2.2. catarina brown matos
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S4C Colloquium Aveiro 2016 https://scientistsforcyclingaveiro2016.wordpress.com/ University of Aveiro (Portugal), Region of Aveiro (CIRA), ABIMOTA/Portugal Bike Value and the European Cyclists’ Federation (ECF) with its global network Scientists for Cycling (S4C)
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2.2. catarina brown matos
- 1. The Relationship between urban mobility and land use. Challenges related with cycling Authors: Catarina Brown de Matos Joaquim Gonçalves Macedo Frederico Amado Moura e Sá Aveiro, 17 of November 2016
- 2. Catarina Brown de Matos Aveiro, 17 of November 2016 2/18 The Relationship between urban mobility and land use. Challenges related with cycling Compromisso pela Bicicleta • Launched on the 26th of April 2016 in Murtosa • Created by the “Plataforma Tecnológica da Bicicleta e mobilidade suave” by the University of Aveiro • Involves the national bicycle manufacturing industry, universities, municipalities, public-private sector, and cyclists’ • IMPACT (important practices, actions and tips), initiative Pedais (2016)
- 3. Catarina Brown de Matos Aveiro, 17 of November 2016 3/18 The Relationship between urban mobility and land use. Challenges related with cycling Human Health and the natural Environment Air pollution Water quality Global climate Emotional health Growing traffic in cities Environment and quality Energy consumption Land Use Built Environment Land use patterns Transportation infrastructure Building siting and design Urban mobility Travel demand Car trip and length Waking, cycling and transit use
- 4. • Evolution of Land use occupation Catarina Brown de Matos Aveiro, 17 of November 2016 3/18 The Relationship between urban mobility and land use. Challenges related with cycling City limits Well defined Urban territory with uncertain limits and dynamics Appearance of the automobiles Era of motorization Change of borders City / country Urban strategies concerning car circulation Expansion of Cities Locations with less or more accessibility
- 5. • Land Use functions (anthropological perspective): • Environmental (ecological balance) • Productive (primary economic activity) • Support (infrastructures, buildings,) Conflict / Confrontation of functions Catarina Brown de Matos Aveiro, 17 of November 2016 5/18 The Relationship between urban mobility and land use. Challenges related with cycling • Land use factor affecting cycling: • Density • Regional Accessibility • Centeredness • Land Use Mix • Connectivity • Roadway Design • Walking and Cycling Conditions • Transit Accessibility • Parking Management • Transportation Demand Management
- 6. • Urban Mobility: • Key factors: • Travel Distance: how far? • Travel time: how long? • Journey frequency: how often? • Mode: how to get there? • Cost: how expensive? Sustainable Mobility ? Catarina Brown de Matos Aveiro, 17 of November 2016 6/18 The Relationship between urban mobility and land use. Challenges related with cycling
- 7. • Bicycle mobility • Clear cycling benefits: • Benefits of cycling cities Growth and Jobs Health Tourism Spatial planning Environment and Climate Efficient Transport CYCLE OF BIKEABLE CITIES Mixed-use, dense development pattern Decrease vehicle use People- oriented transport planning Increased travel options Alternative modes promoted Liveable cities, smart growth NMT and people oriented land- use planning Limited parking supply Catarina Brown de Matos Aveiro, 17 of November 2016 7/18 The Relationship between urban mobility and land use. Challenges related with cycling UNEP (2010)
- 8. • Bicycle mobility Catarina Brown de Matos Aveiro, 17 of November 2016 8/18 The Relationship between urban mobility and land use. Challenges related with cycling Factors influencing Bicycle Commuting Built- Environment Urban Form Infrastructure Facilities at Work Natural Environment Hilliness and Landscape Seasons and Climate Weather Socio- economic factors Socio- economic household characteristics Psychological factors Attitude and social norms Perceived behaviour Habits Reasons for (not) cycling Cost, travel time, effort and safety Travel time and effort Transportatio n costs Safety
- 9. POLICY Objectives for good city life Devising a Master plan Directing allowances INSTITUTION Functionality of the organization Extensive cooperation Good management FOLLOW-UP "HARD" MEASURES "SOFT" MEASURES Cycling Measures • “Hard” Measures • “Soft” Measures Aveiro, 17 of November 2016 9/18 The Relationship between urban mobility and land use. Challenges related with cycling
- 10. Land use/ Urban Sprawl Urban Mobility High Impact Bicycle Measures High Impact Bicycle Measures Low Budget How to Promote Cycling? Catarina Brown de Matos Aveiro, 17 of November 2016 10/18 The Relationship between urban mobility and land use. Challenges related with cycling €€€ €
- 11. • IMPACT Analyses Effectiveness Catarina Brown de Matos Aveiro, 17 of November 2016 11/18 The Relationship between urban mobility and land use. Challenges related with cycling Strategy Mode Shift Safety Cost “Hard” Measures Provision of improved cycling measures High Medium High Incentives to use more sustainable modes Medium Medium Medium Land use measures Medium Medium High “Soft” Measures Promotional cycling campaigns Low Low Low Educational Cycling Programs Low Low Low Combined “Hard” and “Soft” Strategies High High Medium
- 12. Catarina Brown de Matos Aveiro, 17 of November 2016 12/18 The Relationship between urban mobility and land use. Challenges related with cycling • Land use factors affecting cycling: 1. Destinations Make it direct 2. Distance Connect the streets and blocks Translink (2010) Translink (2010)
- 13. Catarina Brown de Matos Aveiro, 17 of November 2016 13/15 The Relationship between urban mobility and land use. Challenges related with cycling • Land use factors affecting cycling: 3. Design Make it safe and friendly 4. Density Fill it in Translink (2010) Translink (2010)
- 14. Catarina Brown de Matos Aveiro, 17 of November 2016 14/18 The Relationship between urban mobility and land use. Challenges related with cycling • Land use factors affecting cycling: 6. Demand Management Discourage unnecessary car use 5. Diversity Mix Land use Translink (2010) Translink (2010)
- 15. • Recommendations: Plan according to modal share Modal share Goal < 10%: Make cycling possible, safe, comfortable 10-20% Convincing more people to use the bicycle > 20% Keep people cycling Catarina Brown de Matos Aveiro, 17 of November 2016 15/18 The Relationship between urban mobility and land use. Challenges related with cycling Bypad (2008)
- 16. • Recommendations Catarina Brown de Matos Aveiro, 17 of November 2016 16/18 • Land use measures are necessary, costly and long term benefits • Infrastructure measures are high cost and impact efficient • Soft measures, low impact measures and should only be implemented combined with other measures • Demand Management, incentives & disincentives that increase the cost of driving relative to cycling The Relationship between urban mobility and land use. Challenges related with cycling
- 17. • Final Remark • Integrated land-use and cycling policies Catarina Brown de Matos Aveiro, 17 of November 2016 17/18 • Land use measures • Infrastructure provision • Infrastructure management • Operations • Information provision • Attitudinal measures • Pricing The Relationship between urban mobility and land use. Challenges related with cycling
- 18. THANK YOU! Catarina Brown de Matos Aveiro, 17 of November 2016 18/18 The Relationship between urban mobility and land use. Challenges related with cycling
Hinweis der Redaktion
- Mr. Chairman, Distinguished guests and participants Good afternoon! Thank you for having me. It is an honor to be here with you today. My name is Catarina Brown de Matos, and I am a student here at the University of Aveiro, studding to get my degree in Civil engineering. The study conducted for this presentation was developed in sequence of my master’s thesis, therefore, I would like to express my sincere gratitude to Joaquim Macedo and Frederico Moura Sá. Today I am going to be speaking to you about our study: The relationship between urban mobility and land use. Challenges related with promoting cycling
- This study aims to contribute to the project “compromisso pela bicicleta” that was launched on the 26th of April 2016 in Murtosa and Created by the “Bicycle and Soft Mobility Technological Platform” by the University of Aveiro One of the main aims of this project is to create collaborative dynamics between participants, bicycle groups, public administration, institutions university and research centres, as well as local and national media related to mobility, road safety, cities, environment, health and sports This study aims to contribute to one of the on going projects that is the IMPACT initiative ( important practices, actions and tips), a collaborative initiative that aims to strengthen the cooperation between all the organizations involved and to increase the possibility of achieving the protects goals.
- Why land use and urban mobility to promote cycling? Land use and urban mobility both have diverse economic, social and environmental impacts due to the ever-growing traffic and uncontrolled or uncoordinated urban growth and other negative impacts. Both land use and urban mobility have led to chronic congestion, air and noise pollution and other numerous negative consequences both affecting the environment and quality of life alternative land use and transportation options, such as planning for cycling can be a solution for many problems that our cities are facing today
- A notable change in land use can be observed by the growth of residentially oriented suburban neighbourhoods, located further away from city centres, which lead to the decentralisation both of people and facilities to suburban areas. Linked with this growth are the increasing levels of traffic congestion, pollution, and general disenchantment with suburban life. Consequences of urban growth may have both positive and negative impacts; however, negative impacts are generally more highlighted because this growth is often uncontrolled and uncoordinated, in many instances, urban growth resulting in urban sprawl.
- One of the main issues concerning land use planning is the diferente land use functions, Environmental, productive and support due to the fact that these functions conflict and confront among each other, therefore it is necessary to study and identify the diferente land use factors affecting cycling. the main land use variables that affect cycling are various and range from: size, density, diversity, urban structure, accessibility and other aspects related to urban design, such as parking and the influence of railway stations, and many of these factors are not taken into consideration when planning for cycling
- Currently, urban mobility is not just a simple connection between different locations, but as an urban framework, that boosts desires and needs mobility patterns influence factors such as size of the urban space, complexity of the activities, the availability of transport services and population characteristics Therefore there are various ways in which travel demand and modal choice can be measured and affect urban mobility: Travel distance; Travel time Journey frequency; Modal split Transport energy consumption therefore, it becomes necessary a mobility shift, planning for sustainability and the promotion of soft modes
- Cycling presents a number of benefits over other transport modes. Compared to the car, cycling is environmentally sustainable, requires limited space, bicycle infrastructure relatively inexpensive, resulting in limited noise and air pollution and improves public health Although cycling as a mode of transportation can moderate traffic congestion, improve environmental quality, and health benefits, however it still accounts for a small share of all commute trips in many European cities. Therefore it is still necessary to plan and promote cycling
- The factors involved in choosing the bicycle as a mode of transport, in general, can interfere direct or indirectly in the decision of cycling . These factors concerning cycling can be subdivided into five main groups: Built-environment natural environment, Socio- economic factors, psychological factors and finally factors concerning cost, travel time, effort and safety the factors related to built environment, cost, travel time and safety, are closely related to land use and travel patterns and therefore, a better understanding of these factors and how they influence cycling behaviour is necessary in order to develop land use and transportation policies that effectively encourage bicycle use
- There are two types of policy measures that can be employed by councils or governments to promote cycling: soft and hard measures. Soft measures encourage cycling through education, promotional activities, and media campaigns while Hard measures include physical infrastructure, public transport, increased costs for car use, and control of road space Therefore, It is necessary to identify policy areas that have an higher impact on cycling and suggest practical solutions that councils can truly make a difference to encouraging more cycling A single policy cannot by itself promote bicycle use. Therefore, it is necessary well-integrated and coordinated policies followed up with a good implementation and institution
- How to promote cycling? How effective is each strategy? And how to measure and project these benefits and how to put them in relation with their costs? The benefit of cycling measures are determined by the degree of its usage, translating their potential to achieve a mode shift (from motorized modes to cycling) and safety issues and their cost-benefit efficiency. Due to the fact that only very few cities have a continuous budget for bicycle mobility. Therefore, a benefit-cost analysis of cycling measures is essential for cities with low budgets. Opting for low costs measures in relation to their benefits can improve conditions for cycling and, at the same time, improve safety for all road users, therefore they have to be carefully selected, not to have the opposite effect or even be unsafe
- every different cycling measure, differs considerably regarding their cost-benefit efficiency, and if not implemented correctly the outcome of the measure can be unsafe for cyclists. investing in “hard” measures have higher impact on mode shift and safety aspects than softer measures. However, the combined effect of “hard” and “soft” measures have a positive effect in promoting cycling, therefore, supporting strategies should only be implemented until adequate infrastructure is in place. Land use measures have a positive effect upon levels of cycling. However, land use impacts can be difficult to evaluate because they are numerous, most are difficult to quantify and monetize, due to the Uncertainty of the cost-effectiveness and/or unpredictable outcomes due to the long time span of the measures
- Land use measures can play a fundamental role in the longer-term perspective. Planning for higher density, well served public transport areas and local facilities, and detailed layouts designed to promote safe, convenient and attractive direct routes may be the essential “key” to encouraging cycling Land use measures should focus on the following land factors: Destinations Focus on high demand destinations along transit corridors and limit growth elsewhere Decrees Distance by introducing bicycle-friendly network and streets. If block sizes are too big and streets too discontinuous, distances will be too far to cycle
- 3. Design a public realm that is bicycle friendly. Bring buildings up to the sidewalk and provide amenities 4. Encourage Density by Placing the highest residential and employment density near to frequent transit stops,
- 5. Diversity of uses, especially those related to streetscape; provide a mix of housing types and a good jobs-housing balance so that people are never too far from work, shopping and other destinations. 6. Demand Management measures like parking pricing to discourage unnecessary driving. No matter what changes are made to the built environment, if it is still cheaper and easier to drive, most individuals won’t shift to cycling,
- Planning according to modal share can justify certain cycling measures and they differs from city to city according to level of cycle use. For example in a city with a low cycle use it is logical to invest in infrastructure and traffic safety before stimulating and promoting bicycle use. It would even be unsafe to promote bicycle use via campaigns or school projects if it is unsafe or uncomfortable to cycle.
- Land use measures are necessary, costly and have long term benefits Infrastructure and hard measures are high cost and more impact efficient Soft measures are low impact measures and should only be implemented combined with other measures Demand Management incentives and discouragements concerning motorized traffic should be implemented to increase cycling
- It is necessary integrated land use and cycling policies, throw: Land use measures Infrastructure provision Infrastructure management Operations Information provision Attitudinal measures Pricing
- Thank you all for being here today and taking the time to patiently listen to what I had to say. Bypad. (2008). Cycling , the European approach. Total Quality Management in Cycling Policy. Results and Lessons of the BYPAD-Project, (October). Pedais. (2016). Compromisso pela Bicicleta um tijolo no prédio. Retrieved from http://pedais.pt/compromisso-pela-bicicleta-um-tijolo-no-predio/ 3. Translink. (2010). Transit-Oriented Communities - A Primer on key Concepts. Retrieved from http://www.translink.ca/~/media/documents/plans_and_projects/transit_oriented_communities/transit_oriented_communities_literature_review.ashx 4. UNEP. (2010). Share the Road : Investment in Walking and Cycling Road Infrastructure. FIA Foundation for the Automobile and Society, November, 51.