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 28.06.2010
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
Understanding human behavior car walking use pedestrian car friendly environment friendly environment Reality 10/08/2010 G. Emberger 3
Understanding human behaviour type of activity KJ/Min in relation to walking (=100%) sitting 6.3 34,9 standing 7.5 41,9 walking (4km/h) 18.0 100 walking (6km/h) 27.2 151,2 running (12km/h) 52.8 293,0 running (20km/h) 101.3 562,8 up hill walking (10%,3km/h) 30.1 167,4 cycling (10 km/h) 16.7 93,0 cycling (15km/h) 24.7 137,2 cycling (20 km/h) 37.7 209,3 car driving (urban) 10.0-17.6 60,5-97,7 car driving (rural) 9.2 51,2 car driving (116 km/h) 8.4 46,5 car driving (119km/h) 8.8 48,8 car driving (142km/h) 12.1 67,4 Lorry driving (rural) 11.3 62,8 Source: Gesamtumsatz an Körperenergie bei den Grundmustern der Verkehrsteilname (aus Schopf, J.M.,1992)
Comparison of energy consumption per mode and minute Energyconsumpton per minute [kj pr /min] Energiebedarf je Zeiteinheit 2000 1800 1600 1400 1200 1000 800 600 400 200 0 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
Primary Energy [MJpr/trip] 30 25 20 15 10 5 0 Comparison energy consumptions per trip 0,0 Vehicle Production 5,6 6,3 0,7 0,4 0,2 10.08.2010 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): 35-41. Operation 4,0
Comparison space consumptions Area consumption [m²/person] 70 60 60,0 50 40 32,1 30 20 10 0 1,0 7,7 17,6 12,0 Source: Pfaffenbichler, P. (2001). "Verkehrsmittel und Strukturen." Wissenschaft & Umwelt Interdisziplinär(3), 35-42., own additional calculations 10.08.2010 Günter Emberger 7
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 10.08.2010 G.Emberger 8
Trip number - purposes Time series - number of trips in the UK 1,200 1,000 800 600 400 200-1972/1973 1975/1976 1978/1979 1985/1986 1989/1991 1992/1994 1995/1997 1998/2000 Source: http://www.dft.gov.uk/stellent/groups/dft_transstats/documents/page/dft_transstats_039316.xls 10.08.2010 Günter Emberger 9 2002 2003 2004
Travel time budget h/cap/d Travel Time Budegt, h/cap/d 5.0 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0.0 I African Villages in: I Tanzania, 1986 II Ghana, 1988 II 2 1 7 9 3 4 5 6 8 pedestrians Travel time budget City Surveys: 1 Tianjin (China), 1993 2 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), 1987 12 Sao Paulo (Brazil), 1977 13 Warsaw (Poland), 1993 14 6 Cities (France), 1965/66 15 Osnabruck (Germany), 1965/66 16 44 Cities (USA), 1965/66 17 Jackson (USA), 1965/66 18 Paris (France), 1976 19 Paris (France), 1983 20 Paris (France), 1991 21 Sendai (Japan), 1972 22 Sapporo (Japan), 1972 23 Kanazawa (Japan), 1974 24 Kagoshima (Japan), 1974 25 Kumamoto (Japan), 1973 26 Hamamatsu (Japan), 1975 27 Fukui (Japan), 1977 28 Niigata (Japan), 1978 29 Hiroshima (Japan), 1978 30 Osaka (Japan), 1980 31 Tokyo (Japan), 1980 32 Osaka (Japan), 1985 33 Tokyo (Japan), 1985 34 Cities No. 21-29 in 1987 35 Tokyo (Japan), 1990 36 Osaka (Japan), 1990 18 13 19 G 16 12 31 D B J H 17 22 K 23 11 21 25 29 33 10 14 15 24 26 27 28 30 32 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 0 5000 10000 15000 20000 Source: Schafer and Victor (2000) GDP/cap, US$(1985) GDP/cap, USD (1985) 10.08.2010 G.Emberger 10
What increases is the distance travelled per person per year by main mode! source: http://www.transtat.dft.gov.uk/ 10.08.2010 G.Emberger 11
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: 10.08.2010 Schafer and Victor (2000) G.Emberger 12
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] 10.08.2010 G.Emberger 13
USA 10/08/2010 G. Emberger 14
USA 10/08/2010 G. Emberger 15
Suburban Sprawl - is an effect of good individual logistics 10/08/2010 G. Emberger 16
Eisenstadt before (1980ties): 10 000 cars, 6000 pedestrians per day 10/08/2010 G. Emberger 17
Eisenstadt after (today): 30 000 pedestrians per day plus... 10/08/2010 G. Emberger 18
Structure and behaviour mode share pedestrians (%) 100 90 80 70 60 50 40 30 20 10 attractive environment unattractive environment +70% 0 0 100 200 300 400 500 600 700 800 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.
Bike Infrastructure bike use km bike lanes per 1000 Inhabitants 10/08/2010 G. Emberger 20 share of bike ridership in % mode share cycling
Car share depending on parking place distance MIV-Anteil - Parkplatzentfernung 70 60 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 % 40 30 20 10 0 0 50 100 150 200 250 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). 10.08.2010 G.Emberger 21
Where is the solution? 10.08.2010 Hermann Knoflacher G.Emberger 22
Alternative policies -Parking organisation Resistence Source: (Knoflacher 1980) 10.08.2010 G.Emberger 23
Alternative policies -Parking organisation 10.08.2010 G.Emberger Source: (Knoflacher 1980) 24
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
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
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
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
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
P O W E R D O W N APPROACHES
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