Conference on Urban Mobility Thematic Session: A - Interface Urban Mobility & Urban Planning

CIT-U-M: Conceptual Framework Theme A: Interface Urban Mobility & Urban Planning.

Final CIT-U-M Conference 29th – 30th June 2007, West Athens

PDCU: Projects Development and Co-Ordination Unit Ministry for Urban Development & Roads, Malta.

in collaboration with Valletta Local Council.

The CIT-U-M Project is partly financed by the EU Community initiative URBACT.

Partner cities in the

CIT-U-M Project

Understanding and analysing the

“Interfacing between Urban and Mobility Planning”

CIT-U-M Theme A Concept

CIT-U-M Theme A

Processes

CIT-U-M Theme A

Deliverables

Working Group A Thematic Background

Theme A: Interface Urban Mobility & Urban Planning

Working Group A (WGA) focuses on the interaction among urban transport and urban development in both ways, i.e. :

1. Effects of urban development practice on the urban transport system or urban mobility.

2. Effects of urban transport / mobility practice on the natural and built environment.

This thematic aspect of the CIT-U-M Project, allowed the Urban / Transit planners and policy makers of the Partner Cities to understand the importance of this important interaction between these two critical success factors.

This benchmarking approach thus enables each Partner City to share innovative strategic ideas and experiences within the CIT-U-M cooperative context. Partner cities will be applying the lessons learned from the project specifically to address each of our own local needs and addressing ‘gaps’ in certain policy frameworks.

Conceptual Background:

Working Group A Thematic Concept


Working Group A Thematic Concept

Current EU Statistics :

• It has been recorded by the EU, that 80% of our citizens live in urban areas, whilst 40% reside in large urban conurbations, with a population of over 200, 000 inhabitants.

• As European citizens we make on average around 1,000 trips per year and with 50% of these are made within a 5 km distance.

• The private motor car is popular urban transit mode, contributing about 75% of kilometres travelled within the EU conurbations.

• However public transport patronage in the bigger cities, has important influence, where it carries 2.5 – 3 times as many people as private transport.

• Public transport is also important for estimated 40% of EU households who do not have a car.


To identify and assess the interaction among transport and urban development.

Drivers for improvement

Strategic

priorities for action


Strategic


Urban Polices

Development Briefs

Local Plans

Transport Strategies

Working Group A Thematic Concept ~ Problems Identified by the Partner Cities


Working Group A CIT-U-M Network General Thematic Processes

As part of this Working Group, the Partner Cities have assessed the policy measures and the interaction among transport and urban development, this was established by the following process:

Impact of Urban Planning /

Development on Urban Mobility

Working Group A:

Interface Urban Mobility & Urban Planning

Impact of Urban Mobility on

Urban Planning / Development


Working Group A CIT-U-M Network General Thematic Processes

Interface Urban Mobility & Urban Planning (Impact of Urban Planning / Development on Urban Mobility)

To what extent social pressures may interfere in the procedure

imposed by the legislation?

To which extent the nature and intensity of the impact

on mobility, traffic and / or transport can modify the initial urban plan?

Based on the legislation in vigour, whenever an urban development or renewal

operation is planned, in which way the impact on traffic and transport are

identified and assessed?

Are there any variations on the procedures depending on the type of the practice ?

Are private sector practices including with differently than purely

public practices?


CIT-U-M CITY

Alex’polis

Catania

Csepel

Larnaca

Valladolid

Valletta

West Athens

Never Sometimes

X

X

X

X

Often

X

X

Always Rarely

X

Working Group A Partner City ~ Thematic Process Findings

To what extent social pressures may interfere in and modify the outcome of the procedure?


Working Group A Partner City ~ Thematic Process Requirements


Is there a legislation or administrative motivation regarding the assessment of

the impact on urban mobility resulting from Urban Planning / Development

practices ?

What type of procedure is usually adopted for assessing the impact on urban

mobility resulting from Urban Planning / Development practices ?

What type of benchmarking is used, if any ?

Which are the usual consequences of the above

procedures on urban planning / development, if any ?


CIT-U-M CITY

Alex’polis

Catania

Csepel

Larnaca

Valladolid

Valletta

West Athens

Yes

X

X

X

X

X

X

No

X


Is there a legislation or administrative motivation regarding the assessment of the Interaction among Urban Spatial Planning and Urban Mobility?

A - Impact ON Urban Mobility resulting FROM Urban Planning / Development Practices


CIT-U-M CITY

Alex’polis

Catania

Csepel

Larnaca

Valladolid

Valletta

West Athens

Yes

X

X

X

X

X

X

No

X


Is there a legislation or administrative motivation regarding the assessment of the Interaction among Urban Spatial Planning and Urban Mobility?

A - Impact ON Urban Planning / Development Practices resulting FROM Urban Mobility


Working Group A Partner City ~ Thematic Process Requirements


How often the results of the impact assessment modify the initial practice ?

What is the usual procedure adopted in case of estimated negative effects?

To what extent social pressures may interfere

in and modify the outcome of the procedure ?

These procedures are they differentiated as a

function of the level of involvement of the private sector?


CIT-U-M CITY

Alex’polis

Catania

Csepel

Larnaca

Valladolid

Valletta

West Athens

Never Sometimes

X

Often

X

X

Always Rarely

X

X

X

X


How often the results of the impact assessment modify the initial practice ?


Local authorities frameworks should reinforce their administration and their

political will so as to achieve a more integrated planning policy process.

Working Group A Thematic Network Conclusions ~ Project Findings

This policy process of integration should be lead by the Local Authority itself

in order to overcome the barriers and to coordinate specific players

affected by the planning process.

The two policy frameworks of urban development and urban mobility

are closely interrelated and continuously an interactive process.

Policy making should move towards an integrated planning

approach that encompasses all the interactions between the two domains in

questions as well as with the natural, social and economic environment.

The continuous improvement process approach of benchmarking urban

development and transit policies and practices as an effective planning

tool has often been overlooked.

“Political infighting” and “ownership” of policies between different government

Departments has hampered the effective policy making. Greater collaborations

are required between key stakeholders for more effective strategies.

Policy making has been geared towards supporting the private

motor car through local political pressures.

Transit & Mobility issues

identified

Urban Planning issues identified

Partner City parameters

Transit & Mobility problems & issues identified:

• Transit is referred to essentially as a ‘vehicular modality’,

not as an ‘integrated planning tool’ to redevelop urban

areas and vice versa.

• Limited prospects for activating new public transport

incentives or green public transit modes.

• In some cases transit parameters are limited to a node or an

immediate surrounding area.

• In some cases polices support more the private motor car,

rather than concentrating on enhancing the public transit

product.


Working Group A Thematic Network Conclusions ~ Partner City Findings

Urban Planning problems & issues identified:

• In some cases new developments have not been shaped

around current or potential transit nodes by a specific

‘integrated’ policy.

• In some cases there limited ideas for adaptive re-use or use

of historic fabric.

• There is a need for more attractive urban zones designed

with the pedestrian in mind as the highest priority.

• Our Urban Policies should look to improve the design

quality of the built environment.

Partner City parameters identified:

• Land areas both current and future developments should be

designed to maximise accessibility to and from public

transport, delivered through the integration of Urban and

Transit planning and policies.

• Policy direction should move towards creating a greater

mobility choice through improved transit options (walking,

cycling, new transport modes.)

• Decrease private car use and lessen the negative impacts.

• Creating liveable communities with efficient urban land use.


The CIT-U-M Good Practice guide has identified that there should be a greater use of benchmarking in the continuous improvement process of policy research and development, implementation and monitoring. As a result of participating in the CIT-U-M project, policy makers will now have the opportunity and knowledge to explore and compare models of ‘best practice’ in this specialist field. Through the application of the benchmarking process of some examples provided in the CIT-U- M project, policy makers today know have a greater understanding of how to make integrated land and transit policy frameworks more effectively towards the needs of local cities. The partners cities could follow the following template of benchmarking the integration of land and transit planning…...

Benchmarking as a policy process improvement tool


Different types of transit

CIT-U-M Partner City


Benchmarking as a policy process improvement tool

Transit life cycle

Road infrastructure

Public transit hubs

Tourist / Visitor hubs

Urban Developments

Planning strategies

and polices

Demographics &

car ownership

Transit improvement

plans

Benchmarking, Implementation & Monitoring


The interfacing of Urban Mobility & Urban Planning / Development, understanding the correlation.

• The CIT-U-M project has identified that there should be a greater move towards the further integration of effective transit and land use planning. Specifically if we are to meet the urban mobility challenges that the EU faces as illustrated in an earlier slide.

• International experiences which are growing in Europe has illustrated how a specific form of planning has a central policy framework to deliver greater communities based on sustainability, social, economic and environmental needs.

• By linking together and shaping urban transit nodes around urban developments and vice versa will positively influence the economics, future policies, location and a mix of land uses.

• The CIT-U-M Good Practice Guide has advocated that the cities could look towards developing the model of TOD (Transit Oriented Development) as being advocated by the authorities in Valletta, Malta.



Reducing the transit

impact on the locality

Reduction of pollution

and congestion

Opportunities to

increase

‘transit choices’

Investment decisions

are linked through an

integrated process

Improved utilisation of

existing

and future land needs

Safer communities

with greater

accessibility for all

Interface Urban Mobility

& Urban Planning /

Development

Travel time reduction

between transit points

Community ‘quality of

life’ enhancements



As a result of the lessons learned as a result of this Thematic network, ‘future’ policy direction options for Partner Cities in the CIT-U-M network can now move away from a previous ‘disintegrated’ approach…..


Strategic



Strategic


Urban Polices

Development

Briefs

Local Plans

Transport

Strategies




Urban Polices

Development Briefs

Local Plans

Public Transit /

Mobility Plans

Integrated Urban

and

Transit land use

policies

Drivers for

improvement

Strategic priorities for

action

CIT-U-M

Partner cities ~

Lessons Learned


• The focus is recommended on developing urban zones which make a greater use of the existing and new public transit nodes which are less dependant than unsustainable forms.

• Urban developments should be centred around public transit and vice versa, whilst looking to reduce on-site parking.

• Greater integration between the different transit node to improve modal shift.

• Transit and urban developments should be interlinked.

• Transit is used as a stimulus to support the community objectives.

• Increased provision for cycling and pedestrianised zones.

• Integrated planning should be used as options for new opportunities to combat congestion and reduce car ownership.

• Developing a more safer and healthier community.


Our objectives as planners in cities and towns:



Our objectives as planners in cities and towns:

• Greater integration of transit with urban land use and development, requires planning across diverse agencies, variants of government and transit operators. A ‘joined up’ approach is therefore advocated to deliver its success.

• The application of an overarching framework or commitment should be designed to support existing and future planning policy mechanisms, thus reducing levels of ‘political barriers’ which have been identified by the CIT-U-M network.

• The different partners have illustrated different hierarchies of transit and urban planning at the various levels of governance. Therefore it is recommended that our cities planning needs to be integrated, between all levels of the stakeholders.

• Partnerships should be established between all with the objective of agreed outcomes.


CIT-U-M: Conceptual Framework Theme A: Interface Urban Mobility & Urban Planning.

Dr. Malcolm Borg & Mr. Rafael Orsini PDCU ~ Ministry for Urban Development and Roads.

[email protected] [email protected]

Final CIT-U-M Conference 29th – 30th June 2007, West Athens

The CIT-U-M Project is partly financed by the EU Community initiative URBACT.

Conference on Urban Mobility Thematic Session: A - Interface Urban Mobility & Urban Planning

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