Eight cities walking: comparative data on walking as a transport mode from cities in Europe, Australia and the US, Portland

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1 Eight cities walking: comparative data on walking as a transport mode from cities in Europe, Australia and the US, Portland Werner Bršg, Nicola Mense Abstract When it is mentioned that people are more mobile these days, it is often thought of as motorized transportation. Additionally, in nearly all cities in the world, car usage is increasing at the expense of walking. It is now time to stop this development and put more emphasis on walking. Walking is the most common movement in urban transport, nearly everyone is a pedestrian for part of their trips even if they are driving or using a bus or rail transit. Walking as a means of transport is often overlooked and many travel surveys do not even measure walking. In a number of cities in different parts of the world, and now including Portland US, Socialdata has conducted household travel surveys to collect data for all modes of transportation, including walking and cycling. The ÒNEW Kontiv DesignÓ was developed in response to the insufficient representation of non-motorized ways of travelling, and to demonstrate the value of walking for mobility rather than being under-estimated for transport and town planning. This methodology has recently been applied to travel surveys in Basel (Switzerland), Bristol (United Kingdom), Gothenburg (Germany), Munich (Germany), Portland (US), Perth (Australia), Paris (France), Vienna (Austria), providing comparative results on peopleõs mobility in each city. In these eight countries across three continents, four cities have a high share of people using green modes Ð Basel, Gothenburg, Munich and Vienna, whereas Bristol, Portland, Perth and Paris have a low share. Walking has the highest share of all green modes with the largest potential. Contact Author Werner Bršg, Nicola Mense Socialdata GmbH Hans-GrŠssel-Weg 85 Munich, Germany Tel.: 0049 / 89 / 08- Fax: 0049 / 89 / 420 socialdata@socialdata.de

2 Werner Bršg Werner Bršg is Managing and Scientific director of the Socialdata group (founded by him in 92). The main emphasis of his work is on research in methodology (e. g. methods to collect valid data on mobility behaviour), application of policy-orientated decision-making models (policy sensitive models) and development and application of strategies influencing behaviour (public awareness strategies). Among others he has been a lecturer at the Massachusetts Institute of Technology (MIT) and at the Technical University of Graz (Austria). In addition he has been chairman or member of steering committees for numerous international conferences and served in several committees of TRB (Washington). In 982 Werner Bršg was awarded with the D. Grant Mickle Award by the Transportation Research Board of the U.S. National Academy of Sciences. In 99 he was awarded by the Schader Foundation for many years of successful implementation of social findings in transportation planning's practice. In 2000 Socialdata received the Best Practice Award (Environmentally Sustainable Transport) form the OECD for Individualised Marketing in Public Transport in the category Communication and Awareness Raising. He did research and consultancies for ministries, public bodies and transport authorities in Germany, various European countries, Israel, Australia (since 980) and USA. He is author or co-author of nearly 400 publications. Nicola Mense Nicola Mense finished her studies of economic geography, economics and English literature at Aachen University of Technology in 200. During her studies she put the main emphasis on regional economic development. Since July 2002 she is working for Socialdata as assistant to the managing director. She is working on different aspects of mobility research.

3 Eight cities walking Comparative data on walking as a transport mode from cities in Europe, Australia and the US, Portland Werner Bršg, Nicola Mense Introduction Does a person in the 2 st Century travel around even without being motorized? Nowadays it seems as if we are all becoming more and more mobile. The increase in distances traveled is considered as an increase in mobility. Mobility is still highly-ranked in the social value system. Mobility and transport are used synonymously so the means of transport that are able to cover long distances hold a high prestige. In this context transport is often considered as a means by itself. But as soon as transport is seen as a necessity for basic requirements, it loses a lot of its myth. If transport is seen as a sum of required changes of location or to perform an activity, completely new aspects appear: - Travel can, at its beginning, be broken down to individual needs; - The distance covered is principally independent from the mode of transport; and nonmotorized transport Ð walking and cycling Ð are just as important as motorized private transport or public transport; - The possibilities of mobility are defined by individual, social, local and temporal set-ups; - Mobility is defined as a change of location, which is called a ÒtripÓ. A trip is embedded within a journey which starts with leaving the house and ends with returning home. Certainly this view of transport, as the sum of individual changes of location makes new demands for the methodology of empirical research. It is not enough to record individual phenomena by traffic counts; the study must be based on complete out-of-home activity patterns. In 95, in the Federal Republic of Germany, mobility was measured for the first time using a travel diary (KONTIV design: continuous survey of mobility behavior). Against much opposition this survey recorded all changes of location, including walking and cycling trips. Only then did it become obvious that the non-motorized modes played an important role in the share of modes. Since then the KONTIV design was applied in hundreds of national, regional and local surveys in more than 0 countries all over the world, including some hundred thousand people. Exemplary and fully compatible results from the surveys are presented in this paper for different cities. For these cities t should be examined what is different in mobility and what is similar. And what role non-motorized mobility plays for citizens.

4 The Mode Share of Walking in different cities Walking is a common movement in urban transport, as nearly everyone is a pedestrian for part of their trips, but walking as a means of transport is often overlooked. In this paper eight different cities, Basel, Bristol, Gothenburg, Munich, Paris, Perth, Portland and Vienna are compared by looking at characteristics of mobility and trying to find out about the role of walking in each city. From looking at the mode choice in all cities, it becomes obvious that walking plays an important role in almost all cities, especially in European cities. In Australian and American cities the situation is different. Here the car plays a much more important role in everydaymobility. Nevertheless, walking should not be neglected in these countries as it also is important in connection with other modes. Examining different characteristics of mobility in the different cities, two of the cities have extremely high or low shares of walking as a main mode of transport Ð Basel and Portland. These cities will be looked at in more detail later on in this paper. In order to find out about the importance of walking in every day travel different indicators of mobility are examined. These indicators are mode choice (motorized-private modes, environmentally friendly mode), number of activities, travel time, number of trips and distance. But also other indicators such as the socio-demography and the time of day trips are made are important. Eight cities walking In the following sections these eight cities are analyzed in more detail concerning mode choice and the role walking plays in this relation. Table shows the mode choice in eight cities on different continents. The tendencies in all these cities are more or less similar. In most cities about a quarter (2-28) of all trips are made by walking. Only in Portland and in Perth this share is much smaller (0, 5). The highest share of all modes is Ôcar-as-driverÕ. For instance Munich has a share of ÔwalkingÕ of 2, ÔbicycleÕ, Ômotor-bikeÕ, Ôcar as driverõ, Ôcar as passengerõ 8 and Ôpublic transportationõ. Regarding the shares of ÔwalkingÕ and Ôcar as driverõ, two extremes are noticeable: Basel and Portland. In Basel the share of walking is nearly 0, whereas the share of car as driver is only. This is the lowest share of all the cities. Other environmentally friendly modes (bicycle, public transportation) also have a high share. In Portland the situation is quite different. Here the share of walking is only 0, whereas car as driver reaches 4 - the highest share of all. Also car as passenger has a high share which supports the idea of a highly car dependent city. Similar figures are only noticed for Perth.

5 Table. Mode choice BRISTOL GOTHEN- MUNICH PARIS ãperthò PORT- VIENNA (HART- BURG (ATHIS- LAND CLIFFE) ( RGRYTE) MONS) MODE CHOICE Walking Bicycle Motor-Bike 0*) 0*) 0*) Car as driver Car as passenger Public Transportation Total *) less than 0.5

6 Mobility can be characterized by central indicators such as the Ônumber of activitiesõ, Ôtravel timeõ, the Ônumber of tripsõ and the Ôdistance of the trips. From Table 2 it becomes obvious that these numbers are quite similar for the eight cities. There are between.4 and 2.0 activities per person per day, the travel time is about one hour per day and everyone is making between 2. and. trips per day. Only the distances that are traveled are quite different. Here the two extremes Basel and Portland can be noticed again. Basel shows the shortest distance with 4 kilometers per person per day and Portland the longest with 0 kilometers. Table 2. Mobility BRISTO GOTHEN- L BURG (HART- ( RGRYTE CLIFFE) ) MUNICH PARIS (ATHIS- MONS) ãperthò PORT- VIENNA LAND MOBILITY PER PERSON/DAY Activities Travel Time (min) Trips Distance (km) One might think that behind these figures there are socio-demographic differences. In Table and 4 figures are related to the socio-demography of Basel, showing more or less the same results. This makes clear that the characteristics for mobility in the eight cities are independent from the demography. The following tables are based on the Basel soico-demography to exclude any respective influencing factors.

7 Table. Mode choice Ð Adapted to Basel socio-demography BRISTOL GOTHEN- MUNICH PARIS ãperthò PORT- VIENNA (HART- BURG (ATHIS- LAND CLIFFE) ( RGRYTE) MONS) MODE CHOICE Walking Bicycle Motor-Bike 0*) 0*) 0*) 0*) Car as driver Car as passenger Public Transportation Total *) less than 0.5

8 Table 4. Mobility Ð Adapted to Basel socio-demography BRISTO GOTHEN- L BURG (HART- ( RGRYTE CLIFFE) ) MUNICH PARIS (ATHIS- MONS) ãperthò PORT- VIENNA LAND MOBILITY PER PERSON/DAY Activities Travel Time (min) Trips Distance (km)

9 The next table shows the activities performed. Again, the shares of the different activities are quite similar in all cities. Leisure, work and shopping have the greatest shares of all activities. Looking at Basel and Portland not much difference can be seen. Most of the trips, about one third, are done for leisure. In Portland this is followed by shopping trips (25), in Basel by trips to work (2); shopping comes in third place with of all trips. In Portland trips to work are in third place () (Table 5). Table 5. Activities - Adapted to Basel socio-demography BRISTOL (HART- GOTHEN- MUNICH BURG PARIS (ATHISãPERTHÒPORTLAN D VIENNA CLIFFE) ( RGRYTE) MONS) ACTIVITIES Work Work-related business 4 Education Shopping Personal business 5 5 Escort Leisure Total

10 Car use differs remarkably between the cities. Perth has the highest of share of car usage in all cities (82). This also applies to Ônumber of tripsõ and Ôduration of the tripsõ. Concentrating again on Basel and Portland, it can be seen that the car plays a much greater role in Portland. The (private) car is used for 0 of all trips and on average for minutes per day. During this time 2.4 trips are made. In Basel.5 car trips are made and the car is used for 2 minutes a day. The car is not even used for half of the trips that are made per day (48) (Table ). Table. Car Usage per (private) car/day - Adapted to Basel socio-demography BRISTOL (HART- CLIFFE) GOTHEN- BURG ( RGRYT E) MUNICH PARIS ãperthò PORT- VIENNA (ATHIS- LAND MONS) CAR USAGE PER (PRIVATE) CAR/DAY Usage () Trips Duration (minutes) Occupancy per trip Looking at the number of trips made with environmentally friendly modes (walking, cycling, public transportation) it is the other way round. Compared to Portland in Basel about four times more trips per person and year (4) are made with environmentally friendly modes. In Portland only 80 trips per person per year are made by bike, with public transportation or on foot. This means that about two third of all trips per day in Basel are made by environmentally friendly modes. In Portland only every fourth trip is made by environmentally friendly modes. The number of trips made with these modes per day is.4 in Basel and 2.2 in Portland. This is the lowest share of all cities (Table ). Gothenburg, Munich and Vienna also have a high number of users of environmentally friendly modes. More than half of the trips are made by these modes.

11 Table. Use of environmentally-friendly modes - Adapted to Basel socio-demography BRISTO GOTHEN- L BURG (HART- ( RGRYTE) CLIFFE) MUNICH PARIS (ATHIS- MONS) ãperthò PORT- LAND NOMAH ) VIENNA USE OF ENVIRONMENTALLY- FRIENDLY MODES Trips per person/year Share of users/day () Trips per user per day,4 2, 2,,4 2,4 2, 2,2, Comparison Basel-Portland In the following section the mobility in Basel and Portland is examined in more detail. These are the cities with the highest and lowest share of walking for everyday-mobility. Table 8 shows the distances that are traveled for reaching a destination. On the whole one can say that in Basel the distances are much shorter than in Portland. In Basel two thirds of all trips are no longer than three kilometers, in Portland only one third of all trips is within three kilometers. More than two thirds are up to 0 kilometers and one third is more than 0 kilometers. In Basel only are more than 0 kilometers. Examining the different activities at the destinations it can be seen that in Basel people have short ways to reach their job Ð more than half of the work trips is only up to three kilometers whereas in Portland half of the work trips are longer than 0 kilometers. In Basel also trips for education, shopping and leisure are very short. More than 80 of education and shopping trips are no longer than three kilometers. In Portland these trips are longer, but compared to trips to work trips to education, shopping and leisure are much shorter. The majority of these trips are up to five kilometers only. This results from the different traditions of city planning. Basel is a city of rather short distances while in Portland longer distances have to be covered to reach destinations.

12 Table 8. Activity on destination by trip distance ACTIVITY ON DESTINATION Ð cumulated Ð TOTAL WORK EDUCATIO N SHOPPING LEISURE OTHER (MLT PORT-LAND (MULT (MULT (MULT (MULT (MULT TRIP DISTANCE Up to km Up to km Up to 5 km Up to 0 km Over 0 km In order to look at the mode choice of different groups of the population, modes have been grouped in Ôcar as driverõ, Ôcar as passengerõ and Ôenvironmentally friendly modesõ (walking, cycling, public transportation). In total of all trips in Basel are made by environmentally friendly modes and only by motorized private modes (car as driver, car as passenger). In Portland the share of motorized private modes is with 84 more than three times as high as in Basel. This can be viewed for all observed groups. Already the children and teenagers are educated using the car (as passenger). Two thirds of this age group are using motorized private modes for their trips, most of them as Ôcar as passengerõ. In Basel, only are using motorized private modes, whereas the majority of this age group is using environmentally friendly modes. In the age group between 20 and 59 more than 80 are using motorized private modes. In this group a distinction is made between men and women. Looking at Portland gender differences are only marginal. In Basel the difference between men and women is much greater. Women use environmentally friendly modes more often (9) than men do (). People 0 years and older have the highest share of motorized private modes of all age groups in Portland, almost 90. In Basel the respective share is only 2 (Table 9).

13 Table 9. Mode choice by socio-demographic groups TOTAL UP TO 9 YEARS YEARS FEMALE YEARS MALE 0 YEARS AND OLDER PORT- LAND PORT- LAND PORT- LAND PORT- LAND PORT- LAND NOMAH ) NOMAH ) NOMAH ) NOMAH ) NOMA H) MODE CHOICE Car as driver Car as passenger 9 4 Environmentallyfriendly modes Total

14 In both cities the reasons for trips are similar. About one third of the trips is made for regular purposes (work, education), one third for leisure and one third for private reasons (shopping, personal business, escort). The distribution of walking trips in Basel and Portland is almost alike. Greater differences can be seen with shopping and leisure. Education and shopping have a much greater share of all walking trips in Basel than in Portland, whereas the share for leisure is greater in Portland. Generally it can be said that walking is mobility for all kinds of purposes (Table 0). Table 0. Trip purpose ALL TRIPS WALKING TRIPS ACTIVITIES Work 2 Work-related business 5 2 Education 4 8 Shopping 2 9 Personal business 4 4 Escort 2 2 Leisure 2 4 Total

15 Looking at the share of trips made by different age groups, it is noticeable that two thirds of all trips in Basel and Portland are made by people between 20 and 59. Men and women have about the same share of all trips. One fifth of all trips are made by people over 0, one seventh by people under 20. The distribution in both cities is alike. Only with walking trips is the situation different. Teenagers in both cities have almost the same amount of walking trips. Here the differences between men and women between 20 and 59 are greater. In Basel women have more walking trips than men, in Portland it is the other way around. In the group of people over 0 the differences between Portland and Basel are larger. In Basel much more old people are walking than in Portland (Table ). Table. Socio-demography ALL TRIPS WALKING TRIPS SOCIODEMOGRAPHY 0 Ð 9 years Ð 59 years female Ð 59 years male years and older Total

16 Trips can also be differentiated by the time of day they are made. In both cities the pattern is similar. In Basel the number of trips made between 9 a.m. and p.m. is very high, in Portland this period of time also reaches the highest share (). A similar distribution can be observed looking at walking trips only. In Basel the differences between the time periods are greater than in Portland. It is noticeable that after p.m. only about 0 of all walking trips are made in Basel whereas the number of walking trips after p.m. in Portland is twice as high (Table 2). Table 2. Trips differentiated by the time of the day ALL TRIPS WALKING TRIPS TIME OF DAY 5 a.m. Ð 9 a.m. 9 a.m. Ð p.m p.m. Ð p.m Later than p.m Total

17 Conclusion The comparison of eight cities from different countries has shown that there are similarities and differences in the mobility patterns in all cities. The trips that are made relate to the same activities and the shares of these activities are quite similar in each city. But the mode with which the activity is reached differs. While in the European cites walking as a main mode of transport plays quite a great role the car is much more important in Australia and USA. This also became obvious in the comparison between Basel and Portland. In Portland the car dominates the mode choice already with children and teenagers. Comparing Portland and Basel concerning walking trips the different histories of town planning have to be taken into consideration. In Basel the distances that have to be covered are shorter than in Portland. Compared to Basel a higher number of trips can only be made by car. But still the potential of walking should not be forgotten in Portland. This paper has shown examples of the importance of walking. It turned out that a considerable share of the population in the presented cities used non-motorized modes for daily mobility and that walking is contributing considerably to the everyday life in cities. It should not be forgotten that walking is not only the most important mode for children and older people but also - which is far less known - for mobility-impaired individuals. Furthermore nearly all people are pedestrians for part of their trips even when they are driving or using public transport: The car parks and the bus or train stations are normally reached on foot. Other surveys and activities proved that a substantial potential in favor of non-motorized mobility do exist. All these findings suggest that increased attention needs to be paid to nonmotorized mobility and especially walking in town and transport planning decision-making.

18 References Socialdata (98), ÔErhebung zur Ermittlung von Fu wegen und non-reported tripsõ Research report R&D-Nr. FE 05/85 on behalf of the Ministry of Transport, Bonn / Munich. Bršg W, Erl E (99), ÔThe Importance of Non-motorised Transport for Mobility in our CitiesÕ, CEMT-Round-Table No. 9, Paris. Socialdata (99) ÔKleine Fibel vom Zufu gehen und anderen MerkwŸrdigkeitenÕ Munich. Bršg W, Erl E, Glorius B (998), ÔTransport and the ageing of the populationõ, European Conference of Ministers of Transport (ECMT), CEMT Round Table No. 2, Paris. Socialdata (999), ÔKenngrš en fÿr Fu gšnger- und FahrradverkehrÕ Report to the R&Dproject FE 44/99 of the Ministry for Transport, Building and Housing, Reports of the Federal Highway Research Institute ÔMan and SafetyÕ M 09. Bršg W (2000), The New KONTIV Design, A Total Survey Design for Surveys on Mobility Behaviour. Paper presented at the ICES Ð II International Conference on Establishment Surveys Ð II, Buffalo, New York, June 2000 Bršg W, Funke S, Grey-Smith H (200), Want a Change? Just Walk! Paper presented at ÒWalking the 2 st CenturyÓ Ð An International Walking Conference, Perth, Western Australia, February 200 Socialdata (2002), ÔEinflussgrš en der PersonenmobilitŠtÕ, Research project for the German Ministry of Transport, Building and Housing, unpublished Bršg W, James B, Lawrence P (2002): Modelled Effects on the Road Network by Large-Scale Cost Effective Mobility Management (TravelSmart ), Symposium ÒNetworks for MobilityÓ Stuttgart, September 2002

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