Fleischer TamásInstitute of World Economy
Centre of Economic and Regional StudiesHungarian Academy of Sciences
http://www.vki.hu/~tfleisch/ [email protected]
Research on Sustainability, Transitions in BudapestAcademic Transition Platform #1 of the ARTS project
Supported by the EU Seventh Framework Programme [excluding me]Szent István University, Gödöllő
Gödöllő, 19 September 2014.
BALÁZS MÓR PLANOR A SUSTAINABLE URBAN MOBILITY
PLAN FOR BUDAPEST
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Balázs Mór Plan (BMT) Budapest Transport Development Strategy 2014-2030 [BKK]
Review of the Development Plan for the Budapest Transport System (2013) (Review)
Development Plan for the Budapest Transport System (2009)
Development Plan for the Budapest Transport System (2001) [Last three Főmterv or Consort led by Főmterv]
The Plan (BMT)and its antecedents
Balázs Mór Plan OUTLINE OF THE PRESENTATION
or a Sustainable Urban Mobility Plan for Budapest
1 Why I don’t speak here about emissions, greenhouse gases,climate change, resource management, waste issues etc. *
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*Ad 1 I don’t speak about new development projects the city proud of, either4
Balázs Mór Plan OUTLINE OF THE PRESENTATION
or a Sustainable Urban Mobility Plan for Budapest
1 Why I don’t speak here about emissions, greenhouse gases,climate change, resource management, waste issues etc.
2 Where the goals and objectives of the BMT are coming from? 3 from the city’s objectives, 4 from the international trends, 5 from the local transport problems to be solved
3 How the future vision and the general goal was created?4 Why I dislike the ’best practice’ pressure instead of the trends?5 How the ’key problems’ the Review diagnosed
have been changed in the BMT
6 How the goal system of the BMT was constructed7 Conclusion – is there any lesson for sustainable transport planning
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Balázs Mór Plan OUTLINE OF THE PRESENTATION
or a Sustainable Urban Mobility Plan for Budapest
(1) Usual sustainability approach: triple bottom line
The „three potatoes”
Weak sustainability: the sum of the (environmental, social, economical) capital should not be decreased
It would mean that we considered the pillars as if one could substitute the other
ENVIRONMENT
SOCIETY
ECONOMY
(1) Usual sustainability approach: triple bottom line
The „three potatoes”
Weak sustainability: the sum of the (environmental, social, economical) capital should not be decreased
It would mean that we considered the pillars as if one could substitute the other
ENVIRONMENT
SOCIETY
ECONOMY
The three pillars asembedded systems
Strong sustainability: the environmental constraints are to be respected in itself
We can have effect on the ‘economy’ or the ‘society’. There are external and internal conditions of the sustainability of these latter systems.
(1) The three sustainability pillars in systemic order
ENVIRONMENT
SOCIETY
ECONOMY
The three pillars asembedded systems
Strong sustainability: the environmental constraints are to be respected in itself
We can have effect on the ‘economy’ or the ‘society’. There are external and internal conditions of the sustainability of these latter systems.
(1) The three sustainability pillars in systemic order +
ENVIRONMENT
SOCIETY
ECONOMY
TRANSPORT
The three pillars asembedded systems
Strong sustainability: the environmental constraints are to be respected in itself
We can have effect on the ‘economy’ or the ‘society’. There are external and internal conditions of the sustainability of these latter systems.
(1) The three sustainability pillars in systemic order +
ENVIRONMENT
SOCIETY
ECONOMY
TRANSPORT
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ENVIRONMENT SYSTEM
BUDAPEST TRANSPORT SYSTEM
(1) External conditions of sustainability
Herman Daly's three conditions of the [strong] sustainability:
(1) Rates of pollution emission do not exceed the assimilative capacity of the environment.
(2) Rates of use of renewable resources do not exceed their rates of regeneration.
(3) Rates of use of nonrenewable resources do not exceed the rate at which sustainable, renewable substitutes are developed.
All these conditions are fundamental, but they are the external conditions of the sustainable operation of our system
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ENVIRONMENT SYSTEM
BUDAPEST TRANSPORT SYSTEM
(1) Internal conditions of sustainability ?
It is easy to understand the external conditions
But how OUR SYSTEM have to be operated, in order to fulfil (or at least get closer to achieve) these external conditions ?
These latters are the internal conditions of the sustainability of our systems
Creating a sustainable system is the task of those people who are planning, developing, operating etc. our system – in this specific case the Budapest transport system
(2) Where the BMT goals are coming from ?
If our system is embedded into sets of other systems, our goals can’t be independent from external determinants
For deciding on goals three indispensable sources are the followings:
(3) The general (non-transport) objectives of the city;
(4) Knowledge of international trends, experiences of other cities;
(5) Evaluated local transport problems to be solved
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It should be self-evident that the transport (energy, education, health etc.) sector can’t create own and separate vision for the future of the city.
In our case there was a new Urban Development Concept approved by the General Assembly of the Municipality of Budapest in 2013, that determined future vision and general goals of the city.
Still, as earlier the transport experts determined new transport-based vision and general goals in the Review, there was a long debate whether the not the transport based main objectives are acceptable.
The main goals the transport must serve are not transport-based ones The transport-specific goals serving these main goals appear in a next
level [we’ll look at it later]
(3) The general vision and goals are coming from the city
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It is not too difficult to find leaflets and brochures that collect ’best practices’ and give advises for sustainable urban transport developments
Just a few of them from the last decade:
(4) How to learn from international experiences ?
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Towards SustainableUrban Transport PoliciesRecommendations for Local Authorities May, 2004. 62 p. http://www.osmose-os.org/documents/160/SUTP_SMILE.pdf
Opps! The Google Chrome couldn’t find the www.smile-europe.org website
SMILE
Partners: F F D D A I B ES
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Sustainable Urban Transport Plans Preparatory Document in relation to the follow-up of the Thematic Strategy on the Urban Environment. Main document 18 p.25 September 2007. http://ec.europa.eu/environment/urban/pdf/transport/2007_sutp_prepdoc.pdf
SUTP
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Sustainable Urban Transport Planning: SUTP Manual • Guidance for stakeholders • 2007. 56 p.http://www.pilot-transport.org/fileadmin/WP2/Pilot_EN_WEB.pdf
PILOT
Key characteristics:participatory, sustainability, integrated, measurable targets, cost-internalisation, policy implementation steps
„10 missions”:timing, coordination, responsibility, participation, stakeholder involvement, integration of policies, social inclusion and equity, communication, skill management, organisation
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CIVITAS is designed as a programme that allows cities to learn from each other and facilitate exchange of ideas. (from 2002 on)
Main thematic groups:Car-independent LifestylesClean fuels and vehiclesCollective Passenger TransportDemand Management StrategiesIntegrated planningMobility ManagementPublic InvolvementSafety and SecurityTransport TelematicsUrban Freight Logistics. http://www.civitas-initiative.org/mobility-solutions-page
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.
The aim of ELTIS is to provide information and support a practical transfer of knowledge and exchange of experience in the field of urban and regional transport in Europe… . http://www.eltis.org
ELTIS
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.
POLIS is a network of European cities and regions working together to develop innovative technologies and policies for local transport. http://www.polisnetwork.eu/uploads/Modules/PublicDocuments/2013-polis-brochure---web.pdf
POLIS
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The aim of this brochure is to share these international experiences and offer a glimpse behind the curtain of EPOMM member countries. The brochure is based on a Dutch report written and published in 2012 by KpVV… [Best practices, good – but exclusively western cases…NL, GB, B, CH, A, D, F, I, PR, S, SF, N. … distributed the project supports...]
Mobility management: The smart way to sustainable mobility in European countries, regions and cities www.epomm.eu 132 p. September 2013. http://epomm.eu/docs/file/epomm_book_2013_web.pdf
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ARTSBy-the-way… ARTS also can show but 20 % new-member country firms (if we consider Dresden as eastern part of Europe…)
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http://www.mobilityplans.eu/docs/file/SUMP_Brochure_EN_final_web.pdf
SUMP
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All brochures presented was issued in the last decade All they are dealing comprehensively with the urban transport Not here those dealing with urban transport as part of other issues
(e.g. LUTR Land Use and Transportation Research) Not here those dealing with partial fields – bus-lanes, tariff, fuel, city-
logistics etc. [e.g. Urban freight transport and city logistics 2002 http://www.eu-portal.net/material/downloadarea/kt8_wm_hu.pdf Meta-material, summarising 11 earlier EU researches: LEAN BESTUFS IDIOMA COST 321 SOFTICE FV-2000 FREYA INFREDAT REFORM COST 339 DIRECT]
So: why all such new brochures are suspicious for me? There are too many of them, they are too attractive and problem-free. Can’t be seen if they said novelties, would be developed, would analyse the
cause of their (non-)effectiveness, would try to understand those to whom they try to speak to.
Learning from others is important – but be cautious with prescriptions, specifications, lists, good practices etc. !
(4) How to learn from international experiences ?
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SUMP
procedure
Including the cause of earlier failures
Nice idea, but impossible if the SUMP is obligatory condition for project support
+ intgration, participation, adoption
X BAU
This is not preparation but important contain
SUMP
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For deciding objectives three indispensable sources are the following: – The general (non-transport) goal-system of the given city; – Knowledge of international trends, experiences of other cities; – Evaluation of the transport situation of the given city
SUMP
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Rather a material for debating publicly
SUMP
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SUMP
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What we need to learn is handling the ’big picture’ rather than following detailed to-do lists
sustainability
integration
participation
How to avoid the ’modernity trap’ that is the disaggregation, the fragmentation, the one-dimensionality, the ’sectorialism’, – or the exaggerated belief in the optimal, the calculable, the planned etc.
Instead accepting ’post-industrial’ values as: integration, cooperation, partnership, networking, consultation, nesting, adapting, mutual dependence; or positive valuation for features asflexible, buffer, redundant, parallel, diverse, etc.
Further keywords in EU papers =>
(4) How to learn from international experiences ?
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Together towards competitive and resource-efficient urban mobility. COM(2013) 913 final. Brussels 17.12.2013 http://ec.europa.eu/transport/themes/urban/doc/ump/com(2013)913_en.pdf
COM(2013) 913 final
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Together towards competitive and resource-efficient urban mobility. COM(2013) 913 final. Brussels 17.12.2013 http://ec.europa.eu/transport/themes/urban/doc/ump/com(2013)913_en.pdf
ANNEX: A concept for sustainable urban mobility planshttp://ec.europa.eu/transport/themes/urban/doc/ump/com(2013)913-annex_en.pdf
SWD(2013) 524 final A call to action on urban logisticshttp://ec.europa.eu/transport/themes/urban/doc/ump/swd(2013)524-communication.pdf
SWD(2013) 525 final Targeted action on urban road safetyhttp://ec.europa.eu/transport/themes/urban/doc/ump/swd(2013)525-communication.pdf
SWD(2013) 526 final A call for smarter urban vehicle access regulationshttp://ec.europa.eu/transport/themes/urban/doc/ump/swd(2013)526-communication.pdf
SWD(2013) 527 final Mobilising Intelligent Transport Systems for EU citieshttp://ec.europa.eu/transport/themes/urban/doc/ump/swd(2013)527-communication.pdf
SWD(2013) 528 final Impact assessmenthttp://ec.europa.eu/transport/themes/urban/doc/ump/swd(2013)528-ia.pdf
SWD(2013) 529 final Resume impact assessmenthttp://ec.europa.eu/transport/themes/urban/doc/ump/swd(2013)529-resume-ia_en.pdf
EU papers for sustainable urban mobility plans
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A concept for sustainable urban mobility plans
Goals and objectives: (…It regards the needs of the 'functioning city' and its hinterland rather than a municipal administrative region..)
– a) Is accessible and meets the basic mobility needs of all users; – b) Balances and responds to the diverse demands for mobility and transport services by
citizens, businesses and industry; – c) Guides a balanced development and better integration of the different transport modes; – d) Meets the requirements of sustainability, balancing the need for economic viability, social
equity, health and environmental quality; – e) Optimises efficiency and cost effectiveness; – f) Makes better use of urban space and of existing transport infrastructure and services; – g) Enhances the attractiveness of the urban environment, quality of life, and public health; – h) Improves traffic safety and security– i) Reduces air and noise pollution, greenhouse gas emissions, and energy consumption; and
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A concept for sustainable urban mobility plans
Goals and objectives: (…It regards the needs of the 'functioning city' and its hinterland rather than a municipal administrative region..)
– a) Is accessible and meets the basic mobility needs of all users; – b) Balances and responds to the diverse demands for mobility and transport services by
citizens, businesses and industry; – c) Guides a balanced development and better integration of the different transport modes; – d) Meets the requirements of sustainability, balancing the need for economic viability, social
equity, health and environmental quality; – e) Optimises efficiency and cost effectiveness; – f) Makes better use of urban space and of existing transport infrastructure and services; – g) Enhances the attractiveness of the urban environment, quality of life, and public health; – h) Improves traffic safety and security– i) Reduces air and noise pollution, greenhouse gas emissions, and energy consumption; and – j) Contributes to a better overall performance of the trans-European transport network
and the Europe's transport system as a whole. [Obligatory ’blue tail’ = why is it important for the EU ? Otherwise the shoe is on the other foot: just the TEN-T and the European transport should contribute to the improvement of the human residence areas and the life quality -- and not vice-versa. ]
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(5) How to wording key transport problems?
(5) Key problems wording based on the evaluation of the problems tree
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in the BMT
Deterioration of conditions threatening the
operation (false resource allocation)
Fragmented developments loosing the
urban context and by non-systemic
implementation
Inappropriate responses to a changing
lifestyle; also polluting solutions
Significant inadequacies in the network
structure: (radial direction dominance)
Fragmented regulations, impeding
complex solutions (also within the
sector)
Continuation of sectorial and sub-sectorial
approach, lack of cooperation
in the Review
Changing external
circumstances
Network defaults: failed
adaptation to the
increasing traffic and
spreading city with
constructions and
development
Lack of financial resources
(5/6) From key problems wording towards transport specific strategic objectives
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Marked expressions from the key problems: fragmentation, lack of cooperation, false allocation, etc.
The suggested main direction for change is integration
(This direction was also supported by the international trends)
At the level of the transport-specific strategic objectives of the Balázs Mór Plan the organising principle was three different kinds of integration:
– integration of the transport development into the urban development,
– integration between the various transport modes, and
– integration between the urban-, the conurbation-, and the regional systems.
Integration of the transport development into the urban development
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(6) How the goal system of the BMT was constructed
Integration between the various transport modes
Integration between the urban-, the conurbation-, and the regional systems
*
* I personally preferred ’integrated’ instead of ’dynamic’
Integration of the transport development into the urban development
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(6) How the goal system of the BMT was constructed
Integration between the various transport modes
Integration between the urban-, the conurbation-, and the regional systems
*
* I personally preferred ’integrated’ instead of ’dynamic’
These strategic transport objectives have to be followed at more detailed level: namely at four transport intervention areas that is on the fields of the infrastructure, the vehicles, the services and the institutions
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(6) How the goal system of the BMT was constructed
*
**** I personally preferred ’better’ instead of ’more’ * I personally preferred ’integrated’ instead of ’dynamic’
INTER
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(6) GOAL STRUCTURE FROM THE REVIEW
How the goal system of the BMT was constructed
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(6) MEASUREMENTS CUT AND REASSORTED
How the goal system of the BMT was constructed
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(6) MOVEABLE, CHANGEABLE MEASUREMENTS
How the goal system of the BMT was constructed
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(6) ATTEMPT WITH TEN MEASUREMENTS CATEGORIES
How the goal system of the BMT was constructed
Intermodal
Safety
Pedestrian
Bicycle
Public urban
Pub suburban
Pub navigation
Pub air
Road
City logistics
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(6) How
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(6) How
OPERATIVE GOALS under strategic objectives in four intervention areas.
(Also titles of measure-ment groups)
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(6) FROM THE CONTAINTS: OPERATIVE GOALS
How the goal system of the BMT was constructed
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(7) Conclusion – 1/2lessons for sustainable urban transport planning
I spoke here about the preparation process of a new sustainable Budapest transport development strategy, called Balázs Mór Plan (BMT)
Meeting the external conditions of the sustainable operation of a transport system (relating the outputs and inputs) is necessary but not sufficient. There are also internal conditions to meet that need transport expertise to develop. The presentation has dealt with such internal (transport-based and transport strategy-building based) conditions.
The goal system of the BMP was built on the international experience, on the goals of the city and on the analysis of the local transport problems.
From international trends a main lesson can be summarised in a few key expressions as integration, adaptation, participation, cooperation etc. These ‘big picture’ frame elements are much more important to understand and to follow than single ’best practice’ investments.
The urban life, the life-conditions of the people are not tools to promote the better overall performance of the European transport system, – the relation is just the reverse: it is the European transport system that have to contribute to the better life conditions. [Message to EU DG MOVE]
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(7) Conclusion – 2/2lessons for sustainable urban transport planning
The future vision and the general goals that the transport must serve are not transport-based ones, but have to come from the city
It doesn’t help finding the sustainable transport goals if the selected key problems are shifting the responsibility to external circumstances
The transport-specific strategic objectives aim at three types of integration: integration of the transport modes, integration into the city’s goals, and integration into the region around the city.
Important technical task is clearly separate the relevant, current, locally selected goals (goals, objectives, priorities) from the always valid transport classification categories, (intervention areas, modes, people/goods, public/private etc.). The suitable covering of both must be considered while aspiring for sustainability.
Presenter’s opinion is that Balázs Mór Plan was a good step towards a sustainable Budapest transport strategy. A big danger is still that BMT also contains project list and a map with concrete projects. Instead of speaking about the main sustainability principles and arguments to be fixed, all the consultation debates can be shifted toward the details of the projects.
Fleischer TamásInstitute of World EconomyCentre of Economic and Regional StudiesHungarian Academy of Scienceshttp://www.vki.hu/~tfleisch/ [email protected]
Research on Sustainability, Transitions in BudapestAcademic Transition Platform #1 of the ARTS project Supported by the EU Seventh Framework Programme [excluding me]Szent István University, GödöllőGödöllő, 19 September 2014.
BALÁZS MÓR PLANOR A SUSTAINABLE URBAN MOBILITY
PLAN FOR BUDAPEST
THANKS FOR YOUR KIND
ATTENTION !
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