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STRIVING FOR SUSTAINABILITY IN THE TRANSPORT NETWORK
CHRIS BRITZ 29 SEPTEMBER 2015
SUSTAINABLE TRANSPORT CONFERENCE
Recent increase awareness of sustainability
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Will our grandkids inherit a livable world? “There remains no credible scientific doubt that the global and South African climates are changing. It is very certain that the main cause is the increased emissions of greenhouse gases as a result of human activity, especially the burning of coal, oil and natural gas. Every parent … cares deeply about the future of their family. Most people even give up present luxuries so that the children and grandchildren can have a better live. Why, then, are we reluctant to curb our burning of fossil fuels, so that future generations can inherit a livable world? Two main theories: • People simple do not know, or do not believe that green house emissions from burning of fossil
fuels are causing the global climate to warm, and/or • They doubt that reducing their individual use … will end up benefitting their loved ones.”
Sunday Times , September 27 2015
Table of Contents
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• Defining Sustainable Transport • Problem Statement • Towards a Sustainable Transport Framework • Possible Strategies • Case Study – 25 Integrated Transport Master Plan for Gauteng • CoJ Eco-mobility Festival • Conclusions
No generally accepted definition of sustainability, sustainable development or sustainable transport because of the many different Approaches.
The Transportation Research Board (1997) defines that sustainability is about how environmental, economic, and social systems interact to their mutual advantage or disadvantage at various space-based scales of operation.
Defining Sustainable Transport
Environment climate change
pollution & emissions biodiversity
habitat preservation aesthetics
Social equity health
livability cultural values
public involvement
Economic productivity
business employment
tax
SUSTAINABLE TRANSPORT
A sustainable transport system contributes to social and economic welfare, without damaging the cultural heritage or environment, and implies a balancing of current and future economic, social and environmental potentials.
Problem Statement (1) People Transport
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• Transport pressures the environment in various ways by consuming scarce resources, emitting pollutants and producing harmful waste.
• Transport sector is a major consumer of fossil fuels; in 2004 it used 23% of the worldwide total energy.
• Greenhouse gas emissions largely arise from increasing use of carbon based energy. Atmospheric carbon dioxide concentration has increased by as much as 31% since 1750.
• In 2006, the share of transport in greenhouse gases was in the range of 14‐15% (Thapar, 2008:5).
• Economic development is associated increase in private vehicle ownership/usage (personal and aspirations)
• Growing private vehicle usage produces traffic congestion, which creates - Mobility barriers - Accident damages - Facility costs - Consumer costs
Challenges of developing economies vs. opportunities available to matured societies
Problem Statement (2) Freight Transport
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• Growing demand for freight is mainly seen by road while the market share of rail in 1995 fell from 21% of total EU-27 inland freight transport to 17% in 2008 (European Commission, 2011)
• Development of the freight transport sector is a growing concern for sustainability, since road freight is responsible for a numerous negative impacts; • on the environment (Air quality, noise, water quality and land use), • on society (Mobility gaps, cost differences, congestion and accidents), and • on the economy (comparative advantages, large scale production, increases competition
and increased land use value) (Rodrigue & Notteboom, 2009) • Freight transport finds itself in constant strain between efficient logistics and sustainable
development. • Though freight transport operations in cities represent only 20% to 30% of road traffic, it
accounts for up to 50% of the emission of air pollutants (depending on the pollutant considered) by transport activities in urban areas (Dablanc, 2007:281).
Framework for Sustainable Transport
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People Freight
Reduce Travel & change travel patterns
• extent of travel in peak periods • trip lengths • TDM
• time of travel • TDM
Modal Shift • promote a shift from motorised to non-motorised trips,
• private to public transport, and • road to rail.
• road to rail
Technology & Systems
• ‘’green star’’ facilities • more efficient vehicle technologies • Information • PT vehicle tracking/priority • Safety & security
• more efficient vehicle technologies
Land Use land use changes (compact cities) location of key logistic hubs
Intelligent Transport Systems
Reduce Travel and Change Travel Patterns (TDM)
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People Transport • Staggered working hours • Virtual offices/Video & teleconferences • Traffic flow information and management Freight Transport • Penalise movements in peak-periods • Incentivise movements along more desirable freight routes Land-use interventions • Infilling & densification (containing urban sprawl) • Mixed development • Optimal location of key logistics hubs
User pay mechanisms and tolling are of the most effective tools to facilitate TDM Information is key to make informed decisions on travel and scheduling
Modal Shift
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Integrated Transportation Planning People Transport • Integrated, reliable & safe public transport • Convenient and safe transfers • Integrated ticketing (fares?) • Integrated information Freight Transport • Efficient services • Well located logistical hubs • Balanced and integrated network of hubs and “distribution spokes”
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• Adopt consistent NMT policies across all spheres of government, based on universal design principles,
• Review requirements of development plans, spatial development plans and site development plans.
• Reassess and adopt design standards of transport infrastructure and facilities.
• Commit sustainable sources of funding to NMT infrastructure and facilities (bulk services levies.
• Initial development of adequate NMT facilities with an initial focus on areas around significant public transport nodes, schools and community facilities.
• Road-safety awareness and campaigns • Adequate and effective enforcement
Mainstreaming Non-motorised Transport (3) Universal Design
Technology
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• Integrated passenger information available to passengers through various technology platforms (also in real time).
• Ticketing single cards accepted for payment for using various public transport services during a journey, and an enhanced experience of convenient and seamless travel.
• Vehicle tracking and signal control to optimise travel times • Incentivise efficiency and low fuel consumption. • Reduce the dependency on fossil fuels, by introduction of alternative fuel
sources should be considered and include clean diesel, compressed natural gas (CNG)/biogas, liquid petroleum gas (LPG), bio-diesel and ethanol.
• Use renewable sources of energy to power transport and operate infrastructure and facilities.
Land use Perspective
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• Contain urban sprawl by limiting growth to within the urban edge • Promote residential densification, infill and mixed use development within the
existing urban fabric • Integration of disadvantaged communities economically and socially into the
urban system • Establish nodes with the improved linkages and connectivity between areas
of economic opportunity via corridor development • Promote viable public transport and reduce reliance on private mobility,
through a strong emphasis on densification along the priority public transport routes
• Optimally locate key logistical hubs • Create a functionally integrated natural open space system and protect the
rural & agricultural areas
“The Cost of Doing Nothing”
• Analysis of the transport situation in 25-years’ time, shows that the consequences or “cost of doing nothing” will be severe, i.e. if current trends continue
• Vehicle population predicted to grow from 3.65 mil. to 6.57mil. • Peak hour person trips to grow from 2.2mil. to 3.9mil. • Weighted average peak hour road network speed will reduce from 48km/h to
below 10km/h • Weighted public transport travel speed decline from 38km/h to below 14km/h • Congestion nightmare, with the transport network, the economy and the
natural environment eventually choking • Major interventions and management of travel choices and demand will be
required to avoid this scenario
7% 9%
30% 53%
Base Year
9%
11%
31%
48%
2025 Demand on Base Year Network
39%
17%
22%
23%
2037 Demand on Base Year Network
0 -‐ 20 km/h
20 -‐ 40 km/h
40 -‐ 60 km/h
> 60 km/h
An Integrated Approach
Network Plan, Framework or
Strategy
OperaDon & RegulaDon
InsDtuDonal Arrangements Network Proposals
IniDaDves Projects
Key Departure Points
Smart Sustainable Integrated OpBmal Inclusive & beneficiaBon
25-Year Integrated Transport Interventions
IntervenBons Land Use Development 1. Subsidised housing provision within urban core areas 2. Land use densificaDon in support of public transport Strategic Public Transport Network 3. Mainstreaming non-‐motorised transport (NMT) 4. Reinforcing passenger rail network as the backbone of the system 5. Extending the integrated rapid and road-‐based PT networks Freight Transport 6. Strengthening freight hubs Road Transport 7. Travel demand management 8. ConDnued provincial wide mobility
Characteristics of the Road-based PT Network Network
component Service Type Typical funcBon Route characterisBcs StaBon/Stops spacing
Black
Rapid
Regional Mobility Own right of way
8 – 10 km
Metropolitan 3 -‐ 5 km
Commuter 2 -‐ 3 km
Red * Bus Rapid Transit Urban Mobility Own right of way
500 – 800 m ConDnuity Class 1 to 3 roads
Blue * Bus Urban ConDnuity Largely own right of way
350 – 600 m Medium Accessibility Class 1 to 3 roads
Green * Bus Urban ConDnuity Mixed Traffic
300 – 500 m Midi-‐bus/Mini-‐bus taxi Medium Accessibility Class 1 to 3 roads
Yellow Mini-‐bus taxi High Accessibility Mixed traffic
200 – 400 m Class 4, 5 roads
Other Tuk-‐tuks, pedicabs Local Accessibility Class 5 roads 0-‐100 m
* Metered taxis to operate across networks
Gauteng Freight Terminals and Road Network
LocaBon Terminals Ops. Of 1st Terminals
Tambo Springs
2 x Container 1 x PalleDzed
2020
Sentrarand 4 x Container 2 x PalleDzed 1 x AutomoDve
2025
Pyramid 1 x Container 1 x PalleDzed 1 x AutomoDve
2021
Outcomes & Benefits (1) Transport Outcomes (Preferred Scenario) • Weighted average network travel speed at 29km/h • Reasonable private : public transport modal share is
maintained • Rail transport has a significant modal share of the public
transport modes
12%
17%
29%
42%
Scenario 4B (IntervenBon) 2037
0 -‐ 20 km/h
20 -‐ 40 km/h
40 -‐ 60 km/h
> 60 km/h
Metropolitan Rail 20%
Rapid Rail 1%
BRT 1% Bus
28%
Taxi 50%
Base Year Public Transport Mode Shares (Passenger kilometres)
Metropolitan Rail 54%
Rapid Rail 8%
BRT 8%
Bus 16%
Taxi 14%
Run 4b Public Transport Mode Shares (Passenger kilometres)
Metropolitan Rail 14% Rapid Rail
1% BRT 1%
Bus 18%
Taxi 67%
Base Year Public Transport Mode Shares (Boardings) Metropolitan
Rail 23%
Rapid Rail 2%
BRT 20% Bus
26%
Taxi 29%
Run 4b Public Transport Mode Shares (Boardings)
City of Johannesburg Eco-mobility Festival – October 2015
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• Introducing more PT or cycle lanes will not necessarily mean that people will get out of their cars to use PT or cycle,
• City also needs to enable and support behavioural changes through:
• Providing high quality information • Making sure these modes are safe through
enforcement and awareness • Activations and campaigns
Making PT, walking and cycling the mode of choice • Infrastructure Changes
(Rea Vaya, cycle lanes, PT facilities & lanes) • Operational Changes
(Rea Vaya, Metrobus restructuring, P&R, Bike-sharing • Behavioural Changes
(Eco-mobility Festival, Freedom Rides, Corporate travel plans, Open streets
Conclusions
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• Planning, developing and managing the transport network in sustainable should not be
a prerogative anymore, but a imperative!
• Existing policy and planning frameworks provide a firm basis, but sustainable
development needs integral/the foundation/departure point, not an after-thought
• A “balancing act”; how do accelerate development and do it in a sustainable manner?
• In an “aspirational” developing society, changes in behaviour will have to be
incentivised in creative ways
• Every effort and scheme adds up and everyone can make difference, irrespective how
small the contribution
It has to be Business Unusual!
Incentives for people to change behaviours
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“An incentive is simply a means of urging people to do more of a good thing and less of a bad thing. Some-one – an economist or a politician or a parent – has to invent them. … There are basic flavours of incentives: economic, social and moral. Very often a single incentive scheme will include all three varieties.”
Steven D Levitt, Stephen J Dubner, Freakonomics, Penguin Books, 2006