Ceacutesar Trapote Barreira

14042011

Maacutester en Desarrollo Urbano y Territorial

Mutation in Urban Mobility

2

Center for Innovation in Transport (CENIT) 2001 - 2011 10 years of innovation

Consortium Technical University of Catalonia (Barcelona Tech) + regional govmnt

CENIT

Introduction

2

Center for Innovation in Transport (CENIT) 2001 - 2011 10 years of innovation

Consortium Technical University of Catalonia (Barcelona Tech) + regional govmnt

CENIT

Introduction

3

Transportation projects

Introduction

4

Towards Smart Urban Mobility

Guidelines to see a clear

picture and to find our wayhellip

towards smart urban mobility

wwweltisorg

4

Towards Smart Urban Mobility

Guidelines to see a clear

picture and to find our wayhellip

towards smart urban mobility

wwweltisorg

5

Economic corridors

Sustainable safe and intelligent urban mobilityndash Seamless door-to-door

mobility (regardless of mode)

ndash ldquoCityrdquo is a generic concept common mobility principles for European cities

ndash Mayors will likely welcome EU policy on pricing and regulation

ndash Best cases eltisorg

Sustainable development is son of Economy + EcologyLove or interested marriage Technology may take leaps (non-continuous improvement of quality)

X

XXIst century will likely be characterized by urban mobility

6

Change of paradigm

Infrastructures to satisfy the mobility of

people (+goods)

Un

itco

st

Size

Demand

Supply

Critical

size

LocalGlobal

ActThink

Ley 201991

Accesibilidad Universal

en el TP Cataluntildea

From designing and constructing infrastructures

to service inception and management (dynamic

processes vs Static objects)

System analysis including the foreseeable

stakeholderrsquos behavior

Rational planning with global perspective

but with local implementation (subsidiarity)

Critical mass and catalyzer effects

Functional legislation (continuous variables

administrations multimodality surveillance etc)

Economic logic

7

Urban transportation microeconomics

Social

equilibrium

flow

Current

equilibrium

flow

Flow

(vehh)

Demand

Marginal

cost (social)

Average

cost

(users) Tasa

$km

Deficit

Cmarginal

Demand

prsquoprdquo

p

RRrsquo

CAverageUnit

cost

Trips

CMe TP

CMe VP

$q(TP)$q(VP)

q(VP)q(TP)

PV must be taxed to internalize the

generated externalities

PT (transit) should have subsidies to

benefit the maximum number of users

We all worsen off by improving the PV

PT is an inferior good and needs Q

Conjoint coupled layout operations

and pricing

PVPT

8

Mutation in urban mobility

ndash Democratization of the street

ndash Human cities

ndash Diversity

ndash Integration

ndash Systems approach

European cities as a social project of

integration

Old concepts New concepts

Functionalism Sustainability

Diffuse city (urban sprawl) Compact city

Specialization of land uses Multifunctional city

Direct costs of operation Ecological accounting

Pendulous mobility (commuting) Cloud-shaped mobility

Required (household-based) mobility Daily mobility

Transport policy Mobility policy and right to accessibility

Long distance Proximity

Longitudinal use of the street Cross-street use

9

European cities for the people

Smart livable and efficient cities

WALK

TRANSIT

CAR

8

Mutation in urban mobility

ndash Democratization of the street

ndash Human cities

ndash Diversity

ndash Integration

ndash Systems approach

European cities as a social project of

integration

Old concepts New concepts

Functionalism Sustainability

Diffuse city (urban sprawl) Compact city

Specialization of land uses Multifunctional city

Direct costs of operation Ecological accounting

Pendulous mobility (commuting) Cloud-shaped mobility

Required (household-based) mobility Daily mobility

Transport policy Mobility policy and right to accessibility

Long distance Proximity

Longitudinal use of the street Cross-street use

9

European cities for the people

Smart livable and efficient cities

WALK

TRANSIT

CAR

9

European cities for the people

Smart livable and efficient cities

WALK

TRANSIT

CAR

The role of ICT in mobility

Bangemann Report ldquoEurope and the global information societyrdquo (Corfu 1994)

Telematics in all TERN in 2000 and in 30 metropolitan areas

ldquoThe end of distancerdquo 10 million teleworks in 2000

We move atoms with energy electrons and photons

Tactical

Strategic

Operational

11

Oops Forgot the stakeholder behavior

HOVN-VI

Madrid

Multidisciplinarycross-fertilization

New demand models game

theory etc

CBA

Administration operators users citizens

11

Oops Forgot the stakeholder behavior

HOVN-VI

Madrid

Multidisciplinarycross-fertilization

New demand models game

theory etc

CBA

Administration operators users citizens

12

Re-engineering amp systems approach

bull Innovation is doing things ldquorightrdquo

bull Intelligence ITS = R+D+ibull Known concepts (functional laws) with ldquonew chemistryrdquo (reactives

+ catalyzers) amp boosted with ICT and intelligence

=

No epicbold changes Re-engineering is radiKal

13

We need basic research

Sound behavioral models = basic researchbull False planning

bull Tracking obsession

bull A simple bottleneckndash Mobility demand

models need to be reformulated

ndash Dynamic real time micro-simulations reproduce the same (outdated) philosophy of 60rsquos

14

The transportation system

CONTAINER

MOTOR

WAY

CONTROL

ENVIRONMENT

SOCIETY

CULTURE ENERGY

TECHNOLOGYBUSINESS

STAKEHOLDERSETC

15

City as a complex service network

P

Microbusshared

taxicabs (DRS)

CarCar (PampR)

Car (PampP)

Bus lane-BRT-HOV

PampR P

P

Local

Accessibility

Global

Accessibility

Tram-train

16

Mode promiscuity amp convergence (1)

pedes-trian

bicycle car motor-cycle

taxi bus

LRT metro commuterrail

Eco-mobility PV Transit

Rail

shared public

ldquoBiCiNgrdquo carsharing

BRT

HOV

The extreme converge

17

Promiscuity and convergence (2)

15

City as a complex service network

P

Microbusshared

taxicabs (DRS)

CarCar (PampR)

Car (PampP)

Bus lane-BRT-HOV

PampR P

P

Local

Accessibility

Global

Accessibility

Tram-train

16

Mode promiscuity amp convergence (1)

pedes-trian

bicycle car motor-cycle

taxi bus

LRT metro commuterrail

Eco-mobility PV Transit

Rail

shared public

ldquoBiCiNgrdquo carsharing

BRT

HOV

The extreme converge

17

Promiscuity and convergence (2)

16

Mode promiscuity amp convergence (1)

pedes-trian

bicycle car motor-cycle

taxi bus

LRT metro commuterrail

Eco-mobility PV Transit

Rail

shared public

ldquoBiCiNgrdquo carsharing

BRT

HOV

The extreme converge

17

Promiscuity and convergence (2)

17

Promiscuity and convergence (2)

18

Promiscuity and convergence (3)

19

Mode adequacy (1)

Gabriel Bouladon (1967) ldquoThe transportation gapsrdquod t v

Dem

and

pedestrian bus

car

plane

Non-continuous technological supply(but continuous demand)

1 2 3 laneshellip

Play with time

(traffic signals)

multi-purpose

lanes pricinghellip

Functional

parameters to

describe mobility

20

Mode adequacy (2)

Temporal coverage (When do you want to travel)

Spatial coverage (Where do you want to travel)

Speed (Fast and reliable)

Temporal

coverage

Spatial coverage

Speed

Private car

MetroBus

21

Mode adequacy (3)

Status Quobull Individual transportation (car

motorcycle)

ndash When do you want to travel Yes

ndash Where do you want to travel Yes

ndash Is it fast Yes

bull Public transportation (metro)

ndash When do you want to travel Yes

ndash Where do you want to travel No

ndash Fast Yes

bull Public transportation (bus)

ndash When do you want to travel No

ndash Where do you want to travel Yes

ndash Is it fast No

View

bull Public transportation (netbus)

ndash When do you want to travel Yes

ndash Where do you want to travel Yes

ndash Is it fast Yes

Cheaper easier and

more convenient

22

What is the ldquooptimalrdquo transport mode for a given corridor

0

2

4

6

8

10

12

14

1

60

120

180

240

300

360

420

480

540

600

660

720

780

840

900

Viatgersdia

Milio

ns

de

uro

s

Autobuacutes Ferrocarril Vehicle Privat

Mode adequacy (4)

23

Competitiveness of urban transportation modes

C inf Infraestructure costCop Operation costCu Users costCext Cost of externalities

Headway (min)

Pa

sse

nge

rsp

er

da

y

Bc standard bus (80 people) Ba articulated bus (140 people) Tr Tramway (220 people)

Headway (min)

Pa

sse

nge

rsp

er

da

yTr

Ba

Bc

Lines of Z=ct for each pair of modes Optimal region of operation

Mode adequacy (5)

24

The power of density and occupancy

In the beginning of Universe it was gravityhellip (Stephen Hawking)

ldquoIn the beginning of mobility it was densityrdquohellip (Francesc Robusteacute)

25

BRTs

ldquowe take you fasthellip to nowhererdquo

Think as a 2D network

26

Netbus (1)

bull Strategic vs

operational decisions

bull Flexibility of buses vs rigidity of railways

NB

Reinvention and promotion of efficient urban bus services

competitive with tramways and cars

NB B bTM R

20

Mode adequacy (2)

Temporal coverage (When do you want to travel)

Spatial coverage (Where do you want to travel)

Speed (Fast and reliable)

Temporal

coverage

Spatial coverage

Speed

Private car

MetroBus

21

Mode adequacy (3)

Status Quobull Individual transportation (car

motorcycle)

ndash When do you want to travel Yes

ndash Where do you want to travel Yes

ndash Is it fast Yes

bull Public transportation (metro)

ndash When do you want to travel Yes

ndash Where do you want to travel No

ndash Fast Yes

bull Public transportation (bus)

ndash When do you want to travel No

ndash Where do you want to travel Yes

ndash Is it fast No

View

bull Public transportation (netbus)

ndash When do you want to travel Yes

ndash Where do you want to travel Yes

ndash Is it fast Yes

Cheaper easier and

more convenient

22

What is the ldquooptimalrdquo transport mode for a given corridor

0

2

4

6

8

10

12

14

1

60

120

180

240

300

360

420

480

540

600

660

720

780

840

900

Viatgersdia

Milio

ns

de

uro

s

Autobuacutes Ferrocarril Vehicle Privat

Mode adequacy (4)

23

Competitiveness of urban transportation modes

C inf Infraestructure costCop Operation costCu Users costCext Cost of externalities

Headway (min)

Pa

sse

nge

rsp

er

da

y

Bc standard bus (80 people) Ba articulated bus (140 people) Tr Tramway (220 people)

Headway (min)

Pa

sse

nge

rsp

er

da

yTr

Ba

Bc

Lines of Z=ct for each pair of modes Optimal region of operation

Mode adequacy (5)

24

The power of density and occupancy

In the beginning of Universe it was gravityhellip (Stephen Hawking)

ldquoIn the beginning of mobility it was densityrdquohellip (Francesc Robusteacute)

25

BRTs

ldquowe take you fasthellip to nowhererdquo

Think as a 2D network

26

Netbus (1)

bull Strategic vs

operational decisions

bull Flexibility of buses vs rigidity of railways

NB

Reinvention and promotion of efficient urban bus services

competitive with tramways and cars

NB B bTM R

21

Mode adequacy (3)

Status Quobull Individual transportation (car

motorcycle)

ndash When do you want to travel Yes

ndash Where do you want to travel Yes

ndash Is it fast Yes

bull Public transportation (metro)

ndash When do you want to travel Yes

ndash Where do you want to travel No

ndash Fast Yes

bull Public transportation (bus)

ndash When do you want to travel No

ndash Where do you want to travel Yes

ndash Is it fast No

View

bull Public transportation (netbus)

ndash When do you want to travel Yes

ndash Where do you want to travel Yes

ndash Is it fast Yes

Cheaper easier and

more convenient

22

What is the ldquooptimalrdquo transport mode for a given corridor

0

2

4

6

8

10

12

14

1

60

120

180

240

300

360

420

480

540

600

660

720

780

840

900

Viatgersdia

Milio

ns

de

uro

s

Autobuacutes Ferrocarril Vehicle Privat

Mode adequacy (4)

23

Competitiveness of urban transportation modes

C inf Infraestructure costCop Operation costCu Users costCext Cost of externalities

Headway (min)

Pa

sse

nge

rsp

er

da

y

Bc standard bus (80 people) Ba articulated bus (140 people) Tr Tramway (220 people)

Headway (min)

Pa

sse

nge

rsp

er

da

yTr

Ba

Bc

Lines of Z=ct for each pair of modes Optimal region of operation

Mode adequacy (5)

24

The power of density and occupancy

In the beginning of Universe it was gravityhellip (Stephen Hawking)

ldquoIn the beginning of mobility it was densityrdquohellip (Francesc Robusteacute)

25

BRTs

ldquowe take you fasthellip to nowhererdquo

Think as a 2D network

26

Netbus (1)

bull Strategic vs

operational decisions

bull Flexibility of buses vs rigidity of railways

NB

Reinvention and promotion of efficient urban bus services

competitive with tramways and cars

NB B bTM R

22

What is the ldquooptimalrdquo transport mode for a given corridor

0

2

4

6

8

10

12

14

1

60

120

180

240

300

360

420

480

540

600

660

720

780

840

900

Viatgersdia

Milio

ns

de

uro

s

Autobuacutes Ferrocarril Vehicle Privat

Mode adequacy (4)

23

Competitiveness of urban transportation modes

C inf Infraestructure costCop Operation costCu Users costCext Cost of externalities

Headway (min)

Pa

sse

nge

rsp

er

da

y

Bc standard bus (80 people) Ba articulated bus (140 people) Tr Tramway (220 people)

Headway (min)

Pa

sse

nge

rsp

er

da

yTr

Ba

Bc

Lines of Z=ct for each pair of modes Optimal region of operation

Mode adequacy (5)

24

The power of density and occupancy

In the beginning of Universe it was gravityhellip (Stephen Hawking)

ldquoIn the beginning of mobility it was densityrdquohellip (Francesc Robusteacute)

25

BRTs

ldquowe take you fasthellip to nowhererdquo

Think as a 2D network

26

Netbus (1)

bull Strategic vs

operational decisions

bull Flexibility of buses vs rigidity of railways

NB

Reinvention and promotion of efficient urban bus services

competitive with tramways and cars

NB B bTM R

23

Competitiveness of urban transportation modes

C inf Infraestructure costCop Operation costCu Users costCext Cost of externalities

Headway (min)

Pa

sse

nge

rsp

er

da

y

Bc standard bus (80 people) Ba articulated bus (140 people) Tr Tramway (220 people)

Headway (min)

Pa

sse

nge

rsp

er

da

yTr

Ba

Bc

Lines of Z=ct for each pair of modes Optimal region of operation

Mode adequacy (5)

24

The power of density and occupancy

In the beginning of Universe it was gravityhellip (Stephen Hawking)

ldquoIn the beginning of mobility it was densityrdquohellip (Francesc Robusteacute)

25

BRTs

ldquowe take you fasthellip to nowhererdquo

Think as a 2D network

26

Netbus (1)

bull Strategic vs

operational decisions

bull Flexibility of buses vs rigidity of railways

NB

Reinvention and promotion of efficient urban bus services

competitive with tramways and cars

NB B bTM R

24

The power of density and occupancy

In the beginning of Universe it was gravityhellip (Stephen Hawking)

ldquoIn the beginning of mobility it was densityrdquohellip (Francesc Robusteacute)

25

BRTs

ldquowe take you fasthellip to nowhererdquo

Think as a 2D network

26

Netbus (1)

bull Strategic vs

operational decisions

bull Flexibility of buses vs rigidity of railways

NB

Reinvention and promotion of efficient urban bus services

competitive with tramways and cars

NB B bTM R

25

BRTs

ldquowe take you fasthellip to nowhererdquo

Think as a 2D network

26

Netbus (1)

bull Strategic vs

operational decisions

bull Flexibility of buses vs rigidity of railways

NB

Reinvention and promotion of efficient urban bus services

competitive with tramways and cars

NB B bTM R

26

Netbus (1)

bull Strategic vs

operational decisions

bull Flexibility of buses vs rigidity of railways

NB

Reinvention and promotion of efficient urban bus services

competitive with tramways and cars

NB B bTM R

27

Netbus (2)NB

Grid (Holroyd 1965) Radial or hub amp spoke (Air tr 1980rsquos) Hybrid (Daganzo 2009)

28

Netbus (3)NB

bull INFRASTRUCTURAL

bull OPERATIONAL

bull VEHICLE-ORIENTED

NB

bull TRAVEL TIME

ndash Bus lane (single double)

ndash Bus lane in the median of road

ndash Fluctuations smoothing (LU works garbage containers cleaning vehicles etc)

bull STOP TIME

ndash Multiple platform

ndash Platform on sidewalk

ndash Ticketing

bull JOINT OPTIMIZATION

ndash Stop spacing

ndash Pairing control

ndash Reliability

ndash Entries coordination in corridors

ndash TSP transit signal priority

Capacity is interaction supply-demand and depends on

behavior and management

28

Netbus (3)NB

bull INFRASTRUCTURAL

bull OPERATIONAL

bull VEHICLE-ORIENTED

NB

bull TRAVEL TIME

ndash Bus lane (single double)

ndash Bus lane in the median of road

ndash Fluctuations smoothing (LU works garbage containers cleaning vehicles etc)

bull STOP TIME

ndash Multiple platform

ndash Platform on sidewalk

ndash Ticketing

bull JOINT OPTIMIZATION

ndash Stop spacing

ndash Pairing control

ndash Reliability

ndash Entries coordination in corridors

ndash TSP transit signal priority

Capacity is interaction supply-demand and depends on

behavior and management

29

Fare integration ticketing and MTA

Smartcard

30

CSI in transit

31

L9 metro line

L9 44 km 46 stations 15 interchanges

automatic euro85 billion

32

Traffic (1)

Network Vehicle Density

Yokohama

SFO

Nairobi

Ne

two

rk F

low

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

Ou

tflo

w

Vehicle Accumulation

ldquoCities can regulate

congestion with traffic lights

of the XXI centuryrdquo

Speed has a

price (economic

social

environmental)

MFD of traffic in quarters (regardless of OD )

Managed lanes Congestion pricing

Integration

with parking

Pareto

optimum

30

CSI in transit

31

L9 metro line

L9 44 km 46 stations 15 interchanges

automatic euro85 billion

32

Traffic (1)

Network Vehicle Density

Yokohama

SFO

Nairobi

Ne

two

rk F

low

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

Ou

tflo

w

Vehicle Accumulation

ldquoCities can regulate

congestion with traffic lights

of the XXI centuryrdquo

Speed has a

price (economic

social

environmental)

MFD of traffic in quarters (regardless of OD )

Managed lanes Congestion pricing

Integration

with parking

Pareto

optimum

31

L9 metro line

L9 44 km 46 stations 15 interchanges

automatic euro85 billion

32

Traffic (1)

Network Vehicle Density

Yokohama

SFO

Nairobi

Ne

two

rk F

low

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

Ou

tflo

w

Vehicle Accumulation

ldquoCities can regulate

congestion with traffic lights

of the XXI centuryrdquo

Speed has a

price (economic

social

environmental)

MFD of traffic in quarters (regardless of OD )

Managed lanes Congestion pricing

Integration

with parking

Pareto

optimum

32

Traffic (1)

Network Vehicle Density

Yokohama

SFO

Nairobi

Ne

two

rk F

low

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

0

300000

600000

900000

1200000

1500000

0 2000 4000 6000 8000 10000

Accumulation

Travel P

ro

du

ctio

n

Ou

tflo

w

Vehicle Accumulation

ldquoCities can regulate

congestion with traffic lights

of the XXI centuryrdquo

Speed has a

price (economic

social

environmental)

MFD of traffic in quarters (regardless of OD )

Managed lanes Congestion pricing

Integration

with parking

Pareto

optimum

33

Traffic (2)

Satildeo Paulo 2007

Barc

elo

na

2008

34

Traffic (3)

Radars amp sensors

34

Traffic (3)

Radars amp sensors

35

Understanding the taxi business and its role in UM

Taxicabs (1)

0

1000

2000

3000

4000

5000

6000

7000

8000

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5N

um

be

r o

f ta

xis

hourly zones of a day

Supply of the proposed measure

Current supply

Optimal supply

₋ Fleet management

₋ Radio-taxi

₋ Intelligent taxi stops

₋ Licenses (vehicles) vs drivers (turns)

₋ Scheduling and supplydemand matching

Co

ste

s so

cial

es

Nuacutemero de taxis

+Emisiones

+Congestioacuten

- Nivel de vida

Nuacutemero oacuteptimo

36

Distribution of taxicab demand revenues and supply according to hours

Taxicabs (2)

INGRESSOS SEGONS FRANJA HORAgraveRIA

0

5

10

15

20

25

30

35

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

HORA

euro

FEINER

DISSABTE

DIUMENGE

CSI = 59

Profitability taxi businessReturn On Equity adapted to taxi owners (ldquoreasonable business profitrdquo)

The asset is the taxi license (market value)

Indicator 2007 2009

Income per hour 1942 euro 1765 euro

Number of services per hour 219 services 188 services

Average service time 1365 min 1256 min

37

Urban freight distribution (DUMB) (1)

SMILE project under ELTIS

(wwweltisorg) reversible

multiuse street lanes

8-10 am traffic

10 am ndash 5 pm LU

5-9 pm traffic

9 pm-8 am parking

Lights

Zone Access Control

system in center

Multi-purpose lanes and VMS

38

Urban freight distribution (DUMB) (2)

Timing LU

operations

ndash sticker

ldquoclockrdquo

Workdays 9 to 20 h

Except authorised

Unloading

30 min max

39

Customer information

Real time customer information means efficiency modernity and transparency

39

Customer information

Real time customer information means efficiency modernity and transparency

40

City planning

ldquoThe city of the futurehelliprdquo

Is the Mediterranean city

Ildefons Cerdagrave

ldquoNetwork

Urbanismrdquo

-Chamfered corners

-5-6 stories high (Pral)

-Garden inside

-Shops at street level

-Sidewalks to enjoy city

Integration a social project

ldquoGeneral Theory of Urbanizationrdquo 1867

Barcelona ldquobroadeningrdquo Eixample 1859

Multipolar and ldquoself-containingrdquo City PlanningMobility Law 2003

Decree of Generated Mobility 2006

41

Supply (pull) vs demand (push) models

City planning perspective OK but link to

land value

ldquoTiro por la culatardquo

ldquoDo the homeworkrdquo

Chemical reaction catalyzers critical

masses humidity temperature reactive

quality etc

Pitis

41

Supply (pull) vs demand (push) models

City planning perspective OK but link to

land value

ldquoTiro por la culatardquo

ldquoDo the homeworkrdquo

Chemical reaction catalyzers critical

masses humidity temperature reactive

quality etc

Pitis

42

Urban street safety

Driver

Street Vehicle

Urban safety audits

43

TSM ndash ITS ndash Sustainable mobility

ICT Sustainable

Mobility

Eco-

mobility

TSM

TDM

TSupplyM

ITS Sustainable

Mobility

TSM Transportation System

Management

TDM Travel Demand Management

MM Mobility Management

Environmentally

responsible

Economically

competitive

Socially fair

Sustainable transportation permanent regime

44

Sustainability

Diffuse emissions and health problems

Energy consumption energy type and emissions

Energy policy

Energy pricing

Fleet renewal (RENOVE plan) de pre-Euro a Euro-V

Eco-mobility

Electric and hybrid vehicles

Sustainable Urban Mobility Plans (PMUS - IDAE) CORINAIR

European

Environmental agency

44

Sustainability

Diffuse emissions and health problems

Energy consumption energy type and emissions

Energy policy

Energy pricing

Fleet renewal (RENOVE plan) de pre-Euro a Euro-V

Eco-mobility

Electric and hybrid vehicles

Sustainable Urban Mobility Plans (PMUS - IDAE) CORINAIR

European

Environmental agency

45

Sustainable Urban Mobility Plans

PMUS more than recipes just an enthusiastic description of cases

Public transport interchanges

Parking regulation and pricing

Road pricing

Traffic restricted areas

Boosting bicycles and walking

More quality in public transport

Flexible supply to fit demand

Logistic platforms for loading and unloading

Tele-working

Carsharing centers

Etc

46

Objective give a city a ldquograderdquo about mobility and follow it

Towards a KPI of Urban Mobility

Attributes (some measured)

bull Unit social cost of overcoming a distance ($pax-km)

minus Mobility behavior patterns

minus Land use patterns and city planning issues

bull Space distribution

bull Time distribution

bull Modal split

bull Safety

bull Reliability

bull Sustainability

bull (Energy)

bull (Emissions)

bull (ICT technology)

bull Social equity income gender MRP (universal accessibility)

bull Perception (weights from local surveys)

Policy objectives

Measure attributes

Decide some weights

Aggregate Mobility Indicator

(similar to CSI in transit)

47

European Parliament 2010 (under publication)

Future of Urban Transport (Europe)

Most of the innovation in urban mobility will come

from the re-engineering of old concepts with the

help of ICT success or failure of implementation

will depend on a package of bdquosoft‟ management

measures that involve understanding stakeholder

behavior and managing the system in an

integrated efficient and dynamic (real-time) way

rather than on bdquohard‟ physical infrastructure or

new vehicles New energy sources for vehicles are

tactical changes however the physical or functional

aspects of overcoming a certain distance at a

certain speed will remain

48

2050 scenario in Europe

bull INminus Pedestrians

minus Bicycles eBicycles eBikes

minus Buses netbus proximity bus

minus Metros and commuter rails

minus eCars eFreight distribution

minus Carpool and shared vehicles

minus Managed lanes VVI IVI

minus Pricing and fare integration

minus Planning land price legislation governancehellip

minus Elderly handicapped amp MRP

minus Urban safety

bull OUTminus Segways

minus Kickbicycles tricycles

minus Motorcycles with 3 wheels

minus Lean cars

minus PRT AGT monorails

minus Trolley buses

minus Paratransit with microbuses

minus AMW moving walkways

minus Freight in tramways metros

minus Speed

49

Barcelona model (1)

ldquoBarcelona modelrdquo of mobility (2006)

Safety

Sustainability

Social equity

Efficiency

Agreement (deal) and social consensus

Metropolitan mobility perspective

46

Objective give a city a ldquograderdquo about mobility and follow it

Towards a KPI of Urban Mobility

Attributes (some measured)

bull Unit social cost of overcoming a distance ($pax-km)

minus Mobility behavior patterns

minus Land use patterns and city planning issues

bull Space distribution

bull Time distribution

bull Modal split

bull Safety

bull Reliability

bull Sustainability

bull (Energy)

bull (Emissions)

bull (ICT technology)

bull Social equity income gender MRP (universal accessibility)

bull Perception (weights from local surveys)

Policy objectives

Measure attributes

Decide some weights

Aggregate Mobility Indicator

(similar to CSI in transit)

47

European Parliament 2010 (under publication)

Future of Urban Transport (Europe)

Most of the innovation in urban mobility will come

from the re-engineering of old concepts with the

help of ICT success or failure of implementation

will depend on a package of bdquosoft‟ management

measures that involve understanding stakeholder

behavior and managing the system in an

integrated efficient and dynamic (real-time) way

rather than on bdquohard‟ physical infrastructure or

new vehicles New energy sources for vehicles are

tactical changes however the physical or functional

aspects of overcoming a certain distance at a

certain speed will remain

48

2050 scenario in Europe

bull INminus Pedestrians

minus Bicycles eBicycles eBikes

minus Buses netbus proximity bus

minus Metros and commuter rails

minus eCars eFreight distribution

minus Carpool and shared vehicles

minus Managed lanes VVI IVI

minus Pricing and fare integration

minus Planning land price legislation governancehellip

minus Elderly handicapped amp MRP

minus Urban safety

bull OUTminus Segways

minus Kickbicycles tricycles

minus Motorcycles with 3 wheels

minus Lean cars

minus PRT AGT monorails

minus Trolley buses

minus Paratransit with microbuses

minus AMW moving walkways

minus Freight in tramways metros

minus Speed

49

Barcelona model (1)

ldquoBarcelona modelrdquo of mobility (2006)

Safety

Sustainability

Social equity

Efficiency

Agreement (deal) and social consensus

Metropolitan mobility perspective

47

European Parliament 2010 (under publication)

Future of Urban Transport (Europe)

Most of the innovation in urban mobility will come

from the re-engineering of old concepts with the

help of ICT success or failure of implementation

will depend on a package of bdquosoft‟ management

measures that involve understanding stakeholder

behavior and managing the system in an

integrated efficient and dynamic (real-time) way

rather than on bdquohard‟ physical infrastructure or

new vehicles New energy sources for vehicles are

tactical changes however the physical or functional

aspects of overcoming a certain distance at a

certain speed will remain

48

2050 scenario in Europe

bull INminus Pedestrians

minus Bicycles eBicycles eBikes

minus Buses netbus proximity bus

minus Metros and commuter rails

minus eCars eFreight distribution

minus Carpool and shared vehicles

minus Managed lanes VVI IVI

minus Pricing and fare integration

minus Planning land price legislation governancehellip

minus Elderly handicapped amp MRP

minus Urban safety

bull OUTminus Segways

minus Kickbicycles tricycles

minus Motorcycles with 3 wheels

minus Lean cars

minus PRT AGT monorails

minus Trolley buses

minus Paratransit with microbuses

minus AMW moving walkways

minus Freight in tramways metros

minus Speed

49

Barcelona model (1)

ldquoBarcelona modelrdquo of mobility (2006)

Safety

Sustainability

Social equity

Efficiency

Agreement (deal) and social consensus

Metropolitan mobility perspective

48

2050 scenario in Europe

bull INminus Pedestrians

minus Bicycles eBicycles eBikes

minus Buses netbus proximity bus

minus Metros and commuter rails

minus eCars eFreight distribution

minus Carpool and shared vehicles

minus Managed lanes VVI IVI

minus Pricing and fare integration

minus Planning land price legislation governancehellip

minus Elderly handicapped amp MRP

minus Urban safety

bull OUTminus Segways

minus Kickbicycles tricycles

minus Motorcycles with 3 wheels

minus Lean cars

minus PRT AGT monorails

minus Trolley buses

minus Paratransit with microbuses

minus AMW moving walkways

minus Freight in tramways metros

minus Speed

49

Barcelona model (1)

ldquoBarcelona modelrdquo of mobility (2006)

Safety

Sustainability

Social equity

Efficiency

Agreement (deal) and social consensus

Metropolitan mobility perspective

49

Barcelona model (1)

ldquoBarcelona modelrdquo of mobility (2006)

Safety

Sustainability

Social equity

Efficiency

Agreement (deal) and social consensus

Metropolitan mobility perspective

50

Barcelona model (2)

bullSocial integration ldquoGaixamplerdquo (Gay Eixample)

bullNetwork thinking use the grid and kill the diagonals

bullRecuperate public space taking it from cars broadening

of sidewalks reduce number of lanes (after public works) etc

bullMore squares boulevards amp meeting points for people

bullEach decade a ldquomissionrdquo or huge project Olympics

1992 Forum of cultures 2004 22 2010 Sagrera 2020

51

Barcelona model (3)

bull Promote PT metro (L9+L10 expansions of the others)

tramways buses (RetBus conventional microbuses)

bull Promote bicycles (BiCiNg) and walking

bull Quality city planning elements

bull Public logistics platforms

bull Innovation multi-purpose lanes carsharing etc

bull Parking (on-street amp off-street) regulation and pricing

bull Do not segregate but integrate down with viaducts

(Ronda del Mig) infra-dimensioned arterials (Ronda Litoral)

bull Surface and air space of the street belongs to people

bull Mixed land uses (down with zoning like Brasilia)

Good building designers do not necessarily make good cities

52

Intrsquol Bicycle-sharing

City Area (Km2)

Population (million)

Stations Bicycles Performance

Barcelona 101 16 401 6000 Good service

London 1572 76 315 5000 Low coverage

San Francisco 121 08 50 1000To be

implemented

Washington 177 52 10 120Itrsquos just thebeginning

Montreal 365 16 400 5000Good coverage

Weather

53

Intrsquol Segregated lanes

BL

IPB

LIPBUS

BUS

BL

IP

BLIP or IBL

54

Intrsquol Combo

iBUS -

mBUS

Smartcard

Congestion Charge in London

55

Vision and leadership

Source Mikel Murga MIT who adapted it from a presentation

by Marc J RobertsHarvard School of Public Health

COACH

POETPROPHET

THERAPIST

R+D+i

Time

53

Intrsquol Segregated lanes

BL

IPB

LIPBUS

BUS

BL

IP

BLIP or IBL

54

Intrsquol Combo

iBUS -

mBUS

Smartcard

Congestion Charge in London

55

Vision and leadership

Source Mikel Murga MIT who adapted it from a presentation

by Marc J RobertsHarvard School of Public Health

COACH

POETPROPHET

THERAPIST

R+D+i

Time

54

Intrsquol Combo

iBUS -

mBUS

Smartcard

Congestion Charge in London

55

Vision and leadership

Source Mikel Murga MIT who adapted it from a presentation

by Marc J RobertsHarvard School of Public Health

COACH

POETPROPHET

THERAPIST

R+D+i

Time

55

Vision and leadership

Source Mikel Murga MIT who adapted it from a presentation

by Marc J RobertsHarvard School of Public Health

COACH

POETPROPHET

THERAPIST

R+D+i

Time

56

CENIT books on Urban Mobility

URBAN MOB ILITY

57

Conclusions

bull ldquoPackage of soft management measuresrdquo in urban transportation (enhanced by ITS) as opposed to single hard physical infrastructures of ldquotechnology driven innovationsrdquo

bull Re-engineering of current mobility services

bull Think in 2D networks instead of corridors or 1D services

bull Focus on the people and stakeholders behavior

bull Promiscuity and convergence of urban mobility modes

bull Emissions will improve but urban safety and congestion will remain

bull Need ldquofunctionalrdquo laws and governance in mobility

bull Democratize street public space

Gracias por su atencioacuten

57

Conclusions

bull ldquoPackage of soft management measuresrdquo in urban transportation (enhanced by ITS) as opposed to single hard physical infrastructures of ldquotechnology driven innovationsrdquo

bull Re-engineering of current mobility services

bull Think in 2D networks instead of corridors or 1D services

bull Focus on the people and stakeholders behavior

bull Promiscuity and convergence of urban mobility modes

bull Emissions will improve but urban safety and congestion will remain

bull Need ldquofunctionalrdquo laws and governance in mobility

bull Democratize street public space

Gracias por su atencioacuten

Gracias por su atencioacuten