Summary TS Klementschitz

Presentation 1a- Land use U3: Urban Problems: sprawl, congestion, air pollution Key to solution: land planning and urban design That should lead to reduced automobile travels 3 Variables of built up environment: Density (how many people/shops/offices on an area) Diversity (how many different kinds of buildings (living/working/shopping) on an area) Design Remember the example of two cities with similar geographical situation and household income, but different built environments Influence of land use on mode choice, home to work: See chart on slide 9 Logical but still nameable: More walk/bike (w/b) and public transport (PT) where retails complement office uses PT share is greater in mixed use and multi-story buildings Vehicle occupancy is bigger in areas with mixed use buildings Shopping trips are shorter and travelled person miles are lower at locations with higher accessibility PT share of working and shopping trips is greater at higher population and employment densities For walk shares it is the same as for PT Transit and w/b shares are greater when parks are close PT and w/b is more used where commercial uses are nearby housing areas Work trips are shorter where commercial uses are nearby housing areas Short trips and mixed use increase w/b use Conclusion: Impact fees for investors based on car trip generation planning tool: trip generation manual (does not include benefits of mixed use) Travel demand modelling need to consider built environment Presentation 1b- Network effects of large-scale infrastructure investments: Background: A EU- fifth framework programme, which includes 16 contractors and 13 case study cities, has the goal to outline the socio-economic and long-term effects as well as the large-scale infrastructure investments.

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Denise Kramer

Classification of effects: Direct Direct network Indirect network Indirect (also third-party or socio-economic effects) o Employment and value added effect of investment An econometric model which simulates 16 different sectors of regional economy was used Exogenous variables describe global and national economic conditions Investments in various sectors during each year of planning and constructing o Changes in land use and urban re-generation effects Mixed methodology was developed Hard indicators: land use, real estate prices, rents, micro (representative area, photo documentation, investment figures) & macro (whole district, rents) approach Soft data as a result of semi- structured interviews metro construction amplify existing trends or make them more dynamic qualitative step forward in urban infrastructure changes are concentrated to nearby surroundings reopening of revitalised shopping street together with metro urban regeneration effects are concentrated in walking distances increased land value due to new infrastructure leads to a higher willingness of other land owners to develop or sell their property metro can be described as an impulse for development the other way around can be that a metro is constructed because of the dynamic development of an area o Economic development of accessed area o Organisational frameworks and supporting policy impacts Conclusion: Policy makers have a positive impact on the performance of PT projects Upgrading of deteriorated urban sites and development of new areas depends on the fruitful interaction between investors, business circles and public authorities Multiplier effect of total investment costs for GDP up to 6 for PT investments Structural changes: qualitative improvements, industrial use disappears Prices increase (social aspect), city of Vienna is a player (social housing with metro access) Presentation 1c- PT Systems development of urban regeneration Linz: Project: Redesign of main railway station, optimising interchange between regional and urban PT Changing inner city tram network (all tram lines stop beneath railway station) Integration of central bus station Integrated shopping centre Combining investments in infrastructure with urban developments 28.10.2011 Denise Kramer 2

Methodology: 1) survey (travel, shopping behaviour; target persons: inside new station; before and after reconstruction) 2) semi structured expert interviews: investors, developers, shop keepers, planners 3) visitor counting 4) site visit, data recording, data collection Conclusion: cooperation between key-actors worked well number of travellers increased significantly functional transfer of railway station could be observed railway station as a self standing trip destination synergetic effects could be used due to land development further investments in PT network will further amplify positive effects - problem of causality of third party effects - impacts on CO2-emissions, urban sprawl Presentation 2a- Evaluation of Transport Infrastructure Investments Netherlands: Key questions: What is the rationale for the transport improvement? What is the pattern of gains and losses, in economic activity and jobs, which will arise from the transport improvement? What are the welfare effects of the transport improvement, including environmental effects and wider economic effects? Setting the scene: To appraise a new mode of high speed ground transportation -> magnetiv levitation Four different Maglev proposals under different economic conditions Ratio of additional welfare effects Direct transport benefits Four scenarios: urban- conglomeration project: connecting four largest cities o inner ring or outer ring o improves internal accessibility o relieve congested road network in this area o attract international business to settle down o access residential areas with capacity to grow core- periphery project: connect peripheral regions with Amsterdam o south-east or north- west o stimulate weaker economy of this area o increase employment o stop out migration o relieve the main centres by stopping the concentration process

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Denise Kramer

Spatial distribution of working population: travel time diminish people may increase the quality of their living environment and housing accommodation increasing commuting journey length without changing commuting journey time Spatial distribution of labour demand: labour migration (people accept work which is further away regional differences in salaries (higher educated) consumption induced employment (lower educated) balance of those two topics result in regional unemployment, vacancies, employment, and labour productivity Benefits: Direct benefits o Exploitation revenues o Time savings commuting/other trips o Reduced congestion Indirect costs and benefits o Additional consumer benefits (accessibility) o Indirectly reduced congestion (network) o Labour market effects External costs and benefits o Landscape related o Emissions o Noise 28.10.2011 Denise Kramer 4

How to estimate costs with no market prices available: Damages (health damage) Costs for avoiding damages (noise protection) Complementary markets (prices for real estates in areas with or without noise pollution) Willingness to pay stated and revealed Results Total benefits of the rings are almost twice as large as those of the line connections Because of the cost situation, none of the projects show positive balance Results depend on the scenario (changes of +13 to -28%) Presentation 2b- Sustainable development assessment: What means sustainability? Sustainable development meets the needs of the present without compromising the ability of future generations to meet their own needs. [World Commission of environment] Sustainability is the long-term maintenance of well being, including environmental, economic and social dimensions. [Wikipedia]

the study area is always bigger than the borders of the planning area the examination period consists out of the planning and the operation phase scenarios before, with and without investment over time horizon changes of traffic demand in the different scenarios need to be included in the analysis Denise Kramer 5

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Main steps of sustainable development- analysis: (SDA) 1) definition of scenarios including time horizon 2) definition of indicators 3) definition of objectives (upper and lower limit) and shape of value function 4) determination of the quantitative effects 5) weighting of the different single inidcators 6) synthesis of part-indices to an index for sustainable development (each index is between 0 and 1) Indicators of SDA ecological development aspects: o noise o global warming (CO2-emissions) o energy consumption (not renewable) o air pollution (CO, NOx, CxHx,, particles) o quality of townscape by re-urbanisation (street design) economic development aspects o benefit-cost efficiency o employment effect o urban regeneration effects and development social development aspects o traffic safety o improvement of accessibility of jobs o equity in motorised accessibility for people without access to a car o functional quality of infrastructure for pedestrians, o functional quality of infrastructure for cyclists. assessment examples are shown on the slides 17 26 Conclusion: The pilot projects are able to demonstrate, that evaluation of sustainability is possible A standardised procedure for SDA would be a big step forward A European rule for project assessment and monitoring could be integrated in cost benefit- analysis Pre- condition for receiving funding for projects from international institutions Presentation 3a- Individualised marketing in transport: Key questions to be answered: A lot of investments were done in improving infrastructure (alternative modes)? Cost benefit analysis and effects not satisfying? An alternative approach? Setting the scene: Level of car dependency is increasing. Unsatisfying situation (environment, health, ...) High social costs 28.10.2011 Denise Kramer 6

Traditional transport planning Pull measures: infrastructure orientated, new trams, high speed trains, Push measures: road user charge, parking fee, access restrictions influence people from outside Alternative approach: Analysing the individual mode choice Face to face interviews Identify: awareness, perception, barriers Split between subjective and objective barriers Opportunities for travel behaviour change Voluntary travel behaviour change individualised marketing there exists potential for mode shift without further infrastructure investments soft politics: information, motivation, identification if every car-driver shifts 2 journeys a week -> traffic reduction of 15-20% If every car driver could drive aiming to minimise fuel consumption (without travel behaviour change) -> fuel reduction 10-20%

- car owners do not know their alternatives - they overestimate travel times and fares of alternative modes leads to mode choice procedure: motivation and empowerment partnership and dialogue personalised and customised possible trips and small changes examples on slides 10 16 further option: reducing peak hours car travel non transport related activities: o saving water consumption o saving energy consumption o CO2 emission reduction in general o Healthier lifestyle (more sports) o

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Denise Kramer