Urban Development and Transport Linkages

Transcription

1 The SUTP Webinar Series Urban Development and Transport Linkages Tuesday, 29 July 2014, 18:00-19:00 CEST On behalf of Page 1

2 Webinar Team & Agenda Welcome by Mathias Merforth GIZ - Transport Policy Advisory Project, based in Eschborn Germany Sustainable Urban Transport Project (SUTP): Contact: mathias.merforth@giz.de Webinar: Urban Development and Transport Linkages by Carlosfelipe Pardo Executive director of Despacio / Slow Research, Colombia: Contact: pardo@despacio.org Open discussion Page 2

3 Can minimize the window Please don t use your webcam Mics should be muted Short technical advise Use the chat for any messages and questions Page 3

4 Urban Development and Transport Linkages Page 4

5 The problem Page 5

6 Page 6

7 Urban Transport Challenges Growing Economy: Increased Car Ownership Increased Traffic Volumes Increased congestion Urban Sprawl: More car dependency Increased trip lengths High costs for extending infrastructure and services Climate Change: Global warming The transport paradox - Transport is unique as the only development sector that worsens as incomes rise. While sanitation, health, education and employment tend to improve through economic development, traffic congestion tends to worsen. Road Safety: Increased speed Increased conflicts among modes Increased accidents and Energy Consumption Transport consumes 30% of total energy Higher emission levels Air and noise pollution Increased demand for fossil fuel Increased GHG emissions 7 Page 7

8 Solutions: What to do? Sustainable Solution Over time, achieving greater sustainability in transport means by investing in schemes and initiatives that improve accessibility and developing more effective transit cities. Transmilenio, 2005 Page 8

9 Urban Transport Planning Approaches Traditional Approach Sustainable Approach Known as Automobile Approach Contemporary Approach 9 Page 9

10 Failures in Urban and Transport Planning Trends in cities Rapidly increasing car ownership and use Declining mode share of public transport, walking, and cycling Declining city centres; rapid decentralisation into car-oriented suburban sprawl Focus was given to road design: More infrastructure for cars More space for motorized vehicles, which let to less density and often to sprawl Unsustainable focus Source: Xie/GTZ 2006, Beijing Page 10

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13 Greater demand for space Greater impact on health and environment Greater impact on traffic Greater demand for travel Source: Claudio Olivares, based on Wuppertal Page 13

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15 Integrating land-use policies and transport Page 15

16 Objectives - Integration of Transport and Land-use To increase access to Public Transport, Walking and Cycling so as to reduce dependency on personalized modes. To encourage people to travel short distances and make fewer trips. To encourage compact mixed use development near new or existing public transportation infrastructure that provides housing, employment, entertainment and civic functions within walking distance of transit. To reduce the fuel and energy consumption in the motorized forms of transport, reducing pollution and adverse impact on natural environment. Page 16

17 How to achieve Integration? First and foremost step would be to establish relation between mobility and accessibility Mobility is the ultimate objective of any transport system that has to achieve accessibility and the same is the prime aim of travel by any commuter. Hence, the most important task for any transit is to ensure accessibility. Once accessibility is ensured, then the next task would be to define relationships with various uses. In other words, how a transport system enables one to perform journey and accomplish the task in minimum possible time without using personalized mode Page 17

18 Accessibility: The ease of reaching the desired destination Mobility: The movement required to achieve access (e.g. Walking, cycling, driving, public transport) Tr a n s p o r t Transportation Policies, investments affect the accessibility, mobility and also the connectivity L a n d u s e The kind, size and location of a particular land can have direct effect on transport system Page 18

19 Compact land use (Smart Growth) Example: Shopping First decision: How far do you have to go?? Second decision: Which mode of transport will you (have to) use? Third decision: Which type of vehicle + use?? Starting point: A household requires a wide range of goods, with varying frequency. 10 km 2 km Smart infrastructure planning: Reduces need for travelling! AVOID/REDUCE Encourage use of non-motorized and public transport! SHIFT Reduce car size and consider using alternative fuels! IMPROVE Page 19

20 3 D s (Density, Diversity, Design) Page 20

21 High density / compact development High density does not necessarily mean highrise High rises require large setback that result in similar density as low rise development Mid-rise development (say 80% residences in 6-10 storey apartments) is optimal. Barcelona, Spain Source: It is important to note that most S. Asian cities already have high densities Historically, cities were compact Automobile oriented planning led to expansive cities Page 21

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23 Population Density Densities in 7 major cities at the same scale in a 3 dimensional view Source: Alain Bertaud Page 23

24 The nature of the problem Comparing densities: Atlanta and Barcelona at the same scale differ substantially in their consumption of urban land and energy needs Source: Alain Bertaud Page 24

25 Atlanta and Barcelona (similar number of inhabitants) With about the same population: 60% of the population of Barcelona is within 600m of a subway line (99kms of subway lines and 136 metro stations) To provide the same accessibility (60% of the population within 600m from a metro station) Atlanta would have to build 3,400 km of metro line (compared to the current 74 km) and build 2,800 new railway stations. Source of information: Alain Bertaud Page 25

26 The high costs of sprawl Average annual cost of service (police, fire, roadways, schools, and sewer) US urban location: US$ per new household US sprawl location: US$ per new household Page 26

27 Urban Density & energy consumption Page 27

28 Encourage Compact and Mixed Land use Mixed Land-use reduces the necessity to make some trips Distance traveled is greatly reduced Source: GTZ Photo DVD Page 28

29 Encourage Compact and Mixed Land use Complemented by a good public realm with space for walking and cycling Paul Barter Paul Barter Paul Barter Page 29

30 Mixed-Land Use Combining work, study, shopping, services Reduce need to excessive travel More efficient use of land Less investment on infrastructure Page 30

31 Non-Mixed Land Use Separating office, residence, shopping areas. Hence, travel is more than required Page 31

32 Design Proper urban design will enable improved áreas and greater participation in public space Page 32

33 Complements to land policy integration Page 33

34 NMT integration Page 34

35 TDM integration Fase 1: USD 1 Fase 2: USD 2,5 Ingresos anuales: USD 440 millones Page 35

36 Mass transit integtration (people per hour on 3.5 m wide lane in the city PPHPD [PAX/hour/direction]) Source: Botma & Papendrecht, TU Delft 1991 and own figures Mixed Traffic Regular Bus Cyclists BRT single lane Pedestrians Light Rail BRT double lane Heavy Rail/ Metro Suburban Rail (e.g. Mumbai) PHPD ange ( ) Maximum PPHPD achieved & where ( ) , Curitiba Equivalency road width: In order to carry 20,000 automobile commuters PHPD, a highway must be at least 18 lanes wide. Page 36 (assumption 1.2 passengers per automobile)?? , Bogotá 80000, HKK >100000, Mumbai

37 Source: Infratrans, Page

38 Transit-Oriented Development Page 38

39 Transit Oriented Development (TOD) - compact nodes linked by mass transit Page 39

40 Transit-Oriented Development (TOD) Transit line Medium-density residential High-density residential High-density commercial and residential Transit station Transit users benefits More destinations near transit stations Better walking conditions Increased security near transit stations Transit operator benefits Increased ridership Lower costs per rider Better image Benefits to society Reduced traffic Reduced public infrastructure / service costs Community liveability Increased property values / business activity / tax revenues Source: Litman, 2006 Page 40

41 Transit-oriented planning Strengthen congested subcentres by improving access (eg by public transport) instead of limiting development Focus high-intensity development in locations best served by existing and future public transport and in style that is well suited to public transport access Page 41

42 Transit Oriented Development Four Seasons Hotel / serviced apartments In-town check-in facilities Two IFC Subway Station IFC IFC Mall Photo: Michael Kelly Page 42

43 The case of Curitiba: land-use and transport Where planning is strong, prospects for TOD are higher But excellent public transport is still crucial BRT corridor Page 43

44 The case of Curitiba: land use and transport Page 44

45 The case of Curitiba: land use and transport Page 45

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47 Amarilo: Portfolio in Bogotá 2001 En AMARILO Page 47

48 Amarilo: Portfolio in Bogotá 2011 Land Use and Sustainable Transportation AMARILO: Portfolio Bogota 2011 Page 48

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50 Buyers Decisions Influenced by Proximity to Transport Faster delivery Payment conditions Pricing Developer's name/good will Comunity facilities Price Design Location TOTAL Bogotá Cali Medellín Barranquilla Cartagena *Galería Inmobiliaria Demand survey August 2010 Page 50 0% 20% 40% 60% 80% 100%

51 TOD in Bangkok Lloyd Wright Skytrain has not only become a important means of travel but also a magnet to attract customers

52 Open Discussion Would you like to raise a question? What your city is doing about the integration of transport and development planning? What do you think are the challenges/barriers for developing (and developed) cities? Please use the chat function for raising a question or for indicating your wish to use the microphone Page 52

53 Recommended Reading SUTP-Sourcebook: Land Use Planning and Demand Management ITDP s TOD-Standard BRT Planning Guide Prezi: 10 Principles for Sustainable Urban Transport 05/08/2014 company presentation 2012 Page 53

54 CAPSUT Capacity Building for Sustainable Urban Transport - International platform, dedicated to capacity building in sustainable urban transport. - Created and maintained by GIZ-SUTP on behalf of German Federal Ministry for Economic Cooperation and Development (BMZ) - Contributions from various partners worldwide that range from bilateral and multilateral organizations to academia, NGOs and other relevant stakeholders. - Open platform to announce non commercial trainings and training related documents in the area of sustainable urban transport /06/14 GIZ Transport and Mobility Page 54

55 More about us: The Sustainable Urban Transport Guide Germany - Discover Berlin by sustainable transport: Sustainable Urban Transport (SUTP): GIZ Transport and Mobility: Facebook: Extensive SUTP Photo Database: Capacity Building on Sustainable Urban Transport (CAPSUT): Follow us on twitter: Quick access to GIZ Transport and Mobility: Page 55

56 Thank you all for your attention! Recordings and presentation will be made available at Further information on the Sustainable Urban Transport Project available at Contact: Page 56

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58 1. Functional linkages Page 58

59 1. Technologies modes Page 59

60 1. Impacts Page 60

61 Impacts Page 61

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63 Traditional Approach Congestion and Accidents Rampant increase in automobile ownership and usage Incessant traffic jams Fatalities and injuries due to accidents Road in New Delhi Source: Source: Embarq million road fatalities every year worldwide! Page 63

64 Traditional Approach Air and Noise Pollution Top 30 most polluted cities in the world Vehicle Air pollution Delhi, India Source: indian-capital-city-air-hazardous-for-delhi html Source: World Health Organization Page 64

65 Traditional Approach Increasing demand for mineral oil fuels Page 65

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67 Effects of Car-Oriented Planning Approach Page 67

68 All traffic concentrates on few arterial roads.. Delhi: current situation China: The Future we are heading to? Page 68

69 A typical zoning plan in the automobile oriented approach Large blocks of uniform land use. Minimal mixed use zones Uniform housing typology in each residential block Single business district; unidirectional traffic movement inward in the morning and outward in the evening Lancaster city zoning map Source: Page 69

70 A residential suburb in the automobile oriented approach Low rise, low density; expansive development Distant suburb located far away from the business district Completely residential, with no mixed land use Uniform housing typology, similar income category Connected streets, but not very permeable Colorado Springs, Colarado, USA Source: Page 70

71 The business district in the automobile oriented approach Uniformly commercial / business land use. Far from residential areas High rise developments. Inhuman scale Floating population. Shuts down at night, leading to problems of safety and security Houston, TX, USA Source: Page 71

72 Road hierarchy in the automobile oriented approach Connected like tree branches; small local streets connect to bigger collector streets, which connect to bigger arterial roads Segregation by function: thoroughfare (faster) v/s access (slower) Limited permeability prevents moving between same level streets, without entering a higher level street Page 72

73 Planning Level Failure of Existing Transport Network Traffic dependent on major arterial roads even for short Local Trips! Page 73

74 Road infrastructure in the automobile oriented approach Massive roads, with costly infrastructure like grade separation Requires huge tracts of land Unidirectional traffic congestion: toward the business district in the morning and towards the suburbs in the evening Ontario Highway 401, Canada Source: Page 74

75 Experience in the developing world Development of townships far from the city center Homogenous form. Predominantly residential. No mixed use Connected to the city center by broad roads, encourages automobile use. Ad-hoc development; no public transport, NMT networks planned Page 75

76 Strategies to solve the problem Avoid sprawl Encouraging mixed Land Use Transit oriented development Good urban design (buildings AND public realm) Not too much land for roads and parking (normally between 10 and 25% of land in a city, in US can be up to 45%, incl parking) Page 76

77 The principles of the sustainable approach High density, compact development Mixed land uses Transit oriented development Pedestrian / NMT scale Page 77

78 Relationship - Land use and transport Source: Sustainable Urban Transport Plans (SUTP) and urban environment: Policies, effects, and simulations Page 80

79 Transit-oriented development Principles of TOD High traffic/commuter attractors & generators to be located closest to the transit station. Such as business, commercial, institutional, high density housing Decreasing density of development moving further away from the station Transmilenio BRT - Source: Strong NMT connectivity and infrastructure to the stations Seamless interchange between transit modes and corridors 81 Source: Page 81

80 Example: transit-oriented planning in Tokyo (Hikarigaoka New Town) At terminus of new subway line (opened 2000) Mixed use with excellent green walking and bicycle network to complement subway and buses Page 82

81 Design and implementation of land use plans Curitiba s solution: Land use and transport plans as part of a Transit-Oriented Development plan Source: Government of Curitiba Page 83

82 The case of Curitiba: land use and transport Page 84