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Curso de Mobilidade e SustentabilidadeTransporte e Sustentabilidade na Europa
Transport and
Sustainability in EuropeHon. Prof. Ph.H. Bovy
Swiss Federal Institute of Technology
Olympic Transport Expert
http://mobility-bovy.ch
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Content--8 points
1. Introduction: Europe andtransport/mobility sustainability
2. Metropolitan transport/mobilitydevelopment : the case of PARIS
3. Urban density and mobilitymultiple interdependences
4. Car ownership evolution
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1. Europe and sustainability
What European outstanding characteristics?
What definition for transport sustainability?
Europe has:A generally stabilized population (720 million)
A very high urbanisation ratio (80%)
A dense continental (especially Western) transportsystem with rather strong rail networks
Cities with the densest rail transport networks
Intermediate average urban densities (>50 hab/ha)
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population trends
1975 ! 1995 ! 2015
World 4100 +39% 5700 +28% 7300
Africa 415 +73% 720 +64% 1180
Asia 2400 +43% 3440 +27% 4380
Europe 680 +7% 730 -2% 715
Latin America 320 +48% 475 +32% 625
North America 245 +22% 300 +17% 350
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urbanization trends
1975 ! 1995 ! 2015
World 38% +21% 46% +22% 56%
Africa 25% +44% 36% +33% 48%
Asia 24% 42% 34% +41% 48%
Europe 67% + 7% 72% 12% 81%
Latin America 61% +21% 74% +11% 82%
North America 74% + 4% 77% + 9% 84%
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and sustainability
Numerous definitions, increasinglysophisticated and often technocratic
Sustainability = Search for balanced
development patterns incorporatingmobility growth
Sustainability perceived differently indifferent cultures
Northern European cultures sensitive tocollective and ecological values + discipline
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sustainability
Southern European cultures moreindividualistic, less ecologically oriented
The search for more balanced developmentis not new --much earlier than thesustainability concept invention around 1990
Pragmatic and dynamic definition - point 5
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Metropolitan transport /
mobility development--ParisIn most metropolitan areas:
higher density metropolitan central areas,where public transport is the most attractive
and efficient, are loosing population and jobs
low density peripheral sectors, where publictransport is much less attractive and efficient,and where the automobile is dominant, are
gaining population and jobs
2.
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Public transport improvements and
automobile dependence Substantial public transport service
improvements are not capable, by
themselves, to trigger a substantial
reduction of automobile dependence
Ever growing low density metropolitan
sprawl, dispersed employment, car
ownership growth and longer work-travel
journeys are contributing factors to public
transport relative decline
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Current trends are the opposite:
In the Paris Region (11.5 millions inhabitants) last 15 yearmobility trends indicate:automobile travel + 35 %public transport travel + 5 %walking and two-wheel travel - 20 %
If no significant policy changes are made, the Paris 2015Master Plan will lead to :+ 55 % of motorized passengerkilometers
of which 2/3 by private cars
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Paris Region concentric travel patterns
Paris
Int. suburbs
Ext. suburbs
Outlying suburbs
New towns
Periphery - axes
Periph. - isolated
Rural zones
0 1.0 2.0 3.0 4.0 0% 20% 40% 60% 80% 100%RAVEL MODAL SPLITT (%)VERAGE DAILY TRIP GENERATION PER
INHABITAN T
A
EGENDL :
UBLIC TRAN SPP .UTOA
ALKWTHERSOSource : Plan de dplacements u rbains - diagnostic, Paris, juin 1998
OBILITY AND MODAL SPLIT AT
RESIDENTIAL TRIP ORIGIN
M ODAL SPLIT AT TRIP DESTINATIONM
HR/Dortmund/9.6.99
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Paris Region motorization and modal
split patterns
0.34
0.35
0.44
0.38
0.37
0.33
0.33
0.27Paris
Int. suburbs
Ext. suburbs
Outlying suburbs
New towns
Periphery - axes
Periph. - isolated
Rural zones
0.20 0.400.350.300.25
AR OWNERSHIP RATIOC UBLIC TRANSPORT SHAREP
UBLICTRANSPORT TRIP SHARE OFTO TAL
MOTORIZED TRAVEL
PUT O MOB ILE NHABI T ANT A / I
0.45 0% 25% 50% 75%
EGENDL :UBLIC TRANSPORT MODAL SPLITP
AT DESTINATION
AT RESIDENTIAL ORIGIN HR/Dortmund/7.6.99
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Ile de France Region mobility patterns
24%
29%
47%
58%
18%
24%
65%
12%
23%41%
30%
29%
55%
20%
25%
35 %
30 %
35 %
PARIS
FORECASTS 1990-2015[millions of inhabitants and jobs]
24%
29%
47%
Population
1990 2015
Jobs
TOTAL
10.65 + 11%
5.10 + 14%
58%
18%
24%
65%
12%
23%41%
30%
29%
55%
20%
25%
OUTER RING
Isolated and rural
INNER RING
Inner suburbs
OUTER RING
Corridors
INNER RING
Outer suburbs
Population
INNER RING 1990 2015
Jobs
4.00 + 4%
1.75 + 10%
Population
OUTER RING 1990 2015
Jobs
4.50 + 22%
1.55 + 37%
Legend :
5%
30 %
35 %
CAR -
Motorised
IndividualTransport
PT - Public
Transport
NMT - Non-motorisedTransport
PARIS
2.15
1.80
+ 0%
- 2%
Population
1990 2015
Jobs
10 km
Growth
Growth
GrowthGrowth
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Urban density and Mobility
multiple interdependences3.Public transport modal share
Parking cost
Average commercial speed
Distance budget
Car ownership
Parking availability
Transport cost budget
Maximum
Minimum
Average daily time budget
Accommodation/housing budget
Non-motorised journeys modalshare
b)
a)
c)
d)
e)
g)
h)
j)
i)
k)
l)
Automobile modal share
URBANLOW Intermediate HIGH
Average daily number of journeysf)
Parameters
a) to m)
URBANDENSITY m) Transport energy consumption
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Growing mobility parameters with:
higher urban densities
public transport modal share
non-motorized (on foot+bicycle) modal share parking costs
housing and accommodation budgets
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Increasing mobility parameters with:
decreasing urban densities private car modal share
car ownership
public and private parking availability average daily travel distance budget
average travel commercial speed
average transport cost budget
transport energy consumption
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Constant mobility parameters
average daily travel time budget
average daily number of journeys per capita
In a high mobility environment, twomobility parameters remain constant(Zahevi paradigm):
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Net overallurban density
LOW
< 25 h+j/ha
INTERMEDIATE
50-100 h+j/ha
HIGH
> 250 h+j/ha
Automobile use(km/person/year)
Public transportuse
(journeys/person
/year)
Fuel/gasolineconsumption in
transport(MJ/person/year)
> 10000 < 5000
< 50 > 250
> 55000 < 15000
Legend :
CAR : Car
PT: Public transport
NMT : Non-motorized transport
Density (h+j/ha) : number of inhabitants (h) andjobs (j) per net hectare (ha)of urban area (excludinggreenspaces, stretches ofwater)
CAR
NMTPT
NMT
PT
CAR
NMTPT
CAR
Source: according to Newman/Kenworthy, Sustainability and Cities, 1999
Representativesituations
North Americanand Australianmetropolises
Europeanmetropolises
35000-20000
Indicative overallmodal distribution
Asian metropolisesand world major city
centers
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Comparative mobility parameters
Seven key mobility parameters for 5 world metropolises:
a) average urban density: habitants/net hectare
b) GDP per capita: GDP in US$/person
c) car ownership: private cars/1000 inhabitantsd) total mobility: total trips/person/day
e) proportion of total mobility by car
f) total transport energy per person in MJ
g) public transport share: % motorized mobility by PT
Statistics are from UITP Millennium City Database(Newman & Kenworthy)
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1995 Houston Madrid Paris LondonHongKong
Density (hab/ha) 9 85 50 60 320
GDP per capita 31 000 18 000 41 000 22 000 23 000
Car ownership (c/1000)
Motorcycle own.(m/1000)
695
(5)
430
(25)
420
(60)
330
(10)
4 5
(5)
Total mobility (trips/day) 4.65 1.95 2.85 2.80 2.80
Mobility by car
Mobility by bicycle
95%
(0%)
30%
(0%)
44%
(1%)
49%
(1%)
19%
(0%)
Energy for transport (MJ) 86 000 15 000 16 000 14 000 6 500
Public transport share(% mot.transp)
< 1% 22% 24% 27% 73%
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Mobility / densities
Low average urban densities are linked tohigh car usage/dependence and very hightransport energy consumption. Car ownership
is high as well as GDP/capita
High average urban densities are linked tohigh public transport usage and low transportenergy consumption. Car ownership and
GDP/capita are low to average withconsiderable variations
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4.Car ownership evolution
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0
50
100
150
200
250
300
350
400
450
500
1935 1940 1945 1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005
the Swiss motorisation case
1945 54 61 68 76 84 2001
Cars
/10009 y
+40
7 y
+50
7 y
+100
8 y
+100
8 y
+100
17 y
+100Representative of
Western Europe trends:
55 years (1905-1960) to
reach 100 autos/1000 20 years (1960-1980) to
gain 300 autos/1000
20 years(1980-2000) to
gain another 100 andreach 500autos/1000
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Sustainability is not new
Sustainable policies can be viewed as an integration andcombination of successive emerging issue solving
processes During the 50 year urban mobility growth period,
emerging issues have been incorporated layer bylayer into a more or less global sustainable? package
Major issues have emerged about every 5 to 10 years
and have remained present ever since
5. Dynamics of sustainability
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Sustainability + diversity
Sustainability layers emerge with differenttimelines according to local political, economical,social and cultural orientations and constraints
Northern Europe is 10 to 20 years ahead ofSouthern Europe on deployment of mostsustainability parameters
Mobility total growth patterns and global modalsplit mobility market breakdown vary widely from
countries to countries within Europe
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Sustainability parameters
Seven generic parameters can beschematically identified: Safety (since 1960)
Energy (since 1970)
Local environment - quality of life (1975)
Urban sprawl (1980)
Equity / solidarity (1985)
Global environment - climate change (1990) Sustainable development (1995)
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..sustainability and safety
50 year experience shows that considerable progress canbe made in transport safety-- particularly in road safetyin urban, intercity and rural areas
In Europe, fatal road accident numbers have decreased 3
times while traffic grew 5 times in 20 years (current ratesare 15 times less)
Resource investment in safety promotion, education,engineering, deployment, systematic enforcement mustremain high, consistent and without discontinuity
Speed limits and alcohol at the wheel campaigns aretremendously expanded everywhere all the time
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sustainability and energy
Energy consumption in transport is and remainsa big issue since the first oil crisis in early 70s
Considerable technological progress towards
higher fuel efficiency have been and willstill be made
Considerable technological progress towardsmore ecologically efficient transport vehicles(gasoline+diesel +other fuels)
Very high cost of oil is accelerating the drivetowards alternative energies
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sustainability and local
environment Transport pollution major threat to health
Quality of life associated with cleanenvironment
Considerable progress have being made onenvironmentally compatible transportsystems through rehabilitation or new projects
Air+water pollution+noise are the mainimpacts, which can be overcome by systematicmandatory deployment of environmentalengineering
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sustainability and urban sprawl
Europe has rather high density pre-automobile City centres and first ring suburbs
Low density, highly automobile dependent
urban sprawl (American style) is considered asnon sustainable
Urban densification efforts are systematicallybeing sought in combination with public
transport system development
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sustainability and equity
Provision of minimum public transportbasic mobility services to all is sought inmany countries
Provision for transport to all client groups--the young, the poor, the old
Public transport partly paid by employer
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sustainability and global
environmentTremendous amount of research being
carried out worldwide to understandGlobal warming, predict and define
orientations toward higher sustainabilityRole of transport (air/land/maritime) has to
be better identified to sketch solutions
European research extremely active in this
global domain
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sustainability and sustainability
Integration of economic, environmentaland social sustainability components suchas previously described, defines a wide
range of sustainable policies Some transport and urban development
policies are long term like city form andurban network structure
Most others are medium to short term liketraffic management
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Long term orientations
Urban planning and transport developmentare interdependent, but disjointed at mostpolicy and institutional levels
Urban sprawl and dispersed mobility patternslead to public transport weakening and lesssustainable mobility development
Structuring urban form with high density
nodes and corridors is of strategicimportance for sustainable development
6.
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Increasing urban densities insubcenters, urban corridors and nodes
Most european land planningconcepts and regulationspromote higher densities in
areas well served by publictransport
These policies are valid forall new developments
Dutch ABC policy to match
land use densities withappropriate transport means
URB
PT
NMT
FR
PAR
CAR
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Major boulevard redesign with publictransport and higher densities
URB
PT
NMT
FR
PAR
CAR
Replacement of auto traffic lanesby high performance publictransport : light rail, exclusive buslanes, reserved bus corridors,busways
Urban transit mall redesign, largerand more convivial public space,systematic on-street parkingremoval, bicycle networks
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Redeployment of rail systems
URB
PT
NMT
FR
PAR
CAR
Renewal of under-used freight railinfrastructures
Exclusive right-of-way rail publictransport is the most powerfulmetropolitan transport vector
Many possibilities to explore and develop :
existing line improvement or/and extension
freight line conversion to passenger service
dualmode interconnection : suburban rail /urban lightrail
network interconnexion : regional express rail system linkages
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Short/Medium term
orientations
Reducing Green House effects calls for fasteractions, chiefly in the transport sector
Some EST Environmentally Sustainable Transportanalysts state that:
half the effort towards achieving more EST comes fromtechnological improvements to the transport system
the other half will come from making transport smarter,
using cars more efficiently on shorter journeys in morecompact cities
7.
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Short-medium term measures
Traffic management
Traffic calming
Public transport performance improvements Parking diversified strategies, controls, taxing
Urban congestion pricing
Road freight transport pricing
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Traffic management
Areawide centralized traffic management command andcontrol is essential to improve metropolitan transportoperations
All transport mode integrated ticketing and informationsystems
Areawide parking supply/demand on time information
Bus transport systematic priority lane network with routeoperation optimisation
Integrated traffic management is crucial to handle mega-event situations like the Olympics
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Traffic calming
URB
PT
NMT
FR
PAR
CAR
Main goal = harmonise trafficoperations and behaviour withlocal living needs
Traffic calming is succesfullyapplied to whole urban areassubdivided in alveolar zones
Major benefits in terms of
security, liveability, conviviality
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Lower public
transportcommercial
speeds
More PTcustomerstransfer to
the car
Car traffic and
parkingpressure
increase
Longer traveltimes
Quality ofservice
decline
Public transportproductivitydecrease andfare increase
More Urbanroad
congestion
Better public transport performance
Break the vicious circleof public transportdeterioration
Systematic
introduction of publictransport priorities
Gains of up to 20%commercial speed andproductivity byappropriate traffic
management
5
More PT
customers
transfer to
the car
6
Car traffic
and parking
pressureincrease
1
More Urbanroad
congestion
4
Public transport
productivity
decrease and
fare increase
3
Longer travel
times quality
of services
decline
2
Lower public
transport
commercialspeed
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Urban parking control strategies
URB
PT
NMT
FR
PAR
CAR
Control of parking supply is the mostpowerful mobility management tool inEuropean cities
Commuter modal choice is dictated by
parking availability at the work place
New Mobility Plans include strong metropolitan
wide parking control strategies with :new parking standards (ceilings instead of minima)
deterrence of free workplace parking
parking prohibition on public transport boulevards
metropolitan wide park + ride promotion
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Urban congestion pricing
Road pricing eliminates 15-20% extra peaktraffic load which produces trafficcongestionin dense city centres
Road pricing peak traffic load reductionssubstantially improve public transportoperations = traffic win - win solution
Road pricing permitsredistribution of
revenues to strengthen public transport
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Road freight transport pricing
To induce freight container transport shiftfrom road to rail, tolls are levied on trucktransport (to finance rail development and
road maintenance) in certain countries ofEurope (Germany, Switzerland, Austria,etc)
These freight tolls are function of load,distance and of truck environmental
cleanliness
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8.Perspectives
Monitoring of sustainable project and policyresults are highly complex and resourcedemanding-- but are indispensable for further
sustainability improvements Inversing mobility patterns takes time even
with very strong and efficient planning, policyand implementation actions
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Inversing travel patterns towardsmore sustainable urban mobilites
Ambitious objectives Current trends Trend inversion
Moresustainable
dev elopment
Non-sustainable
dev elopment
1995
2015
-20% CAR
+50%PT
Non-su stainable
development
1995
2015
Indicative values :
2%fall inTC customers/year
2to3% g rowth inV P traff ic/year
More sustainable
development
1995
2015
Indicative values :PT traf fic +50%by 2010
CAR traffic- 20% by 2010
-20% CAR
+50%PT
Indicative values :
+30% traffic PTen2010
0% traffic CAR en2010+-
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