budapest miguel 2

Urban mobility and sustainability in a World Heritage City: the case of Santiago de Compostela (Spain)

Dr. Miguel Pazos Otón

Department of GeographyUniversidade de Santiago de Compostela (SPAIN)

15 October 2004

Budapest University of Technology and Economics

URBAN MOBILITY: THEORETICAL FRAMEWORK

University of Santiago de Compostela


• Handy (1996): Methodologies for exploring the link between urban form and travel behaviour

• Giuliano, G. (1998): Urban travel patterns (in MTG)

• Pazos Otón, M. (2000): Mobility and urban planning in Santiago de Compostela: towards a sustainable transport system

• European Platform on Mobility Management. http://www.epommweb.org/

http://www.epommweb.org/




SANTIAGO DE COMPOSTELA



* Capital city of the Autonomous Region of Galicia (NW of Spain)

* Center of Pilgrimage in the Middle Ages and NOW

* Center of urban area about 150,000 inh

- Central city: 100,000 inh- Outskirts, suburbs: 50,000 inh



3 ECONOMIC BASIS OF SANTIAGO DE COMPOSTELA

1. Regional Government Administrative HQ

2. Universidade de Santiago: more than 500 years of History

3. Tourism: Santiago is a World Heritage City since 1985 - Medieval Town- Cathedral- Way of Saint James


PRAZA DE GALICIA: BUSSIEST TRAFFIC POINT IN CITY



A PARTICULAR CITY TO ANALYZE MOBILITY…

THE CENTRAL CITY IS VERY COMPACT:

- Concentration of land uses

- Possibility to make short trips and trip chaining


Urban mobility and sustainability in a World Heritage City: the case of Santiago de Compostela (Spain)DIFFERENT UNITS IN THE CITY


PILGRIMS – CYCLISTS: CHANGING MOBILITY PATTERNS IN HISTORIC CENTER OF SANTIAGO


REGULATION OF TRAFFIC IN HISTORIC CENTEROF SANTIAGO DE COMPOSTELA


RESIDENT CAR ACCESSING HISTORIC CENTER BY USING ELECTRONIC CARD


AUTOMATIC REGULATION DEVICE(“BOLARD”)


NOT COMPLETELY PEDESTRIAN HISTORIC CENTER OF SANTIAGO…


REAL PARKING PROBLEMS IN SANTIAGO !!NARROWNESS OF STREETS – SHORTAGE OF SPACE



II. MIDDLE UNIT

- Popular residential neighbourhoods

- Attached to the central unit

- Car parking policies by TUSSA (public company)



III. PERIPHERAL UNITS

- Popular residential neighbourhoods also

- More than 20 minutes walking

- Need of motorization to go city center



OUT OF THE CITY CENTER:THE SUBURBS:

- 50,000 inh in low densities

- Concentration in South and West of Santiago

- 3 roads support traffic jams everyday



MODAL SPLIT IN SANTIAGO

- The city as a fragile area

- Cars, pedestrian, buses, etc … are sharing a very reduced space

- Conflicts!!




CAR

- Visible- Space consumption- Constant increasing of motorization- No sustainable levels of motorization in a city such

Santiago: CENTRAL AXIS




BUSES

- The only PT mode- Slow traffic, concentration 75 % Central Axis- Not integrated in suburban network- Lack of promotion and information: gain all the society

as a customer


CHALLENGE: TO PROVIDE PUBLIC TRANSPORTSERVICE NOT ONLY TO CAPTIVE DEMAND…


CENTRAL AXIS: CONGESTION AND BAD PRACTICES


HEAVY TRAFFIC IN CENTRAL AXIS




PEDESTRIAN MOBILITY

- Very high in Santiago- The structure of the city allows it- Residents, visitors- 3 main axis in city N-S- One of the main features of mobility in Santiago




BICYCLE

- Very reduced use- Lack of infrastructures- Lack of promotion- Pilgrims and some residents (youngs mainly)- Climate and topography




TAXI

- Very traditional-regulated transport mode- Should improve its role in modal split: INTERMODALITY- Bad practices- Lack of company and product image- USC is in charge of a project to improve the quality

of the service

IDEGA

Universidade de Santiago de Compostela

WHY A PROJECT ABOUT TAXI IN SANTIAGO?

Detection of several weak issues in the sector of taxi in Santiago

1) Not aproppriated taxi stops in the city

2) Lack of accesibility to the taxi

3) Corporative image bad developed, and lack of unity and non-homogeneous “product taxi”

4) Actitudes and negative perception of the population about taxi

Telephone device in a former taxi stop


NOT COMPLETELY PEDESTRIAN HISTORIC CENTER OF SANTIAGO…


TAXI: A TRADITIONAL TRANSPORT SECTOR IN RESTRUCTURATION

INCIDENCES NOTEBOOK IN MICROSOFT EXCEL

MOBILITY AND SATISFACTION SURVEY

IDEGAUniversidade de Santiago de Compostela

Valoration (0-10) of the behaviour of taxi-drivers

Valoración do trato.

0,00

5,00

10,00

15,00

20,00

25,00

30,00

0 1 2 3 4 5 6 7 8 9 10

Nota outorgada

%


Way of people access to the taxi…

01020304050607080

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Tax

i

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para

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il tax

ista

Pare

i taxi

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NS-N

C

%… IncreasingImportance ofRadio Taxi…

although tradition

of taxi-stop


The fee system. The prices

Valoración do prezo do servizo de taxi en Santiago de Compostela

0,00

5,00

10,00

15,00

20,00

25,00

30,00

35,00

40,00

45,00

moi c

aro

caro

norm

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bara

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moi b

ara

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ns/

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Fonte: Cuestionario de Mobilidade a usuarios do taxi de Santiago de Compostela

Frequency of utilization of taxi in Santiago de Compostela

,6%

28,0%

52,1%

7,7%

8,7%

1,1%

1,8%NS-NC

Nunca

Menos dunha por mes

Unha por mes

Varias por mes

Unha por semana

Varias por semana

Fonte: Cuestionario de Mobilidade ós usuarios do taxi. Ano 2004 Elaboración propia

>25 % de + 65 years at least1 per month

26-40 car dependent

5 % more men than women:Never take a taxi



SUMMARY

1. Dual structure in Santiago: compact city + suburbs (oversized)

2. Compact city:

• High use of car: congestion • High use of pedestrian mobility: good practice• Bus and taxi services: minor role



MEASURES TO PROMOTE

- Creation of an integrated metropolitan Transport Authority

- Promotion of sustainable modes: PT, bike, commuter rail

- Creation of park and rides in the edges of the city

- Campaigning, information

- A good traffic management is key issue to manage the mobility in a World Heritage City as Santiago

Thank you for your attention!

[email protected]

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