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Fleischer Tamás

BALÁZS MÓR PLAN OR A SUSTAINABLE URBAN MOBILITY PLAN FOR BUDAPEST. Fleischer Tamás Institute of World Economy Centre of Economic and Regional Studies Hungarian Academy of Sciences http://www.vki.hu/~tfleisch/ tfleischer@vki.hu. Research on Sustainability, Transitions in Budapest

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Fleischer Tamás

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  1. BALÁZS MÓR PLANOR A SUSTAINABLE URBAN MOBILITY PLAN FOR BUDAPEST Fleischer Tamás Institute of World EconomyCentre of Economic and Regional StudiesHungarian Academy of Sciences http://www.vki.hu/~tfleisch/ tfleischer@vki.hu Research on Sustainability, Transitions in Budapest Academic Transition Platform #1 of the ARTS project Supported by the EU Seventh Framework Programme [excluding me] Szent István University, GödöllőGödöllő, 19 September 2014.

  2. The Plan (BMT)and its antecedents • BalázsMór Plan (BMT) Budapest Transport Development Strategy 2014-2030[BKK] • Review of the Development Plan for the Budapest Transport System (2013) (Review) • Development Plan for the Budapest Transport System (2009) • Development Plan for the Budapest Transport System (2001)[LastthreeFőmtervorConsortledbyFőmterv]

  3. Balázs Mór PlanOUTLINE OF THE PRESENTATIONor a Sustainable Urban Mobility Plan for Budapest • 1 Why I don’t speak here about emissions, greenhouse gases, climate change, resource management, waste issues etc. *

  4. Balázs Mór PlanOUTLINE OF THE PRESENTATIONor a Sustainable Urban Mobility Plan for Budapest *Ad 1 I don’t speak about new development projects the city proud of, either

  5. Balázs Mór PlanOUTLINE OF THE PRESENTATIONor a Sustainable Urban Mobility Plan for Budapest • 1 Why I don’t speak here about emissions, greenhouse gases, climate change, resource management, waste issues etc. • 2 Where the goals and objectives of the BMT are coming from? 3from the city’s objectives, 4 from the international trends, 5 from the local transport problems to be solved • 3 How the future vision and the general goal was created? • 4 Why I dislike the ’best practice’ pressure instead of the trends? • 5 How the ’key problems’ the Review diagnosed have been changed in the BMT • 6 How the goal system of the BMT was constructed • 7 Conclusion – is there any lesson for sustainable transport planning

  6. ENVIRONMENT ECONOMY SOCIETY (1) Usual sustainability approach: triple bottom line • The „three potatoes”Weak sustainability: the sum of the (environmental, social, economical)capital should not be decreased • It would mean that we considered the pillars as if one could substitute the other

  7. ENVIRONMENT ECONOMY SOCIETY (1) Usual sustainability approach: triple bottom line • The „three potatoes”Weak sustainability: the sum of the (environmental, social, economical)capital should not be decreased • It would mean that we considered the pillars as if one could substitute the other

  8. ENVIRONMENT ECONOMY SOCIETY (1) The three sustainability pillars in systemic order • The three pillars asembedded systems • Strong sustainability: the environmental constraints are to be respected in itself • We can have effect on the ‘economy’ or the ‘society’. There are external and internal conditions of the sustainability of these latter systems.

  9. ENVIRONMENT ECONOMY SOCIETY (1) The three sustainability pillars in systemic order + • The three pillars asembedded systems • Strong sustainability: the environmental constraints are to be respected in itself • We can have effect on the ‘economy’ or the ‘society’. There are external and internal conditions of the sustainability of these latter systems. TRANSPORT

  10. ENVIRONMENT ECONOMY SOCIETY (1) The three sustainability pillars in systemic order + • The three pillars asembedded systems • Strong sustainability: the environmental constraints are to be respected in itself • We can have effect on the ‘economy’ or the ‘society’. There are external and internal conditions of the sustainability of these latter systems. TRANSPORT

  11. (1) External conditions of sustainability • Herman Daly's three conditions of the [strong] sustainability: • (1) Rates of pollution emission do not exceed the assimilative capacity of the environment. • (2) Rates of use of renewable resources do not exceed their rates of regeneration. • (3) Rates of use of nonrenewable resources do not exceed the rate at which sustainable, renewable substitutes are developed. • All these conditions are fundamental, but they are the external conditions of the sustainable operation of our system ENVIRONMENT SYSTEM BUDAPEST TRANSPORT SYSTEM

  12. (1) Internal conditions of sustainability ? • It is easy to understand the external conditions • But how OURSYSTEM have to be operated, in order to fulfil (or at least get closer to achieve) these external conditions ? • These latters are the internal conditions of the sustainability of our systems • Creating a sustainable system is the task of those people who are planning, developing, operating etc. our system – in this specific case the Budapest transport system ENVIRONMENT SYSTEM BUDAPEST TRANSPORT SYSTEM

  13. (2) Where the BMT goals are coming from ? • If our system is embedded into sets of other systems, our goals can’t be independent from external determinants • For deciding on goals three indispensable sources are the followings: • (3) The general (non-transport) objectives of the city; • (4) Knowledge of international trends, experiences of other cities; • (5) Evaluated local transport problems to be solved

  14. (3) The general vision and goals are comingfrom the city • It should be self-evident that the transport (energy, education, health etc.) sector can’t create own and separate vision for the future of the city. • In our case there was a new Urban Development Concept approved by the General Assembly of the Municipality of Budapest in 2013, that determined future vision and general goals of the city. • Still, as earlier the transport experts determined new transport-based vision and general goals in the Review, there was a long debate whether the not the transport based main objectives are acceptable. • The main goals the transport must serve are not transport-based ones • The transport-specific goals serving these main goals appear in a next level [we’ll look at it later]

  15. (4) How to learn from international experiences ? • It is not too difficult to find leaflets and brochures that collect ’best practices’ and give advises for sustainable urban transport developments • Just a few of them from the last decade:

  16. SMILE Towards Sustainable Urban Transport Policies Recommendations for Local Authorities May, 2004. 62 p.http://www.osmose-os.org/documents/160/SUTP_SMILE.pdf Opps! The Google Chrome couldn’t find the www.smile-europe.org website Partners: F F D D A I B ES

  17. SUTP Sustainable Urban Transport Plans Preparatory Document in relation to the follow-up of theThematic Strategy on the Urban Environment. Main document18 p. 25 September 2007. http://ec.europa.eu/environment/urban/pdf/transport/2007_sutp_prepdoc.pdf

  18. PILOT Sustainable Urban Transport Planning: SUTP Manual • Guidance for stakeholders • 2007. 56 p. http://www.pilot-transport.org/fileadmin/WP2/Pilot_EN_WEB.pdf Key characteristics: participatory, sustainability, integrated, measurable targets, cost-internalisation, policy implementation steps „10 missions”: timing, coordination, responsibility, participation, stakeholder involvement, integration of policies, social inclusion and equity, communication, skill management, organisation

  19. CIVITAS is designed as a programme that allows cities to learn from each other and facilitate exchange of ideas. (from 2002 on) Main thematic groups: Car-independent Lifestyles Clean fuels and vehicles Collective Passenger Transport Demand Management Strategies Integrated planning Mobility Management Public Involvement Safety and Security Transport Telematics Urban Freight Logistics. http://www.civitas-initiative.org/mobility-solutions-page

  20. . ELTIS The aim of ELTIS is to provide information and support a practical transfer of knowledge and exchange of experience in the field of urban and regional transport in Europe… . http://www.eltis.org

  21. . POLIS POLIS is a network of European cities and regions working together to develop innovative technologies and policies for local transport.http://www.polisnetwork.eu/uploads/Modules/PublicDocuments/2013-polis-brochure---web.pdf

  22. Theaimofthisbrochureistosharetheseinternationalexperiencesandofferaglimpse behind the curtain of EPOMM member countries. The brochure is based on a Dutch reportwritten and published in 2012 by KpVV… [Best practices, good – but exclusively western cases…NL, GB, B, CH, A, D, F, I, PR, S, SF, N.… distributed the project supports...] Mobility management: The smart way to sustainable mobility in European countries, regions and citieswww.epomm.eu132 p. September 2013. http://epomm.eu/docs/file/epomm_book_2013_web.pdf

  23. By-the-way…ARTS also can show but 20 % new-member country firms (if we consider Dresden as eastern part of Europe…) ARTS

  24. SUMP http://www.mobilityplans.eu/docs/file/SUMP_Brochure_EN_final_web.pdf

  25. (4) How to learn from international experiences ? • All brochures presented was issued in the last decade • All they are dealing comprehensively with the urban transport • Not here those dealing with urban transport as part of other issues (e.g. LUTR Land Use and Transportation Research) • Not here those dealing with partial fields – bus-lanes, tariff, fuel, city-logistics etc. [e.g. Urban freight transport and city logistics 2002 http://www.eu-portal.net/material/downloadarea/kt8_wm_hu.pdfMeta-material, summarising 11 earlier EU researches: LEAN BESTUFS IDIOMA COST 321 SOFTICE FV-2000 FREYA INFREDAT REFORM COST 339 DIRECT] • So: why all such new brochures are suspicious for me? • There are too many of them, they are too attractive and problem-free. • Can’t be seen if they said novelties, would be developed, would analyse the cause of their (non-)effectiveness, would try to understand those to whom they try to speak to. • Learning from others is important – but be cautious with prescriptions, specifications, lists, good practices etc. !

  26. SUMP

  27. SUMP Nice idea, but impossible if the SUMP is obligatory condition for project support + intgration, participation, adoption Including the cause of earlier failures procedure X BAU This is not preparation but important contain

  28. SUMP For deciding objectives three indispensable sources are the following: – The general (non-transport) goal-system of the given city; – Knowledge of international trends, experiences of other cities; – Evaluation of the transport situation of the given city

  29. SUMP Rather a material for debating publicly

  30. SUMP

  31. (4) How to learn from international experiences ? • What we need to learn is handling the ’big picture’ rather than following detailed to-do lists • sustainability • integration • participation • How to avoid the ’modernity trap’ that is the disaggregation, the fragmentation, the one-dimensionality, the ’sectorialism’, –or the exaggerated belief in the optimal, the calculable, the planned etc. • Instead accepting ’post-industrial’ values as: integration, cooperation, partnership, networking, consultation, nesting, adapting, mutual dependence; or positive valuation for features asflexible, buffer, redundant, parallel, diverse, etc. • Further keywords in EU papers =>

  32. COM(2013) 913 final Together towards competitive and resource-efficient urban mobility. COM(2013) 913 final. Brussels 17.12.2013 http://ec.europa.eu/transport/themes/urban/doc/ump/com(2013)913_en.pdf

  33. EU papers for sustainable urban mobility plans • Together towards competitive and resource-efficient urban mobility. COM(2013) 913 final. Brussels 17.12.2013http://ec.europa.eu/transport/themes/urban/doc/ump/com(2013)913_en.pdf • ANNEX: A concept for sustainable urban mobility planshttp://ec.europa.eu/transport/themes/urban/doc/ump/com(2013)913-annex_en.pdf • SWD(2013) 524 final A call to action on urban logisticshttp://ec.europa.eu/transport/themes/urban/doc/ump/swd(2013)524-communication.pdf • SWD(2013) 525 final Targeted action on urban road safetyhttp://ec.europa.eu/transport/themes/urban/doc/ump/swd(2013)525-communication.pdf • SWD(2013) 526 final A call for smarter urban vehicle access regulationshttp://ec.europa.eu/transport/themes/urban/doc/ump/swd(2013)526-communication.pdf • SWD(2013) 527 final Mobilising Intelligent Transport Systems for EU citieshttp://ec.europa.eu/transport/themes/urban/doc/ump/swd(2013)527-communication.pdf • SWD(2013) 528 final Impact assessmenthttp://ec.europa.eu/transport/themes/urban/doc/ump/swd(2013)528-ia.pdf • SWD(2013) 529 final Resume impact assessmenthttp://ec.europa.eu/transport/themes/urban/doc/ump/swd(2013)529-resume-ia_en.pdf

  34. A concept for sustainable urban mobility plans • Goals and objectives: (…It regards the needs of the 'functioning city' and its hinterland rather than a municipal administrative region..) • a) Is accessible and meets the basic mobility needs of all users; • b) Balances and responds to the diverse demands for mobility and transport services by citizens, businesses and industry; • c) Guides a balanced development and better integration of the different transport modes; • d) Meets the requirements of sustainability, balancing the need for economic viability, social equity, health and environmental quality; • e) Optimises efficiency and costeffectiveness; • f) Makes better use of urban space and of existing transport infrastructure and services; • g) Enhances the attractiveness of the urban environment, quality of life, and public health; • h) Improves traffic safety and security • i) Reduces air and noise pollution, greenhouse gas emissions, and energy consumption; and

  35. A concept for sustainable urban mobility plans • Goals and objectives: (…It regards the needs of the 'functioning city' and its hinterland rather than a municipal administrative region..) • a) Is accessible and meets the basic mobility needs of all users; • b) Balances and responds to the diverse demands for mobility and transport services by citizens, businesses and industry; • c) Guides a balanced development and better integration of the different transport modes; • d) Meets the requirements of sustainability, balancing the need for economic viability, social equity, health and environmental quality; • e) Optimises efficiency and costeffectiveness; • f) Makes better use of urban space and of existing transport infrastructure and services; • g) Enhances the attractiveness of the urban environment, quality of life, and public health; • h) Improves traffic safety and security • i) Reduces air and noise pollution, greenhouse gas emissions, and energy consumption; and • j) Contributes to a better overall performance of the trans-European transport network and the Europe's transport system as a whole. [Obligatory ’blue tail’ = why is it important for the EU ? Otherwise the shoe is on the other foot: just the TEN-T and the European transport should contribute to the improvement of the human residence areas and the life quality -- and not vice-versa. ]

  36. (5) How to wording key transport problems?

  37. (5) Key problems wording based on the evaluation of the problems tree in the BMT Deterioration of conditions threatening the operation (false resource allocation) Fragmented developments loosing the urban context and by non-systemic implementation Inappropriate responses to a changing lifestyle; also polluting solutions Significant inadequacies in the network structure: (radial direction dominance) Fragmented regulations, impeding complex solutions (also within the sector) Continuation of sectorial and sub-sectorial approach, lack of cooperation in the Review Changing externalcircumstances Network defaults: failed adaptation to the increasing traffic and spreading city with constructions and development Lack of financial resources

  38. (5/6) From key problems wording towards transport specific strategic objectives • Marked expressions from the key problems: fragmentation, lack of cooperation, false allocation, etc. • The suggested main direction for change is integration • (This directionwas also supported by the international trends) • At the level of the transport-specific strategic objectives of the Balázs Mór Plan the organising principle was three different kinds of integration: • – integration of the transport development into the urban development, • – integration between the various transport modes, and • – integration between the urban-, the conurbation-, and the regional systems.

  39. (6) How the goal system of the BMT was constructed Integration of the transport development into the urban development * Integration between the urban-, the conurbation-, and the regional systems Integration between the various transport modes * I personally preferred ’integrated’ instead of ’dynamic’

  40. (6) How the goal system of the BMT was constructed Integration of the transport development into the urban development * Integration between the urban-, the conurbation-, and the regional systems Integration between the various transport modes These strategic transport objectives have to be followed at more detailed level: namely at four transport intervention areas that is on the fields of the infrastructure, the vehicles, the services and the institutions * I personally preferred ’integrated’ instead of ’dynamic’

  41. (6) How the goal system of the BMT was constructed * INTER ** ** I personally preferred ’better’ instead of ’more’ * I personally preferred ’integrated’ instead of ’dynamic’

  42. (6) GOAL STRUCTURE FROM THE REVIEWHow the goal system of the BMT was constructed

  43. (6) MEASUREMENTS CUT AND REASSORTEDHow the goal system of the BMT was constructed

  44. (6) MOVEABLE, CHANGEABLE MEASUREMENTSHow the goal system of the BMT was constructed

  45. (6) ATTEMPT WITH TEN MEASUREMENTS CATEGORIESHow the goal system of the BMT was constructed Intermodal Safety Pedestrian Bicycle Public urban Pub suburban Pub navigation Pub air Road City logistics

  46. (6) How

  47. (6) How OPERATIVE GOALS under strategic objectives in four intervention areas. (Also titles of measure-ment groups)

  48. (6) FROM THE CONTAINTS: OPERATIVE GOALSHow the goal system of the BMT was constructed

  49. (7) Conclusion – 1/2lessons for sustainable urban transport planning • I spoke here about the preparation process of a new sustainable Budapest transport development strategy, called Balázs Mór Plan (BMT) • Meeting the external conditions of the sustainable operation of a transport system (relating the outputs and inputs) is necessary but not sufficient. There are also internal conditions to meet that need transport expertise to develop. The presentation has dealt with such internal (transport-based and transport strategy-building based) conditions. • The goal system of the BMP was built on the international experience, on the goals of the city and on the analysis of the local transport problems. • From international trends a main lesson can be summarised in a few key expressions as integration, adaptation, participation, cooperation etc. These ‘big picture’ frame elements are much more important to understand and to follow than single ’best practice’ investments. • The urban life, the life-conditions of the people are not tools to promote the better overall performance of the European transport system, – the relation is just the reverse: it is the European transport system that have to contribute to the better life conditions.[Message to EU DG MOVE]

  50. (7) Conclusion – 2/2lessons for sustainable urban transport planning • The future vision and the general goals that the transport must serve are not transport-based ones, but have to come from the city • It doesn’t help finding the sustainable transport goals if the selected key problems are shifting the responsibility to external circumstances • The transport-specific strategic objectives aim at three types of integration: integration of the transport modes, integration into the city’sgoals, and integration into the region around the city. • Important technical task is clearly separate the relevant, current, locally selected goals (goals, objectives, priorities) from the always valid transport classification categories, (intervention areas, modes, people/goods, public/private etc.). The suitable covering of both must be considered while aspiring for sustainability. • Presenter’s opinion is that Balázs Mór Plan was a good step towards a sustainable Budapest transport strategy. A big danger is still that BMT also contains project list and a map with concrete projects. Instead of speaking about the main sustainability principles and arguments to be fixed, all the consultation debates can be shifted toward the details of the projects.

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