where there is a decrease in the monthly payment amount and the recovery of detected overpayments, which total about $173,800,179. We project the total costs to be $19,432,452. The actual savings to the United States Treasury make this matching operation cost effective with a benefit to cost ratio of 8.94 to 1. Accordingly, SSA & CMS recommend continuing this matching activity (See Attachment 1 – Cost Benefit Analysis (CBA)). CMS does not expect to derive any program savings because of this matching operation.
Anticipated Results. Active Access will give several large groups of the population enough support to change their behaviour in daily travelling. In Approach 1, the target is 70:30 modal split in school population, with 80% of barriers removed. The overall target in Approach 2 is to achieve 50:50 modal split in the target group of 4.000 employees over the three year period. The aim in Approach 3 is to increase the percentage of active shoppers by 20% after three years. The aim in Approach 4 is to provide better facilities for walking and cycling and increase the number of regular pedestrians and cyclists, based on the awareness of sustainable transport health benefits. Special attention will be paid to providing people with medical advice on the benefits of regular physical exercise as prevention of health problems. Both cycling and walking will be given a much higher profile. The desired modal split of 50:50 will be achieved throughout the year, probably even a better result in warmer months of the year. Concepts of car-pooling and car-sharing will be introduced on a larger scale. The quality of life for all its citizens will be further improved and some often discussed transport issues resolved. At the same time, the capacity of the City in implementing projects in compliance with European positive practice will be further improved, results of the measures systematically evaluated and compared to other cities of similar size and development stage. Best practice of the city will be shared with towns of Croatian network of towns and municipalities as well as twin-towns and partner-towns in the region, networks such as CIVITAS and Cities for Mobility and web portals such as ELTIS.
Anticipated Results. We wish to increase the number of green transport users (presently the share of cyclists is 5% and pedestrians 39%); the share of cyclists could rise to 20% and that of pedestrians to 50%. Traffic behaviour of different target groups should become at least satisfactory instead of unsatisfactory, which is currently the case. More bicycle lanes should be designated at the edge of roadways. The majority of schools should start teaching traffic rules, after which it would not be necessary for parents to take children to school by car, because children are able to go to school by foot or bicycle. People should use bicycles more as a means of transportation rather than for sports. More attention to green transport should be given in politics (for example, decrease the number of parking spots for cars and increase parking space for bicycles, planning of urban space development should be based primarily on the needs of green transport users and, secondly, cars).
Anticipated Results. Generally we would like to achieve a change in people’s mental maps. This is something very hard to measure but some aspects of this change can be described as follows: • People get a more positive image of active travel. They not only discover that a car is not always necessary for shopping but also put this idea into practice. • Shopkeepers discover that the larger part of their customers does not arrive by car and that “active travel customers” can be an important part of their income. • The general view of streets affected by the project will be changed. Instead of car parking places we’ll see more bicycle racks. Instead of cars standing in the traffic jam, we’ll see larger sidewalks and people with shopping bags on the street chatting or sitting on benches. The effectiveness of the campaign should be measured by the following indicators: • 100 shops join the campaign with satisfaction, • campaign website will have 1000 visitors, • 4 walking / cycling audits in different districts, • 3 participating shops build their own bicycle racks, • 5 important press or media appearance of the project per year.
Anticipated Results. For the inter schools challenge, we are waiting for a great motivation from parents and teachers. It may be an incentive for a walking bus or simply for walking or cycling to school more naturally. Even if we began with a few schools in Haute-Xxxxxx (4), it could become little by little an annual challenge with always more schools participating. And we will have a great increase in the percentage of people walking/cycling to schools. We could propose 2 challenges every year or a week long challenge. In the action towards enterprises, the results are a global awareness raising on the possibilities that do exist. We also want to touch at least 2.000 enterprises with the announcement of our services. The first challenge is a first step with more than 4.500 people working in le Parc des Glaisins and at least the same with Rumilly CAE. The IEMP of Hospital Annecy Region and Eco Mouv will reach around 3.500 employees not counting visitors from of the hospital. Actions towards shopkeepers and customers: first we will have a greater awareness raising among the shop keepers regarding their energy savings. The different actions may help them in realizing they can win more customers with local services and mobility.
Anticipated Results. Save energy through a modal shift from car to walking and cycling. • Strengthen local economies by making key target groups more aware of, and therefore more frequent users of, the shopping opportunities within short distance of their homes. • Change mental maps: many people don’t know about the potential of shops in their vicinity. The objective is to bring perception and reality in line. • Raise awareness for non motorised modes among decision takers and realise the potential of shifting short car trips towards walking & cycling in the strategy of solving urban transport problems. • Raise awareness among shop owners that there is a big potential of non motorised clients in the vicinity. • Permanent implementation and acceptance of access restrictions/closing of areas for motorised traffic in selected areas after a test phase within Active Access. • Continue to improve awareness of these issues amongst relevant professional groups, academics, policy makers and the general public. • Promote and facilitate that children go to school walking and cycling though safer school routes. • To adopt measures that help to reduce traffic and do it safer by the creation of “30 zones” in special areas as schools, elder centre. • Reduce air and acoustic contamination avoiding the typical scholar traffic jam. • Help to improve children and parents health by walking or cycling to school. • Facilitate all displacements, including people with disabilities, erasing architectural barriers and elaborating an accessibility plan.
Anticipated Results. Strategic Objectives Indicators Specific Objectives Indicators
Anticipated Results. It is expected to put the forgotten topic of walking a bit higher on the political and social agenda. Walking is considered so normal and part of everybody’s daily life that is often ignored during decision making. The question of walking and the quality of urban environments and their relation with retailing prosperity is something that this project will put to public discussion. It is anticipated that these two factors will lead to more investment in walking infrastructure and safety. Not only will politicians be more aware and therefore more willing to decide in favour of walking but people will be more likely to ask for investment. We expect a reduction in illegal parking and an increase of parking-and-walking. For residents and visitors we wish to change, even if slightly, their mental-map of the city and hopefully change their travel patterns.
