Urban Dynamics and Transport

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• Urban Dynamics and Transport
• Infrastructure synergy in Europe and China
•  
• paper to be presented at the China Planning
  Network
• Urban Transportation Congress
• Beijing, August 2-4, 2007
•  
• Hugo Priemus
• Faculty of Technology, Policy and Management,
• Delft University of Technology, The Netherlands
• h.priemus_at_tudelft.nl
•  
• Michael Wegener
• Spiekermann Wegener (SW)
• Urban and Regional Research, Dortmund, Germany
• mw_at_spiekermann-wegener.de

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• Introduction
• Europe first large scale immigration from rural
  to urban areas later growth of car traffic
• China growth of urban areas and growth of car
  traffic go together

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Relation between urban dynamics and transport
infrastructure in Europe and China. Focus on
synergy.Strong increase of energy consumption of
modern travel behaviour.Threat unsustainable
urban areas.Modal shift in urban areas less
cars and trucks, more bicycles and public
transport.Interconnectivity and inter
operability of urban and regional infrastructures.
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Travel behaviour and energy consumption3. Change
s in modal split in passenger transport
EU4. Historical notes on the development of
railways and motor roads5. Divergence of
transport networks and urban patterns in
Europe6. Towards better integration of
infrastructure networks and urban
patterns7. Light rail networks in urban
regions8. Towards a modal shift in urban
transport9. Policy tools to enhance the synergy
between urban dynamics and transport
infrastructures
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Travel behaviour and energy consumptionKyoto
Protocol (1992) 1990-2012 reduction of 5,2
worldwide, 8,0 reduction in Europe no reduction
targets for developing countries (including
China).9 March 2007 EU 20 less energy 20
renewable energy 20 less CO2 until 2020
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Figure 1 CO2 emission targets, 19872050
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Figure 2 Peak oil World oil production,
1900-2100
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Figure 3 Non- OPEC oil production decline,
1900-2010
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Figure 4 World oil consumption by sector,
1970-2025
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China energy consumption growth 60
1990-2003(EU 15). Energy consumption 1. USA
2. ChinaChinas energy intensity 5 x
USAChinas car ownership 10 million cars
today 7-8 cars per 1,000 population China 470
cars per 1,000 population EU
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3. Changes in modal split in passenger transport
in the EU
Table 1 Performance by Mode for Passenger
Transport, EU-15, 1970-2002, selected years
(pkm, horizontal )
Source EU, 2004 3.3.2
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Table 2 High-Speed Rail Transport, EU-15,
1990-2003, selected years (1000 mio pkm)
Source EU, 2004 3.4.13
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Some historical notes on the development of
railways and motor roads19th century Railway
Age in United KingdomOriginal idea railways and
highways linked upRailways national unity and
regional coherenceRoad network geographical
coherence on regional, national and
international scaleCumulation of
infrastructures Marchetti (1987)Accessibility
versus sustainability
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Divergence of transport networks and urban
patterns in EuropeBeginning 20th century
Garden city movement (Howard) and new towns, UK
1970s new growth centres, the Netherlands.Suburb
anisation mass motorisation.Traffic calming in
central city areas.ABC location policy (1990) in
The Netherlands anti-multimodality (no transfer
train-car).
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Cities and airports taxi, bus.Airport
city Shanghai Maglev rail link
airport-cityKuala Lumpur, Tokyo fast rail
linkAmsterdam high-speed rail link.Landside
connections airports and cities mostly
problematic.Low energy between cities and
airport infrastructure. Cities badly accessible
for modes with highest share in modal split car
and airplane.
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Towards better integration of infrastructure
networks and urban patternsFrom mononuclear
cities to polynuclear urban regions in Europe
urban networks and network cities.High-speed
rail network in Europe as part of the
Trans-European Network (TEN). Alternative for
continental flights? Better interconnectivity of
infrastructures?Transfer air and
car/train.Transfer car and rail/metro/tram/light
rail.Transfer rail and metro/tram/light
rail.Airports - Railway stations Ports.Modal
split needed from air car to public transport,
cycling, walking.
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Development of nodes (like HST railway station
areas)increasing node value (transport value)
and place value(functional value) Bertolini
Spit, 1998.Balance needed between transport
value and functional value.Parking areas near
the home and offices.Park Ride stations,
including facilities.Road pricing, congestion
charge.Quality of public space, quality of
green-blue networks.
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Light rail networks in urban regionsLight rail
in triangle between train, tram and metro
rail-associated public transport concept (10-40
km) between central city and region. Vehicles
many pick up and set down points, rapid
acceleration, short stopping times, adequate top
speed. One man operation. Light weight.
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Strasbourg light rail increasing visitors in
central cityCost recovery 110. Synergy
between improved public transport and urban
vitalization.Japan Public transport operators
own rail infrastructure and stations. Integration
with real estate development along lines of
public transport. Railway companies benefit from
increases in value of land around railways.
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Figure 6 Economic revitalisation of the city and
improvement of urban district public transport
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Success factors light rail1. Integral approach.
Public transport as part of urban and regional
investment policy2. Associated policy
park-and-ride areas discouragement of ongoing
car traffic through city parking policy road
pricing3. System structure of public transport
network distinction feeder and interconnecting
transport Light rail interconnecting transport
improving synergy between transport
infrastructure and urban form4. Quality of urban
and regional public transport. Quality leap.
Higher cost recovery level.Promote chain
mobility transferia, parking garages, bus
stations, railway stations.
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Towards a modal shift in urban transportEU 6th
Research and Technology Development
FrameworkSTEPs Scenarios for the Transport
System and Energy Supply and their Potential
Effects.Scenarios of fuel price increases,
market responses and different combinations of
policy interventions.Results for Dortmund,
Germany (urban region).
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Table 3 The STEPs project scenarios
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Figure 7 Economic impact of the scenarios for the
Dortmund urban region predicted by the SASI-model
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Figure 8 Travel distance per capita per day (km),
1970-2030
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Figure 9 Share of walking and cycling trips (),
1970-2030
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Figure 10 Share of public transport trips (),
1970-2030
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Figure 11 Share of car trips (), 1970-2030
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Figure 12 Fuel consumption per car trip per
traveller (I), 1970-2030
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Figure 13 CO2 emission by transport per capita
per day (kg), 1970-2030
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Demand regulation scenarios A2, B2 and C2 (and
combination scenarios A3, B3 and C3) are more
succesful than infrastructure and technology,
scenarios A1, B1 and C1.High economic and social
costs of higher fuel prices negative impacts on
accessibility and economic development of urban
regions. New opportunities in quality of life.
Life will become more local. More virtual
communication (ICT).
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• Policy tools to enhance the synergy between urban
  dynamics and transport infrastructures

• Demand and infrastructure/technology scenarios
  (STEPs)2. Pricing capacity of infrastructure
  networks and better utilisation of parking
  facilities. Privatisation of urban
  infrastructures splintering urbanism.3. Compreh
  ensive spatial policy coordinate real estate
  development and infrastructure networks.

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4. Development of infrastructure
networks.5. (Re)development of
nodes.6. Improvement of public transport in
urban regions light rail and underground
systems.7. Strengthening of network cities and
urban networks.Combination of spatial policy,
infrastructure policy and pricing policy better
synergy between urban dynamics and transport
infrastructure