Transcript Topic 6 – Urban Transportation A. B. C.

GEOG 80 – Transport Geography
Professor: Dr. Jean-Paul Rodrigue
Topic 6 – Urban Transportation
A.
B.
C.
D.
Transportation and Urban Form
Urban Land Use and Transportation
Urban Mobility
Urban Transport Problems
C – Urban Mobility
■ 1. Urban Movements
■ 2. Urban Transit
1. Urban Movements
■ Land use
• Specific movements are linked to specific urban activities and
their land use.
• Involves the generation and attraction of an explicit array of
movements.
• Factors:
• Recurrence, income, urban form, spatial accumulation, level of
development and technology.
■ Urban movements
• Obligatory: linked to scheduled activities (such as home-to-work
movements)
• Voluntary: free to decide of their scheduling (such as leisure).
Types of Urban Movements
Movement
Type
Pendular
Pattern
Dominant Time Destination
Structured
Professional
Varied
Morning and
afternoon
Workdays
Localized
(employment)
Localized
Personal
Structured
Evening
Touristic
Seasonal
Day
Varied with
some foci
Highly localized
Distribution
Structured
Nighttime
Localized
Main Purposes of Urban Trips
3%
20%
15%
49%
5%
3%
5%
Work
Shopping
School
Business (Work)
Business (Personnal)
Home
Other
Typical Urban Day Trips by Modes, Origins and
Destinations
Shopping mall
2:30 AM
Return
8:30 PM
Drive alone
7:00 AM
Garbage
pickup
10:45 PM
Return
1:30 AM
Delivery
7:00 PM
Drive alone
Restaurant
5:30 PM
Drive alone
Home
Passengers
Freight
10:30 PM
Delivery
1:30 PM
Walk
Work
8:00 AM
Carpool
School
(drop off child)
12:30 PM
Walk
8:15 AM
Drive alone
10:05 AM
Parcel
Pickup
10:00 AM
Parcel
Drop off
Urban Travel by Purpose and by Time of the Day in a
North American Metropolis
35
Shopping
Social / Recreation
Work
Total trips
30
Percentage
25
20
15
10
5
0
0
1
2
3
4
5
6
7
8
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Home-to-Work Trips Modes, United States, 1985-1999
100%
80%
Works at home
Other means
Walks only
Bicycle or motorcycle
Mass transportation
Carpool
Drives self
60%
40%
20%
0%
1985
1989
1993
1997
1999
Modal Split for Global Cities, 1995
100
90
80
70
60
50
40
30
20
10
0
Private Motor Vehicle
Transit
Walking / Cycling
Chinese
Cities
American
Cities
Australian
Cities
West
European
Cities
High Income Low Income
Asian Cities Asian Cities
Mode Share for Commuting, New York, 1980-2000
100%
90%
80%
70%
Other non walk
Taxi
Bus
Subway
Automobile
60%
50%
40%
30%
20%
10%
0%
1980
1990
2000
2. Urban Transit
■ Context
• Dominantly an urban transportation mode.
• The great majority of transit trips are taking place in large cities.
• Conditions fundamental to the efficiency of transit systems:
• High density and high mobility demands over short distances.
• Shared public service:
• Benefits from economies of agglomeration related to high densities.
• Economies of scale related to high mobility demands.
■ Transit systems
• Many types of services established to answer mobility needs.
• Variety of transit systems around the world.
Private Vehicle and Public Transport Market Share,
1990/91
100.0%
American Cities
90.0%
Private Vehicle Market Share
European Cities
80.0%
70.0%
Asian Cities
60.0%
50.0%
40.0%
30.0%
0.0%
10.0%
20.0%
30.0%
40.0%
Public Transport Market Share
50.0%
60.0%
70.0%
2. Urban Transit
■ Metro system
• Heavy rail system, often underground in central areas, with fixed routes,
services and stations.
• Uniform frequency of services (peak hours increase).
• Fares are commonly access driven and constant.
■ Bus system
• Scheduled fixed routes and stops serviced by motorized multiple passengers
vehicles (45 - 80 passengers).
• Services are often synchronized with other heavy systems (feeders).
• Express services (notably during peak hours).
■ Transit rail system
•
•
•
•
Fixed rail (tram rail system and commuter rail system)
Frequency of services strongly linked with peak hours.
Traffic tends to be imbalanced.
Separate fares and proportional to distance or service zones.
Largest Subway Systems in the World by Annual
Ridership and Metropolitan Population, 2000
Subway Ridership (billions)
0
0.5
1
1.5
2
2.5
3
3.5
Sao Paulo
London
Hong Kong
Osaka
Population
Ridership
Paris
New York City
Seoul
Mexico City
Tokyo
Moscow
0
5
10
15
20
25
30
Metropolitan Population (millions)
2. Urban Transit
■ Shuttle system
• Privately (dominantly) owned using small buses or vans.
• Routes and frequencies tend to be fixed (can be adapted).
• Service numerous specific functions:
• Expanding mobility along a corridor during peak hour.
• Linking a specific activity center (shopping mall, university campus,
industrial zone, hotel, etc.).
• Servicing the elderly or people with disabilities.
■ Paratransit system
• Flexible and privately owned demand-response system:
• Minibuses, vans or shared taxis.
• Commonly servicing peripheral and low density zones.
• Door-to-door service, less loading and unloading time, less stops
and more maneuverability in traffic.
2. Urban Transit
■ Taxi system
• Privately owned cars or small vans offering an on-call, individual
demand-response system.
• Fares:
• Commonly a function of a metered distance/time.
• Can be negotiated.
• When competition is not permitted, fares are set up by regulations.
• No fixed routes:
• Servicing an area where a taxi company has the right (permit) to pickup
customers.
• Rights are issued by a municipality.
• Several companies may be allowed to compete on the same territory.
Components of an Urban Transit System
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Metro station
Transit rail station
Bus stop
X
Transfer
Express stop
Shuttle stop
Paratransit Taxi service
boundary
Estimated Ridership of the World’s Largest Public Transit
Systems, 1998
New York
Manila
Paris
London
Sao Paulo
Buenos Aires
Beijing
Mumbai
Seoul
Hong Kong
Osaka-Kobe-Kyoto
Shanghai
Moscow
Mexico City
Tokyo-Yokohama
0
2,000
4,000
6,000
8,000
10,000
Estimated Annual Journeys (billions)
12,000
14,000
16,000
19
70
19
80
19
81
19
82
19
83
19
84
19
85
19
86
19
87
19
88
19
89
19
90
19
91
19
92
19
93
19
94
19
95
19
96
19
97
19
98
19
99
20
00
20
01
20
02
Millions
Trips by Public Transport in the United States, 1970-2002
8,000
6,000
4,000
2,000
0
Bus
Heavy Rail
Light Rail
D – Urban Transport Problems
■ 1. Geographical Challenges Facing Urban Transportation
■ 2. Automobile Dependency
■ 3. Congestion
1. Geographical Challenges Facing Urban Transportation
■ Context
• Most important transport problems often related to urban areas.
• Urban productivity:
• Dependent on the efficiency of its transport system.
• Move labor, consumers and freight between several origins and
destinations.
• Growing complexity of cities:
• Accompanied by a wide array of urban transportation problems.
• Some problems are ancient like congestion (Rome).
• Others are new like environmental impacts:
• Notably CO2 emissions linked with the diffusion of the internal combustion
engine.
1. Geographical Challenges Facing Urban Transportation
■
■
■
■
■
■
■
Traffic congestion and parking difficulties.
Public transport crowding and off-peak inadequacy.
Difficulties for pedestrians.
Environmental impacts and energy consumption.
Accidents and safety.
Land consumption.
Freight distribution.
2. Automobile Dependency
■ Causes
• Advantages of automobile use:
• Performance, comfort, status, speed, and convenience.
• Illustrate why car ownership continues to grow worldwide.
• Factors of growth:
• Sustained economic growth (increase in revenue and quality of life).
• Complex individual urban movement patterns.
• Peripheral urban growth.
■ Factors of dependency
• Underpricing and consumer choices:
•
•
•
•
Most road infrastructures are subsidized (considered a public service).
Drivers do not bear the full cost of car usage.
Car ownership is a symbol of status
Single home ownership.
2. Automobile Dependency
• Planning and investment practices:
• Aims towards improving road and parking facilities in an ongoing attempt
to avoid congestion.
• Transportation alternatives tend to be disregarded.
• In many cases, zoning regulations impose minimum standards of road
and parking services and de facto impose a regulated car dependency.
3. Congestion
■ Congestion
• Occurs when transport demand exceeds transport supply in a
specific section of the transport system.
• Each vehicle impairs the mobility of others.
• Types:
• Recurring congestion (specific times of the day and on specific segments
of the transport system).
• Random events (accidents and weather conditions).
Recurring Congestion
10
9
8
7
Traffic
Congestion
Capacity
6
5
3
2
1
0
-1
Unused Capacity
-2
4
-3
3
2
-4
-5
1
-6
0
-7
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Average Hourly Traffic on George Washington Bridge,
2002
20,000
Eastbound
Westbound
Total
18,000
16,000
14,000
12,000
10,000
8,000
6,000
4,000
2,000
0
AM
12
M
1A
M
2A
M
3A
M
4A
M
5A
M
6A
M
7A
M
8A
M
M
M
M
9A 10A 11A 12P
M
1P
M
2P
M
3P
M
4P
M
5P
M
6P
M
7P
M
8P
M
M
M
9P 10P 11P
The Vicious Circle of Congestion
Congestion
The number
of
movements
increases
The average
length of
movements
increases
Public
pressures to
increase
capacity
New
capacity
Urban sprawl
is favored
Movements
are more
easy
Total Traffic Delay in Selected American Cities, 1986-1990
(in 1,000 hours per day)
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
2,000
Los Angeles
New York
San Francisco
Washington
Chicago
Houston
Detroit
Boston
1986
1990
Traffic Conditions in Major American Cities, 1982-2003
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
Extreme
Severe
Heavy
Moderate
Uncongested
1982
1990
1997
2003
3. Congestion
■ Ramp metering
• Controlling access to a congested highway by letting
automobiles in one at a time instead of in groups.
■ Traffic signal synchronization
• Tuning the traffic signals to the time and direction of traffic flows.
■ Incident management
• Making sure that vehicles involved in accidents or mechanical
failures are removed as quickly as possible from the road.
■ HOV (High Occupancy Vehicle) lanes
• Vehicles with 2 or more passengers (buses, vans, carpool, etc.)
have exclusive access to a less congested lane.
■ Public transit
• Offering alternatives to driving.