1. 1 Trends in urban transport policy in the 21 st century PIMMS TRANSFER MC 2009 Almada, 24 March 2009 Giuliano Mingardo mingardo@ese.eur.nl

2. 2 Agenda for this afternoon 14:30 – 14:50: Interactive session 14:50 – 15:25: Trends in urban transport policy in the 21st Century (Giuliano Mingardo) 15:25 – 16:00: Group work 16:00 – 16:15: Coffee break 16:15 – 16:45: The role of the private sector in Mobility Management (Minze Walvius, ADVIER) 16:45 – 17:15: Interactive Session

3. 3 Urban Transport Policy in the 21 st century We will discuss: –Six main elements that characterize Urban Transport Policy today; –The concept of decoupling; –The role of health; –The role of the private sector; –Unintended effects of urban transport policies; –Taylor-made solutions;

4. 4 Urban transport policy in the 21st century There are six main elements that characterize urban transport policy: 1.Decoupling; 2.Health; 3.Mobility Management; 4.Involvement of the private sector; 5.Taylor-made solutions for specific clusters; 6.Recognition of the unintended effects caused by policies.

5. 5 Decoupling transport from economic activity Definition: To reduce the negative externalities of transport whilst at the same time maintaining economic growth Underlying reason: Even if there has been a link in the past between transport use and economic growth, there is no reason why this link should continue

6. 6 Transport and economic trends in EU 1970-2000 ( Rietveld, 2007 )

7. 7 Why decoupling? It’s a spearhead at EU level ( White Paper, Mid-Term Review of the WP, Green Paper, Lisbon Agenda, Eurocities Mobility Forum, … ). Simply, it’s a synonymous of ‘Sustainable Urban Growth’.

8. 8 DECOUPLING Two issues are very important to understand properly the concept of decoupling: 1.Absolute vs. relative decoupling 2.Local vs. regional decoupling

9. 9 Absolute vs. Relative Decoupling Relative decoupling: –Economy: + 3% –Negative externalities of transport: + 2% Absolute decoupling: –Economy: + 3% –Negative externalities of transport : - 2%

10. 10 Local vs. Regional Decoupling Sometimes a decoupling at local level might increase the negative externalities of transport at regional level; Example: Park and Ride facilities might reduce traffic inside the city centre, but at the same time might increase traffic outside the city boundaries;

11. 11 Decoupling Decoupling must be the final aim of the transport policy What that this mean? –The city must grow, with higher accessibility and better Quality of Life; What do we have to do in order to achieve decoupling? –To reduce car use!

12. 12 Health and Urban Transport Policy Nowadays health is an hot issue in the society (healthy food, healthy lifestyle,...); Health can be a fundamental part of the transport policy especially in terms of marketing and communication; Health is for people probably more important than Climate Change;

13. 13

14. 14

15. 15 EUR: 2007 mobility survey Reasons for traveling by bike

16. 16 The role of the private sector The private sector can increase the efficiency of policies ( companies have more influence on their employees than the Municipality ); Many companies are now willing to invest in sustainable mobility mainly for three reasons: –Financial and time savings; –Image and CSR; –To be an attractive employer;

17. 17 Financial and time savings European Container Terminal (Rotterdam): –Collective transport (bus): € 1.2m per year –Still cheaper than workforce being late at work Erasmus MC (Rotterdam): –Flat home-work allowance; paid parking for employees –Late doctors and patients have direct financial consequences MAERSK/APT Terminals (Rotterdam): –Reduced the number of parking for employees; –A yearly travel card is cheaper than a parking place; BBC West London: –Improved bike facilities and shuttle bus between the different locations; –Approx. £750,000 saved per year

18. 18 The role of the private sector ATTENTION! Not always the goals of the private sector in securing urban accessibility are the same goals meant by the local authority; An example?

19. 19

20. 20 Unintended effects of transport policies Transport policies are meant to influence the behavior of (urban) actors in order to reach a specific goal (desired effect). Very often the behavioral change produce an effect that goes in the opposite direction of the goal (unintended effects). Sometimes the unintended effect is larger than the desired effect.

21. 21 Unintended effects of transport policies Lightening highways leads to higher speed Extra road capacity leads to extra traffic Different forms of road pricing might lead to: –Increase in car ownership; –Increase of heavier cars; –Increase in road freight transport; –Increase in leisure mobility;

22. 22 Unintended effects of transport policies More efficient vehicles reduce the cost per km, thus might lead to more km travelled Stimulate clean vehicles might lead to more car use Introduction of paid parking might lead to more cars entering the city Park & Ride facilities generate more traffic than what they spare Free PT encourages switch from cycling and walking

23. 23 Unintended effects of urban transport policies Unintended effects do happen and they should not be ignored!! Sometimes they are even larger than the desired effect (ex: P&R); If the unintended effects are not considered, wrong policy decisions (and investments) can be made!

24. 24 Taylor-made solutions Each urban cluster has its own mobility and accessibility needs; Taylor-made solutions are needed for: –Business and Science parks –Hospitals –Universities –Cultural clusters (Museums,...)

25. 25 Taylor-made solutions Ad-hoc solutions can be planned also for people; There are two moments in people’s life when they are most willing to change travel behaviour: –A new house; –A new job;

26. 26 Group work 8 groups, 5/6 persons each Your task: discuss and report on the following issues; –How can we increase the involvement of the private sector in MM? –What are the most important obstacles to be removed? –Which argument would you use to persuade the private sector to be more involved in MM?