Transport and Town Planning

The City in Search of

Sustainable Development

Jean Laterrasse

Color section
 Figure 2.2. The Eixample, 1859 plan of Cerdà’s project

Figure 2.3. Haussmannian “breakthroughs” between 1850 and 1870

Figure 2.5. E. Howard’s garden city model. Source: Garden Cities of
Tomorrow, New edition, London, 1946
Figure 2.9. Chandigarh plan imagined by Le Corbusier (1951)
Figure 3.2. SDAURP of 1965: the two urbanization axis and the setting up of new towns (Marne-
la-Vallée to the East of Noisy-le-Grand zone, and to the South, Melun-Sénart on that of Lieusaint,
Saint-Quentin in Yvelines on that of Trappes)
 Figure 3.3. Department of Marne-la-Vallée cut into sectors and identification of
several Operations of National Interest (OIN). Source: DREIF (2006) and [AW 08]
Figure 3.5. Communal Origins of Ile-de-France migrating towards
Marne-la-Vallée in 1975 and 1999 [AW 08]

Figure 3.6. The population per municipality in Marne-la-Vallée

in 1999 and its evolution since 1975 [AW 08]
Paris Val Maubuée Val de Bussy Val d’Europe

3 councils on 2,063 ha 6 councils on 3,815 ha 12 councils on 6,121 ha 5 councils on 3,215 ha

104,000 inhabitants 87,000 inhabitants 59,000 inhabitants 20,000 inhabitants
34,000 jobs 41,000 jobs 27,000 jobs 21,000 jobs

Figure 3.7. The institutional division of Marne-la-Vallée [AW 08]

Figure 3.8. Population growth in new towns and population variation [AW 08]
Figure 3.9. The size of main residences and new towns [AW 08]
Figure 3.10. Residential density of Marne-la-Vallée (territory demarcated
in red at the center of the map) and in Seine-et-Marne (IAURIF, [AW 08])
 Figure 3.11. Evolution of employment rates in Ile-de-France new towns and
Average Annual Growth Rate (TCAM) during different census reports [AW 08]

Figure 3.12. Jobs/active population balance per municipality in

Marne-la-Vallée in 1990 and 1999 [AW 08]
Figure 3.13. Evolution of the employment area of the active population
resident in Seine-et-Marne (EGT data)

Figure 3.14. The structure of the new town of Marne-la-Vallée is

partially separated from the old urban structure
 Figure 3.15. Bus network of the new town of Marne-la-Vallée: a
network essentially designed for the drawdown the RER

Figure 3.16. Average number of cars per household (left map) and the rate of motorized
households by municipality (right map) in Marne-la-Vallée (municipalities colored in dark blue are
those with the highest rates [AW 08])
 Figure 3.17. Three types of traffic superimposed on the A4 motorway at
Marne-la-Vallée (study conducted by the CD VIA research department for DDE 77)
Figure 4.2. Evolution of Ile-de-France population between 1990 and 1999
Figure 4.3. A comparative evolution of the population and the Paris
conurbation area between 1876 and 1999 [LAR 02]
Figure 4.5. A relative modal share of links according to their origin
and destination [AGE 07]
Figure 4.6. The absence of pedestrian footpaths encourages the
use of cars for short trips
Figure 5.1. The modal share of the automobile in “all motives” daily travels is
correlated with both urban sprawl and living standard [BON 03]
Figure 5.2. The urban stain of four European urban areas with a
population of about 10 million [LEN 11]
Figure 5.3. The Finger Plan of Copenhagen
Figure 5.5. Amsterdam general enlargement plan of 1935

Figure 5.6. Map of underground Montreal

 Figure 5.8. The photo on the left represents the spatial extension of
Portland city (blue line) projected on an aerial picture of Ile-de-France.
The photo on the right specifies the route of the Portland rail network

Figure 5.9. The Moscow subway map

Figure 6.2. Number of heavy network stations (subway, RER, commuter train)
per 10,000 people (residents and workers) in 2015 [ELH 17]
 Figure 6.3. Number of stations (dedicated tramways and bus lanes) per
10,000 people (inhabitants and workers) in Paris and its suburbs in 2016 [ELH 17]
Figure 6.4. Division of Ile-de-France from morphological sectors defined by the IAU IdF

Figure 6.5. A simplified representation of the target scenario

 Figure 6.6. Area of study of dedicated bus lanes in the southern
suburbs of Paris [ELH 17]

Figure 6.7. Initial route of the TVM and alternative route proposed by the
municipality of Saint-Maur-des-Fossés [ELH 17]
Figure 6.8. The 1740 route of the royal road upon which the RN 305
was constructed (current RD 5) [ELH 17]
Figure 6.10. Bus line 183 between Paris-(Porte de Choisy) and Orly [ELH 17]
 Figure 6.12. Phasing of construction of a dedicated bus lane on RD 5 as
well as related urban projects [ELH 17]

Figure 6.13. The municipality of Saint-Maur and the loops of the Marne [ELH 17]
Figure 6.14. Modification of the TVM route in Antony [ELH 17]
Figure 6.15. A diagram of the insertion of a dedicated bus lane along A86 [ELH 17]
Figure 6.17. Choisy-le-Roi and its crossing by bus 183 and TVM dedicated lanes which intersect
at the Rouget de Lisle crossroad [ELH 17 and OpenStreetMap]
Figure 6.18. The different phases of urbanization of Vitry-sur-Seine
after World War II [ELH 17]
Figure 6.20. Operations carried out along RD 5 in Vitry-sur-Seine [ELH 17]
Figure 6.21. Route of the future automatic “Grand Paris Express”
subway, under construction