Neighborhood mobility: A Long-Gone Pardigm? Approaching proximity and land use mix using data from home based surveys.

El WCTR es un congreso de reconocido prestigio internacional en el ámbito de la investigación del transporte y aunque las actas publicadas están en formato digital y sin ISSN ni ISBN, lo consideramos lo suficientemente importante como para que se considere en los indicadores. Policies trying to increase walking within urban mobility modal split usually highlight the importance of the functional patterns and the environmental quality of the urban space as major drivers of citizens modal choices. Functional characteristics would be mainly associated to an appropriate mix of land uses within neighbourhoods, whereas environmental quality would be associated to the characteristics of urban spaces. The purpose of this research is threefold: first, to identify relevant proxy indicators, which could characterize pedestrian-friendly land use mix and environmental quality. Second, to assess, for both traits, existing disparities among neighbourhoods in a major metropolitan area. And finally, to explore the association between both indicators and children mobility patterns: according to their built environment, which neighbourhoods have a greater proportion of children and, how is their mobility? Using data from the 2004 household mobility survey in the 128 neighbourhoods of the municipality of Madrid, this paper concludes that potentially favourable conditions at the neighbourhood level seem to have only a modest influence in,mobility patterns , in terms of both, selection of closer destinations and a higher share of walking within modal split. The citys policy choices, with intensive investment in road and public transport infrastructure may explain why short-distance mobility is not as important as it could have been expected in those neighbourhoods with more pedestrian-friendly conditions. The metropolitan transport system is providing mobility conditions, which make far-away destinations attractive to most citizens.

Key quality factors at urban interchanges.

Quality of service should not be overlooked in public transport planning and policy making, as it influences modal shift from car use to more sustainable means. Little research has been conducted on the quality of public transport interchanges from the perspective of current travellers (i.e. perceived quality). This work is thus aimed at identifying key quality factors in urban interchanges, through an exploratory approach (multiple correspondence analysis) that provides novel elements for further research. The methodology was applied at interchanges in Madrid and Gothenburg and the data used in the analysis were collected through customer satisfaction surveys conducted in 2011. The analysis identified five key quality factors per interchange. Ticketing plays a key role at both interchanges while physical and environmental issues emerged at Avenida de America in Madrid, and services, temporal issues and interconnectivity characterise Gothenburg central station. Compared with other quality aspects, classical issues such as safety/security and information are not perceived as important by intermodal travellers.

Neighbourhood mobility: a longgone Paradigm? Approaching "proximity" and "land use mix" using data from home-based surveys

Policies trying to increase walking within urban mobility modal split usually highlight the importance of the functional patterns and the environmental quality of the urban space as major drivers of citizens modal choices. Functional characteristics would be mainly associated to an appropriate mix of land uses within neighbourhoods, whereas environmental quality would be associated to the characteristics of urban spaces. The purpose of this research is threefold: first, to identify relevant proxy indicators, which could characterize pedestrian-friendly land use mix and environmental quality. Second, to assess, for both traits, existing disparities among neighbourhoods in a major metropolitan area. And finally, to explore the association between both indicators and children mobility patterns: according to their built environment, which neighbourhoods have a greater proportion of children and, how is their mobility? Using data from the 2004 household mobility survey in the 128 neighbourhoods of the municipality of Madrid, this paper concludes that potentially favourable conditions at the neighbourhood level seem to have only a modest influence in,mobility patterns , in terms of both, selection of closer destinations and a higher share of walking within modal split. The city s policy choices, with intensive investment in road and public transport infrastructure may explain why short-distance mobility is not as important as it could have been expected in those neighbourhoods with more pedestrian-friendly conditions. The metropolitan transport system is providing mobility conditions, which make far-away destinations attractive to most citizens.

Evaluating the spatial and social equity effects of road pricing in the European urban context: the Madrid Metropolitan Area.

The paper explores the spatial and social impacts arising from implementation of a road-pricing scheme in the Madrid Metropolitan Area (MMA). Our analytical focus is on understanding the effects of the scheme on the transport accessibility of different social groups within the MMA. We define an evaluation framework to appraise the accessibility of different districts within the MMA in terms of the actual and perceived cost of using the road infrastructure "before" and "after" the implementation of the scheme. The framework was developed using quantitative survey data and qualitative data from focus group discussions with residents. We then simulated user behaviors (mode and route choice) based on the empirical evidence from a travel demand model for the MMA. The results from our simulation model demonstrated that implementation of the toll on the orbital metropolitan motorways (M40, M30, for example) decreases accessibility, mostly in the districts where there are no viable public transport alternatives. Our key finding is that the economic burden of the road-pricing scheme particularly affects unskilled and lower income individuals living in the south of the MMA. Consequently lower income people reduce their use of tolled roads and have to find new arrangements for these trips: i.e. switch to the public transport, spend double the time for their commuter trips or stay at home. The results of our research could be applicable more widely for anyone wishing to better understand the important relationship between increased transport cost and social equity, especially where there is an intention to introduce similar road-pricing schemes within the urban context.

Urban transport interchanges: Importance-Performance analysis for evaluating perceived quality

As the world becomes more urbanised, public transport in cities must seek to provide viable alternatives to individual car transport. At an urban level, interchanges in public transport networks provide easy transfers between and within different transport modes and facilitate seamless travel. This study proposes a methodological framework with which to identify the factors that travellers view as key elements of an urban transport interchange. An attitudinal survey was undertaken in order to collect information about users? needs and perceptions in the Moncloa interchange in Madrid, Spain. The results obtained from an Importance-Performance Analysis (IPA) show that aspects related to the signposting of different facilities and transport services, the internal design of the interchange and the surrounding area, and safety and security are the greatest strengths of the interchange.

Potential to attract drivers out of their cars in dense urban areas.

Purpose Sustainable mobility urban policies intend reducing car use and increasing walking, cycling and public transport. However, this transfer from private car to these more sustainable modes is only a real alternative where distances are small and the public transport supply competitive enough. This paper proposes a methodology to calculate the number of trips that can be transferred from private car to other modes in city centres. Method The method starts analyzing which kind of trips cannot change its mode (purposes, conditions, safety , etc.), and then setting a process to determine under which conditions trips made by car between given O-D pairs can be transferable. Then, the application of demand models allow to determine which trips fulfil the transferability conditions. The process test the possibility of transfer in a sequential way: firs to walking, then cycling and finally to public transport. Results The methodology is tested through its application to the city of Madrid (Spain), with the result of only some 18% of the trips currently made by car could be made by other modes, under the same conditions of trip time, and without affecting their characteristics. Out of these trips, 75% could be made by public transport, 15% cycling and 10% on foot. The possible mode to be transferred depends on the location: city centre areas are more favourable for walking and cycling while city skirts could attract more PT trips. Conclusions The proposed method has demonstrated its validity to determine the potential of transferring trips out of cars to more sustainable modes. Al the same time it is clear that, even in areas with favourable conditions for walking, cycling and PT trips, the potential of transfer is limited because cars fulfil more properly special requirements of some trips and tours.

Metodología de evaluación de la eficiencia de los servicios de autobús urbano : aplicación a las grandes ciudades españolas en el período 2004-2009

En estos tiempos de crisis se hace imperativo lograr un consumo de recursos públicos lo más racional posible. El transporte público urbano es un sector al que se dedican grandes inversiones y cuya prestación de servicios está fuertemente subvencionada. El incremento de la eficiencia técnica del sector, entendida como la relación entre producción de servicios y consumo de recursos, puede ayudar a conseguir una mejor gestión de los fondos públicos. Un primer paso para que se produzca una mejora es el desarrollo de una metodología de evaluación de la eficiencia técnica de las compañías de transporte público. Existen diferentes métodos para la evaluación técnica de un conjunto de compañías pertenecientes a un sector. Uno de los más utilizados es el método frontera, en el que se encuentra el análisis envolvente de datos (Data Envelopment Analysis, DEA, por sus siglas en inglés). Este método permite establecer una frontera de eficiencia técnica relativa a un determinado grupo de compañías, en función de un número limitado de variables. Las variables deben cuantificar, por un lado, la prestación de servicios de las distintas compañías (outputs), y por el otro, los recursos consumidos en la producción de dichos servicios (inputs). El objetivo de esta tesis es analizar, mediante el uso del método DEA, la eficiencia técnica de los servicios de autobuses urbanos en España. Para ello, se estudia el número de variables más adecuado para conformar los modelos con los que se obtienen las fronteras de eficiencia. En el desarrollo de la metodología se utilizan indicadores de los servicios de autobús urbano de las principales ciudades de las áreas metropolitanas españolas, para el periodo 2004-2009. In times of crisis it is imperative achieve a consumption of public resources as rational as possible. Urban public transport is a sector devoted to large investments and whose services are heavily subsidized. Increase the technical efficiency of the sector, defined as the ratio of service output and resource consumption, can help achieve a better management of public funds. One step to produce an improvement is the development of a methodology for evaluating the technical efficiency of the public transport companies. There are different methods for the technical evaluation of a set of companies within an industry. One of the most widely used methods is the frontier method, in particular the Data Envelopment Analysis (DEA). This method allows the calculation of a technical efficiency frontier on a specific group of companies, based on a limited number of variables. Variables must quantify, on the one hand, the provision of services of different companies (outputs), and on the other hand, the resources consumed in the production of such services (inputs). The objective of this thesis is to analyze, using the DEA method, the technical efficiency of urban bus services in Spain. For this purpose, it is studied the more suitable variables that can be used in the models to obtain the efficiency frontiers. In developing the methodology are used indicators of urban bus services in major cities of the Spanish metropolitan areas for the period 2004-2009.

Real time passenger information systems and quality of bus services

One of the main problems in urban areas is the steady growth in car ownership and traffic levels. Therefore, the challenge of sustainability is focused on a shift of the demand for mobility from cars to collective means of transport. For this end, buses are a key element of the public transport systems. In this respect Real Time Passenger Information (RTPI) systems help citizens change their travel behaviour towards more sustainable transport modes. This paper provides an assessment methodology which evaluates how RTPI systems improve the quality of bus services in two European cities, Madrid and Bremerhaven. In the case of Madrid, bus punctuality has increased by 3%. Regarding the travellers perception, Madrid raised its quality of service by 6% while Bremerhaven increased by 13%. On the other hand, the users ́ perception of Public Transport (PT) image increased by 14%.

Post-harmonised European National Travel Surveys

Look-up tables are collected and analysed for 12 European National Travel Surveys (NTS) in a harmonized way covering the age group 13-84 year. Travel behaviour measured as kilometres, time use and trips per traveller is compared. Trips per traveller are very similar over the countries whereas kilometres differ most, from minus 28% for Spain to plus 19% and 14% for Sweden and Finland. It is shown that two main factors for differences are GDP per capita and density in the urban areas. The latter is the main reason for the low level in Spain. Mode share is except for Spain with a very high level of walking trips rather similar with a higher level of cycling in the Netherlands, more public transport in Switzerland, and more air traffic in Sweden. Normally kilometres per respondent/inhabitant is used for national planning purpose and this is very affected by the share of mobile travellers. The immobile share is varying between 8 and 28% with 6 NTS at a 15-17% level. These differences are analysed and discussed and it is concluded that the immobile share should be a little less than 15-17% because it is assessed that some short trips might have been forgotten in these 6 countries. The share has a downward tendency with higher density. The resulting immobile share is very dependent on data collection methodology, sampling method, quality of interviewer felt-work etc. The paper shows other possibilities to improve local surveys based on comparison with other countries.

Management of Urban Mobility to Control Climate Change in Cities

The need of decarbonization of urban mobility is one of the main priorities for all countries to achieve greenhouse gas (GHG) emissions reduction targets. In general, the transport modes which have experienced the most growth in recent years tend to be the most polluting. Most efforts have been focused on the vehicle efficiency improvements and vehicle fleet renewal; nevertheless more emphasis should be placed on strategies related to the management of urban mobility and modal share. Research of individual travel which analyzes CO2 emissions and car and public transport share in daily mobility will enable better assessments of the potential of urban mobility measures introduced to limit GHG emissions produced by transport in cities. This paper explores the sustainability impacts of daily mobility in Spain using data from two National Travel Surveys (NTSs) (2000 and 2006) and includes a method by which to estimate the CO2 emissions associated with each journey and each surveyed individual. The results demonstrate that in the 2000 to 2006 period, there has been an increase in daily mobility which has led to a 17% increase in CO2 emissions. When separated by transport mode, cars prove to be the main contributor to that increase, followed by public transport. More focus should be directed toward modal shift strategies which not only take the number of journeys into account but also consider distance. The contributions of this paper have potential applications in the assessment of current and future urban transport policies.

Strategies and good practice for sustainable and liveable cities of tomorrow

This contribution deals with the question, what makes cities sustainable and integrative, and suggests an approach for "liveable cities of tomorrow" designed to sustain mobility. The liveable city of tomorrow needs to meet both ecological and social requirements in an integrative approach. To design urban patterns appropriate or “sustainable mobility” based on a concept of mobility defined as the number of accessible destinations (different to that for “fossil mobility” defined as the ability to cover distances) is a key element of such an approach. Considering the limited reserves of fossil fuels and the long lifetime of the built structure, mobility needs to rely on modes independent of fossil fuels (public transport and pedestrians) to make it sustainable and the urban pattern needs to be developed appropriately for these modes. Crucial for the success of public transport is the location of buildings within the catchment area of stops. An attractive urban environment for pedestrians is characterised by short distances in a compact settlement with appropriate/qualified urban density and mixed land use as well as by attractive public space. This, complemented by an integrative urban development on the quarter level including neighbourhood management with a broad spectrum of activity areas (social infrastructure, integration of diverse social and ethnic groups, health promotion, community living, etc.), results in increased liveability. The role of information technology in this context is to support a sustainable use of the built structures by organisational instruments. Sustainable and liveable communities offer many benefits for health, safety and well-being of their inhabitants.

Management of urban mobility to control climate change in cities in Spain

The need to decarbonize urban mobility is one of the main motivations for all countries to achieve reduction targets for greenhouse gas (GHG) emissions. In general, the transport modes that have experienced the most growth in recent years tend to be the most polluting. Most efforts have focused on improvements in vehicle efficiency and on the renewal of vehicle fleets; more emphasis should be placed on strategies related to the management of urban mobility and modal share. Research of individual travel that analyzes carbon dioxide (CO2) emissions and car and public transport share in daily mobility will enable better assessments of the potential of urban mobility measures introduced to limit GHG emissions produced by transport in cities. The climate change impacts of daily mobility in Spain are explored with data from two national travel surveys in 2000 and 2006, and a method for estimating the CO2 emissions associated with each journey and each surveyed individual is provided. The results demonstrate that from 2000 to 2006, daily mobility has increased and has led to a 17% increase in CO2 emissions. When these results are separated by transport mode, cars prove to be the main contributor to that increase, followed by public transport. More focus should be directed toward modal shift strategies, which take into account not only the number of journeys but also the distance traveled. These contributions have potential applications in the assessment of current and future urban transport policies related to low-carbon urban transportation.

Quality of bus services performance: benefits of real time passenger information systems

One of the main problems in urban areas is the steady growth in car ownership and traffic levels. Therefore, the challenge of sustainability is focused on a shift of the demand for mobility from cars to collective means of transport. For this purpose, buses are a key element of the public transport systems. In this respect Real Time Passenger Information (RTPI) systems help people change their travel behaviour towards more sustainable transport modes. This paper provides an assessment methodology which evaluates how RTPI systems improve the quality of bus services performance in two European cities, Madrid and Bremerhaven. In the case of Madrid, bus punctuality has increased by 3%. Regarding the travellers perception, Madrid raised its quality of service by 6% while Bremerhaven increased by 13%. On the other hand, the users¿ perception of Public Transport (PT) image increased by 14%.

Assessment of innovative measures implemented in European bus systems using key performance indicators

This paper reports the results of the assessment of a range of measures implemented in bus systems in five European cities to improve the use of public transport by increasing its attractiveness and enhancing its image in urban areas. This research was conducted as part of the EBSF project (European Bus System of the Future) from 2008 to 2012. New buses (prototypes), new vehicle and infrastructure technologies, and operational best practices were introduced, all of which were combined in a system approach. The measures were assessed using multicriteria analysis to simultaneously evaluate a certain number of criteria that need to be aggregated. Each criterion is measured by one or more key performance indicators (KPI) calculated in two scenarios (reference scenario, with no measure implemented; and project scenario, with the implementation of some measures), in order to evaluate the difference in the KPI performance between the reference and project scenario. The results indicate that the measures produce a greater benefit in issues related to bus system productivity and customer satisfaction, with the greatest impact on aspects of perceptions of comfort, cleanliness and quality of service, information to passengers and environmental issues. The study also reveals that the implementation of several measures has greater social utility than very specific and isolated measures.

Canberra's Afterlife. Highpressure Crystals and the Bush Capital Dream

Canberra, the ?Bush Capital? of Australia, was a project torn between ambition and avoidance. For fear of upsetting Sydney or Melbourne, its location avoided larger territorial aspirations but its crystalline winning scheme was bold, and contained the promise of enlightened irradiation. Postwar Canberra, like so many other cities at the time, let its future be designed by Cold-War traffic engineers, who confidently turned dream into sprawl and highways. Although Canberra s mix of ambition and banality, of symbolic desire and structural normalcy, may be precisely what a good city is all about, it probably contains these in defective proportions. What Canberra needs is just a little more of itself, in different amounts, to a higher pressure from the inside. We can easily imagine the multiplying of the original Griffin plan, adding the city onto itself, organizing the recent sprawl with new nodes and public transport with more urban streets between them. With this reclaimed space for higher density, Canberra can then grow from the inside instead of sprawling away, lowering its expenditure on transport and its carbon and sustainability footprint. The new nodes will be denser and allow for variety and change in its programmatic design. Minor but detailed changes in street and public space design will also allow for easier multi-species (people, animals?) access to urban and natural resources. Video brief of the project: http://vimeo.com/45799435