striving for sustainability in the … for sustainability in the transport network ... luxuries so...

STRIVING FOR SUSTAINABILITY IN THE TRANSPORT NETWORK

CHRIS BRITZ 29 SEPTEMBER 2015

SUSTAINABLE TRANSPORT CONFERENCE

Recent increase awareness of sustainability

29/09/2015 ITSA SUSTAINABLE TRANSPORT CONFERENCE 2

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

15/10/01 AECOM POWERPOINT TEMPLATE FOOTER 3

•  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.

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Towards a Sustainable Transport Framework

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


•  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).

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Towards a Sustainable Transport Framework

Framework for Sustainable Transport


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

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Possible Strategies

Reduce Travel and Change Travel Patterns (TDM)


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


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”

Mainstreaming Non-motorised Transport (1) Modal Hierarchy

Mainstreaming Non-motorised Transport (2) Complete Streets


•  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


•  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


•  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

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Case Study

25-‐Year Integrated Transport Master Plan for Gauteng

“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

Integrated Public Transport Network

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


•  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


•  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


“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

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