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Technical Workshop Green Paper of Urban Mobility Minutes of Meeting workshops 6th March 2008

Workshop 3 – Smarter Urban Transport Workshop 4 – Accessible Urban Transport Client: European Commission (DG-TREN)

ECORYS Nederland BV

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ECORYS Transport

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Table of Contents

Preface 7

1 Workshop 3 – Smarter Urban Transport 9 1.1 Welcome and Introduction 9 1.2 Integrated Vision for Urban ITS (Intelligent Transport Systems) 9 1.3 Smart Charging 12 1.4 Statements 13

1.4.1 Segway – Mr. Dallatana 13 1.5 Questions & Comments 14

1.5.1 Concerning the Presentations 14 1.5.2 Concerning the General Questions Posed by the Green Paper 15 1.5.3 Concerning the Theme-related Questions Posed by the Green Paper 16

1.6 Closure 17

2 Workshop 4 – Accessible Urban Transport 18 2.1 Welcome and Introduction 18 2.2 Integrated Collective Transport 18 2.3 Land-use and Transport Planning 20 2.4 Statements 22

2.4.1 European Guide Dog Federation – Ms. Stewardson 22 2.4.2 UITP – Mr. Pourbaix 22

2.5 Questions & Comments 23 2.5.1 Concerning the Presentations 23 2.5.2 Concerning the General Questions Posed by the Green Paper 23 2.5.3 Concerning the Theme-related Questions Posed by the Green Paper 24

2.6 Closure 24

Annex - Presentation Slides 25

Disclaimer Neither the European Commission, ECORYS Nederland BV, nor any person acting on behalf of the Commission, is responsible for the use which might be made of the information contained in this document. The views expressed in this document have not been adopted or in any way approved by the Commission and should not be relied upon as a statement of the Commission’s views. Copyright of this report is held by the European Communities.

Technical Workshop Green Paper of Urban Mobility 7

Preface

In September 2007, the European Commission published its Green Paper on Urban Mobility. This will be followed by an Action Plan. Following Commission guidelines, an Impact Assessment of this Action Plan is carried out. ECORYS has been selected to carry out this study. As part of this study, ECORYS organised a number of technical workshops on Urban Mobility on behalf of the EC. These workshops have been held at 5, 6, 11, and 12 March 2008. Each of these workshops are summarised in a report. Each report contains the reports of 2 half-day workshops. This report summarises the third and fourth workshop, which have been held March 6th, 2008 in Hotel Bedford, Brussels. The themes of these workshops were respectively Smarter Urban Transport and Accessible Urban Transport. The sections summarising the presentations by the topic speakers, should be considered jointly with their presentations that have been included in the Annex.

Smarter Urban Transport 8


1 Workshop 3 – Smarter Urban Transport

1.1 Welcome and Introduction

Mr. Rahman (ECORYS) welcomes the participants of the workshop and gives a short introduction to the programme of this morning. The theme of this workshop is smarter urban transport. Furthermore, he explains that this is the third of the Green Paper’s seven topics. The Workshop is intended to provide input into the stakeholder consultation of the Green Paper as well as input into the Action Plan which is going to follow the Green Paper. Mr. Rommerts (European Commission) explains afterwards the role of the Commission’s delegation during this workshop: listening and observing, not participating as such. He wishes the participants a productive morning.

1.2 Integrated Vision for Urban ITS (Intelligent Transport Systems)

Ms. Ilgaz of Transport for London (TfL) presents the issue of urban ITS. She will consider this from a wider perspective of the transport challenges experienced in London. She started with a brief introduction of her organisation: why it was created and what it is, she also presents some figures on the size of TfL. TfL is involved in almost every aspect of transport in the city of London. At this moment, TfL works by using its Transport Vision 2025: an integrated vision, aimed at accommodating the ever growing demand for transport in the city. The forces driving this growth are population growth and economic growth – which includes the development in certain areas of the city. However, the capacity of the network (Underground and roads) has been reached, so the only way to accommodate growth is to add busses. The introduction of the London Congestion Charge (CC) could be seen in this light: it freed capacity to be taken by busses. In the end, the TfL should support economic development: • This entails the following challenges:

• Getting people to work, • Supporting employment, education and leisure trips in outer London, • Managing the road network;

• By improving public transport: • Getting people to work in central London, • Supporting outer London growth and travel demands;


• Managing the road network efficiently to reduce congestion: • By re-allocating road space without increasing congestion;

• Tackling climate change and enhancing the environment by: • Reducing carbon dioxide emissions, • Improving air quality, • Reducing noise, • Improving the urban environment;

• Improving social inclusion, and • Making transport more accessible and safe for users. The Vision includes the following measures: • Renewing existing system, • Ensuring the existing system is efficient and safe, • Reducing the need tot travel: raising public awareness, • Influencing travel behaviour, • Reducing congestion and emissions, and • Providing new capacity (bus operations). Now, turning to ITS, an example is the management of road traffic flows by using dynamic traffic control. This is based on detectors in the road and CCTV, which yield traffic flow numbers and are send to central servers: depending on aggregated flow numbers, signal times are changed. This process is fully automated. The traffic system can be accessed if necessary by controllers. The systems are upgraded constantly. If in-vesting, TfL now looks to less expensive systems to achieve its goals. Transport policy demands enforcement and policing to maintain its effectiveness. Several solutions can be used, such as: • Smart Car (digital technology incorporated in vehicles improving the efficiency and

accuracy of enforcement. It also acts as a further deterrent to those who are thinking about contravening parking regulations on TfL roads. This contributes to the aim of TfL to improve journey times and cut congestion,

• Smart Cat: use of the latest mapping technology to map incidents and accidents, • CCTV, Automatic Number Plate Registration, and • Fining – which goes without saying. As to increase the use of public transport, the Oyster Card was introduced. This card carries a RFID chip for seamless ticketing. The Oyster card is ready for additional features, such as downloading music with iTunes, etc. Another example of ITS is the iBus. To make CC work TfL increased the number and frequency of buses to provide an alternative and allow the modal shift to take place. In this light, TfL is now implementing iBus – which will be operating across the whole fleet by 2009. It provides a new communication system between the bus control centre and the buses. It also provides a new location system for the 8000 buses. It uses GPS satellite technology to pin point individual buses anywhere in London. This has several impacts, such as: • The ability to change the setting of traffic lights to give priority to buses via selective

vehicle detection technology,


• SMS text messages for passengers to send real time updates before they leave home. The same information will also be available at bus stops,

• New audio and visual announcements on street and in vehicles will make navigating the network easier and increase accessibility for people with visual or hearing impairments.

Reiterating the need for integrated approach, brings about the London CC. Central London was the most congested area in the city with average all day speeds of less than 9mph. Despite 85% public transport usage, vehicular traffic was still a major problem in Central London. The congestion persisted throughout the day – it was not a ‘peak’ commuter problem. This led to the introduction of the CC. Since its introduction, the system has been expanded and adjusted. In 2006/7 it raised £122m – the net revenues which must be spend on transport. The communication process commenced with a Mayoral announcement in November 2006. This was followed by a public consultation from August to October 2007. The impacts of the CC are: • As a result of the combination of road space reallocation and sharp increase in utility

works in late 2006: • Traffic (4+ wheels) entering charging zone reduced by 21%, • Congestion 8% down versus 2002;

• Environmental changes: • CO2 down 16%, • NOx down 8%, • PM10 down 6%;

• Bus patronage up, reliability and journey time improved, and • Little change in number of trips into central area with 50–60% moving to public

transport. Besides the CC, London also implemented the London Low Emission Zone. Purpose is to discourage the most individually polluting heavy vehicles from being driven in London. The expected benefits are a 15% reduction in PM10 emissions by 2012 and similar reduction in NOx. Now, returning to the London Transport Vision 2025. This Vision was drafted because TfL wanted to identify with which organisations it should be cooperating. It consists of core activities, foundation activities, enabling activities, and outward facing activities. Finally, the potential role for the European Commission is addressed. The following bullets summarise this opinion: • Provide guidelines on standards, interfaces and interoperability relevant for complex

urban areas, • Suppliers should be developing decision support systems that cover several modes, • Reduction of costs for data collection and communications from the network, • Facilitate collaboration between motor manufacturers, suppliers and cities, and • Funding.


Ms. Ilgaz wraps up her presentation by remarking that ITS is not a policy, rather it is part of an integrated approach towards transport policy.

1.3 Smart Charging

The topic of smart charging is presented by Ms. Di Majo of ATAC Roma (Agenzia per i Trasporti Autoferrotranviari del Comune di Roma). She will address two topics in her presentation: • An overview of smart charging in Europe, and • ITS aspects of urban charging. The presentation shares a number of commonalities with the previous presentation. As such, Ms. Di Majo will pay less attention to the London examples. However, she stresses the vast range of measures implemented in this city. Other leading examples are Stock-holm, Rome, and Norway – in general. First, she addresses the example of Rome. The key objectives of the Rome Urban Charging scheme (RUC) are: • Improve the efficiency of the transport system, • Improve urban environment, and • Generate revenues. There are different possibilities for introducing such schemes: • Cordon based pricing: price is levied when a cordon is crossed, and may vary with

time of day, vehicle type and location on the cordon, • Area license based pricing: price is levied for driving within an area during a period

of time. The price may vary with time and vehicle type, and • Distance or time based pricing: price is based upon the distance or time a vehicle

travels. The introduction of a charging scheme brings about a number of complex issues: • Who will manage and operate the system?

In London and Rome there is one central organisation, whereas in Stockholm multiple organisations are involved, and

• What is the legal framework for the scheme? This starts with political support – in each country the legal framework is different. In Italy, for example, the schemes in Rome and other cities are based on the EC air quality directive – for which the national government has made the local governments directly responsible (as turned out after the presentation during the discussion).

Next, the question of the funding of such schemes can be raised – an initial investment is always required. • Transport for London has funded the Congestion Charge from its general budgets, as

well as UK innovation grants, • In Rome ATAC used funds of the Ministry of Environment, as the scheme was

triggered by the need to improve the air quality, and


• Finally, the scheme in Stockholm is funded by the Treasury and the Ministry of Infrastructure.

Thus, each city obtains funding from a different source – this depends very much on local circumstances. It should be borne in mind that the schemes are accompanied by a wider set of measures to ensure the success of the scheme. This entails the availability of an alternative (public transport) and good interfaces between modalities (parking facilities). In Oslo a scheme was introduced to finance new infrastructure – no additional measures were implemented. As such, congestion has not decreased. The impacts of the RUC are various. They include: • A 20% reduction of traffic flows, • A 14 - 20% reduction of primary pollutants (dispersion to be evaluated), • Only a limited congestion shift, • An increased share of public transport in the modal split, and • The share of powered two-wheelers has increased in Rome (they are not charged

there), but also in London, Barcelona and other cities having similar schemes. Now, turning to ITS in this context, it is clear that this enables additional features for the system, as well as value added services. Additional features could be in fields of for example vehicle detection and path tracking. Tags and beacons are already in use, but GPS/Galileo are not yet implemented – it turned out this is rather difficult given that drivers did not want to be controlled all the time. Mobile phones to make payments could also be used. At this moment however, this is not possible in Rome – this relates to banking standards. Perhaps the EC could play a role here, by pushing for standards. The following conclusions wrap up this presentation. There are issues of: • Systems interoperability, • Optimisation of infrastructures, • Information (including privacy and personal integrity), • The increased use of powered two-wheelers (their detection remains difficult), and • Landscape intrusion. There are opportunities to use GALILEO/GPS. Besides pushing for banking standards, a potential role for the European Commission could be supporting the evolvement to a unique EU legal framework to resolve issues of legal and technical nature, e.g. system certification or the management of the process of control/detection for charging).

1.4 Statements

1.4.1 Segway – Mr. Dallatana

Mr. Dallatana stresses, once more the role of private entities. The company’s representative states that the process of invention and innovation yields surprising results.


The Segway Personal Transporter is an excellent example. Research by the University of Kaiserslautern concluded that this product is as safe as a bicycle. Mr. Dallatana expresses his frustration with regulators, who do not tend to recognise opportunities. They consider innovation part of a class of old technology. As a result, the Segway product is considered a moped and should satisfy legal requirements accordingly, it should for example be equipped with a mechanical breaking system – which is not needed given the technology. Finally, the representative stresses that personal mobility needs to be exciting, it’s fun! New solutions are necessary and provide excellent opportunities.

1.5 Questions & Comments

1.5.1 Concerning the Presentations

Mr. Larsen of the Danish Transport & Logistics Association (DTL) states that only a small percentage of European cities have an urban charging scheme. He asks the speakers if the experiences in London and Rome could be used for implementing similar schemes in other cities or town as well: are there any general lessons? Additionally, he stresses that there is no one-size-fits-all solution. Ms. Di Majo begins by stating that there are many more examples then the few she has mentioned. It is important to bear in mind that it strongly depends on national regulation. And, obviously local circumstances call for specific solutions. She knows that cities in Germany and the Netherlands are preparing several plans. Ms. Ilgaz adds to this that London tries to meet local needs and challenges. In other areas other problems might occur: each city has to find its own solution. Nonetheless, cities can take each other’s advice – which TfL is happy to provide. Ms. Martinez Sans of ACEA asks whether the (pretended) success of London and Rome would be defined as a technical and/or economic success. Secondly, she wants to know whether a CBA has been conducted. More specifically, she wants to know whether it is justified and efficient from an economic point of view. Moreover she wonders whether these systems will achieve the many goals that have been set. Finally, she wants to know if revenues are sufficient. Ms. Ilgaz responds that CC is a part of the London Transport Policy – there are complementary measures, such as improving public transport. And, of course there was a business case. These are published on the TfL website. Finally, she stresses that CC revenues are reinvested in transport issues. Ms. Di Majo agrees with Ms. Ilgaz. The RUC is a technical success and economically self-sufficient. However, it should be kept in mind that the aim of the system in Rome was not to derive revenue. Instead, the goal was to comply with the EC air quality directive. With regard to the statement that it is an excellent political tool, Mrs. Di Majo states that it’s not easy to accept for people that they cannot enter the city anymore.


Initially, funding came from environmental budgets. Now, the system is self-sufficient. The payback period of the system was short, partly due to illegal entries. ACEA furthermore wants to know if studies have been conducted to assess the impacts on local businesses – inside and outside the charged area. Ms. Ilgaz says studies have been conducted, but no major impacts have been found. Again, these studies can be found at the TfL website. Ms. Di Majo states that the following other impacts were found in research. The prices of houses increased, as the local environment improved, making the city centre a better place to live. Public transport was also improved. Given Rome’s attraction to tourists this is important, as they prefer to get around quick and safe – in a clean city. Next, Ms. Benardi of EUROCTIES has one comment and one question. She states that cities are not afraid to implement CC schemes; in Hungary for example Budapest is investigating possibilities. Several Czech cities are doing the same. Her question is what the influence of regulation at the national level in Italy has meant. Ms. Di Majo answers that Rome was one of the first cities to go ahead with urban charging. They experienced problems getting certification for the gates. Now the case of Rome is frequently referred to in Italy. Mr. Rahman now wants to know how, in both cases, citizens were involved in developing and implementing the schemes. Ms. Di Majo replies by stating that ATAC/the city just implemented the scheme since they had to comply with the EC air quality directive. Ms. Ilgaz refers to her presentation and says that a stakeholder consultation (businesses, citizens living/working in the area concerned) was part of the process. The preparation of the scheme took several years and the focus was on congestion reduction. The assessment of the London CC continues as it is a long term investment.

1.5.2 Concerning the General Questions Posed by the Green Paper

The Green Paper lists five general questions. These are discussed separately. The overarching question is what the potential role of the EU could be? Mr. Haon (POLIS) thinks that integrated transport systems are the future. Currently, systems are not properly integrated to communicate with citizens. In essence, travellers need better real-time information. The sector needs support of the EC, e.g. by setting guidelines or promoting open systems. Are there particular areas that have received insufficient attention in the Green Paper? None of the participants provided suggestions. What responsibilities could the private sector take to improve the mobility situation in cities, and what kind of incentives should public authorities provide? The POLIS representative Mr. Haon adds that what is needed is the private sector to take into account local demands. Each city and each town is different. A situation in which the


private sector tries to sell standard solutions that might not work in each city should be avoided. Basically, solutions should adhere to local circumstances. How could the collection, dissemination and promotion of best practices be better organised at European level? None of the participants provided suggestions. What are the most important recommendations for cities in the new Member States, that are confronted with rapid economic change and who will have to upgrade significantly their urban transport systems? None of the participants provided suggestions.

1.5.3 Concerning the Theme-related Questions Posed by the Green Paper

Should better information services for travellers be developed and promoted? None of the participants provided suggestions. Are further actions needed to ensure standardisation of interfaces and interoperability of ITS applications in towns and cities? Which applications should take priority when action is taken? Ms. Faroe of the City of Manchester (European office) introduces the plans Greater Manchester is about to implement. This situation differs from e.g. London in the way that the area under consideration is different. The focus of the plan are the main motorways into the city. As standards usually take quite some time to develop, Greater Manchester, alongside with Stockholm, decided now is the time to go ahead and not to wait for an EU interoperable system. Thus, she proposed to the Commission to take action to speed up this process of setting standards. Mr. Bovio (Unioncamere del Veneto) points to micro payments by cell phone – the EC should standardise this to facilitate the use of this principle. Ms. Di Majo replies that ATAC experimented with micro payments, but that banks did not allow it. Yet, in Finland such a system is already fully operational. She would like to see the EC to take a role by supporting the cities which want to experiment with this kind of systems. Mr. Haon (POLIS) states that “we” face a challenge regarding ITS: there is a lot available, but some things are not known, nor used. It’s clear that awareness campaigns are needed and schemes to address this target group would be welcomed. To put it in other words, mobility policy needs to be marketed – the public should be made aware of the benefits. Regarding ITS, how could the exchange of information and best practices between all involved parties be improved? Mr. Rahman has a question for Ms. Di Majo regarding the exchange of information. In Italy there are several cities having restricted access zones. Is there a structured means to exchange information between these and other cities, at the national level?


Ms. Di Majo explains that the association of municipalities functions as a platform for information and (best) practice exchange. But, one should bear in mind that local circumstances differ.

1.6 Closure

The Chair thanks the participants for their participation, comments, questions, and remarks. He explicitly thanks the speakers. He closes the workshop.

Accessible Urban Transport 18

2 Workshop 4 – Accessible Urban Transport

2.1 Welcome and Introduction

Mr. Rahman (ECORYS) welcomes the participants of the workshop and gives a short introduction on the programme of this afternoon. The theme of this workshop is accessible urban transport. Furthermore, he explains that this is the fourth of the Green Paper’s seven topics. The Workshop is intended to provide input into the stakeholder consultation of the Green Paper as well as input into the Action Plan which is going to follow the Green Paper. Mr. Rommerts (European Commission) explains afterwards the role of the Commission’s delegation during this workshop: listening and observing, not participating as such. He wishes the participants a productive afternoon.

2.2 Integrated Collective Transport

Mr. Murray (an independent transport consultant) will address the matter of sustainable urban mobility– from a practioner’s perspective. To start, Mr. Murray describes what has happened in the past, amongst others these include: • Gradual decline of densities in cities, • Industrial revolution leading to railways, trams, and metros – eventually this changed

to the age of the motor vehicle, • Suburbanisation and lower densities, higher motorization – leading to and accom-

panied by ring roads, industrial parks & shopping malls – located outside city centres, • Ongoing suburbanisation leading to higher road congestion levels – which were to be

relieved by additional roads, • Congestion even in the suburbs, and • Growing negative impacts: the deterioration of cities, quality of urban life, gridlock,

and increasing environmental damage. For the future, the following expectations hold: • Urban growth will continue in the next decades – but by 2050 population numbers in

the EU are expected to decrease slightly, • A continuing increase share of urban population, and the potential concentrations of

poverty, slum growth, and social disruption in cities diminishing the quality of urban life,


• But urbanisation appears necessary to achieve significant and lasting economic growth,

• Cities can sometimes epitomise the worst aspects of environmental damage. Given the increasing awareness of the importance of cities to achieve long-term sustainability (economically, socially, etc.), proper management by policy makers can result in the potential benefits of urbanization being outweighed by the disadvantages – this is the opposite of our reactive policies so far.

Altogether, we can state that cities will never be able to fully accommodate the use of cars. This is an important observation, as cities are the very core of our economies. Trans-port and land-use policies thus need to go in hand – this (amongst others) allows policy makers to practice demand management and profiling. Especially since problem will grow in complexity. So, what is to be done? • One challenge is in learning how to sustainably achieve the potential benefits whilst

mitigating undesirable collateral impacts – to do so we have to start educating people now!

• EU can contribute significantly to offsetting the negative impacts: it can support the development and financing of new techniques – as well as dissemination of good practices,

• We should also avoid that any single-issue pressure group has the ability to dictate policy,

• We should start thinking differently, such as in urban planning, i.e. incorporate a Transport Impact Assessments as evaluation criterion for urban development, active demand management measures and principles from the beginning of the planning process,

• Using the most effective modality to satisfy needs – which need to be collective, and • Technological solutions will have a key role to play in managing urban mobility but

good technology if applied in the service of bad ideas will only exacerbate the problems The potential rapidity of implementation in today’s project cycles means you have to get it right at the very early design stages,

• The principle of the greatest benefit for the greatest number should be leading in policy decisions, and

• Integrated thinking: transport policies for the future should not just focus on one of the themes of the Green Paper, but rather each of the themes – and, at the same time, keep it affordable (theme 7, financing).

A possible tool is Transit Oriented Development (TOD) or Transport Development Areas (TDA) – and now we really get into the field of land-use and transport planning. TDA is “a mechanism to help integrating urban development and urban transport objectives by bringing together all parties around a shared vision”. It seeks to achieve well-designed urban development zones based around good public transport nodes. It is a flexible approach to solve local problems. Its core is the priority of collective transport systems in high capacity transit corridors. Basically, it is the effective management of the 3D’s: Density, Diversity, and Design. Ideally, much of the future car use could become leisure and pleasure oriented when better collective transport system design, accessibility, and service quality can be


combined to provide a more attractive alternative for time-bound and peak-hour non-optional trips. TDA should include all stakeholders – this is the only way to ensure success. Question is what there is to do for the EC, should it introduce a Charter? Mr. Murray thinks not, as “the Law of Unintended Consequences” needs to be considered: hard cases lead to bad laws. It is advisable to begin by reviewing whether there are indeed any key and needed transportation rights and obligations that are not already covered by existing charters. It would be extremely naïve to expect that any new sector-specific charter will be more generally, readily, and widely observed and obeyed. It may, therefore, be better to concentrate on mechanisms that incorporate the established charter principles into the bye-laws and regulations that govern urban transport activities and operations than to create a sector-specific new charter. This does not mean there is no role to play for the EC. Rather, the EC could develop actions in the field of: • “Macro” strategic planning level for the union-wide adoption of consistent principles

for sustainable and accessible urban transport, • EU-level strategy and planning forums are the most effective to promote and

facilitate integration and coordination of land-use and transport planning, • Practical techniques to implement many of the solutions needed are already known

and recognised and their multi-agency and cross-cutting concepts provide valuable mechanisms for integrated urban transport planning,

• Include emissions from sectors not previously included in the EU Emissions Trading Scheme – as recently proposed,

• Continue to the policy of Sustainable Urban Transport Plans (SUTPs) –this will require an integrated approach to urban mobility throughout the EU, and

• Political support for new measures is crucial! Practical recommendations from a practioner’s perspective are the following. A first start is to try to avoid that new MS repeat the known past mistakes of the old EU15 and try to make sure that any new ones that are invented are correctable. Furthermore, transport needs to be seamless – integrate personal transport (walking and cycling) with collective transport, for example. Integrate transport and land-use is a start for demand management. Moreover, compliance is best ensured by enforcement. Once more, it is stressed that local problems demand local solutions.

2.3 Land-use and Transport Planning

Mr. Stead (Delft University of Technology) presents the challenges and developments in the field of (the coordination between) land-use and transport planning. He states that land-use planning is one of the ways to manage the demand for transport. First, it has to be clear what land-use planning is. In contrast to the previous presentation, Mr. Stead sees land-use planning to consist of more than the 3D’s (please refer the summary of Mr. Murray’s presentation), namely the following aspects.


• Density, • Diversity/mixing, • Design/attractiveness, • Location (it matters where the development take place, in the centre or in the

outskirts), and • Access (and parking provision). Another aspect not to be forgotten, are the levels at which land-use planning takes places. This ranges from the local and regional level to the national and supra-national level. These levels are interconnected. Land-use planning, from a European perspective, is hard to define. There are a number of systems in use. In general, land-use planning is concerned with the areas which can be developed, the types of uses that are permitted, the patterns and density of development, and the design of buildings and public spaces. A number of actors is generally involved, whose roles differ between the Member States as well: developers/investors, occupiers, and users. The relation between land-use and transport is fairly well understood. The other way round (relation between transport and land-use) is less well understood. It is clear that density, for example, is closely related to transport. However, the self-selection of cases, such as by the type of people (socio-economic characteristics) or activities is often overlooked. Another thing that is clear is that land-use planning is not an instrument to achieve goals overnight: changes in land-use generally take some time to take effect. Next, the presentation focuses on the transferability of cases. This should always be a consideration as cases (best practices) may only be transferable to a limited extent. This is obvious when considering the multiple systems that exist throughout the EU. These systems should thus be taken into account when trying to learn from positive and negative lessons. And even within countries, the local situation matters. Nonetheless, problems are often surprisingly similar. When transferring policies from one place to another, it tends to be easiest to learn from negative lessons. Attitudes and ideas are already slightly more difficult, whereas institutions are just difficult. As such, the system of land-use planning should be taken into account. Transferring policies between similar systems tends to be more successful. Now, how can new MS benefit from the experiences of the other MS? They lack some know-how, a gap which can be filled up. Also, new MS can avoid newcomer cost by learning from other MS. Another relevant question is what the potential value added of the EU could be. First, it has to be noted that subsidiarity implies acting at the local level. However, at all geographical levels, action is necessary. In general, the EU has value added in the field of research, promoting and understanding best practices and their transferability – as well as facilitating this process, providing financial support for investments, and assisting MS in dealing with problems.


2.4 Statements

2.4.1 European Guide Dog Federation – Ms. Stewardson

Ms. Stewardson makes a statement on behalf of the European Guide Dog Federation. As many blind people are almost obliged to use public transport, the relevance of the discussion is of great importance to them. As such, they appreciate the broad definition of accessibility in the Green Paper. The Federation agrees with the need for high-quality public transport, but states that this entails more than frequency and (physical) access matters. For example, there is a lack of good pathways and audio announcements. Ms. Stewardson would like to ensure that service providers provide this – this includes authorities as well as operators. The Federation welcomes the London iBus is good initiative, which also will include audio announcements. Yet, Ms. Stewardson calls for more, such as a website with reliable information on public transport across Europe and their accessibility to the blind and partially-sighted – a website which, of course, accessible for these people. The Federation sees here a value added for the EC – so that in each MS there is accessible transport. This could be in the form of standards for accessible websites, audible messages at stations, etc. In this respect the Commission should guard against the possibility that the lowest common denominator becomes the standard. Moreover, the Federation supports innovative design, but this should take the sight-impaired into account. They suggest convening a committee to advice the Committee on this. Finally, Ms. Stewardson mentions the topic of discrimination, which still occurs. Discrimination prevents independent mobility. It is still remarkable how many taxi drivers, for example, refuse to take people with their guide dogs aboard. Unfortunately, this discrimination prevails despite national laws. The EC disability directive to fight this receives full support of the European Guide Dogs Federation.

2.4.2 UITP – Mr. Pourbaix

Mr. Pourbaix of the UITP makes a statement on a few aspects of accessibility. According to him access to urban services is the key to social inclusion, but there are problems of awareness and affordability for those who need it. In the light of social inclusion, a challenge remains. Often, perceived long distances may prevent people from participating in social activities, including work. Partnerships across sectors are needed (work agencies, schools, etc). A good example is the Workwise Scheme (UK). In a number of cities, partnerships exist between transport authorities, regional authorities, and job centres. When people are recommended to a job, the job centres also provide advice on the best way to travel to the destination. According to Mr. Pourbaix, this initiative is a success.


2.5 Questions & Comments

2.5.1 Concerning the Presentations

Mr. Catlow of the London’s European Office agrees with the analysis of Mr. Murray, Mr. Catlow states that it is the starting point from which policy should be developed. Mr. Rahman informs how it can be avoided that new MS actually make the same mistakes. Mr. Murray advices that cities should not be designed as to best serve car owners; although it did not used to be a major problem, it could become one – sometimes it already even is. Nonetheless, they should accept the desire of people to own cars. Moreover, during the Soviet era design included wide, high capacity roads. Now this allows those cities to easily facilitate all modalities. Finally, many cities have infrastructure for trams and/or trolleys. Although this might not be in use at present, the infrastructure should be kept in place because it will prove to be valuable. Mr. Murray, finally, stresses that minorities, such as the disabled, the blind and partially sighted, should always be taken into account.

2.5.2 Concerning the General Questions Posed by the Green Paper

The overarching question is what the potential role of the EU could be? None of the participants provided suggestions. Are there particular areas that have received insufficient attention in the Green Paper? Mr. Haon of POLIS expresses his desire for the Green Paper to refer to economic instruments. Mr. Williams of Transport for London thinks more attention should be paid to other methods, such as prioritisation of collective transport and more to self-regulation. Finally, he points to the possible delaying effect caused by disabled people entering vehicles. As this decreases the reliability of public transport this should be further investigated. What responsibilities could the private sector take to improve the mobility situation in cities, and what kind of incentives should public authorities provide? None of the participants provided suggestions. How could the collection, dissemination and promotion of best practices be better organised at European level? None of the participants provided suggestions. What are the most important recommendations for cities in the new Member States, that are confronted with rapid economic change and who will have to upgrade significantly their urban transport systems? None of the participants provided suggestions.


2.5.3 Concerning the Theme-related Questions Posed by the Green Paper

How can the quality of collective transport in European towns and cities be increased? None of the participants provided suggestions. Should the development of dedicated lanes for collective transport be encouraged? None of the participants provided suggestions. Is there a need to introduce a European Charter on rights and obligations for passengers using collective transport? None of the participants provided suggestions. What measures could be undertaken to better integrate passenger and freight transport in research and in urban mobility planning? None of the participants provided suggestions. How can better coordination between urban and interurban transport and land use planning be achieved? What type of organisational structure could be appropriate? None of the participants provided suggestions.

2.6 Closure

The Chair thanks the participants for their participation, comments, questions, and remarks. He explicitly thanks the speakers. He closes the workshop.

Annex

Annex – Presentation Slides

1. Integrated vision on urban ITS

by Ms. Ilgaz (Transport for London)

2. Smart charging

by Ms. Di Majo (ATAC Roma)

3. Integrated Collective Transport

by Mr. Murray (Independent Travel Consultant)

4. Land-use and Transport Planning

by Mr. Stead (Delft University of Technology)

Transport 2025 London Traffic Systems Vision

Rana Ilgaz

Traffic Systems Vision Programme Manager

Directorate of Traffic Operations

Transport for London

Content

• Transport for London

• Transport 2025 – Transport vision for a growing world city

• ITS in London

• London Traffic Systems Vision

Transport for London

One organisation for One city

• Transport for London (TfL)

• “Keeping London moving”

What we do

The surface transport network

Traffic Control AreasTraffic Control Areas Key Development Area Key Development Area Bus RoutesBus Routes

Transport 2025 Transport vision for a growing world city

Transport Vision

The transport vision is to create a world class transport system that delivers the safe, reliable and efficient movement of people and goods that enhances London’s economy, environment and social inclusion.

T2025 objectives

• Supporting economic development

• Tackling climate change and enhancing the environment

• Improving social inclusion

The magnitude of growth

• Plus 900,000 jobs by 2025– Brings total jobs to 5.5m

• Plus 800,000 people by 2025– Brings total number of

inhabitants to 8.3m

• Plus 5m extra journeys by 2025– Travel growth from 27.2m

journeys today to 31.2m journeys in 2025

Objective: Supporting economic development

Areas of job and population growth

Objective: Supporting economic development

Employment ChangeNumber of jobs 2001 - 2025

4,000 to 60,000

2,000 to 4,000

up to 2,000

Population ChangeNumber of people 2001 - 2025

3,000 and above

2,000 to 3,000

up to 2,000

Concentrated job growth in a central east-west corridor

Population growth across London

London transport emissions

Objective: Tackling climate change

Improving social inclusion

• % of population in the 10% most deprived areas in London within 45 minutes travel time of London’s major centres

Objective: Improving social inclusion

T2025 strategies

• Renewing the existing system

• Ensuring the existing system is efficient and safe

• Reducing the need to travel

• Influencing travel behaviour

• Reducing congestion and emissions

• Providing new capacity

ITS in London

Dynamic Traffic Control Principle

London Traffic Control Centre (LTCC)

Enforcement and policing

Smart card: Oyster

iBus

• New communication and

location system

• Performance monitoring

• Operating by 2009

• GPS satellite technology

• Bus priority

• Information to the public

via SMS

• Next stop

announcements

Current London Scheme

London Low Emission Zone

Emissions Related Congestion Charging

• Mayoral announcement November 2006

• Public consultation from August to October 2007

• Proposed that– Cars with lowest emissions (up to

120g/km and Euro IV) obtain 100% discount

– Cars with highest emissions (over 225g/km or pre-2001 and 3000+cc) would pay £25 per day

– No 90% residents’ discount for cars

with highest emissions

Impacts

Impacts

• Traffic (4+ wheels) entering charging zone reduced by 21%

• Congestion 8% down versus 2002

• Environmental changes

– CO2 down 16%

– NOx down 8%

– PM10 down 6%

• Bus patronage up

• Bus reliability and journey time improved

London Traffic Systems Vision

Potential role of the EU

• Provide guidelines on standards, interfaces and interoperability relevant for complex urban areas

• Suppliers should be developing decision support systems that cover several modes

• Reduction of costs for data collection and communications from the network

• Facilitate collaboration between motor manufacturers, suppliers and cities

• Funding

• Don’t call it ITS

www.tfl.gov.uk

[email protected]

Sustainable Urban Sustainable Urban Sustainable Urban Sustainable Urban Sustainable Urban Sustainable Urban Sustainable Urban Sustainable Urban

MobilityMobilityMobilityMobilityMobilityMobilityMobilityMobility

A Transport Industry PractitionerA Transport Industry Practitioner’’s Views View

Presenter: Charles MurrayPresenter: Charles Murray

Independent Urban Transport SpecialistIndependent Urban Transport Specialist

Topics covered so far:Topics covered so far:

�� Urban FreightUrban Freight

�� Walking and CyclingWalking and Cycling

�� CleanClean and Energy Efficient Technologiesand Energy Efficient Technologies

�� Green ZonesGreen Zones

�� Integrated Vision for Urban ITSIntegrated Vision for Urban ITS

�� Smart ChargingSmart Charging

These could be summarised as the tools and techniques we need foThese could be summarised as the tools and techniques we need for the taskr the task

TodayToday’’s topics:s topics:

�� An Integrated Vision for the Future of Collective TransportAn Integrated Vision for the Future of Collective Transport

�� Coordination between Land Use and Transport PlanningCoordination between Land Use and Transport Planning

Could be summarised as how best should we use these toolsCould be summarised as how best should we use these tools

Topics still to come:Topics still to come:

�� Road SafetyRoad Safety

�� Feelings of Safety and SecurityFeelings of Safety and Security

�� Dissemination and Knowledge TransferDissemination and Knowledge Transfer

�� Data Collection and Knowledge SharingData Collection and Knowledge Sharing

�� Visionary Overview of Financing Tools for Urban TransportVisionary Overview of Financing Tools for Urban Transport

�� A pragmatic approach in new Member States, when limited funds arA pragmatic approach in new Member States, when limited funds are availablee available

Will hopefully demonstrate how we can affordably finance what isWill hopefully demonstrate how we can affordably finance what is needed and how needed and how we can measure our successes or failures in achieving our aimswe can measure our successes or failures in achieving our aims

Patterns of urban transport developmentPatterns of urban transport developmentPatterns of urban transport developmentPatterns of urban transport developmentPatterns of urban transport developmentPatterns of urban transport developmentPatterns of urban transport developmentPatterns of urban transport development““Those who do not learn from history are doomed to repeat itThose who do not learn from history are doomed to repeat it”” -- George SantayanaGeorge Santayana

"History is a vast early warning system"History is a vast early warning system““ -- Norman CousinsNorman Cousins

The Past:The Past:

�� Core walled cities Core walled cities –– very densevery dense

�� Eventual expansion of cities outside the wallsEventual expansion of cities outside the walls

�� Industrial revolution and the railwayIndustrial revolution and the railway

�� Trams and MetrosTrams and Metros

�� The age of the motor vehicleThe age of the motor vehicle

�� Suburban growth, lower densities, higher motorizationSuburban growth, lower densities, higher motorization

�� ““Ring RoadsRing Roads””, , ““Out of TownOut of Town”” Industrial Parks & Shopping MallsIndustrial Parks & Shopping Malls

�� Low density developments further away from city centresLow density developments further away from city centres

�� Higher road congestion levelsHigher road congestion levels

�� Additional roads are constructed but fail to relieve congestionAdditional roads are constructed but fail to relieve congestion

�� Congestion even in the suburbsCongestion even in the suburbs

�� Deterioration of cities and quality of urban lifeDeterioration of cities and quality of urban life

�� Gridlock and increasing environmental damageGridlock and increasing environmental damage

A question asked of those preparing topic papers for this workshA question asked of those preparing topic papers for this workshop was op was ““What are What are

the challenges for PT both for the western and eastern European the challenges for PT both for the western and eastern European countries?countries?”” My My

answer would be answer would be –– try to avoid repeating the known past mistakes and try to make try to avoid repeating the known past mistakes and try to make

sure that any new ones you invent are correctablesure that any new ones you invent are correctable

The Accelerating Rate of Urban Growth in the 21The Accelerating Rate of Urban Growth in the 21The Accelerating Rate of Urban Growth in the 21The Accelerating Rate of Urban Growth in the 21The Accelerating Rate of Urban Growth in the 21The Accelerating Rate of Urban Growth in the 21The Accelerating Rate of Urban Growth in the 21The Accelerating Rate of Urban Growth in the 21stststststststst CenturyCenturyCenturyCenturyCenturyCenturyCenturyCentury

�� In 2008, the world reaches an invisible but momentous milestone.In 2008, the world reaches an invisible but momentous milestone.

�� In the first three decades of the 21In the first three decades of the 21stst century we can expect hitherto unprecedented century we can expect hitherto unprecedented scales of urban growth, fortunately, wscales of urban growth, fortunately, with any luck, Europe may be spared the worst ith any luck, Europe may be spared the worst effects of this since current EUROSTAT projections show slightlyeffects of this since current EUROSTAT projections show slightly lower EU lower EU population numbers by the year 2050 and a fairly standard population numbers by the year 2050 and a fairly standard ““bellbell--curvecurve”” age age distribution within in the existing 27 member statesdistribution within in the existing 27 member states

�� There will still be a continuing increase in the urban share of There will still be a continuing increase in the urban share of total population, and total population, and the potential concentrations of poverty, slum growth, and socialthe potential concentrations of poverty, slum growth, and social disruption in cities disruption in cities can paint a very threatening picture of urban life. can paint a very threatening picture of urban life.

�� But no country in the industrial age achieved significant lastinBut no country in the industrial age achieved significant lasting economic growth g economic growth without urbanization.without urbanization.

�� Cities can sometimes epitomise the worst aspects of environmentCities can sometimes epitomise the worst aspects of environmental damage. Yet al damage. Yet experts and policymakers increasingly recognize the value of citexperts and policymakers increasingly recognize the value of cities to longies to long--term term sustainability. The potential benefits of urbanization can, if psustainability. The potential benefits of urbanization can, if properly managed, far roperly managed, far outweigh the disadvantages. The challenge is in learning how to outweigh the disadvantages. The challenge is in learning how to sustainably sustainably achieve the potential benefits whilst mitigating undesirable colachieve the potential benefits whilst mitigating undesirable collateral impactslateral impacts

(Extracted and paraphrased form (Extracted and paraphrased form ““State of World PopulationState of World Population”” -- UNFPA 2007)UNFPA 2007)

. .

Implications for Urban Transport Planning in the 21Implications for Urban Transport Planning in the 21Implications for Urban Transport Planning in the 21Implications for Urban Transport Planning in the 21Implications for Urban Transport Planning in the 21Implications for Urban Transport Planning in the 21Implications for Urban Transport Planning in the 21Implications for Urban Transport Planning in the 21stststststststst

CenturyCenturyCenturyCenturyCenturyCenturyCenturyCentury

Up to this time cities have achieved no more than to reactively Up to this time cities have achieved no more than to reactively manage manage their urban traffic and transport demand. In the last half of ththeir urban traffic and transport demand. In the last half of the 20e 20thth century century urban transport systems have always been playing catchurban transport systems have always been playing catch--up.up.

The magnitudes of the growth rates that cities will confront in The magnitudes of the growth rates that cities will confront in the 21the 21stst

century require more than this. Section 3 of the Green Paper incentury require more than this. Section 3 of the Green Paper indicates dicates that a change in urban mobility expectations and habits needs tthat a change in urban mobility expectations and habits needs to be o be induced and promoted. induced and promoted.

City planning needs now to move towards more proCity planning needs now to move towards more pro--active urban design active urban design techniques that guide and influence peopletechniques that guide and influence people’’s needs for urban mobility by s needs for urban mobility by actively planning their localised environments.actively planning their localised environments.

Cities still need to provide accessible transport means andCities still need to provide accessible transport means and infrastructure infrastructure that will enable people to pursue their desired social and leisuthat will enable people to pursue their desired social and leisure activities. re activities.

But active But active demanddemand--management and profilingmanagement and profiling will become increasingly will become increasingly more important. more important.

TradeTrade--offs between unrestrained desires for urban mobility and the actoffs between unrestrained desires for urban mobility and the active ive but realistic and pragmatic management of mobility expectations but realistic and pragmatic management of mobility expectations will will become ever more complex. become ever more complex.

2121212121212121stststststststst Century urban transport developmentCentury urban transport developmentCentury urban transport developmentCentury urban transport developmentCentury urban transport developmentCentury urban transport developmentCentury urban transport developmentCentury urban transport development

The Future:The Future:

�� Will demand some very radical rethinking.Will demand some very radical rethinking.

�� A need for new urban planning principles.A need for new urban planning principles.

�� Transport Impact assessments need to become a firstTransport Impact assessments need to become a first--principle evaluation principle evaluation criterion for criterion for ALLALL urban development decision makers.urban development decision makers.

�� Active demand management measures and principles from the beginnActive demand management measures and principles from the beginning ing of the planning process.of the planning process.

�� Seeking ways to eliminate motorised trip needs.Seeking ways to eliminate motorised trip needs.

�� Urban corridors and demand for motorised trips must be served byUrban corridors and demand for motorised trips must be served by the the most appropriate collective transport modes. most appropriate collective transport modes.

�� Technological solutions will have a key role to play in managingTechnological solutions will have a key role to play in managing urban urban mobility but good technology if applied in the service of bad idmobility but good technology if applied in the service of bad ideas will only eas will only exacerbate the problems The potential rapidity of implementatioexacerbate the problems The potential rapidity of implementation in n in todaytoday’’s project cycles means you have to get it right at the very earls project cycles means you have to get it right at the very early y design stagesdesign stages

What will we mean by sustainable & accessible What will we mean by sustainable & accessible What will we mean by sustainable & accessible What will we mean by sustainable & accessible What will we mean by sustainable & accessible What will we mean by sustainable & accessible What will we mean by sustainable & accessible What will we mean by sustainable & accessible

urban mobility? Well that will depend greatly on urban mobility? Well that will depend greatly on urban mobility? Well that will depend greatly on urban mobility? Well that will depend greatly on urban mobility? Well that will depend greatly on urban mobility? Well that will depend greatly on urban mobility? Well that will depend greatly on urban mobility? Well that will depend greatly on

where we are and what we can locally sustainwhere we are and what we can locally sustainwhere we are and what we can locally sustainwhere we are and what we can locally sustainwhere we are and what we can locally sustainwhere we are and what we can locally sustainwhere we are and what we can locally sustainwhere we are and what we can locally sustain

�� There are currently 27 EU member countries each with their own iThere are currently 27 EU member countries each with their own individual urban transportation ndividual urban transportation development needs and issues and there are not too many onedevelopment needs and issues and there are not too many one--sizesize--fitsfits--all solutions aroundall solutions around

�� Each member state and all cities will need to constantly review Each member state and all cities will need to constantly review and update their demographic data and and update their demographic data and from this derive their locallyfrom this derive their locally--relevant definitions and targets for sustainable and accessible relevant definitions and targets for sustainable and accessible urban mobility urban mobility

�� PeakPeak--hour journeys will present significantly different accessibilityhour journeys will present significantly different accessibility issues to social and recreational traffic.issues to social and recreational traffic.

�� A flexible, pragmatic, and solutionA flexible, pragmatic, and solution--oriented approach is neededoriented approach is needed

�� The EU can contribute very significantly to this process by inteThe EU can contribute very significantly to this process by interventions that ensure that a range of future rventions that ensure that a range of future solutions are developed that are truly and effectively inclusivesolutions are developed that are truly and effectively inclusive. . All usersAll users must be adequately and must be adequately and effectively considered.effectively considered.

�� No singleNo single--issue pressure or focus group should be allowed to drive the urbissue pressure or focus group should be allowed to drive the urban transportation an transportation development debate and its solutions.development debate and its solutions.

�� The The greatest benefit for the greatest numbergreatest benefit for the greatest number will become the key evaluation criterion when evaluating will become the key evaluation criterion when evaluating urban transportation development options.urban transportation development options.

�� Active analysis of the profile and location elements of demograpActive analysis of the profile and location elements of demographic analyses need to become an hic analyses need to become an integrated part of urban transport planning. integrated part of urban transport planning.

Facilitating more sustainable urban mobility requiresFacilitating more sustainable urban mobility requiresFacilitating more sustainable urban mobility requiresFacilitating more sustainable urban mobility requiresFacilitating more sustainable urban mobility requiresFacilitating more sustainable urban mobility requiresFacilitating more sustainable urban mobility requiresFacilitating more sustainable urban mobility requires

�� 1.1. Active and integrated coordination of urban land use planningActive and integrated coordination of urban land use planning

and traffic and transport planningand traffic and transport planning

It is only by achieving this that we can hope to developIt is only by achieving this that we can hope to develop

�� 2.2. FreeFree--flowing designs for towns and cities.flowing designs for towns and cities.

And design traffic corridors that facilitate reasonable average And design traffic corridors that facilitate reasonable average speeds to be served speeds to be served byby

�� 3.3. Accessible collective urban transportAccessible collective urban transport

With improved levels of user attractiveness and comfort that proWith improved levels of user attractiveness and comfort that provide avide a

�� 5.5. Safe and secure collective transport user experienceSafe and secure collective transport user experience

To encourage current car users (e.g. the schoolTo encourage current car users (e.g. the school--run parents) to switch to collective run parents) to switch to collective transport transport

�� 6.6. Smarter urban transportSmarter urban transport

Including GIS based network planning techniques and onIncluding GIS based network planning techniques and on--board vehicle location & board vehicle location & direction systems. Specification and implementation of the most direction systems. Specification and implementation of the most environmentally environmentally efficient modes and vehicles for each urban corridor and route aefficient modes and vehicles for each urban corridor and route according to ccording to demand levels (i.e. those that move the optimal numbers of peopldemand levels (i.e. those that move the optimal numbers of people with the e with the minimal per capita emissions generated). Seamless and delayminimal per capita emissions generated). Seamless and delay--free transfers free transfers between modes between modes –– including adequate facilities for cyclists to use their bicycleincluding adequate facilities for cyclists to use their bicycles in s in conjunction with mass transit systems. Fully integrated ticketinconjunction with mass transit systems. Fully integrated ticketing systems (smart g systems (smart cards, etc) Lots of towcards, etc) Lots of tow--trucks and parking pounds trucks and parking pounds ““pour encourager les autrespour encourager les autres””

Transit Oriented Development (TOD)Transit Oriented Development (TOD)

or Transport Development Areas (TDA)or Transport Development Areas (TDA)

�� TDA is TDA is "a mechanism to help integrate urban development and urban trans"a mechanism to help integrate urban development and urban transport objectives by port objectives by bringing together all parties around a shared vision". bringing together all parties around a shared vision". TDA seeks to achieve wellTDA seeks to achieve well--designed urban designed urban development zones based around good public transport nodes.development zones based around good public transport nodes.

�� TDA does not seek to lay down a rigid blueprint but is applied iTDA does not seek to lay down a rigid blueprint but is applied in ways that suit the needs of a n ways that suit the needs of a particular location. TDA offers an integrated land use/transportparticular location. TDA offers an integrated land use/transport planning approach operating planning approach operating around urban public transport interchanges or nodal points that around urban public transport interchanges or nodal points that are wellare well--served by public served by public transport.transport.

�� TDA tends to induce the design and implementation of high capaciTDA tends to induce the design and implementation of high capacity transit corridors in which ty transit corridors in which collective transportation systems have prioritycollective transportation systems have priority

�� TDA involves a TDA involves a ““cascadecascade”” movement system in which it is recognised that localised servicmovement system in which it is recognised that localised services es and facilities are desirable in order to begin to actively managand facilities are desirable in order to begin to actively manage demand for motorised trips.e demand for motorised trips.

�� TDA recognises that no local community can have TDA recognises that no local community can have allall its needed services within walking or its needed services within walking or cycling distance however and therefore also seeks to manage urbacycling distance however and therefore also seeks to manage urban developments so that the n developments so that the land use characteristics and population densities can also suppoland use characteristics and population densities can also support the costs of high capacity rt the costs of high capacity collective transport modes on transit corridors to serve the newcollective transport modes on transit corridors to serve the new or redeveloped urban locationsor redeveloped urban locations

�� This can be described as effective management of the This can be described as effective management of the 3D3D’’s: s: DensityDensity, , Diversity,Diversity, DesignDesign..

�� Ideally, much of the future car use could become leisure and pleIdeally, much of the future car use could become leisure and pleasure oriented when better asure oriented when better collective transport system design, accessibility, and service qcollective transport system design, accessibility, and service quality can be combined to provide uality can be combined to provide a more attractive alternative for timea more attractive alternative for time--bound and peakbound and peak--hour nonhour non--optional trips optional trips

How does TDA work in practice?How does TDA work in practice?How does TDA work in practice?How does TDA work in practice?How does TDA work in practice?How does TDA work in practice?How does TDA work in practice?How does TDA work in practice?

Key ingredients for successful implementation of TDA policies Key ingredients for successful implementation of TDA policies tend to be:tend to be:

�� Establishment of an integrated overall planning mechanism.Establishment of an integrated overall planning mechanism.

�� Funding and effective financial planning.Funding and effective financial planning.

�� Land assembly to promote and utilise the corridor benefits of TDLand assembly to promote and utilise the corridor benefits of TDA.A.

�� Specific and defined delivery mechanisms for each initiative. Specific and defined delivery mechanisms for each initiative.

�� OnOn--going monitoring and review.going monitoring and review.

The TDA Approach should include:The TDA Approach should include:

�� The local authority or local authorities in the lead or enablingThe local authority or local authorities in the lead or enabling rolerole

�� The landownersThe landowners

�� The investorsThe investors

�� The developer(s)The developer(s)

�� The designer(s)The designer(s)

�� The transport operator/provider(s)The transport operator/provider(s)

�� The existing or future occupiers of the development areaThe existing or future occupiers of the development area

Q. What is missing from this picture?

A. Nothing that is desirable

A street-level view of the area around the Ballston Metro Station in

Arlington, Virginia, USA a mixed-use development. From left to right there

are: ground floor retail outlets under apartment buildings; office buildings; a

shopping mall at the end of the street; apartment buildings; office building with ground floor retail uses; pedestrian oriented facilities include wide

pavement areas; and there is a bus stopping facility in the center distance.

Parking is limited, expensive, and located underground

Not all urban streets can become like

this. But a lot of them can if private

motorised traffic is discouraged. And

TOD design principles are applied And it need not always imply high-cost new

construction

Should the development of dedicated lanes for Should the development of dedicated lanes for Should the development of dedicated lanes for Should the development of dedicated lanes for Should the development of dedicated lanes for Should the development of dedicated lanes for Should the development of dedicated lanes for Should the development of dedicated lanes for

collective transport be encouraged?collective transport be encouraged?collective transport be encouraged?collective transport be encouraged?collective transport be encouraged?collective transport be encouraged?collective transport be encouraged?collective transport be encouraged?

The physical capacity of any road, and by extension, any urban rThe physical capacity of any road, and by extension, any urban road network, can readily be quantified and expressed in oad network, can readily be quantified and expressed in Passenger Car Units (PCU)Passenger Car Units (PCU)

Cars have the capacity to carry more people than bicycles, minibCars have the capacity to carry more people than bicycles, minibuses and midibuses can carry more people for a given uses and midibuses can carry more people for a given amount of road space than cars can, buses amount of road space than cars can, buses …….etc Buses operating in bus.etc Buses operating in bus--ways are more effective users of road space than ways are more effective users of road space than buses operating in mixed traffic. Metros and LRT carry more peopbuses operating in mixed traffic. Metros and LRT carry more people in less ground space than any roadle in less ground space than any road--based mode based mode

The more appropriate question to ask here is probably how can deThe more appropriate question to ask here is probably how can dedicated lanes for highdicated lanes for high--capacity collective transport systems capacity collective transport systems most effectively, affordably, and equitably be implemented?most effectively, affordably, and equitably be implemented?

�� No city can ever conceivably afford to build enough road capacitNo city can ever conceivably afford to build enough road capacity to accommodate y to accommodate allall existing and future transport demand it existing and future transport demand it follows therefore that control and rationing of road space is afollows therefore that control and rationing of road space is a necessity for sustainable urban transportation. As ever, howevenecessity for sustainable urban transportation. As ever, however, r, the Devil lies in the implementation detailsthe Devil lies in the implementation details

�� Bus Lanes? HOV Lanes? Road use charging? Congestion charges? CBus Lanes? HOV Lanes? Road use charging? Congestion charges? Controlled traffic zones?ontrolled traffic zones?

�� The first bus lanes in Europe were established in 1962 in the HaThe first bus lanes in Europe were established in 1962 in the Hamburg. Other countries closely studied the German example. mburg. Other countries closely studied the German example. The first bus lane in France was designated along the Quai du LoThe first bus lane in France was designated along the Quai du Louvre in Paris in 1964 and the first counteruvre in Paris in 1964 and the first counter--flow lane was flow lane was established on Pont de lestablished on Pont de l’’Alma in 1966. A 1992 report indicated over 500 km of bus lanes Alma in 1966. A 1992 report indicated over 500 km of bus lanes in various cities throughout Europe, in various cities throughout Europe, including 200 km in Paris. London Transport proposes to extend including 200 km in Paris. London Transport proposes to extend the length of its bus lanes to 500 km as part of its the length of its bus lanes to 500 km as part of its ““Red RouteRed Route””schemescheme

�� The range of implementation options (as shown below clockwise frThe range of implementation options (as shown below clockwise from top left) are numerous: Simple mixedom top left) are numerous: Simple mixed--traffic with no traffic with no physical separation; Mixed traffic contraphysical separation; Mixed traffic contra--flow; Simple physical separation; Dedicated bus only streets; Shflow; Simple physical separation; Dedicated bus only streets; Shared Tramared Tram--track and track and Busway; Bus Rapid Transit.Busway; Bus Rapid Transit.

�� For the simpler options, enforcement and punitive sanctions are For the simpler options, enforcement and punitive sanctions are needed supporting actionsneeded supporting actions

Is there a need to introduce a European Charter on rights and Is there a need to introduce a European Charter on rights and Is there a need to introduce a European Charter on rights and Is there a need to introduce a European Charter on rights and Is there a need to introduce a European Charter on rights and Is there a need to introduce a European Charter on rights and Is there a need to introduce a European Charter on rights and Is there a need to introduce a European Charter on rights and

obligations for passengers using collective transport?obligations for passengers using collective transport?obligations for passengers using collective transport?obligations for passengers using collective transport?obligations for passengers using collective transport?obligations for passengers using collective transport?obligations for passengers using collective transport?obligations for passengers using collective transport?

�� The potential effects of the The potential effects of the ““Law of Unintended ConsequencesLaw of Unintended Consequences”” need to be need to be considered considered

�� An old legal maxim points out that hard cases lead to bad lawsAn old legal maxim points out that hard cases lead to bad laws

�� Legal initiatives need to be guided by the often wrongly attribuLegal initiatives need to be guided by the often wrongly attributed principle of ted principle of ““primum non nocereprimum non nocere”” –– ““first do no harmfirst do no harm””

�� It is advisable to begin by reviewing whether there are indeed aIt is advisable to begin by reviewing whether there are indeed any key and needed ny key and needed transportation rights and obligations that are not transportation rights and obligations that are not already covered by existing already covered by existing charterscharters

�� It would be extremely naIt would be extremely naïïve to expect that any new sectorve to expect that any new sector--specific charter will be specific charter will be more generally, readily, and widely observed and obeyed.more generally, readily, and widely observed and obeyed.

�� It may be better to concentrate on mechanisms that incorporate tIt may be better to concentrate on mechanisms that incorporate the established he established charter principles into the day to day byecharter principles into the day to day bye--laws and regulations that govern urban laws and regulations that govern urban transport activities and operations than to create a sectortransport activities and operations than to create a sector--specific new charter.specific new charter.

�� EU lawyers are not so short of work that the transport sector neEU lawyers are not so short of work that the transport sector needs to intervene eds to intervene unnecessarily and create a whole new field of litigious endeavouunnecessarily and create a whole new field of litigious endeavour for them r for them

What could be the potential role of the EU?What could be the potential role of the EU?What could be the potential role of the EU?What could be the potential role of the EU?What could be the potential role of the EU?What could be the potential role of the EU?What could be the potential role of the EU?What could be the potential role of the EU?

�� The EU can provide needed impetus at the The EU can provide needed impetus at the ““macromacro”” strategic planning level for strategic planning level for the unionthe union--wide adoption of consistent principles for sustainable and accewide adoption of consistent principles for sustainable and accessible ssible urban transport.urban transport.

�� It is European Union level strategy and planning forums that wilIt is European Union level strategy and planning forums that will be the most l be the most effective to promote and facilitate needed integration and coordeffective to promote and facilitate needed integration and coordination of urban ination of urban land use planning with urban traffic and transportation planningland use planning with urban traffic and transportation planning..

�� Practical techniques to implement many of the solutions needed aPractical techniques to implement many of the solutions needed are already re already known and recognised and their multiknown and recognised and their multi--agency and crossagency and cross--cutting concepts provide cutting concepts provide valuable mechanisms for integrated urban transport planning.valuable mechanisms for integrated urban transport planning.

�� The recently announced intention to now include emissions from sThe recently announced intention to now include emissions from sectors not ectors not previously included in the EU ETS (e.g. transport, housing, and previously included in the EU ETS (e.g. transport, housing, and waste) may waste) may provide opportunities for positive and successful practical contprovide opportunities for positive and successful practical contributions.ributions.

�� The European Commission has committed itself to prepare guidanceThe European Commission has committed itself to prepare guidance on how to on how to prepare Sustainable Urban Transport Plans (STUPs) Requiring the prepare Sustainable Urban Transport Plans (STUPs) Requiring the EUEU--wide wide incorporation of multiincorporation of multi--agency urban development initiatives into each individual agency urban development initiatives into each individual STUP could be a very positive early step.STUP could be a very positive early step.

�� The EU The EU –– by incorporating sustainable urban transport initiatives into aby incorporating sustainable urban transport initiatives into all other ll other wider climate change targets wider climate change targets –– can exert a very positive influence.can exert a very positive influence.

In practical terms how can the quality of collective In practical terms how can the quality of collective In practical terms how can the quality of collective In practical terms how can the quality of collective In practical terms how can the quality of collective In practical terms how can the quality of collective In practical terms how can the quality of collective In practical terms how can the quality of collective

transport in European cities be increased?transport in European cities be increased?transport in European cities be increased?transport in European cities be increased?transport in European cities be increased?transport in European cities be increased?transport in European cities be increased?transport in European cities be increased?

�� It is the affordability and availability of investment finance, It is the affordability and availability of investment finance, and the consistent ability to then and the consistent ability to then gathergather--in an adequate sufficiency of operating revenues that are the rin an adequate sufficiency of operating revenues that are the real constraints on eal constraints on collective transport modal and service qualitycollective transport modal and service quality

�� Improve our ability to manage and influence the quantity and floImprove our ability to manage and influence the quantity and flow direction of the overall peak w direction of the overall peak hour demand for collective transport.hour demand for collective transport.

�� Take steps to identify, specify, and enforce (via route contractTake steps to identify, specify, and enforce (via route contracts) the use of the most demand s) the use of the most demand responsive mode of collective transport for each demand corridorresponsive mode of collective transport for each demand corridor..

�� Ease of access and use, modal interEase of access and use, modal inter--changeability, quality of journey, adherence to changeability, quality of journey, adherence to schedules, passenger safety and security, are other direct areasschedules, passenger safety and security, are other direct areas where the EU and cities can where the EU and cities can make major contributions.make major contributions.

�� Ease of modal interEase of modal inter--changeability is an important factor. Collective transport systechangeability is an important factor. Collective transport systems must ms must respond wherever possible to the needs of those users who need (respond wherever possible to the needs of those users who need (or want) to use individual or want) to use individual modes to join and leave the collective system. (This is especialmodes to join and leave the collective system. (This is especially true for cyclists)ly true for cyclists)

�� By promoting and financing the development of new and more effecBy promoting and financing the development of new and more effective transport system tive transport system management technologies and techniques and then actively dissemimanagement technologies and techniques and then actively disseminating these to all cities nating these to all cities in member countriesin member countries

�� Cities can work to improve the design and easeCities can work to improve the design and ease--ofof--use of their collective transport system use of their collective transport system facilities.facilities.

Institutional Frameworks Institutional Frameworks Institutional Frameworks Institutional Frameworks Institutional Frameworks Institutional Frameworks Institutional Frameworks Institutional Frameworks –––––––– Effective Localised Effective Localised Effective Localised Effective Localised Effective Localised Effective Localised Effective Localised Effective Localised

Implementation of UnionImplementation of UnionImplementation of UnionImplementation of UnionImplementation of UnionImplementation of UnionImplementation of UnionImplementation of Union--------wide Principleswide Principleswide Principleswide Principleswide Principleswide Principleswide Principleswide Principles�� Achieving all of the desired improvements requires clear politicAchieving all of the desired improvements requires clear political and policy guidance applied through adequate local urban al and policy guidance applied through adequate local urban

transport authorities which in turn will need the services of prtransport authorities which in turn will need the services of professional urban transport secretariatsofessional urban transport secretariats

�� With 27 differing member states and with regional and local diffWith 27 differing member states and with regional and local differences within states no single adequate institutional template erences within states no single adequate institutional template

can be proposed for allcan be proposed for all

OTB Research Institute for Housing, Urban and Mobility Studies

1European Green Paper on Urban Mobility Technical Workshop, Brussels, 6 March 2008

Land use and transport planning

Dr Dominic SteadDelft University of TechnologyThe Netherlands



What do we mean by land use?

• density

• diversity/mixing

• design/attractiveness

• location

• access (+ parking provision)



Scales of land-use planning

Regional

Location with respect to settlements and infrastructure

Structure of development (size and shape)

Land-use types and overall mix

Clustering/Concentrationof development

Land-use mix(level and scale of mix)

Density of development (population and employment)

Layout/Design (movement networks, access)

Local

Neighbourhood



What do we mean by land use planning?

• different planning systems across Europe

• land-use planning decisions influence:- areas which can be developed- types of uses permitted- patterns/density of development- design of buildings and public spaces

• developers/investors decide whether to build

• occupiers decide whether to locate there

• users determine levels of use



Interactions between land use and transport

• land use affects transport (travel distance, transport mode)

• changes in land use are often long-term

• some effects reasonably well understood

• transport policy affects land use (accessibility,development pressure, environmental quality,attractiveness)

• effects are less well understood



Interactions between land use and transport

Transport policy

Transport demand

Environmental quality

Accessibilitylevels

Consumption of land

Land use



Transferability and best practices

“To what extent are transport policy instruments, which have proved to be successful in one urban area, transferable to another, given that the latter has a different historical, cultural or political background, or is in another phase of economic development?

Are there ‘best practices’ which are convertible like currencies? If not, how and to what extent must one take account of specific circumstances?”

Peter Güller, 1996



Policy transfer

“a process in which knowledge about policies,

administrative arrangements, institutions, etc. in

one time and/or place is used in the develop-

ment of policies, administrative arrangements

and institutions in another time and/or place ”

Dolowitz & Marsh, 1996

Possible objects of transfer:• institutions• policies• ideologies or justifications• attitudes and ideas

• negative lessons



“Isolation is impossible in the contemporary world, and policy transfer has become a fact of everyday life in various countries… post-

communist countries have been especially willing to emulate the West ”

Randma-Liiv, 2005

Policy transfer in new Member States

• building up know-how

• avoiding newcomer costs

• policy transfer (old-new MS; west-east;

north-south) little known/under-explored



Transferability and best practices

• problems are often surprisingly similar

• but organisational structures, mechanisms and planning systems are diverse

• successful ideas / examples cannot be simply copied – they need to be adapted

• transferring ideas / examples from countries with similar administrative systems has

more chance of success



Land use and transport: added value of EU action

• local and regional authorities have the main role

• subsidiarity implies acting at the local level

• action at all levels is required – national authorities and the EU also have a role to play

• many solutions exist but are not sufficiently disseminated or implemented

The EU can support by:• promoting and understanding best practices• supporting a better understanding of transferability• encouraging networking and exchange of experiences• providing financial support for investments, experiments and capacity-building

• funding research and training



end

Technical Workshop Green Paper of Urban Mobility · 2016-09-22 · Technical Workshop Green Paper...

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