The Role of TDM in Urban DevelopmentJohannesburg, 5.10.2015

Manfred Breithaupt

Manfred BreithauptGIZ – Water, Energy, Transport

IBM commuter pain idex

Fuente: IBM Commuter Pain Index

with the objectives to

Transport Demand Management shall

• Urban areas require proper road networks

• New roads attract more traffic and reduce the viability of public transport

• Transport benefits will be offset by future congestion

• reduce traffic congestion

• reduce adverse effects on the environment or public health

• generate additional revenue to improve public transport and NMT by pricing mechanisms

• reduce the total volume of traffic

• promote shifts towards more sustainable modes of transport

The challenges in urban transport and TDM

Mosaic from a bathroom in Ostia/Rome Singapore has implemented a range of mobility management measures in the Chinatown area, including pedestrianised streets, evening road closures, widened and attrative newly-pavedwalkways, tree-planting for shade, more parking restrictions, transit improvements (including bus and MRT expansion in the area), an ERP-System, and an innovative ‘smart bike’ program providing free bicycle use.

Karl Fjellstrom

125 A.D. Today

Rome saw in 125 A.D. a serious traffic problem.

As a result a regulation has been imposed that restricted the number of ox carts, food delivery transport, and chariots in the center of Rome.

TDM emphasises on the movement of people and goods, not just on motor vehicles, and gives priority to public transit and non-motorized modes, especially under congested urban conditions.

Transport Demand Management

Unter den Linden/ Friedrichsstraße:

The street belonged to everyone:

automobiles, autobusses, carriages, pedestrians

In this era, people were enthusiastic about technology and the achievements of modernity; while at the same time they felt anxious about the rapid and radical changes in their social and economic life. In Germany, this contradictory experience was especially harsh and perceptible in the urban metropolis of Berlin.

Source: Internationales Verkehrswesen, 100 Jahre DVWG, p. 17

Examples: Berlin – Shared Space in Berlin 1908

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§ International Experiences

Context: Failures in Urban and Transport PlanningTrends 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

=> Unsustainable focus

Can we build our Way out of Congestion?

Transportation systems worldwide are undergoing a shift from supply side techniques to demand management

Supply side Demand side

New highways

HOVlanes

HOT lanes

Adding lanes

Public transport

improvements

Toll roads

Area license or

fee

Parking control

Cordontolls

Taxation policyPublic transport

priority

Adapted from Derek Turner Consulting

Congestioncharges

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Context: Failures in Urban and Transport PlanningThere is no way of building our way out of congestion…

1

23

4

5

Transport demand management measures (including fiscal policies)qLand use development controlsqPublic transport integrationqParking controls and management qRegulatory controls such as odd/even systems qPhysical measures such as bus and pedestrian priorityqPricing & charges through fuels, annual taxes qCongestion charging

TDM policies should never be implemented as isolated instruments, but – for being successful – have always to be embedded in a comprehensive framework of Transport Demand Management measures.

Transport Demand Management measures

The push and pull approach

Source: Müller, P., Schleicher-Jester, F., Schmidt, M.-P. & Topp, H.H. (1992): Konzepte flächenhafter Verkehrsberuhigung in 16 Städten”, Grüne Reihe des Fachgebiets Verkehrswesen der Universität Kaiserslautern No. 24.

Curitiba: the unique advantage that a city development matured over more than 25 years. This influenced heavily land-use patterns. Initial spark: a dedicated and visionary mayor (Jaime Lermer)

The so-called „push and pull strategy“ is the key for sustainable transport development, and when consequently followed may have significant influence on modal split

How much of the “push” (getting people out of their cars) and the “pull” (getting people into public transport and NMT) will be applied depends on the financial resources of a given city, but even the more on the dedication and leadership of the mayor and the city council.With very limited financial resources, for example parking management and access restrictions (push) can be implemented, while on the other hand public bus transport can be made considerably more attractive by a bus regulation and concessioning scheme and a reallocation of public space (for example into cycle lanes and/or bus lanes/BRT systems).

TDMs relevance for lower income developing cities

Travel Demand Management

• Recognizes that travel demand is not given, but is a function of transportation policies, pricing, investments, choices

• Is vital to creating high performance, cost-effective transportation systems

• Is the natural complement to transportation supply management, land use planning, and environmental/natural resource management

Conclusion:

- Supply-oriented measures often have negative side effects, will not help to ease transport problems in the long term, and will be a heavy burden on city budgets

- An alternative approach: Limit investments in new infrastructure and transport systems, and make more efficient use of what is already there… -manage road space and public space, democratise it in favour of citizens and modes with higher capacities than cars

=> Transport Demand Management (TDM)

n.b.: TDM Traffic Management

TDM as part of a sustainable transport system

GIZ, 2009

The TDM „toolbox“

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PlanningInstruments

Integration of Land Use and Transport Planning

e.g. Transit-oriented developement

Public Transport Promotion e.g. Priority at IntersectionsStrategies for Non-Motorised Modes e.g. Cycling Policy

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Example: Shopping

Starting point:A household requires a widerange of goods, with varying frequency.

First decision: How far do you have to go?

2 km

10 km

?

Second decision: Which mode of transport will you (have to) use?

?

Smart infrastructureplanning: Reduces need for travelling!

AVOID/REDUCE

Reduce car size and

consider using alternative fuels!

IMPROVE

Encourage use of non-motorized and

public transport!

SHIFT

Third decision: Which type of vehicle + use?

Compact land use (Smart Growth)

RegulatoryInstruments

Physical Restraint Measures e.g. Pedestrian zonesTraffic Management Measures ITSRegulation of Parking Supply Maximum parking limits

Low Emission Zone In City CenterSpeed Restrictions (30 km/h) In built up areas

The TDM „toolbox“

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EconomicInstruments

Road Pricing e.g. during peak hoursTax Incentives e.g. for cleaner vehiclesParking Pricing Off- and on-street parking

The TDM „toolbox“

Gasoline Prices 2012 (data preview Abril 2013)

Note: this chart does not reflect likely changes to average fuel economy or travel. It holds these at 2004 levels for comparative purposes.

LDV stock average

economy, L/100km

Average travel,

vkt / year

Avg. fuel use per

year, litres

Taxed gasoline

Price / litre, Aug 2006

Avg. fuel cost per

year

Avg. fuel cost for a 10km trip

USA 12.0 17,000 2,040 $0.79 $1,614 $0.95Canada 10.5 16,000 1,680 $0.98 $1,642 $1.03

Germany 8.0 12,000 960 $1.70 $1,634 $1.36Japan 7.8 10,000 780 $1.24 $969 $0.97

Source: Lew Fulton, Market Perturbations in the Fossil Fuel Marketplace: Global Perspective

The prices changes 2004-2006 brought the US and Canada up to Germany’s cost per year, and to Japan’s

cost per trip

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Information Instruments

Public Awareness Campaigns E.g. participation in Mobility Weeks

Stakeholder Conferences On transport policy documentsDriver Training / Eco Driving e.g. for City drivers

Promotion of Mobility Management in Companies

e.g. Employer Passes, flexible workhours

The TDM „toolbox“

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Technology Promotion of Cleaner Technology e.g. Green Procurement

Modern technology for transport systems ITS, passenger information, etc.

The TDM „toolbox“

• Focus on measures open to rapid implementation by the local government, with limited reliance on help from the national level or foreign donors

• Consider ‘least cost principle’ considering how to maximise mobility at the lowest cost, including demand management options

• Involve the public: Consultative workshops, seminars, focus groups, meetings, public awareness campaigns…

General approaches for cities

28%37% 39% 39% 41% 43% 44% 45%

52% 56%

37%10%

21% 25% 24% 21% 16%21%

15% 11%

7%

32%

18% 6%13% 10% 17%

12% 11% 10%

28%22% 22%

30%22% 26% 23% 22% 22% 23%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Zürich 1992

Münster1994

Freiburg1998

Frankfurt1998

München1997

Dresden1998

Karlsruhe1992

Hamburg1991

UrbanAreas 1997

WestGermany

1997car public transport bicycle foot

54% of all trips are by non-motorized means of transport (walking, bicycle).

private car use is smaller than 30% whereas public transport covers nearly 40% of all trips.

Zurich

Münster

Major shifts in the modal split

Major shifts in the modal split proved possible (e.g. in Zurich, Freiburg, Münster) when the local authorities implemented a comprehensive and integrated urban policy.

Land use development controls: Modal split in various European cities

Some examples of impacts of TDM measures

Energy consumption and transport

Modal share of walking, cycling and public

transport

Average energy consumption per person

(MJ)

1995 2001 1995 2001

Athens 34,1 40,9 12.900 12.600

Geneva 44,8 48,8 23.600 19.200

Rome 43,2 43,8 18.200 17.100

Vienna 62 64 10.700 9.050

Cities which increased the modal share of walking, cycling and PT saw a decrease in the consumption of energy for passenger transport per capita.

Source: UITP

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Redefining Public Transport, Why?

Are Bus Lanes Efficient? (usually yes!)

Paul Barter: Reinventing Parking

Integration

Improving Public Transport System

§ connect easily between different public transport vehicles and between modes

§ short waiting times

§ reduced travel time

§ greater flexibility and accessibility

§ easier trip planning for passengers

§ expands freedom and range of destinations offered by public transport

Need

Benefits:

Mobility Options like:

§ Enhancing Non-Motorized Transport (like Walking and Cycling);

§ Improvement in Public Transport System;

§ Improvements to taxis, auto rickshaws, car rental, delivery services, car-share (and other car-like services that complement public transport and NMT and make it easier to live without owning a car or motorcycle)

Measures for Improving Mobility

From theory to practice: Examples of TDM measures applied

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Promoting Public Space

Main Components of Sustainable Transport• Public Transport with

priority over all other modes on the road

• Non-motorisedtransport

• Creating/conserving public space

• PT Integration

• TDM measures

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Do you see these factors here?

Traffic Cells: Making Walk and Bike Access Central

§ Direct paths with priority for pedestrians, bikes, public transport

§ Development focus around public transport station

§ Examples: Houten, Delft, Gronigen (Neth.); Gottenberg(Sweden); Davis, California, Bremen (Germany); Japan

Key issues:(1) Coherence:

§ Connect all important origins and destinations

§ Integration with public transport(2) Directness:

§ Direct routes and avoidance of detours

(3) Safety:

§ Segregated bicycle lanes

(4) Comfort:

§ Smooth pavement

(5) Attractiveness:§ Avoid deserted and isolated

routes

Promoting cycling

1. Improving Pedestrian Infrastructure

Nyhaven

Improving Non-Motorized Transport (NMT)

S = SafetyP= PriorityA = AccessibleC= ComfortE = Enjoyable

More Details Covered in: Integrated Planning of Infrastructure Module

Promoting cycling: Paris

§ “Velib” public bike scheme started in July 2007 as PublicPrivatePartnership

§ Can be used with public transport SmartCard, short-term subscription, credit cards, …

§ Has more than 20,000 bikes and more than 1,200 stations

§ 110,000 rentals daily§ Vandalism and road safety remain an

issue

Promoting cycling: Paris

Copenhagenasinspiration

Induced Bicycle Traffic

Cycling in Copenhagen increased by 100% from

1990 to 2000

MODAL SPLIT: 37% go to work on bicycle23% use car 33% use public transport

Why do Copenhageners cycle?

61%Easy,fast&convenient

19%Exercise

6%Financialreasons

1%Theenvironment

CopenhagenBicycleAccount2006

Dutch Minister visits the queen

§ “Odd-even” or other license-plate based schemes attempt to keep each vehicle from being driven 1-2 days a week •Mexico City •Bogota•Sao Paulo •Manila

Prohibition on motor vehicles from being driven into central areas on certain days of the week

§ Multiple side-effects limit their effectiveness

Singapore in the 70’s…before

congestion charging

Source: LTA

Road pricing

Singapore today…after 30 years of road pricing

and public transport investment

CBD and motorway toll rates adjusted 4x/year to keep traffic speeds at peak system performance

Benefits of TDM approaches

§ Often achievable at low cost

§ High impact: reduction of pollution and travel times, accidents; less environmental costs

§ More compact cities, socially integrated

§ Development of local commerce and industry

§

ViennaSo

urce

: VBZ

Zur

ich,

200

9.

Zurich Amsterdam

Source: G

eert Snoeijer, P

roject forPublic S

paces, https://ww

w.pps.org.

International Experiences: Summary

• Mayor Penelosa said in Manila at a ADB Transport Forum:

“A sucessful city is not a city where the poor have the possibility to ride cars, but where the rich are using high quality PT and NMT means“

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Further reading

„Transportation Demand Management“

118 pages, full colourdocument

Free download on www.sutp.org