An evidence-based case for letting dogs use public transport

Dogs en route to the Manchester Dog Show, 1909. Image: Getty.

Dog owners depend very heavily on their cars to transport and care for their pets. Our recently published study estimates that dog owners make about 2.4m dog-related trips a week in Sydney. We also found pet owners overwhelmingly want to be able to travel on public transport with their pets. So why are they still excluded?

Our study, involving more than 1,250 Sydney dog owners, looked at popular activities owners do with their dogs and how often these require a trip by car. Typical activities include:

  • walking;
  • visiting the park or other recreational areas;
  • dog training;
  • going to cafés, bars or shops<;/li>
  • visiting family, friends or the vet.

On average, we found people walk their dog twice or more a week. While this confirms existing research, we found that one in four dog walks actually began with a drive in a car. Of the more than 75 per cent of dog owners who go to a recreational area twice or more a week, 45 per cent get there by car. And of the two-thirds of people who go to the dog park three times a week, more than half travel by car.

This demonstrates a surprisingly high reliance on private cars for dog ownership. The table below clearly shows this.

Activities undertaken by dog owners and the number of dog-related car trips each week.

The survey also found that, on average, people visit a vet three times a year. They use a car for 86 per cent of those trips.

However, 14 per cent said lack of transport had prevented them from taking their dog to a vet. People who did not own a car were more likely to fall into this category.

So, why does this matter?

Our results indicate that enjoying and caring for a dog in Australian cities – which has proven health and social benefits – is a relatively car-dependent affair. And car dependency is something urban planners want us to leave behind for many reasons, including sustainability, health and liveability.

If we are trying to reduce car use, understanding activities that lead to car dependence is important. We are particularly interested in the unintentional, often negative, consequences for individuals who, by choice or circumstance, do not have access to a car. A compromised ability to enjoy and care for a dog is one such consequence.

A policy solution would be to allow dogs on public transport in Australian cities. Unsurprisingly, our survey of dog owners found an overwhelming 95 per cent support this.

More than half indicated they would do more activities with their hound if this were allowed. And 20 per cent said they would even consider getting by without one of their cars if they could take their dog on public transport.


What are the rules in other countries?

With these findings in mind, we investigated public transport policies on pets in 30 cities across Europe, the United States and Australia. We found all European cities allowed dogs on public transport. Most cities in the US and Australia did not.

The policies allowing dogs vary. Some apply limits on where on the train, tram or bus a dog may travel, on travel during peak hours, and on the size of dog. In cities such as Paris, dogs must pass a “basket test” for riding in a carrier or small bag.

Most cities charge a fare for dogs at a concession or child price. Zurich has gone a step further by offering an annual travel card for dogs.

It is interesting that in cultures where private cars are dominant – such as Australia and the US – dogs are restricted from riding on public transport. In Europe, where car ownership and use are less common and public transport use is more the norm, dogs are welcome on trains and buses.

This perhaps says something about how we see public transport in Australia: it is for predictable and “clean” trips, such as the journey to work.

The ConversationIn reality, our lives are made up of messy trips, and to reduce car dependence we need to plan for this mess. This might include measures such as changes to timetables, making the interior of trains and buses more suitable for people carrying groceries, or allowing people to use the train to take their dog on an outing or to the vet. If public transport is for travel for all citizens and dogs are an important part of so many people’s lives, why should dogs be excluded from public transport?

Jennifer Kent, Research Fellow, University of Sydney and Corinne Mulley, Professor; Chair in Public Transport, University of Sydney.

This article was originally published on The Conversation. Read the original article.

 
 
 
 

Here’s why we’re using a car wash to drill into the world’s highest glacier on Everest

Everest. Image: Getty.

For nearly 100 years, Mount Everest has been a source of fascination for explorers and researchers alike. While the former have been determined to conquer “goddess mother of the world” – as it is known in Tibet – the latter have worked to uncover the secrets that lie beneath its surface.

Our research team is no different. We are the first group trying to develop understanding of the glaciers on the flanks of Everest by drilling deep into their interior.

We are particularly interested in Khumbu Glacier, the highest glacier in the world and one of the largest in the region. Its source is the Western Cwm of Mount Everest, and the glacier flows down the mountain’s southern flanks, from an elevation of around 7,000 metres down to 4,900 metres above sea level at its terminus (the “end”).

Though we know a lot about its surface, at present we know just about nothing about the inside of Khumbu. Nothing is known about the temperature of the ice deeper than around 20 metres beneath the surface, for example, nor about how the ice moves (“deforms”) at depth.

Khumbu is covered with a debris layer (which varies in thickness by up to four metres) that affects how the surface melts, and produces a complex topography hosting large ponds and steep ice cliffs. Satellite observations have helped us to understand the surface of high-elevation debris-covered glaciers like Khumbu, but the difficult terrain makes it very hard to investigate anything below that surface. Yet this is where the processes of glacier movement originate.

Satellite image of Khumbu glacier in September 2013. Image: NASA.

Scientists have done plenty of ice drilling in the past, notably into the Antarctic and Greenland ice sheets. However this is a very different kind of investigation. The glaciers of the Himalayas and Andes are physically distinctive, and supply water to millions of people. It is important to learn from Greenland and Antarctica, – where we are finding out how melting ice sheets will contribute to rising sea levels, for example – but there we are answering different questions that relate to things such as rapid ice motion and the disintegration of floating ice shelves. With the glaciers we are still working on obtaining fairly basic information which has the capacity to make substantial improvements to model accuracy, and our understanding of how these glaciers are being, and will be, affected by climate change.

Under pressure

So how does one break into a glacier? To drill a hole into rock you break it up mechanically. But because ice has a far lower melting point, it is possible to melt boreholes through it. To do this, we use hot, pressurised water.

Conveniently, there is a pre-existing assembly to supply hot water under pressure – in car washes. We’ve been using these for over two decades now to drill into ice, but our latest collaboration with manufacturer Kärcher – which we are now testing at Khumbu – involves a few minor alterations to enable sufficient hot water to be pressurised for drilling higher (up to 6,000 metres above sea level is envisioned) and possibly deeper than before. Indeed, we are very pleased to reveal that our recent fieldwork at Khumbu has resulted in a borehole being drilled to a depth of about 190 metres below the surface.

Drilling into the glacier. Image: author provided.

Even without installing experiments, just drilling the borehole tells us something about the glacier. For example, if the water jet progresses smoothly to its base then we know the ice is uniform and largely debris-free. If drilling is interrupted, then we have hit an obstacle – likely rocks being transported within the ice. In 2017, we hit a layer like this some 12 times at one particular location and eventually had to give up drilling at that site. Yet this spatially-extensive blockage usefully revealed that the site was carrying a thick layer of debris deep within the ice.

Once the hole has been opened up, we take a video image – using an optical televiewer adapted from oil industry use by Robertson Geologging – of its interior to investigate the glacier’s internal structure. We then install various probes that provide data for several months to years. These include ice temperature, internal deformation, water presence measurements, and ice-bed contact pressure.


All of this information is crucial to determine and model how these kinds of glaciers move and melt. Recent studies have found that the melt rate and water contribution of high-elevation glaciers are currently increasing, because atmospheric warming is even stronger in mountain regions. However, a threshold will be reached where there is too little glacial mass remaining, and the glacial contribution to rivers will decrease rapidly – possibly within the next few decades for a large number of glaciers. This is particularly significant in the Himalayas because meltwater from glaciers such as Khumbu contributes to rivers such as the Brahmaputra and the Ganges, which provide water to billions of people in the foothills of the Himalaya.

Once we have all the temperature and tilt data, we will be able to tell how fast, and the processes by which, the glacier is moving. Then we can feed this information into state-of-the-art computer models of glacier behaviour to predict more accurately how these societally critical glaciers will respond as air temperatures continue to rise.

The ConversationThis is a big and difficult issue to address and it will take time. Even once drilled and imaged, our borehole experiments take several months to settle and run. However, we are confident that these data, when available, will change how the world sees its highest glacier.

Katie Miles, PhD Researcher, Aberystwyth University and Bryn Hubbard, Professor of Glaciology, Aberystwyth University.

This article was originally published on The Conversation. Read the original article.