Professional Documents
Culture Documents
Special Edition
3 connected cities: the sequeL
4 discovering a neglected backyard
9 ‘free’ public transport
14 accessibility for all – eliminating barriers across europe
18 paratransit systems
23 supporting sustainable urban planning and development:
three approaches
31 the mobilien high-performance bus network
Nova Terra Special on the EU
Content 4 9 14
supported project
‘Connected Cities’, June 2006.
http://connectedcities.net
Publisher
Nirov, The Hague,
The Netherlands
(www.nirov.nl)
Editorial Board
Jan Hein Boersma
Evelien Brandes
Yttje Feddes
Huib Haccou
Frank van der Hoeven
(issue editor)
Derek Middleton
(English editing)
Michiel Smit (editor in chief)
Josja van der Veer
Athanasios Ziliaskopoulos
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Ziliaskopoulos
The regular Nova Terra Cover photo: Ellen Houtman, The Hague, The Netherlands
magazine is a Habiforum
initiative
NovaTerra Connected Cities / june 2006 / 3
At the time of writing we are well into the second urban projects, no plans for urban transformations
semester of the EU Interreg IIIC Connected Cities centred on the station. And the station itself does not
project. In each semester the major events take place in reflect such ambition. Transport development is
a new location. This time we will be at Mount Pelion, nowhere to be seen at what we would expect to be the
east of Volos in central Greece. The topics and issues main public transport hub in the country. Before starting
shift as well. The first semester focused on Dutch a delicate discussion on what stations to prioritise in
practices. As lead partner, we invited experts from the Zuid-Holland, we could have started by explaining the
province of Zuid-Holland to organise a showcase main idea of the Stedenbaan project from the very
workshop. They organised activities in which the other beginning. But we should not refrain from exchanging
partners were invited to learn from and contribute to our ideas because of the tectonic differences that may
their own policies and design tasks for linking exist between our cities. These hiccups are bound to
sustainable mobility and urban (or rural) development happen and might just be part of the learning process.
within a complex urban network. What Zuid-Holland
demonstrated was the Stedenbaan project. Its aim is to In this Nova Terra special edition we report back on
concentrate much of the new housing demand in close some of the showcases and lectures held in Brussels.
proximity to existing and new train stations in the Berry de Jong reflects on Eindhoven’s backyard,
province, closely matching the Transport Development discovered through our Connected Cities project.
Area (TDA) philosophy advocated by the Royal Institution Michel van Hulten advocates the benefits of the Flemish
of Chartered Surveyors. Our colleagues at the provincial practice of ‘free’ public transport, which began in
council wanted to discuss which station areas they Eindhoven’s backyard. Thomas Wagener addresses
should prioritise in the development of the network. another obstacle to users of public transport: physical
barriers. Christine Mastrogiannidou looks ahead to one
It was only when I travelled for the first time to Volos of the showcase workshops in Greece with her article on
that I became fully aware of the complexity of that task. paratransit. She addresses the social dimension of
Of course I was somewhat worried that it would not be sustainable mobility. How can we prevent social
easy to grasp the difference between station areas in exclusion caused by inadequate transport opportunities?
Leiden, The Hague, Delft, Rotterdam and Dordrecht. Robin Seijdel discusses various ways to support
And it could prove even more difficult to say we should sustainable urban planning and development. His tools
prefer a station area in Capelle aan den IJssel over one in will be deployed in Magnesia’s harbour workshop.
Zoetermeer. Moreover, the representatives of the Finally, Sophie Labbouz reports on one of the largest Bus
European New Town Platform might have an opinion – Rapid Transit projects in Europe today, le Mobilien. Z
after all, Capelle and Zoetermeer are two members of
their organisation. But for someone who has just arrived
from Patras in Greece? Yes, we expected that the local
context would be confusing.
a neglected backyard
Eindhoven has always kept its eyes on Randstad Holland, content to
be a Dutch ‘brainport’. But in an era of open borders the region now
looks to Leuven (Belgium) and Aachen (Germany) for greater critical
mass to compete on a European scale. For too long Eindhoven has
ignored its ‘backyard’: the Belgian province of Limburg.
The Eindhoven region (700,000 inhabitants) Forty per cent of private R&D investment in the eindhoven-leuven-aachen triangle
is a major high-technology cluster. This the Netherlands finds its way into the region. (elat)
position is recognised in Dutch economic, More recently, SRE has been working in the
innovation and planning policies with The 21 municipal councils in the Eindhoven Eindhoven-Leuven-Aachen Technology
designations like ‘Brainport Eindhoven’ and region collaborate in the Eindhoven Regional Triangle (ELAT) with Leuven and Aachen.
‘Top Technology Region’. The region is a Partnership (SRE) to promote their common Their proximity on a European scale gives the
‘technology and innovation hotspot’ with interests. The SRE coordinates local cities the additional mass they need to act as
strongly developed R&D activities. It has the government activities in the field of spatial a single region. The main goal of the ELAT
highest patent density in Europe and a top planning, traffic and transport, housing, the project is to develop and implement a joint
quality knowledge infrastructure. The environment, recreation and tourism, innovation strategy for the technology
leading regional clusters of mechatronics, education, health, culture and social and triangle, using ICT to tie in knowledge
automotive, medical and information economic policy. The purpose is to bring institutes, businesses and public authorities.
technology have prospered, while new about balanced development across the The strategy is to make the ELAT an
technologies such as embedded systems, region. But to compete on European and internationally recognised top region for
nanotechnology and life sciences are global levels the region needs to create technology and improve the economic
evolving alongside a dynamic cluster of economies of scale and scope. If Eindhoven climate. Transnational cooperation between
design, business development, education collaborates with other regions it can create Eindhoven, Leuven and Aachen means a
and creative industries. It is due to the a critical mass in research, development and larger knowledge base, a wider urban scale
Eindhoven region that Noord-Brabant is the innovation. and greater urban diversity. Because
only Dutch province to meet the EU goal of specialised companies in the knowledge
spending at least 3.0% of gross domestic economy need to cooperate to develop new
product (GDP) on research and development. products, services, techniques and concepts,
NovaTerra Connected Cities / june 2006 / 5
5NIVERSITY
,EADINGßTECHNOLOGYßINSTITUTE
2ESEARCHßCAMPUS
,EADINGßTECHNOLOGYßCOMPANY
3PARTACUSßREGIOTRAM
(IGHßSPEEDßTRAIN
2EGIONALßAIRPORT
ELAT placed between the Regions of Excellence taking part in the EU sponsored PAXIS ELAT (including Liège): the regional distribution of high-tech industry,
programme (Pilot Action of Excellence on Innovative Start-ups). knowledge institutes and major infrastructure.
will eliminate the need to transfer and cut bridge the remaining half. The Connected between Limburg (the neglected
travel time significantly. Cities network organised several expert backyard) and the ELAT cities.
2 Spartacus proposes the introduction of meetings and workshops on this task, which 2 The scales of operation have to be
regional light rail, or regiotram. Most of generated a step-by-step approach that determined. Initial studies show that the
these regiotram connections use railway offers a ‘once in a lifetime opportunity’ to travel time between Eindhoven and
lines that were closed during the second make an adequate response that bridges the Hasselt can be kept close to 60 minutes.
half of the twentieth century. Large gap. The SRE would have to determine with In that case the link can serve all
stretches of these routes are now used as De Lijn Limburg how the link between necessary scales: inter-regional, regional
cycle paths. The Limburg regional plan Eindhoven and Hasselt affects the position and intra-regional. Although this seems
identified such routes as lines that can be of the Noord Limburg public transport hub. contrary to generally accepted wisdom, in
converted back to rail with only relatively The advanced public transport system this case public transport services on all
light investment. Three regiotram lines developed for the Eindhoven region over the scales are lacking in this border area and
connecting Maastricht, Maasmechelen last ten years is not a regiotram, as in Belgian introducing one system will provide a
and Noord Limburg are proposed. The Limburg, but the Phileas Bus Rapid Transit significant improvement on all scales.
Noord Limburg line includes the option to system, which uses dedicated traffic lanes A link that bridges the distance between
reach into the Eindhoven region. and futuristic vehicles. Somehow these Eindhoven and Hasselt in 60 minutes will
3 Where passenger volume is modest, systems, regiotram and Phileas, have to be provide reduced travel times on long and
regional bus lines are proposed. knitted together. short journeys. It will improve the
Significant reductions in travel time are connection Eindhoven-Brussels, Hasselt-
foreseen. connecting elat Amsterdam, Eindhoven-Leuven, Eindhoven-
4 Finally, the Spartacus plan includes the All in all these are not easy questions to Hasselt, Eindhoven-Noord Limburg, and
development of a number of public answer. The steps to be taken in this process even Eindhoven-Valkenswaard.
transport hubs where all these systems are nevertheless straightforward: 3 The desirable and possible connections
meet and connect, including Hasselt, 1 SRE needs a vision that provides a context should be determined. Working with a
Genk, Maasmechelen and Noord Limburg. for the sustainable link between trunk line with branches offers a flexible
Eindhoven and Hasselt. The Eindhoven- solution that fits the Limburg context.
For the time being Spartacus will reach into Leuven-Aachen Triangle (Liège included) This trunk line runs straight from
Noord Limburg, covering more than half the can provide just that. The Eindhoven- Eindhoven to Hasselt, with as few detours
distance between Hasselt and Eindhoven. Hasselt link should be instrumental in as possible to keep travel time close to
The question is whether Eindhoven can strengthening the real world ties 60 minutes. The trunk can branch off in Y
NovaTerra Connected Cities / june 2006 / 8
Somehow these
systems, regiotram
and Phileas,
have to be knitted
together
Stedelijke drager Zoekzone overslagactiviteiten
Woonkern Station
Woondorp Suggestie toplocatie kleinhandel
Woonpark Zone voor specifieke voorzieningen
Woonlint Gebied met overwegend natuurfunctie
Stedelijke open ruimte Grootschalig bos-, natuur- of heiecomplex
Te reserveren woonuitbreidingsgebied Toeristisch-recreatieve voorziening
Erkende woninggroep Toeristisch-recreatieve voorziening in groen kader
Te verwijderen woninggroep Zoekzone uitbreiding toeristisch-recreatieve voorziening
Te verdichten knooppunt / centrumgebied Beekvallei
Suggestie tot selectie van heide-heuvel als één woonkern Open ruimte-verbinding
Suggestie tot selectie als woonkern Natuurverbinding
Uit te rusten regionaal bedrijventerrein Bufferstrook
Bouwrijp bedrijventerrein Primaire weg I
Bestaande industriezone Secundaire weg II (suggestie)
KMO-zone (na gebruik te herbestemmen) Secundaire weg III (suggestie)
(Toekomstig) Zandontginning Tracé n769 in onderzoek
Reservegebied grootschalige stedelijke ontwikkeling Lokale weg I
Stedelijke boulevard Lokale weg II
Kernwinkelgebied
Noord Limburg towards Lommel, a city focus on the possibility of these systems step towards a network that strengthens the
that is expanding to 40 – 50,000 sharing one and the same track between real world ties between Eindhoven, Aachen,
inhabitants. Eindhoven and Noord Limburg (Lommel). Leuven and Liège and their central backyard.
4 Locating the Noord Limburg transport Both regiotram and Phileas use guided Linking public transport networks is just a
hub and related urban development vehicles. If regiotram and Phileas can be small first step, but it could be a
requires careful consideration in combined, it would make ELAT the first breakthrough in the cross border thinking
weighing up the different alternatives. testing ground in the world for comparing that Europe is all about. Z
This will take some time. From the Bus Rapid Transit with Light Rail on a one
perspective of ELAT the capacity of the to one basis. The results may surprise us.
hub to provide space for the next
university, technology institute, research real world ties
campus or technology cluster should be Arriving from two rather different
examined. backgrounds, the Dutch region of Eindhoven
5 The overall routing of the line is in part and the Belgian province of Limburg are
pre-determined by the existing and past looking for ways to connect to each others
rail infrastructure. region’s by advanced public transport.
6 The final choice of system (regiotram or Establishing a sustainable link between
Phileas) is a tricky one. Further work could Eindhoven and Hasselt could become a first
NovaTerra Connected Cities / june 2006 / 9
Private and public payments for transport in the Netherlands to between 1.5 and 2.8 times present levels in 2030, possibly more if
amount to about € 25 billion (not counting freight transport, which the trend towards fewer passengers per car continues. Car occupancy
accounts for an additional € 15 billion). Just a small fraction of this, rates went down from 1.71 per car in 1985 to 1.57 in 2002. In the same
between € 4 and € 5 billion per year, is for public transport. Most car period the number of vehicle-kilometres rose by 47 per cent from
drivers think that the state takes more from them than they receive 62.7 to 91.9 billion. This would not have been a problem, had the
in the form of roads and services. But just to park all our cars costs available road length per car not gone down, and continues to fall.
national, provincial and municipal government € 5.5 billion each year At its present level, if all the cars in the country were on the roads at
(excluding parking costs on private land or privately owned garages). the same time, traffic everywhere would grind to a halt. Luckily, on
In return, car users pay the authorities about € 1 billion in parking average the Dutch drive only about 16,000 km per year. Even at a
fees and parking tickets. On average each car owner receives a low average speed of 50 km/hr, this is less than one hour a day.
public subsidy of some € 600, double the amount we pay as a
subsidy for the whole of the public transport system. This is rarely The road length available per car is diminishing year after year.
mentioned when politicians and transport researchers discuss the In 1993 each car could claim 17.47 m of road. In 2002 this had shrunk
subsidies (around 60 per cent of costs) paid to public transport by to 15.25, despite the construction in this period of 12.599 km of
the state. roads. To have maintained this 17.47 m per car, an additional 17,089
km or roads would have been necessary, or 1,700 km each year, at a
owner receives a public Parliament, not to mention the Government, has been or is inclined
pay as a subsidy for the increasing wealth, changing habits, greater use of private cars, more
transport system
On top of all this, costs per vehicle-kilometre are falling in relation
to the passenger-prices per kilometre by public transport and
growing personal incomes. The pattern is familiar to anyone from
any urbanised area in the Western world. Car parks and roads
everywhere are overcrowded, while many public transport services
run with empty vehicles, the logical precursor to the closure of lines
grim future and stops. We need a way to reverse this trend.
If we look at the mobility and urbanisation problems in the
Netherlands, we face a grim future. The 16 million people in the the road pricing stick
Netherlands use in total 6,400 km 2 of urbanised space (including all The most drastic remedy is to stop funding public transport and
infrastructure) out of a national territory of 36,000 km 2. The rest is spend the money on road widening schemes and the construction of
agricultural land, forest and water. We have 200 cars per km2, new roads and car parks. This would satisfy the continuing call by
or 7 million cars in total (not counting the million lorries). In 2000, politicians (in response to public demand) to build more roads to
the Dutch had 423 private cars per 1,000 inhabitants, far less than solve the problem of the diminishing road length per car. The latest
the 785 in the USA, which passed 423 in 1970. The picture from proposed remedy is road pricing. In essence, the aim is to make room
America backs up the forecasted rise in the number of cars in the on the roads for those who need to drive and can afford to pay.
Netherlands to 630 per 1,000 inhabitants in about 20 years from It would force others (including those with similar needs) who are
now. With a population growing to 17 to 18 million in 2030/40, this less inclined – or less able to pay – to use other roads, or travel at
will mean more than 300 cars per km2, with less than 3.500 m2 of different times or to other destinations.
the national territory available for each car. Few can imagine what it
will be like, in less than 25 years time, to have three cars parked or Road pricing sounds like a healthy economic proposition. The price
driving for every two now. put on the use of roads and car parks can be increased to the level
at which the demand for space balances the supply of space.
Given these expected numbers of people and cars in the near future, Free market competition will do the rest. Raising the price of using
it is no wonder that reliable sources predict road traffic to increase private cars will be more effective in limiting the use of cars than
NovaTerra Connected Cities / june 2006 / 11
any other measure and will end congestion. Those who can pay, Other people, particular in heavy urbanised areas, will view the
or who can make the tax office pay, or their employer, will be the rising density of cars and conclude that the car is no longer a useful
private car drivers of the future. mode of transport. A second quarter of Dutch households have a car
available, but it leaves in the morning when (in most cases) father
Whether this is the best choice for society, is another question. goes to work. Mother stays at home with the children.
Road-pricing is a good economic proposition for all those who have
the free choice to satisfy their individual mobility needs, either by This combined half of the population depend on public transport for
walking, bicycle or private car, or by taking the bus, tram, metro or all trips that cannot be made on foot or by bicycle. Unless we want
train. But not everybody has that choice. It is not a healthy to isolate these people and exclude them from public life, we cannot
proposition for those who, for a wide variety of reasons, cannot choose the most drastic remedy of dismantling all public transport.
make that choice between private or collective transport. Between
7 am and 7 pm this is true for about half the population in our type Moreover, the total disappearance from our streets of all public
of urbanised areas. vehicles would not save enough money to finance all the additional
roads we would have to build. Assuming that mobility needs would
transport poverty remain the same, the result would be rising congestion on the roads,
Dutch national statistics show that for years about a quarter of which is in nobody’s interest. Neither would it help us to lower
all households have had no car at their disposal, 22 per cent because ambient concentrations of CO 2 and particulates to meet our
they are too poor and 3 per cent because they are very obligations under international treaties. Buses have a bad
environmentally conscious and do not want to use a private car. reputation for pollution, but this is not justified by comparative
With a fast growing elderly population, we can expect that in the emission data per person per kilometre, which clearly show that
near future more and more people will rely on public transport even the cleanest car is more polluting than airplanes, buses and
because they are no longer physically or financially able to drive. trains (in descending order) at ‘normal’ occupancy rates. The total Y
NovaTerra Connected Cities / june 2006 / 12
Vertical v horizontal. Why do lifts and escalators in buildings offer ‘free’ vertical traffic (paid for collectively), whereas we have to pay individually for horizontal trips
between buildings by public transport? (Photo: Cote Maison / Hollandse Hoogte)
NovaTerra Connected Cities / june 2006 / 13
About 100 of the 300 Flemish municipalities have reached To be successful, ‘free’ public transport must be backed by additional
agreements with the regional public transport company ‘De Lijn’ measures such as restrictions on parking in central and inner city
covering additional segments of their populations. areas, more and better bicycle paths, pavements and pedestrian
Young people aged 12 to 24 enjoy cheap annual season tickets for areas, car-restricted areas in inner cities, timeslots for cars entering
local and regional lines, which have become highly popular. Belgian the city, and probably a special regime for deliveries to shops,
Railways is not included in the ‘free’ public transport programme, studios and workshops.
but for the elderly (including foreigners) any return fare after
09.00 am costs only € 4 in second class. The tighter the city and the busier its streets, the more we need
‘free’ public transport to ensure the city remains accessible to
The Belgian model takes an opposite approach to pricing transport: everyone. It can accommodate the numbers of people essential for
not raising the cost of using private cars, but reducing the price of city life and keep traffic flowing between destinations in the city,
public transport. Not the stick, but a carrot. The results are which is basic to all exchange of people, ideas and goods. We need it
miraculous. In the five Flemish provinces with 6 million inhabitants to prevent cars clogging up the city. ‘Free’ public transport is
offering free local and regional transport to all seniors, handicapped urbanism.
and young children, the number of users grew from 260 million trips
in 2001 to 360 million in 2003 and 518 million in 2005. Further Website
(photo: MVV/München)
Ten years ago the European Union launched a campaign for barrier-free transport to
meet the needs and rights of people with disabilities. But we can all benefit from
barrier-free transport. The key lies in integrating architectural, planning and transport
measures throughout the mobility chain.
Thomas Wagener, STUVA – Research Association for Underground Transportation Facilities, Cologne, Germany
Stefan van der Spek, Delft University of Technology, Faculty of Architecture, Netherlands
Photos: Stefan van der Spek (unless indicated otherwise)
By 2020 there will be twice as many people in Europe over 65 than in 3 Governments must ensure accessibility.
the 1960s, and a significant and growing proportion of Europe’s 4 Accessibility principles must be followed when planning,
ageing population are disabled. In response to this trend, in 1995, designing and building infrastructure and vehicles. These require
the European Union launched a programme for achieving better full accessibility to approved standards or recognised best
accessibility of regional, rail, air, and water transportation. This was practices, with approval by experts, minimum accessibility
followed in 2000 by the European Commission communication requirements for wheelchairs, features for people with walking
Towards a Barrier Free Europe for people with disabilities, 1 which difficulties, and facilities to assist the blind, deaf or hearing
covers spatial, environmental, economic, social and cultural aspects impaired people.
of accessibility. It gives four rules for access to transport services:
In 2003 a Group of Experts appointed by the European Commission
1 Everyone must have an opportunity to live independently: public published the report 2010: A Europe Accessible for All,2 in which they
buildings, the transport system and infrastructure must be defined accessibility in a wider perspective. Accessibility is of
barrier free. concern to everyone, not only for a minority with physical disabilities.
2 New infrastructure must accommodate the needs of people with Accessibility should be dealt with in a global and integrated way.
disabilities. Transport equipment and infrastructure can have an It should not be the domain of building or transport experts alone,
extremely long lifetime and so it is essential that it meets the but should be achieved by coordination of all the actors involved.
needs of disabled people. This will benefit everyone. They also argue that accessibility policies can only be designed and
NovaTerra Connected Cities / june 2006 / 15
implemented with the participation of the people and representative designing accessibility for all
NGOs. Moreover, accessibility is a key part of sustainable development Accessibility for all is about creating barrier-free mobility chains
because it enhances the quality of life and makes the environment from door to door and implies more than just customised
more liveable. engineering solutions. It takes a holistic approach that integrates
town planning, architectural and transport engineering measures, as
European Commission:
well as product and process design. Special design solutions or add-
ons for specific user groups only make situations complex and divide
‘Governments must
social groups; design features should have wider uses and raise the
standard for everyone. The disabled people’s access to the Rotterdam
ensure accessibility’
metro is an example if how not to do it. Disabled access is by lift, but
this is not a realistic option because the lift is unsafe and used as a
toilet. Moreover, it takes only one wheelchair; bicycles are permitted,
but do not fit.
barrier-free mobility
There are three major types of barriers to access and mobility: The kind of problems people encounter daily depends on the type of
social barriers, psychological barriers and structural barriers.3 mobility restriction they have. The needs and problems of different
According to the European Group of Experts these barriers are found users or user groups coincide or clash in many key areas.
in buildings, the space between and around buildings, and in the Understandably, the design criteria also differ. Although objectives
‘virtual environment’. In this context, freedom from barriers means: seem to conflict, for example ensuring optimal seating capacity
1 eliminating obstacles in the built environment and enabling while providing sufficient space for wheelchair users and prams,
access to public transport, resolving such conflicts can create opportunities, in this case greater
2 eliminating obstacles within vehicles, enabling easy boarding and flexibility in use and extra standing space, thus increasing capacity.
alighting, and It is important to find solutions which benefit as many people as
3 making information and communication services suitable for use possible. Y
by all.
good practices The problem with technical solutions is that they are not holistic.
Essentially, barrier-free public transport boils down to the Kneeling buses, wheelchair lifts and ramps are expensive, liable to
elimination of barriers in the built environment. A whole range of breakdown and maintenance intensive. There are several examples
measures can be taken to eliminate obstacles under the headings of good practices that get around such problems. In Paris the
‘infrastructure’, ‘vehicles’ and ‘information and services’: sidewalks are not adjusted, but a dip in the road at the stop ensures
– Infrastructure measures include creating suitable areas around the bus entrance is level with the pavement. This is likely to be more
stops, for example with broad pavements, dropped kerbs, safe sustainable because there are no mechanical parts and no ramps for
pedestrian crossings and signposting, sufficient dimensioning of pedestrians. In Heilbron the S-Bahn runs through the city, where the
movement spaces and services, and aids to overcome height higher platforms are broad and have long ramps for easy access by
differences, such as fixed stairs, ramps, escalators, lifts or moving mobility-restricted people. In Lyon and Strasbourg the tramway
walkways. infrastructure and low-floor vehicles were designed to create a
– Vehicles can be altered to improve accessibility. Measures include recognisable and easily accessible transport system. This can be
sufficient dimensioning of the vehicle doors and the interior, applied to bus systems as well. The stops of the Zuidtangent, a
placing devices for passenger safety, such as grips, bars and dedicated bus service between Haarlem and Amsterdam South-East
barriers, matching vehicle and platform levels, and providing via Schiphol, have level access, with small gaps between the vehicle
boarding aids. and the platform – but the legibility of the information and the
– Information, communication and service systems can be made comfort of the shelter leave much to be desired.
suitable for all by making sure that service points are accessible When eliminating barriers and problems associated with using
and within easy reach and their interior dimensions are adequate, public transport, planners and operators must constantly have the
and by providing information at stops and in the vehicle, such as needs of mobility-restricted persons in mind. Expanding the circle of
information displays and timetables, external and on-board potential customers not only makes good economic sense, but also
displays, announcements, other information elements and raises awareness and acceptance of measures designed to improve
orientation aids. Ticket machines should be reachable and easy access for the disabled. Measures of this kind serve to foster and
to service. accelerate the social integration of the disabled and can also lead to
an improvement in quality for everyone.
scale The mobility chain offers new perspectives as well. If it is not possible
The measures and means at our disposal must be used at the right to offer barrier-free door-to-door chains using public transport, why
scale. For example, even if all city buses were technically adapted for not use private or semi-private alternatives for the feeder parts of
wheelchair access, there is no guarantee that the specific needs of the chain? This could be cheaper, more reliable and more efficient for
these passengers will always be met because specially equipped both the traveller and transport company. EU involvement could
buses alone will not do. 5 General public transport services are not promote the exchange of good and bad practices for the trunk and
reliable enough, and it would make more sense to use dedicated feeder lines.
transport companies which meet the needs of mobility-restricted
persons. On the other hand, investments in low-floor trams, as in
Rotterdam, Dresden, Lyon or Strasbourg, can benefit everyone. The Notes
level entrance and broader doors give unimpeded access to all. 1 European Commission, Towards a barrier free Europe
Trams in most other cities are not accessible to wheelchairs at all. 2 European Commission Group of Experts, 2010:
Their floors are more than half a meter above the pavement and the A Europe Accessible for All (PDF), Brussels, 2003
small doors are difficult to negotiate for people with buggies or 3 Venter C., Savill T., Rickert T. and others, Enhanced
shopping bags and offer no access for mobility-restricted people. Accessibility for People with Disabilites Living in
The difficulty in the Netherlands is that almost every city, every Urban Areas (PDF), Brussels, 2003
company – or in the case of rail transport, almost every line – has its 4 Blenneman F., Girnau G., Grossmann H. and others,
own, unique vehicles. Rail vehicles in particular cannot usually be Barrierefreirer ÖPNV in Deutschland – Barrier-free
used on other lines or in other cities, where the stops are designed public transport in Germany, Verband Deutscher
and built to match their own vehicles. This is one area where Verkehrsunternehmen, (VDV) ISBN 3-87094-656-3,
European legislation and best practices could guide future Düsseldorf, 2003
development towards more uniform standards and practices. 5 Kessler V., Statement on the paper rights of
References
http://www.edf-feph.org/, 2000
Infrastructure, http://www.dptac.gov.uk/,
Low-floor tram in Strasbourg. for People with Disabilities’, speech /02/122, press
Air and high speed train connections are relatively infrequent and (COM), ‘Strengthening passenger rights within the
seating capacity limited and legislation is necessary to protect European Union’ (PDF), Brussels, 2005 Z
passengers. In local to national rail and bus transport, frequencies
are higher and seats are not reserved and the stops are each subject
to local conditions. The question is whether in this case the traveller
would benefit more from EU legislation or from agreements between
the local authority and the local transport company.
NovaTerra Connected Cities / june 2006 / 18
Paratransit systems
Christine Mastrogiannidou, George Kozanidis and Athanasios Ziliaskopoulos, University of Thessaly, Volos, Greece
Illustration: Witmor, Madrid
Mount Pelion in Volos is one of the best make the design and construction of an The only public transport system operating
known national and international tourist efficient road system a difficult task and the in the area is the KTEL of Magnesia (the
destinations in Greece. The region offers existing road network is quite sparse. These traditional train of Pelion runs only as a
pristine mountainous forests, a ski resort for conditions present the local authorities with tourist attraction). Services to and from
the winter period and attractive beaches for one of their most challenging problems: how many villages are infrequent (see Table 1)
the summer season. However, the high to operate the existing public transportation because the large buses have difficulty
altitude and the steep slopes of the area system efficiently. negotiating the narrow mountain roads.
NovaTerra Connected Cities / june 2006 / 19
itineraries departures
The lack of easy access to the villages During the late 1970s, the concept evolved regular taxi (40-80 euros). In Turkey the
reduces the attractiveness of the region and into its present form as a specialised door-to- popular dolmus, while not exactly a door-to-
creates major mobility problems both for the door service for disabled passengers who are door paratransit service, is more flexible than
tou rists and the permanent residents of the unable to use conventional public transport. the bus and more affordable than a taxi or
area.
Past experience indicates that for problems How to operate the existing
like these a paratransit system can provide a
public transportation system
efficiently?
useful demand responsive service. The
minibuses often employed by such systems
can operate more efficiently on the narrow,
steep roads of Mount Pelion. Travel between
the villages would be easier, even for The most commonly used vehicle is the minibus. private car. The dolmus service can be
handicapped and elderly people, and most Dial-a-ride systems are currently operating in described as a privately operated minibus
journey times would be significant shorter low density areas of the province of Bologna. with a capacity of 12 to 14 passengers (but
than the services run by KTEL of Magnesia. They are also used extensively in the USA, sometimes taxis with a four-passenger
under the American with Disabilities Act capacity) which depart as soon as they are
door-to-door service (ADA), and in Canada. Cyprus has a less full (dolmus means ‘full’) and run on
The UK and the US were among the first organised paratransit taxi-based system, predetermined routes with fixed stops.
countries to introduce dial-a-ride systems, in mainly for airport service and other intercity
the early 1970s, as an element of public trips from 50 to 100 km per trip, which offers Many EU countries, including Finland,
transport services in low-density areas. a cheaper alternative (10-20 euros) to a Sweden, the Netherlands and Belgium, Y
NovaTerra Connected Cities / juli 2006 / 20
have introduced dial-a-ride systems, mainly community transport were adopted in 2001. Each vehicle may serve more than one person
funded by the European Commission. More recently, this interest in flexible forms simultaneously, as long as the number of
European experience shows that it is more of transport has been backed up by passengers riding on the vehicle at any time
straightforward to implement paratransit substantial funding from the Rural and does not exceed the capacity of the vehicle.
systems in regulated environments because Urban Bus Challenge programmes for local Some passengers may not be taken straight
this reduces conflict with other public authorities to establish demand responsive to their destination point, and the
transport modes. transport services. inconvenience experienced by the
passengers is factored into the problem as a
The UK Government’s Transport Ten Year the dial-a-ride problem set of constraints, such as the total time or
Plan, published in 2000, pledges to remove or Paratransit systems hinge around the distance passengers may travel before they
at least relax constraints (e.g. route ‘dial-a-ride problem’, in which a fleet of m arrive at their destinations, the total number
registration) on the development of flexibly vehicles must transport n passengers. All of nodes each passenger may visit before
routed bus services and promote a greater vehicles depart from a start depot and must arriving at their destination, and whether or
role for community-based services. In return to a finish depot after they complete not the time windows are strictly observed.
addition, research commissioned by the their route. The start and finish depots do
(then) UK Department of the Environment, not need to coincide. For each passenger an Dial-a-ride systems come in many forms.
Transport and the Regions (DETR) argues that origin and a destination location (node) are Most try to optimise performance by
flexible public transport services provided by specified, with a time window for each node manipulating the restrictions arising from
local authorities and bus operators in within which the passenger must be the specific constraints in each case. Dial-a-
partnerships with employers, stores and delivered or picked up. Time windows may ride systems can therefore be classified
leisure centres would help to break down also be defined for the start and finish according to their flexibility: systems with
social exclusion. Similar findings were depots. The objective is to satisfy the given fixed routes and stops; systems that allow a
reported in Ireland in 1999. The UK Rural requests while optimising an appropriate choice from a set of predetermined routes
White Paper proposals to extend the Bus parameter related to the operation of the and stops; and systems with no fixed sets of
Service Operators Grant (BSOG) to system. routes and stops, but which can be adapted
NovaTerra Connected Cities / june 2006 / 21
1 (Anakasia) 1 0 20 21 (Trikeri)
2 (Portaria) 2 20 40 22 (Volos)
3 (Makrinitsa) 3 0 20 23 (Portaria)
4 (Zagora) 4 150 170 24 (Tsagarada)
5 (Tsagarada) 5 180 200 25 (Argalasti)
6 (Milies) 6 110 130 26 (Tsagarada)
7 (Neochori) 7 120 140 27 (Platanias)
8 (Argalasti) 8 100 120 28 (Gatzea)
9 (Lafkos) 9 30 50 29 (Milina)
10 (Platanias) 10 40 60 30 (Milina)
11 (Trikeri) 11 40 60 31 (Milina)
12 (Agria) 12 35 55 32 (Kala Nera)
13 (Gatzea) 13 50 70 33 (Afissos)
14 (Kala Nera) 14 65 85 34 (Agios Ioannis)
15 (Afissos) 15 100 120 35 (Agria)
16 (Milina) 16 75 95 36 (Kalamaki)
17 (Agios Ioannis) 17 100 120 37 (Horefto)
18 (Horefto) 18 125 145 38 (Zagora)
19 (Kalamaki) 19 140 160 39 (Promiri)
20 (Promiri) 20 190 210 40 (Lafkos)
to the special needs of each user. They can deviate from the planned route if this route special needs of the case. The aim is to make
also be classified into one of two ways of was heavily congested. the operation of the system as effective as
processing the requests and designing the The paratransit case study for Mount Pelion possible and bring the cost of each
routes: the static system, in which all the We designed a paratransit system for the passenger trip close to the cost of using
requests are known in advance and cannot villages around Mount Pelion based on a fixed-route services.
change thereafter; and the dynamic system, concept very similar to paratransit systems
in which the requests are allowed to change operating elsewhere in the world. The model Take a case in which twenty random
dynamically over time. Paratransit systems presented here is the static case of the inhabitants request transport between two
may also operate in an online or an offline problem, without fixed sets of routes and given locations in this region. Several
mode, depending on whether the system stops, but it can easily be modified into a physical constraints, which may be related
uses new information gathered en route. In dynamic system. The challenge is how to to age, health or time, make it impractical
an online system a mini-bus would probably modify the general concept to meet the for these people to use the existing public
transport system. In our case, the system
used for the transportation of the twenty
scales of operation
node) and destinations (delivery node) of
each of the twenty requests and the
specified time windows. Note that these
time windows are only specified for the
pick-up location of each request. This is not
a physical restriction of the problem, but Y
NovaTerra Connected Cities / june 2006 / 22
[0-3-23-2-12-13-14-32-17-34-18-37-4-38-5-24-
25-33-22-41] and [0-9-10-30-29-15-6-26-35-
41]. In each of these routes, nodes 0 and 41
are the origin and destination nodes of the
three vehicle routes, which is the same
location in the city of Volos.
optimal routes
The map shows the optimal routes. The
blue lines correspond to the first vehicle, the
green route is for the second vehicle, and the
orange route is the third vehicle. All the
vehicle routes are feasible and observe the
physical constraints of the system: each
request is picked up and delivered by the
same vehicle; each request is picked up
before it is delivered; the capacity of the
vehicle is not exceeded at any time; the time
windows of each request are observed; the
vehicle starts its service as soon as it arrives
at a node, and leaves the node immediately
after it finishes service.
Cities are among the most complex of man-made systems. Interventions in these systems are
never simple. The essential cooperation between all stakeholders can be improved by tools that
clarify urban development processes and quantify impacts. TNO and its partners have
developed three promising decision support systems.
The complexity of urban development will present us with one of transport infrastructure, as in the Transport Development Areas
our main challenges in the years to come. This complexity will (TDA) concept. So what exactly is this complexity? We can break it
increase further as new European directives come into force (e.g. down into three types: content-oriented complexity, political
on air quality) and the supply of land for greenfield development complexity and the complexity of urban systems. Y
diminishes. Urban development will also increasingly be shaped by
NovaTerra Connected Cities / june 2006 / 24
Integrative TNO City in its basic form is primarily geared to financial assessments, but it can be extended to ++
perform integrated assessments. It can be applied to different spatial levels and decision making
levels.
Dynamic TNO City is able to calculate the performance of alternatives. If specific indicators are needed, +
this could require additional modelling.
Interactive The very communicative interface and real-time calculations make for a very interactive tool. ++
The approach has been observed to act as a ‘mediator’ in multi-actor settings.
Transparent The underlying models are transparent and relatively easy to demonstrate. The first sessions ++
with the model are used to validate all the underlying models and data with the stakeholders.
Flexible and The use of intelligent interfaces that link data and models to the GIS makes the approach very ++
Reusable flexible and reusable. Default situations require no specific action.
Fast and easy Experts should build the TNO City models. Experience is that non-experts can use the model with +
limited instruction, but expertise is required to use the software.
Communicative Because of the GIS background, the approach is very communicative. However, the approach +
and educational does not contain a specifically educational element.
Authoritative The basic databases and models are derived from expert models and databases used by TNO +
experts. TNO City easily handles financial data and can accommodate user specific data entered
by stakeholders.
Sustainable development as a
concept is far from unambiguous
content-oriented complexity involved. 4 They make competing assumptions about problems and
Sustainable development as a concept is far from unambiguous.1 solutions, means and ends, and cause and effect. From an actor
Many attempts have been made to provide definitions of network perspective, there is no single correct approach to policy
sustainable development. Generic definitions suffer from the fact problems and their solution. Decisions are made in a complex
that they can be interpreted in many ways, whereas more specific process of negotiation between actors and both the quality of the
definitions inevitably reflect the value judgments of the definer. outcomes of these interactions and the level of support they enjoy
Generally accepted definitions2 leave room for interpretation and are often suboptimal. Answers to this problem are sought in process
pose new questions which cannot be answered unequivocally. This management5 but this does not make urban development projects
ambiguity manifests itself on philosophical, political and themselves any simpler.
operational levels.
complexity of urban systems
It is fair to say that sustainable development is a concept that Urban systems are extremely complicated and consist of many
should be further defined and negotiated in a political context. If all interdependent physical and social variables. Large projects typically
the stakeholders involved want a sustainable and high quality require hundreds of major design decisions and many thousands of
public transport system, the trick is to bring together the rationality detailed choices have to be made. These decisions are often
of the design process (making of design choices for the reorganisation interdependent, and they contribute to a vast number of
of the urban system) and the political and administrative rationality environmental, social and economic impacts, making the effects of
(the acquisition of sufficient political and public support). decisions difficult to assess and complicating the design of
alternatives.
political complexity
Acquisition of sufficient political support for urban development Reductionist approaches to deal with this complexity tend towards
and infrastructural projects typically involves a complex network of monodisciplinary models which, while scientifically valid, lack an
stakeholders, who strive to achieve their ambitions and protect their overall picture of the problem in a societal context. More pragmatic
interests.3 Their activities are not governed by objective rationality, and holistic approaches, on the other hand, are often not
but determined by the perceptions and value systems of the actors transparent, and for that reason not acceptable for generic use.
NovaTerra Connected Cities / june 2006 / 25
&UNCTIONßOFßGREENßAREA´S 5SEßOFßHERBICIDES
0RECLUSION
%COLOGICAL "IODEGRADABLEß
HERBICIDES
3ECONDARY 2ECREATION
4RADITIONALßHERBICIDES
)DEAL
)MPOSSIBLE
0ROBLEMATIC
0ROMISING
5NLIKELY
)MPROBABLE
)MPROBABLE
)MPOSSIBLE
)NTEGRALß 0ARTIAL %COLOGICAL
ELEVATION ELEVATION
)MPOSSIBLE
3ECONDARY 2ECREATION
.OßELEVATION
0REPARATIONßOFßBUILDINGßSITE 0REPARATIONßOFßBUILDINGßSITE
Figure 1: Interconnected decision areas.
Others have described this as the dilemma of the choice between What we need for sustainable urban development are decision
scientific disciplinary rigour and practical relevance. What is needed support methods that cope with both the substantive (content) as
is a balance between integration on the one hand and scientific well as the political (context) dimensions. Such methods and
validity and precision on the other. approaches should meet the following criteria: 8
– Integrative: consider different aspects and levels of design and
sustainable decision making for urban development decision making in a holistic approach.
System complexity, political complexity and the ambiguity of the – Dynamic: show the ‘performance’ of various alternatives in
concept of sustainable development make it difficult to manage relation to the preferences and the ‘behaviour’ of stakeholders.
sustainable urban development projects. What does ‘sustainability’ – Interactive: support the negotiation process between
mean precisely to the various parties involved, and how can the stakeholders.
goals of all the stakeholders be achieved? – Transparent: produce results that are clear and understandable to
all stakeholders, i.e. no ‘black box’.
System complexity alone could be addressed by modelling, focusing – Flexible and reusable: usable for, or adaptable to, a range of
on the substantive issues. Unfortunately, many of these tools lack similar situations.
the transparency and flexibility required to accommodate the – Fast and easy to use: relatively quick to implement by non-experts,
variety of perspectives on sustainability and the dynamics of e.g. residents and politicians.
political decision processes. – Communicative and educational: enlighten stakeholders about
problem structure, alternatives and different perspectives.
Political and administrative complexity alone could be addressed by – Authoritative: the process and the results meet analytical (e.g.
a participatory planning approach or by process management.6 But validity) and political standards (e.g. safeguarding core values,
without substantive knowledge, participatory decision-making timeliness) to increase the likelihood that the results are used.
processes are void. Participatory planning approaches, such as open
forum discussions with residents, can easily degenerate into a rather Three approaches developed by TNO and its partners are briefly
one-sided venting of opinions at a time when the plans have already described and discussed with reference to this list of criteria. Y
reached an advanced stage. 7
NovaTerra Connected Cities / june 2006 / 26
$ECISIONßAREAß
/PTIONß /PTIONß
$ECISIONßAREAßN
/PTIONß
/PTIONß /PTIONß
Dynamic DPL is suitable for calculating the performance of alternatives; however it does not link such ++
results to the preferences of the stakeholders. It does facilitate discussion however.
Interactive A large amount of data is required for the model to work. Generation and interactive processing 0
of alternatives is limited.
Transparent The model is very transparent to the user. All the underlying calculation methods are easily ++
accessible and transparent.
Flexible and Through the use of references, the model is applicable to a range of similar applications. +
reusable First however, a reference database must be generated, which is rather time consuming.
Fast and easy The model is easy to use for everybody with some basic computer skills. However, 0/+
gathering the information needed can take considerable time.
Communicative The model can be a useful communication tool within the policy process of a local authority. 0
and educational The model is not aimed at facilitating communication in dynamic multi-actor settings.
Authoritative Where possible the indicators are based on existing and validated methods. Public support for +
other indicators can be obtained through the inclusion of stakeholders in the development of
the model. The Dutch Ministry of Housing, Spatial Planning and the Environment supports the
method. Nevertheless, the choice of the indicators remains subjective.
targets in advance and making, but with an emphasis on land and site planning and
'TNO City'
improves trust
and understan-
ding in complex
projects with
numerous
stakeholders
TNO City consists of a sophisticated geographical information The input and output to the geographical information system is
system (GIS) for use in interactive settings. Plans can be drawn up managed by the flexible programmable interface Visual Basic. The
interactively using a visual and communicative interface, with the model has been applied numerous times and has proven to be of
financial and other consequences of alternatives immediately added value, and a version aimed specifically at land and real estate
calculated and fed back into the process. The TNO-City model planning is used commercially by the consultancy firm StrateGis
consists of four major conceptual components: Groep.
1 Maps. The starting point for all analyses using TNO City is a set of
topographical or functional maps of the area. Several types of measuring sustainability of a district with dpl
maps can be used as a basic map. Older versions (TNO RasterGis) DPL is an approach for sustainable urban planning that
used only raster maps, but presently all common formats are quantitatively measures the sustainability of urban areas (districts)
compatible. Based on this map alone, preliminary analysis can be based on 25 environmental, social and economic indicators (People,
performed, such as average distances to public transport stops. Planet, Profit). DPL was developed by IVAM in cooperation with TNO
2 Databases. All kinds of geographical databases can be added as Environment and Geosciences and with financial support from the
‘layers’ to the system: land and real estate ownership, real estate Dutch Ministry of Housing Spatial Planning and the Environment
prices, soil conditions, demographical data, legal information, etc. (VROM).
These databases provide input to a great diversity of analyses,
for example the financial impact of acquiring and demolishing DPL can be used by local authorities, urban planners and project
a specific area. developers to inform discussions of sustainability in urban planning.
3 Functions: The third component is a database, in which urban DPL can be used to set targets in advance and verify them later. Pilot
functions (infrastructure, dwellings, offices, parks, shopping projects have been carried out in the cities of Amsterdam, Delft, The
centres, etc.) have been broken down into their logical components Hague, Den Helder, Heerlen, Nieuwegein and Velsen.
and related to surface area. For each square metre of a land use
the area of road, pavement, green space, parking space, sewers Central to the DPL approach is a spreadsheet model with a user-
and so on is known. This enables the user to draw plans based friendly interface. Users of the model first have to gather
solely on the surface area of the land uses; it is not necessary to information regarding numerous aspects of an existing or newly
make an actual architectural design. planned district. This information is used to calculate the 25
4 Calculation models. Several impact assessment models are linked indicators. The resulting indicator scores can be compared with a
to the system, such as models to make financial assessments and database of reference plans, typical for the most common types of
environmental, demographical and sociological models. The Dutch urban districts. The complexity and depth of the isolated
model also allows for comparative and integrated assessment of indicators is limited; the strength of DPL lies in the breadth of the
scenarios and for assessment of the development over time. range of ecological, social and economic indicators (see
Typically, calculation models are Excel-spreadsheets. Sustainability profile of a district). DPL is currently available as a
NovaTerra Connected Cities / june 2006 / 29
quality
19 Social cohesion
commercial software program through IVAM and TNO Environment The TNO City approach is very communicative and interactive and
and Geosciences. has no real weaknesses. Further improvements should focus on
making the interface more usable for non-experts and on adding
three parallel approaches more substantive aspects (indicators) to the default calculations.
A brief assessment of the three approaches, using the criteria
identified earlier, is presented in tables 2a, 2b, and 2c. Each of the The DPL approach is very easy to use, also for non-experts. It is also a
approaches has its specific advantages and disadvantages. very transparent approach. The main disadvantage is that it takes
time to generate the input for the calculations, which makes the
The Codes approach is integrative in many ways and pays a lot of approach unsuitable for interactive and dynamic applications.
attention to the link between performance of design alternatives
and the preferences of the stakeholders. The model is transparent, The ideal method would have the integrative and actor-focused
but also very complex. This complexity limits its use, since experts qualities of Codes, the GIS interface and speed of TNO City and the
are always needed to apply the approach. transparency and ease of use of DPL. Such hybrid approaches will be Y
NovaTerra Connected Cities / june 2006 / 30
Integrative MEDIA integrates different spatial levels, substantive aspects and decision making in one ++
systematic approach.
Dynamic MEDIA is able to calculate the performance of alternatives. The simulation game relates these ++
results to stakeholders’ preferences. Stakeholders can choose the indicators they consider
important.
Interactive MEDIA itself does not directly support negotiation between stakeholders, this is however the ++
primary function of the simulation game.
Transparent From evaluations of the combined use of MEDIA and simulation game, it can be concluded that +
the approach in principle is clear and understandable to all stakeholders, although the
complexity of the model requires a certain degree of expertise and experience with computer
models.
Flexible and The concepts behind MEDIA are generic, and therefore can be used or adapted for a wide range 0
Reusable of applications. Considerable effort is required to construct a specific database, so this is only
feasible if the method is applied often, or on very large projects.
Fast and easy MEDIA databases should be built by experts. Experience is that non-experts can use the model 0
with instruction, but only for the most basic functions. For sophisticated analysis an expert is
needed. It is also clear the software interface still has a lot room for improvement.
Communicative This is not directly the purpose of MEDIA, but again one of the main objectives of the simulation +
and educational game. Within the game, MEDIA clarifies the structure of the problem and possible alternative
solutions. The game is designed to allow for different perspectives. The interface of the model
itself is not specifically communicative.
Authoritative Many of the indicators calculated by MEDIA are based on established and validated methods, but +
this not necessarily the case, nor is it clear in the model. Specific care has to be taken in advance
to demonstrate this to the users. Within the simulation game, political standards are
incorporated through the ambitions and goals of the participants.
examined in the future within research programmes such as Delft 8 Geurts J. and Joldersma C., Methodology for Participatory Policy Analysis, European
Cluster. However, past experiences have shown that visions of Journal of Operational Research 128(2):300-310, 2001.
9 Bots P and Seijdel R., MEDIA - A decision support tool for urban development.
omnipotent supermodels have the tendency to become a goal in Conference proceedings Sustainable Building 2002, Oslo, 2002; Mayer I. van Bueren
themselves. Accordingly, the approaches described in this paper will E., Bots P., van der Voort H. and Seijdel R., Collaborative decision making for
sustainable urban renewal projects: a simulation - gaming approach, Environment
be developed primarily in parallel with one another, focusing on
and Planning B: Planning and Design 32:403-423, 2005; Bots P., van Bueren E., ten
their specific strengths and applications. Heuvelhof E. and Mayer I., Communicative tools in sustainable urban planning and
building, Sustainable Urban Areas 5, DUP Science, 2005.
10 Morgan J.R., AIDA – A Technique for the Management of Design, Coventry: Tavistock
Notes
Institute of Human Relations, Institute of Operational Research, 1971
1 See Hajer M., The politics of environmental performance review: choices in design,
11 This functionality has been described more detailed in earlier papers. See, for
Working paper 38, Recht and Beleid, Rijksuniversiteit Leiden, 1992, and Roe E., Taking
example, Bots P. and Seijdel R., MEDIA – A decision support tool for urban
complexity seriously: policy analysis, triangulation and sustainable development,
development, Conference proceedings Sustainable Building 2002, Oslo, 2002.
Kluwer, Boston, 1998.
12 These sessions are described in Mayer I., van Bueren E., Bots P., van der Voort H. and
2 WCED, World commission on Environment and Development (1987) – Our common
Seijdel R., Collaborative decision making for sustainable urban renewal projects:
future, Oxford: Oxford University Press.
a simulation – gaming approach. Environment and Planning B: Planning and Design
3 Marin B. and Mayntz R., eds., Policy Networks: Empirical Evidence and Theoretical
32:403-423, 2005.
Considerations, Westview Press, Boulder, Colorado, 1991.
13 Dekker K.H., Pries F. and van der Toorn W., Innovatief vastgoed beheer: aanzetten
Marsh, 1998? [niet in literatuurlijst]
voor een discussie over instrumenten voor stedelijk beheer, Ministerie van
4 Bremer W. and Kok K., The Dutch construction industry: a combination of competition
Volkshuisvesting, Ruimtelijke Ordening en Milieubeheer, 1991.
and corporatism, Building Research and Information 28(2): 98-108, 2000
5 Bruijn, H. de and Ten Heuvelhof E. (2000) – Networks and Decision Making, Utrecht: References
Lemma publishers. – Bueren E. van and Mayer I., A simulation game for sustainable decision making,
6 See note 5; and: Edelenbos, J., Design and management of participatory public Conference proceedings Sustainable Building 2002, Oslo, 2002.
policymaking, Public Management 1:569-578, 1999 and Edelenbos, J., – Mayer I. and Veneman W., Games in a world of infrastructures, Eburon Academic
Design and management of participatory public policymaking, Publishers, Delft, 2003. Z
Public Management 1:569-578, 1999
7 Mayer, I. (1997) – Debating Technologies. A methodological Contribution to the
Design and Evaluation of Participatory Policy Analysis. Tilburg Iniversity Press,
Tilburg.
NovaTerra Connected Cities / june 2006 / 31
All French conurbations with populations greater than 100,000 suburbs (the départements Seine-et-Marne, Yvelines, Essonne and
have to prepare a Plan de Déplacements Urbains (PDU), or Urban Val-d’Oise). The Mobilien network was designed as a fully-fledged
Travel Plan. These plans must contain appropriate measures for network, with radial bus lines leading to the centre of Paris
reducing traffic, developing public transport and encouraging complemented by several circle lines. By providing both suburb to
walking and cycling as alternative means of environmentally- suburb and suburb to pole connections it maximises interchange
friendly travel. Other topics addressed in these plans include between the different modes of transport.
goods transport, water transport and parking management.
A key feature of the project is giving a clear structure to the network
The PDU for the Île-de-France (PDUIF) was adopted at the end of and establishing a hierarchy by showcasing the most important
2000 for a five year period. It did not seek explicitly to curb car traffic, connections and heavily-used lines. The new lines will complement
but to reorganise public space in favour of environmentally-friendly the existing rail and metro network with a finer network through
modes of transport. Certain objectives have been quantified, such as the denser urban areas. The public transport hubs link these networks
reducing car traffic by 3% and increasing the use of public transport to provide a comprehensive package of transport services throughout
by 2%, as well as doubling the number of cyclists on the roads. the Île-de-France region. Y
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high performance
NovaTerra Connected Cities / june 2006 / 33
PLUSIEURSßLIGNESß2!40
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an ambitious project involving many players
As part of the PDUIF project Mobilien is supported by central
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government, the Île-de-France region and Île-de-France transport
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trade union (STIF). Their task is to see the project through to a
successful conclusion within the agreed time frame and within
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amounts to 1.2 million euros per kilometre for lines and 3 million
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transport operators, infrastructure managers and representatives
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The study phase must lead to the establishment of a joint project
and contract, with the commitment of the signatories. The expected
results are evaluated against the objectives of the PDUIF, and then
6QPRRW(RU(I?G?9 work can begin. Once the line is up and running, its performance and
use will be monitored to determine the exact effects of the project.
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location for operating the line because it is separate from the traffic
on the adjacent roadway. This central location is one of the first in
Bus lines incorporated into the Mobilien project. Île-de-France and demonstrates the determination of the authorities
to make the Mobilien an innovative and high-performance network.
Each physical intervention involves a redistribution of public space
to make the roadway more legible and improve traffic circulation. Y
NovaTerra Connected Cities / june 2006 / 34
Bus journey speeds are higher and services more regular as a result.
Crossroads are where buses are held up the longest and so traffic
management is being improved by introducing a ‘priority to buses’
system. Buses approaching the crossroads are detected and the
traffic light sequence is adjusted to give them a green light and
minimise waiting time. Counterflow bus lanes have been introduced
in some one-way streets to keep outward and return journeys on
the same route to make life easier for passengers.
The SIEL system on bus line 95 to Paris (photo: RATP/ Gérard Dumax).
Note
The most obvious point to arise from an appraisal of the project 1 The subsidies must be used for roads layout or other measures which facilitate bus
are the severe delays. As soon as the allocation of public space is at services (e.g. dedicated bus lanes, studies to give priority to buses at traffic lights).
They cannot be used for hard or soft landscaping.
stake, local residents become involved and are quick to make their
demands known. Although positive in terms of ownership of the Abbreviations
– EIVP City of Paris Engineering School, 15 rue Fénelon, 75010 Paris, France.
project by the local population, the consultation periods were longer
Phone + 33 1 56 02 61 00
than initially planned. The complexity of allocating responsibilities – RATP Public Transport Operator in the Paris Region, Maison de la Ratp,
has also slowed the project down. These delays have been tolerated 54 quai de la Rapée, LAC A34, 75599 Paris Cedex 12, France. Phone +33 1 58 78 33 23
– UMLV University of Marne-la-Vallée, Pôle Ville, Bâtiment Lavoisier, Cité Descartes,
in view of the importance placed on consultation by the PDUIF.
5 boulevard Descartes, 77454 Marne-la-Vallée Cedex 2, France. Phone + 33 1 60 95 73 43