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Thème 121 « Transport services and networks »www.espon.lu

ORATE – ESPON

Lead partner: Ph Mathis

University of Tours

[email protected]


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Main road discussions d

Corridors

The first approach




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Cost to motorways cities linked

by car

Acces time


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Cost to high-speed rail in stations by car (part 3 chapter 2.2) travel time, reflects the regions that have a high-speed rail station well connected by road with at least 75 trains/day. Apart from the connectivity it gives an idea of the high-speed rail stations endowment, in terms of high-speed rail stations and not length (like the high-speed rail lines density indicator calculated in this report).


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City network’ daily accessibility by air (part 3 chapter 3.3) is based on timetables and on the possibility to do typical business trips in a single day with a minimum of 6 hours spent at the destination city; with trips belonging to the time interval 6h to 23h. The functioning of a city network supposes the activation of a limited set of links in which each city is at least connected to its closest neighbours. Supporting a ‘city network’ in Europe could mean to reinforce some Accessibility to transport infrastructures


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From road networks to cities networks 3.3) is based on timetables and on the possibility to do typical business trips in a single day with a minimum of 6 hours spent at the destination city; with trips belonging to the time interval 6h to 23h. The functioning of a city network supposes the activation of a limited set of links in which each city is at least connected to its closest neighbours. Supporting a ‘city network’ in Europe could mean to reinforce some Accessibility to transport infrastructures

The "potential Polycentrism of proximity”, as is showed by the map below for a criterion of distance of 100 km.


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Transport externalities for transit 3.3) is based on timetables and on the possibility to do typical business trips in a single day with a minimum of 6 hours spent at the destination city; with trips belonging to the time interval 6h to 23h. The functioning of a city network supposes the activation of a limited set of links in which each city is at least connected to its closest neighbours. Supporting a ‘city network’ in Europe could mean to reinforce some Accessibility to transport infrastructures

Nox emissions for trucks


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Global policy recommendations 3.3) is based on timetables and on the possibility to do typical business trips in a single day with a minimum of 6 hours spent at the destination city; with trips belonging to the time interval 6h to 23h. The functioning of a city network supposes the activation of a limited set of links in which each city is at least connected to its closest neighbours. Supporting a ‘city network’ in Europe could mean to reinforce some Accessibility to transport infrastructures

Each modification induces imbalances. Imbalance is inseparable of the dynamic.

The increase of the capacities of road corridors is currently impossible for most of highways

Moreover, the capacities available on the railways are insufficient to permit a modal shift

In our domain, dynamic can be seen as a confrontation between two different temporalities.

The temporality of the transport supply that is expressed in the easiest way by creations of road and rail infrastructures (13 to 15 years)

The temporality of the transport demand that is those of firms for goods and that is roughly of 3 or 5 years, for the creation of a production unit and for a relocation

We propose to promote policies at short, medium, and long term


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Key policy recommendations 3.3) is based on timetables and on the possibility to do typical business trips in a single day with a minimum of 6 hours spent at the destination city; with trips belonging to the time interval 6h to 23h. The functioning of a city network supposes the activation of a limited set of links in which each city is at least connected to its closest neighbours. Supporting a ‘city network’ in Europe could mean to reinforce some Accessibility to transport infrastructures

at the European level

Global short term transport policy recommendations, already in application in numerous agglomerations:

  • regulation of traffics to increase the capacities, diminish the pollutants, the casualties…

  • pricing policies,

  • development of intermodality to facilitate a modal shift and

  • the degradation of speeds on roads

    Towards a sustainable transport: a reduction of the fuel consummation, so of the emission, of casualties, etc…


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Key policy recommendations 3.3) is based on timetables and on the possibility to do typical business trips in a single day with a minimum of 6 hours spent at the destination city; with trips belonging to the time interval 6h to 23h. The functioning of a city network supposes the activation of a limited set of links in which each city is at least connected to its closest neighbours. Supporting a ‘city network’ in Europe could mean to reinforce some Accessibility to transport infrastructures

at the European level

Macro regions :

  • Atlantic Arc area,

  • Mediterranean Sea area,

  • Nordic area,

  • Central area,

  • Eastern Europe.

    Synthesis at the European level


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POLICY RECOMMANDATIONS 3.3) is based on timetables and on the possibility to do typical business trips in a single day with a minimum of 6 hours spent at the destination city; with trips belonging to the time interval 6h to 23h. The functioning of a city network supposes the activation of a limited set of links in which each city is at least connected to its closest neighbours. Supporting a ‘city network’ in Europe could mean to reinforce some Accessibility to transport infrastructures

From the ESPON 121

perspective


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