motorisation development and motorisation saturation – the case of karlsruhe cost 355 madrid...

Motorisation development and motorisation Motorisation development and motorisation saturation – The case of Karlsruhesaturation – The case of Karlsruhe

COST 355

Madrid 11.05.2007

Bastian ChlondTobias Kuhnimhof

Institute for Transport Studies University of Karlsruhe

Institut für Verkehrswesen, Universität KarlsruheCOST 355 -Saturation • Seite 2

Agenda Motivation

Karlsruhe and its transport system

The motorisation and its development in the quarters of Karlsruhe

influencing factors

measures to influence behaviour

Conclusions


Motivation

COST 355 - Changing behaviour towards a more sustainable transport system Examples of changed behaviours

Heterogeneous development of car ownership rates in Germany

Investments in Germany both in Public Transport and Road Infrastructure

Wrong investments against the background of increasing car ownership and cohort effects ?

Do we have measurable effects of parallel investments ?

Do the investments and planning measures / restrictions affect the level of motorisaton?


Why Karlsruhe?

Perhaps a typical European town

275.000 inhabitants (still slowly growing)

Mixture of industry, administration, research, education

Wealthy region, rated amongst the „Top Ten“ in Germany

Karlsruhe is a car town:

Carl Benz lived and studied here

Rastatt and Wörth are neighboured with car manufacturing plants

Other automotive industry

Comparably low housing density


Driving in Karlsruhe - Usability of a car

Car driving is all too easy!

Spare capacities available!

Fair supply in infrastructure

Reasonable achievable speeds

Parking lots available

(Nearly) no congestion

Bypassing easily possible


Why Karlsruhe?

Karlsruhe is known as a city for environmentally friendly modes!

Cycling

A city – mainly – in in the plains

Drais – the inventor of the bicycle invented it in Karlsruhe

Cycling routes and paths available nearly city-wide

Cycling as a real alternative!

Public Transport

In the 70ies Karlsruhe did not abandon tramway operation

Extension of the tramway network both inside the city and more of outside into the region mainly in the 90ies

The Karlsruhe-model as the combination of railway and tramway operation


Public Transport and Cycling


The Karlsruhe Model – combination and linkage between railways and tramway


Bad Herrenalb 1957

Ittersbach 1975

Neureut 1979

Hochstetten 1989

Bretten 1992

The extension of the Stadtbahn-System into the region

Baden-Baden

1994 Forbach 2002

Wörth 2000

Rastatt

Bruchsal

1995

Menzingen und

Odenheim 1997

Eppingen Heilbronn

Pforzheim

Bietigheim-Bissingen

Bad Wildbad

Maulbronn

Rheinstetten

1993

Stutensee

2006

Wolfarts-weier 2004


Results – Before and after comparison of the demand on new Stadtbahn corridors

About 40% of the passengers changed from the car to the Stadtbahn.

Does this affect the level of car-ownership in Karlsruhe ?


Some Figures

Modal Split into the city center of Karlsruhe (2003)

Public Transport

47%

Car27%

on foot8%

Bicycle18%

• 365 public transport trips per year and resident

• 30% of Karlsruhe senior citizens own a season ticket


Effects of the Public Transport system: Real estate prices

Good accessibility of every place in the city and in the region by Public Transport

In spite of the economic power moderate price levels for housing and real estate

Relatively small range in prices compared with other cities and regions

Large suburban region with a lot of commuting

83.000 commuting into KA 26.000 commuting out

The ubiqituos availability of Public Transport of high quality smoothens the real estate price differences not only within the city but also within the region!


Classification of city quarters by public transport accessibility

Travel time (TT) to the city center or main station

0 < TT <= 15 min

15 < TT <= 25 min

25 < TT <= 35 min

35 < TT


200

300

400

500

600

700

800

0 10 20 30 40 50 60

PT Travel Time to CBD

Ca

rs /

1,0

00

P

Car ownership by public transport accessibility


200

300

400

500

600

700

800

900

1000

0 50 100 150

P / ha

Car

s /

1,00

0 P

Car ownership by population density


Classification of city quarters by parking availability

Not sufficient

satisfactory

good

Very good


200

300

400

500

600

700

800

900

1000

1,0 2,0 3,0 4,0

Parking Availability

Car

s / 1

,000

P

Car ownership by parking availability

Very good good satisfactory Not sufficient


Stagnation of motorisation in Karlsruhe

200

300

400

500

600

700

800

1980 1985 1990 1995 2000 2005

Car

s / 1

,000

P


Categorisation of city quarters

Classification of city quarters

1. City-center and Sub-centers

2. Neighboured to center

3. Transition areas

4. Urban Fringe

5. Black forest villages

6. Commercially dominated


Motorisation development in the different categories of city quarters

200

300

400

500

600

700

800

1980 1985 1990 1995 2000 2005

Car

s / 1

,000

P

City-center and Sub-centers Neighboured to center Transition areas

Urban fringe Black forest villages Industrial / commercial

Karlsruhe total


Possible explanations: parking restrictions and charging

New planning concepts introduced after 1993

Traffic calming in all housing areas (30 km/h) except the main roads

Number of short term parking-lots was massively reduced, the fees were increased by 300%. Parking spaces are always available No car traffic searching for free lots

Steady enlargement of the areas where parking is with costs

Parking fees in public spaces :

2 € / hour in the inner city

1 € / hour around the city

suburban centers• first hour 1,50 €• any further hour 0,50 €


16130

220

300

10371759

Karlsruhe Kernstadt Karlsruhe Stadt

Landkreis Region

Deutschland Europa

0

500

1000

1500

2000

2500

3000

3500

4000

1997 1999 2001 2003 2005 2007

Car

Sh

arin

g C

ust

om

ers

Possible explanations: continous success of carsharing


Typical Suburbs: the Black Forest Villages

250

300

350

400

450

500

550

600

650

700

1985 1990 1995 2000 2005

Car

s / 1

,000

P

Black forest villages total

Karlsruhe total

Wealthy villages with low unemployment rateLow quality public transport, no car sharing Parking available Few shops


250

300

350

400

450

500

550

600

650

700

1985 1990 1995 2000 2005

Car

s / 1

,000

P

BergwaldWolfahrtsweierBlack forest villages totalKarlsruhe total

2004: Opening of new tramway

Demographic effect:- 1970 suburb with sufficient parking and low quality public transport- Aging and shrinking population

Typical Suburbs: the Black Forest Villages


Conclusions

In spite of a growing wealth and a reasonable usability of a car a saturation in car-ownership observable

Saturation depending from specific situation

Successful policies as a combination between

parking restrictions

enhancement and improvements of Public Transport

Investments into the Public Transport system rises the wealth and social balance

High level of car ownership does not mean heavy car use

A change of trends and in behaviour towards more sustainability is feasible!

motorisation development and motorisation saturation – the case of karlsruhe cost 355 madrid...

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