High speed on rail and traffic calming on road: a new deal for urban accessibility

1. French/US Workshop on the Role of Public Transport in Creating Liveable and Sustainable Communities High speed on rail and traffic calming on road: a new deal for urban accessibility Pr. Yves Crozet Institute of Transport Economics (LET) University of Lyon - France yves.crozet@let.ish-lyon.cnrs.fr www.let.fr

2. Contents • 1) Accessibility: the key role of high speed modes and the relative obsolescence of car for interurban mobility • 2) Urban mobility: low speed modes and the renewal of “accessibility”

3. 1) Accessibility: the key role of high speed modes • The iron law of coupling • Microeconomic optimisation and interurban mobility

5. Global mobility (data points : 1960-2000) 100 000 Per Capita Traffic Volume , pkm 10 000 1 000 100 100 000 1 000 10 000 100 GDP / cap, US$ (2000) Source : Schafer and Victor (2000) : economicgrowth rates based on IP CC IS9 2a/e scenario

6. Accessibility • “Accessibility at point 1 to a particular type of activity at point 2 is directly proportional to the size of the activity at point 2 and inversely proportional to a function of the distance separating the two points. • The total accessibility at point 1 to the activity is the summation of the accessibility to each of the points around point 1” (Hansen 1959, p. 74 ff)“

7. We can describe accessibility as a function of territorial structure and transport supply. • with • Ai = Accessibility to destinations D from point i • Dj = Activity destinations at points j • cij = Generalized costs (time, price…)

8. Accessibility and city attractiveness Transport Interurban Mobility Activities Location

9. Time budget Road speed HST Speed Value of Time Distance Walking Car Revenue HST Plane

10. Road traffic saturation in Europe

11. Interurban mobility • There is an « iron law » of coupling • The more you increase the GDP, the more you increase mobility • A higher revenue leads us to look for « variety » and then to seize the opportunity of a higher and cheaper speed to increase our average distance of travel • Farer, faster and more often for a shorter stay!

12. 2) Urban mobility: low speed modes and the renewal of “accessibility” • Travel time budget and speed, extensive and intensive cities • Gravity accessibility, an other combination between density and speed

13. Speed and distance: the reinvestment of time gains - (Zahavi’s conjecture and urban sprawl) Time WT V V’ TT Space

14. « Extensive » vs « intensive » cities (2) Average speed on road network (Km/h) Extensive Intensive Daily travel time budget (min) Average daily distance (Km)

15. « Extensive » vs « intensive » cities (1) Population (x1000) Nb of cars per 100 inhabitants Extensive Intensive Urban GDP/per C x10 US $ Surface (/square km)

16. « Extensive » vs « intensive » cities (3) Nb of cars per 100 inhabitants Extensive Intensive Modal share of public transport Modal share of car

17. Urban mobility: new challenges • France: some paradoxical changes in urban mobility policies • The decreasing relevancy of Cost Benefit Analysis (CBA) to define public choices • A public preference for slow modes (tramway, bus, bikes, pedestrian streets..) • Voluntary restrictions to car mobility (lower speed, reduced width of roads…) • Towards a lower accessibility ? A risk for urban attractiveness?

18. Economic theory of urban accessibility Hansen 1959, Koenig 1974 Parameter Generalised cost Sensitivity to Generalised cost « Attractive Masses » Monetary cost + Travel Time +parameters Housing Jobs Shops, Leisure

19. Time, distance and speed in urban areas Walking Bicycle SSB Bus Tramway Metro Car

20. Potential passenger flow in a dense area per hour for a 3.5 meters width infrastructure

21. MOSART and Lyon case study • MOSART, a GIS-T tool • Car accessibility during off peak and peak periods • Compared accessibilities (car vs public transit): the revealed preferences of public policies • From time gains to land use priorities

22. Shops et services • Administratives areas • Orthophotos MOSART : A GIS • PTnetwork • Road network • Census data

23. Project objectives • Measuring and viewing services levels offered by different transport networks • Identifying access inequalities to urban amenities • Comparing transport-policy and urban-planning scenarios • Creating Spatial accessibilities observatory

25. MOSART Version 2 : case study

26. MOSART Version 2 : case study

27. MOSART Version 2 : case study

29. Conclusion (2) • Tell me what accessibility you are ready to promote, and how (mode ? speed ? reliablity? density?) and for who ? • Tell we what accessibility you are ready not to promote, and even to reduce… • And I’ll tell you what city you prepare for tomorrow!

30. Some references • Crozet y. (2009), The prospect for inter-urban travel demand, 18th Symposium of International Transport Forum, OECD, Madrid 16-18/11/2009, 28 pages, www.internationaltransportforum.org • Crozet y. (2009),, “Economic Development and the Role of Travel Time: the Key Concept of accessibility”, Commissioned paper for the 2009 VREF (Volvo research and education foundation) Conference on Future of Urban Transport: Looking for an Architecture for a Sustainable Urban Transport,Gothenburg, April 20-21, 2009, 23 pages • Hansen, W.G. (1959) ‘How accessibility shapes land-use’, Journal of the American Institute of Planners, 25, pp. 73-76 • Johannsson, B., Klaesson, J., Olsson M. (2002) ‘Time distance and labour market integration’, Papers in Regional Science, 81-3, pp. 305-327 • Koenig, J.G. (1974) ‘Théorie économique de l'accessibilité urbaine’, Revue Economique,XXV-2, pp. 275-297 • Morris, J.M., Dumble, P.L. and Wigan, M.R. (1979), ‘Accessibility indicators for transport planning’, Transportation Research-A, 13A, pp. 91-109 • Pirie, G.H. (1979), ‘Measuring accessibility : a review and proposal’, Environment and Planning A, 11, pp. 299-312

32. Demand Curve ? Wilson (1970) • Accessibility (Hansen, 1959)

33. Surplus change for zone i • Neuburger (1971) = Koenig (1974)