MORE IS NOT ALWAYS BETTER IN URBAN TRANSPORT
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Presented to Junior College geography students at Temasek JC, Singapore, 11 August 2010. Discusses for a general audience competing ideas about how to define 'success' in urban transport policy. Warns to be careful what you wish for. Wanting faster traffic and cheaper driving can be traps.
![1. Careful what you wish for! ,[object Object],[object Object],[object Object],Zhukov and Robinson](data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7)
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MORE IS NOT ALWAYS BETTER IN URBAN TRANSPORT
- 1. Success in urban transport? More is not always better Assistant Prof. Paul Barter LKY School of Public Policy, National University of Singapore Talk prepared for Junior College Geography students event at Temasek JC, Singapore, 11 August 2010.
- 7. Density Densities in 7 major cities at the same scale in a 3 dimensional view Source: Alain Bertaud
- 8. Main road network density versus main road length per person, 1990 Source: Paul Barter
- 11. Physical lock-in Image source: Alain Bertaud
- 12. Physical lock-in Zhukov and Robinson
- 13. Household-level “lock-in” Photos from wikimedia commons
- 14. A ‘vicious spiral’ of increasing car traffic and urban sprawl leading to ever more demand for road space
- 15. City structure influenced by dominant transport modes (such as, the “walking city” pre 1850) Source: Newman (1995) c.f. Shaeffer & Sclar (1975); Adams (1970); Knox (1987); Hartshorn (1990).
- 16. Public transport city (rail, tram and bus influenced - early 20 th Century) Source: Newman (1995) Paul Barter Paul Barter
- 17. Bus and Non-Motorized Cities Source: Barter, 1999 Paul Barter Paul Barter
- 18. Automobile city Remember: in most cities, faster transport buys more space not more time! Source: Newman (1995)
- 20. Photo: FOE UK People go further, faster in car oriented cities … but do they have better transport? Do they have good cities?
- 21. People go further, faster in car oriented cities … but do they have better transport? Do they have good cities?
- 22. Successful cities without high traffic speeds? Tokyo . Photo: Paul Barter London . Photo: Ben Hamilton-Baillie www.hamilton-baillie.co.uk . Paris . Photo from http://www.streetsblog.org/2006/08/11/traffic-continues-to-disappear-in-paris/ Hong Kong . Photo: Paul Barter
- 27. Travel demand management ... User pays for road use and externalities Source: City of Stockholm reports
- 28. Cheap driving and a focus on speed creates cities like this (Plentiful space for vehicles, huge distances driven, no time saved)
- 32. Compact cities and transport/land-use coordination Source: Singapore URA, Concept Plan 1991 Source: Govt. of Netherlands
- 33. 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
- 34. Public transport and efficient use of urban space in dense areas Source::GTZ (original source City of Münster, Germany?)
- 36. What are streets for? Amsterdam . Photo: Zaitun Kasim
- 38. Lower speeds: the “secret” for expanding public realm but sharing with vehicles 30 km/h zones in Basel, Switzerland www.sp-uster.ch/medien/bilder/logo_tempo30.jpg Ben Hamilton-Baillie www.hamilton-baillie.co.uk .
- 40. Integrated excellent public transport
- 42. Seoul’s bus reforms Source: Kim, GC 2007 with permission
- 45. Thank you Assistant Prof. Paul Barter, LKY School of Public Policy, National University of Singapore
Hinweis der Redaktion
- Image from Zhukov and Robinson “Roads of Doom”
- “ lock in” (a path dependence concept) is an important theme in this talk.
- In order to understand this we need to discuss the structure and densities of urban areas.
- Massive, long-lasting physical systems Roads Expressways Mass transit systems Vehicle sales & service system Fuels sales and distribution systems Large-scale urban structure Buildings Local layouts
- Vehicle fleet turnover takes time Ways vehicles are paid for and regulated make them ‘sticky’ Households with cars gradually become more car dependent Key decisions not daily … just a handful per lifetime
- For example, Manila, Jakarta or Bangkok have this to a considerable degree still, despite expressway building in recent decades. Singapore had a structure something like this before making a deliberate shift towards the ‘transit city’ model since the early 1970s.
- Professions – such as traffic engineering, urban planning, etc Planning regulations – such as building codes, parking requirements
- This image of surface parking near downtown Houston is from a magazine cover with editorial comments added by Eric Britton.
- Todd Litman should be acknowledged as a key source for this framework.
- There is a mismatch between the design of this street section (in Singapore) and its actual use.
- If a street is built for fast movement (mobility) then it is difficult to also provide access to places along the route (access function) If designed for convenient access to all places along route then difficult to have fast travel along the facility Vibrant street life means people find the streets interesting enough and comfortable enough to just hang out in. greater willingness to reduce or slow traffic to prevent it from impacting on valuable places… Each street has a joint role as a mobility facility, an access facility and as a PLACE!
- Streets with strong access and place roles can enhance these roles via design and regulation for slower speeds. The mobility role remains but with lower priority. Most trips involve only a short distance at beginning and end on this part of the network. Most of the trip will be at the usual speeds (eg 50 km/h on urban arterials).
- Public transport transport in cities tends to do best with public planning/coordination and private operations.