Strategies towards. large-scale carfree areas

Transcription

1 Strategies towards large-scale carfree areas Günter Emberger, Franz Skala (Institute for Ecological Urban Development, Vienna) European-level activities to promote strategies towards large-scale carfree areas Towards Carfree Cities Conference IX

2 Understanding human behaviour Reality perceived reality human behavior maximizing utility = minimizing of effort (body energy) behavior structure Data behavior structure reality perceived reality humans adapt their behavior according to their perceived structure! Surrounding structure is man made!! Feedback 10/08/2010 G. Emberger 2

3 Understanding human behavior car walking use pedestrian car friendly environment friendly environment Reality 10/08/2010 G. Emberger 3

4 Understanding human behaviour type of activity KJ/Min in relation to walking (=100%) sitting ,9 standing ,9 walking (4km/h) walking (6km/h) ,2 running (12km/h) ,0 running (20km/h) ,8 up hill walking (10%,3km/h) ,4 cycling (10 km/h) ,0 cycling (15km/h) ,2 cycling (20 km/h) ,3 car driving (urban) ,5-97,7 car driving (rural) ,2 car driving (116 km/h) ,5 car driving (119km/h) ,8 car driving (142km/h) ,4 Lorry driving (rural) ,8 Source: Gesamtumsatz an Körperenergie bei den Grundmustern der Verkehrsteilname (aus Schopf, J.M.,1992)

5 Comparison of energy consumption per mode and minute Energyconsumpton per minute [kj pr /min] Energiebedarf je Zeiteinheit Betrieb operating [kjpr/min] pr /min] Herstellung production [kjpr/min] pr /min] Körperenergie body energy [kj/min] pr /min] walking cycling car public transport Fußgeher Radfahrer MIV ÖV 10/08/2010 Günter Emberger 5

6 Primary Energy [MJpr/trip] Comparison energy consumptions per trip 0,0 Vehicle Production 5,6 6,3 0,7 0,4 0, Günter Emberger 6 8,5 1,3 21,8 Walking Cycling Bus Tramway Motorbike Car (Golf type) Source: Pfaffenbichler, P. C. (2001). "Verkehrsmittel und Strukturen." Wissenschaft & Umwelt INTERDIZIPLINÄR(3): Operation 4,0

7 Comparison space consumptions Area consumption [m²/person] , , ,0 7,7 17,6 12,0 Source: Pfaffenbichler, P. (2001). "Verkehrsmittel und Strukturen." Wissenschaft & Umwelt Interdisziplinär(3), , own additional calculations Günter Emberger 7

8 The Urban modes: Pedestrian -, Cycle-, PT-trips Trips per Person per day No growth of mobility Trips per person per day remain constant The non-urban mode: Trips by car Motorisation G.Emberger 8

9 Trip number - purposes Time series - number of trips in the UK 1,200 1, / / / / / / / /2000 Source: Günter Emberger

10 Travel time budget h/cap/d Travel Time Budegt, h/cap/d I African Villages in: I Tanzania, 1986 II Ghana, 1988 II pedestrians Travel time budget City Surveys: 1 Tianjin (China), Kazanlik (Bulgaria), 1965/66 3 Lima-Callao (Peru), 1965/66 4 Pskov (Former USSR), 1965/66 5 Maribor (Former Yugoslavia), 1965/66 6 Kragujevac (F. Yugoslavia), 1965/66 7 Torun (Poland), 1965/66 8 Gyoer (Hungary), 1965/66 9 Olomouc (Former CSFR), 1965/66 10 Hoyerswerde (Former GDR), 1965/66 11 Sao Paulo (Brazil), Sao Paulo (Brazil), Warsaw (Poland), Cities (France), 1965/66 15 Osnabruck (Germany), 1965/ Cities (USA), 1965/66 17 Jackson (USA), 1965/66 18 Paris (France), Paris (France), Paris (France), Sendai (Japan), Sapporo (Japan), Kanazawa (Japan), Kagoshima (Japan), Kumamoto (Japan), Hamamatsu (Japan), Fukui (Japan), Niigata (Japan), Hiroshima (Japan), Osaka (Japan), Tokyo (Japan), Osaka (Japan), Tokyo (Japan), Cities No in Tokyo (Japan), Osaka (Japan), G D B J H K T A E C I 34 Q car users PARIS GB F P 20 R M 35 N 36 National Travel Surveys: A Belgium, 1965/66 B Austria, 1983 C Great Britain, 1985/86 D Germany, 1976 E Netherlands, 1979 F Great Britain, 1989/91 G Finland, 1986 H Netherlands, 1987 I France, 1984 J Germany, 1982 K Netherlands, 1989 L USA, 1990 M Germany, 1989 N Switzerland, 1984 O Switzerland, 1989 P Australia, 1986 Q Singapore, 1991 R Norway, 1985 S Norway, 1992 T Japan, 1987 S CH O USA L Source: Schafer and Victor (2000) GDP/cap, US$(1985) GDP/cap, USD (1985) G.Emberger 10

11 What increases is the distance travelled per person per year by main mode! source: G.Emberger 11

12 annual fuel consumption per capita [Mj] Density determines Energy Consumption What happened in the Transport System of cities in the last century? Urban density [person/ha] Source: Schafer and Victor (2000) G.Emberger 12

13 annual fuelconsumption per capita [Mj] Density determines Energy Consumption Car infrastructure Pedestrian infrastructure Public transport infrastructure Source: Schafer and Victor (2000) Urban density [person/ha] G.Emberger 13

14 USA 10/08/2010 G. Emberger 14

15 USA 10/08/2010 G. Emberger 15

16 Suburban Sprawl - is an effect of good individual logistics 10/08/2010 G. Emberger 16

17 Eisenstadt before (1980ties): cars, 6000 pedestrians per day 10/08/2010 G. Emberger 17

18 Eisenstadt after (today): pedestrians per day plus... 10/08/2010 G. Emberger 18

19 Structure and behaviour mode share pedestrians (%) attractive environment unattractive environment +70% walking distance (m) 10/08/2010 Source: Peperna, O. (1982). "Die Einzugsbereiche G. von Emberger Haltestellen öffentlicher Nahverkehrsmittel im Straßenbahn- und 19 Busverkehr," Masterthesis, Technische Universität Wien.

20 Bike Infrastructure bike use km bike lanes per 1000 Inhabitants 10/08/2010 G. Emberger 20 share of bike ridership in % mode share cycling

21 Car share depending on parking place distance MIV-Anteil - Parkplatzentfernung O rig in B a se d Destination Based O rig in B a se d Destination Based 50 car- share MIV-Anteil in in % Entfernung zum Parkplatz m distance to the parking place in m Source: Emberger, G., and Knoflacher, H. (1995). "Sustainable Development - Öko-City, Projektgruppe 1: "Mobilität in der Stadt" (Stadt und Verkehr). Band 3: Mobilitätsverhalten der Wiener Bevölkerung. Durchgeführt im Auftrag der Wiener Internationalen Zukunftskonferenz (WIZK) G.Emberger 21

22 Where is the solution? Hermann Knoflacher G.Emberger 22

23 Alternative policies -Parking organisation Resistence Source: (Knoflacher 1980) G.Emberger 23

24 Alternative policies -Parking organisation G.Emberger Source: (Knoflacher 1980) 24

25 Conclusions part 1 Traditional demand driven transport planning doesn t solve problems it is the cause for the problems!! Car traffic is the wrong mode for cities Oil Peak, CO 2 emissions, space consumption, etc. Car (motorised individual transport) infrastructure destroys settlement structures. A new systemic view on the land use - transport - system reveals cause - effect relations Built structure influences behaviour right (infra)structure leads to right behaviour (sustainability) 10/08/2010 G. Emberger 25

26 Conclusions part 2 Solutions cannot be found in car/motorcycle traffic management. Technological improvements of the car cannot contribute significantly to solutions. Higher average car /motorcycle speed (motorised transport) increases the attractiveness of its use. Solutions for transport problems can be found in the organisation of parking space. Responsible transport planners have to provide infrastructure for sustainable means of transport pedestrians, cyclists and public transport. There are huge time lags in the system! We have to change it now or we are too late!! 10/08/2010 G. Emberger 26

27 Steps from Carfree Day to Carfree Cities Temporary carfree Carfree Parking Space Carfree Street on Carfree Day Permanent carfree Carfree Streets and Squares S I Z Carfree Area Carfree City E

28 Temporary carfree Carfree Development Step Carfree Parking Space Carfree Street on Carfree Day Carfree Street on other occasions * Basis for discussion Steps towards Carfree Cities infrastructure elements / tools metered parking spots temporary public design (plants, benches, etc.) closing sections of streets for cars temporary public design (plants, benches, etc.) closing sections of streets for cars markets * Sport events (Marathon), business events (Christmas) Car ownership No change Approach No change Awareness rising No change Awareness rising Demonstra tion of feasibilty

29 Basis for discussion Permanent carfree Carfree Development Step Carfree Streets and Squares Carfree Area, transition step Carfree Area Carfree City Public Transport Region Steps towards Carfree Cities Appropriate transport infrastructure elements Attractive Public Design Collective garages Convenient Pedestrian and Cycling Paths Collective garages Convenient Pedestrian and Cycling Paths Convenient Pedestrian and Cycling Paths Public transport - tram lines Compact settlements around stops; Public transport - (light) rail connections Car ownership small reduction significant reduction no private car significant reduction significant reduction Approach structural structural behaviour structural behaviour structural behaviour structural behaviour

30 P O W E R D O W N APPROACHES

31 Thank you for Your Attention