10 points below the average for Catalonia. DAILY Mobility in Camp from the Metropolitan Area of Barcelona At weekends and on public holidays the de Tarragona to the metropolitan belts and neighbouring values are still more extreme. municipalities. Joan Alberich González This pre-eminence of private transport to But from my point of view, when analysing the detriment of journeys on foot and on the mobility of the residents of Camp de public transport is a fact related to growing 1. Camp de Tarragona: the territory Tarragona, what is even more interesting urban dispersion, very clear in the last and demographic processes than this quantitative development decade in the Comarques Gironines, and to in terms of population growth, is the a public transport or urban and inter-urban The first official record we have of this qualitative perspective, which allows us buses, regional and local railways which is territory being referred to as Camp de to see a developing process of urban territorially uneven and which does not meet Tarragona dates back to 1315, however growth and cohesion. Camp de Tarragona everyday mobility needs. Public transport it was not until 1995, when the Pla is increasingly becoming a growing only achieves more significant usage territorial general de Catalunya ( DP TOP, metropolitan area characterised by a percentages in journeys to other regions. 1995)1 was approved, that it was legally high degree of interrelations between recognised as one of the seven territorial its municipalities resulting from mobility The metropolitan region centralises areas of Catalonia, in turn the beginning flows. These dynamics are sustained by 90% of external journeys linked to the of its further division into geo-political the traditional urban triangle comprising Girona region. The second region with an administrative regions. the cities of Tarragona, Reus and Valls outstanding role compared to the others is which favour polycentric urban structures; Comarques Centrals. Among these links, The territory covered by the Camp de and the coastal tourist area, Costa the number of journeys at weekends and on Tarragona comprises a total of six regions: Daurada, which generates the internal public holidays is particularly outstanding, three regions which make up the “Camp” tourist-residence mobility characteristics doubling compared to working days. in the strictest sense (Alt Camp, Baix of this area. Camp and Tarragonès), and the three Finally, a county analysis of flows makes bordering regions (Baix Penedès, Priorat These are the findings of various studies clear the attraction exercised by Gironès and the Conca de Barberà —see figure 1). on this region (González, 2003, 2004), on all counties in the region, and reflects It covers a total of 2,997.7 km2 (9.45% including a recent doctoral thesis on the the reach of a central urban area becoming of the total territorial area comprising the living spaces of the Catalan population established between Gironès, Pla de autonomous Catalan territory), with a and the functional spaces they generate, l’Estany and one end of la Selva. In relation resident population, as of January 1st 2007, based in part on data from the 2001 to the latter county, flows reflect the of 575,333 (8.0% of the total population census (Alberich, 2007). The way is now dual nature of this area, with part of the of Catalonia). open to pursue more in-depth studies, plain and coast having solid links with and so this analysis of the territorial the metropolitan region of Barcelona and Leaving aside more detailed analysis, distribution of mobility flows is made from another part of the plain and the interior which is not the focus of this study, the the perspective of functional interrelations linked directly to Girona. Ripollès would be demographic evolution of the Camp de between territories (see section 4). the other county that escapes this direct Tarragona can be seen in terms of two attraction and also maintains a significant processes: one which we could call percentage of journeys outside the region, “quantitative” (population growth), and 2. Mobility in camp de Tarragona following the axis opened up by the Ter one of a “qualitative” nature (how towns southwards. and cities have developed and their In an attempt to broach the widest range functional integration within this territory). of aspects related to mobility covered by Meanwhile, a significant piece of this survey, the information presented information offered by the data is the From the quantitative perspective, one in this section covers the following indication of the insufficiency of public outstanding feature is the very significant aspects: overview of the data, motives transport with a metropolitan logic, given population growth in recent years, making for making journeys, principal means some very low percentages for use of this it the most dynamic of the seven territorial of transport used, average time taken mode in an area with strong relationships. areas of Catalonia: if we take the year 2000 and which hours of the day, territorial In inter-county journeys, mobility is basically as a starting point, the population has grown distances travelled and, finally, the private everywhere —above 80%. Only by 30.1%, double the overall figure for mobility differential according to the socio- in Alt Empordà and Gironès does public Catalonia (15.1%), and significantly higher demographic features of the population. transport achieve significant figures, than its closest rival, the Girona regions, probably because of the differential fact of (24.9%). It is also worth noting that the 2.1. Overview the rail service, which also means that the population growth rate for the territory’s highest percentage for public transport use metropolitan area is the lowest (only 12.1%). The 4+ resident population in the Camp between two counties occurs between Alt de Tarragona in 2006 (527,531) made a Empordà and Gironès. These population growth figures for Camp total of 11,867,435 weekly journeys: a daily de Tarragona reflect general demographic average of 1,849,355 on weekdays and tendencies in Catalonia which, since the 1,310,330 on weekends. Here, a journey 1 “Low-cost” flights are certainly not a new beginning of the 21st century, have been is understood as the trajectory from home phenomenon as they have an obvious precedent due to three complementary factors. to a given destination for whatever reason, in the charter flights which began in the 1960s. First, the upturn in the birth rate after the making use of one or a combination of 2 For the spreading of residences in cities and urban areas and on the economic and territorial lowest recorded rates at the end of the transport means. th structure of the Comarques Gironines, see 20 century, above all due to the arrival Vicente i Gutiérrez (2004), Vicente (2003), Olives of a sizeable generation from the baby If one considers these figures bearing in (2000) and the Girona Chamber of Commerce boom who are now at the reproductive mind the percentage of the population of (2003). age. Secondly, the increase in migratory Camp de Tarragona compared to Catalonia flows from outside the Spanish state, as a whole, a certain degree of “over- which has accounted for the considerable mobility” can be seen for inhabitants of increase in foreign residents: in 2000 they this region: the figure for weekly journeys represented 4.1% of the total population, (8.0%) is slightly higher than Catalonia but by 2007 this figure had risen to as a whole (7.7%)2.This level of mobility 16.1%. Third and finally, the decentralising (also found in the Metropolitan Area) tendency of population distribution moving can be explained from the perspective

172 / Papers 48 / of two factors. Firstly, due to the small from the data show a marked rate of areas, rationalising public transport percentage of the population who claim swing (in the order of 47%), which shows services along major roads and an that they made no journeys on the survey’s that people take advantage of journeys integrated fare for these services. reference dates (7.0% on weekdays and to combine motives for travelling (daily 20.4% on weekends). Secondly, due to shopping trips, pick up the children from Coming back to the comparative analysis the high averages for journeys made by school, etc.) before returning home. between weekdays and weekends, the mobile population: 3.77 and 3.12 on what are the reasons behind this exodus weekdays and weekends, respectively, 2.3. Principal means of transport towards private transport means on which are above the averages for Catalonia weekends? The answer clearly lies as a whole (3.51 and 2.48, respectively) As can be seen in figure 3 below, in in existing associations between the with Alt Pirineu i Aran being the only other Camp de Tarragona the principal means transport means used and journey region with figures above this average for of transport is a car, for both weekdays motives. A simple cross reference Catalonia. (47.7%) and especially on weekends between these two variables illustrates (56.3%). The majority of the remaining how public transport only has a minor The reason behind this high level of journeys are made by non-motorised bearing on occupational mobility (7.8%), mobility in Camp de Tarragona is unlikely means (46.4% and 40.3%, for weekdays and so the lower figures for work-related to be determined by one single cause; and weekends, respectively), to the journeys on weekends can only mean that possible causes could be factors such as degree that figures for public transport it plays an even smaller role (figure 4). the different characteristics of the mobile use are, unfortunately, nominal (5.9% on population or the distinctive characteristics weekdays and only 3.4% on weekends). In the case of personal mobility we find of the coastal front which facilitate a high Needless to say these figures are cause a similar tendency where the figures degree of mobility among its residents. for concern considering the impact for journeys made on foot or by bicycle The data given below, which breaks on the environment, cost in terms of fall (from 55.8% to 42.5%) in favour mobility down according to very basic financial outlay and other related issues of using a car (rising from 39.9% to categories, should help to shed light on such as safety (road accidents) and road 54,2%). One needs to view this fact these questions. congestion. This is even more worrying from the perspective of those types of if one takes into consideration that the journey which make up the majority for average number of people travelling in a each case: as stated earlier, journeys on 2.2. Motives behind mobility car / motorcycle is very low: 1.21 for cars weekdays usually tend to be shorter in The data given below in figure 2 show / 1.09 for motorcycles on weekdays, and terms of time taken as destinations are how the reasons for making journeys 1.41 / 1.07, respectively, on weekends. close to the home (daily shopping, etc.), vary significantly between weekdays These data illustrate the direction future and can be made walking or via public and weekends. It shows that mobility is territorial planning and transport measures transport; however, at weekends this more evenly distributed among the four must follow to provide sustainable time-space constraint is less rigid and fundamental motives given on weekdays, mobility. so the increase in distances covered and to the degree that all four are close to time needed for journeys means greater a quarter of the total, allowing for the Identifying and distinguishing the main use of the car. slight predominance of personal mobility factors which citizens take into account (and the subsequent journey home) over when they choose one transport mode or A more detailed breakdown of transport occupational mobility. another is a complex task, as a wide range means (see table 3) shows that, from of personal motives overlap, although among the available public transport Table 2 provides a more detailed the SDM does allow for a synthetic options, the bus (urban, inter-urban or breakdown of the motives behind approach. The main argument given for school busses) is the main mode, with mobility: in the occupational category the using a privately-owned vehicle is not rail services following a long way behind. predominant motive is access to the work the comparative advantages over other The lack of other public transport means in / study place, while in the case of personal transport means (convenience, comfort Camp de Tarragona (such as the tram and mobility, most journeys cover short and savings in time), but rather the lack the CGR local train network) is explained distances and less time is spent travelling of public transport alternatives or the by the fact that all the journeys made by (e.g. daily shopping, accompanying infrequent runs of existing services. residents in the study area are taken into children or elderly persons and leisure consideration, even if the trajectory goes activities). So, according to these data, the main beyond this area. By way of contrast, the reasons limiting the role of public transport car is by far the principal private mode for However, on weekends the panorama in Camp de Tarragona are effectively the journeys, accounting for close to 94% of changes radically. Occupational mobility lack of service routes and the infrequent the total for this category on weekdays accounts for less than 10% of the total runs of existing services. As regards and 96% on weekends, with motorcycles (including the return trips), while the rest this issue, the Consorci del Transport playing a very minor role. are journeys for personal motives. We del Camp de Tarragona3 was set up in also find considerable variations in the 2003 and has to establish itself as a 2.4. The time dimension of mobility breakdown of personal mobility for, as, key figure in the integrated planning, in this case, there is not such a clear-cut extension and management of the public The time dimension of mobility breaks restriction to the time/ space dimension transport infrastructures for this area. down into two facets: the average duration of mobility: the predominant activities are This Consortium is one of the Consells and the hourly distribution of journeys leisure pursuits, going for a walk or visiting Territorials de la Mobilitat4 set out in the during the day. I would now like to take a friends or family, for which time and space Llei de mobilitat of 2004,5 and comprises look at these individually. considerations are not so critical. the Generalitat’s6 Department for Public Works and Territorial Policies, along with Average duration Finally, comparing the impact of personal the town councils of Tarragona, Reus and The average journey time allows us to and occupational journeys with the Valls. So, we shall have to wait until the approximate the time people spend subsequent return trips, we obtain an measures adopted by this Consortium travelling on a daily basis. approximate measurement of the pendular allow public transport to play a more dimension of mobility: figures close to leading role in the daily mobility of the As we have seen for many aspects of 50% indicate a high rates of swing, and resident population of Camp de Tarragona. mobility, weekdays and weekends are as we move below this figure there is a These measures include services such as important variables, and the average time higher rate of combining journeys (and setting up their own local train network, spent travelling is governed likewise: the motives behind them). The results with train-trams linking the main urban 16.63 minutes on weekdays, but which

DAILY MOBILITY IN CATALONIA / 173 increases to as much as 22.83 minutes afternoon-early evening, which is more 2.5. Differential mobility according on weekends. The main factors behind spread out as it covers a wider range of to socio-demographic characteristics this significant disparity are linked to the hours (from 5:00 to 8:00 p.m. —23.6% of of the population type of journey undertaken according to daily journeys). weekday or weekend and the motive for The data used so far refer to the population the journey, so at this point I would like to As stated earlier, the hourly distribution as a homogenous group, without allowing look at these in more detail. of journeys throughout the day is closely for socio-demographic considerations. governed by work-related mobility. In Nevertheless, mobility patterns vary The first factor which explains the longer fact, if we focus on commuting alone, we according to social group, which is why I travel time averages on weekends is can see that almost half (approximately would like to include a short section here distance: distances travelled on weekdays 200,000 —46.2%) take place between which briefly outlines this dimension. By are much shorter than on weekends. 7:00 and 9:00 a.m., while the second way of illustration, the data given below Unfortunately, specific data regarding peak, related to starting alternative work refer to two different aspects: firstly, distances travelled are not available at the shifts, takes place around 2:00-4:00 p.m. the concentration of mobility (given moment, so to illustrate this I have divided (20.3%). as the average number of daily journeys journeys as follows: intra-municipal (origin/ —table 9), and, secondly, the distribution destination within the same municipality, In contrast, personal mobility reveals of mobility according the motive for the regardless of whether this municipality a completely different distribution journey and the transport mode (tables 10 is the place of residence of the individual throughout the day, and is, generally and 11). under study7), or inter-municipal (origin/ speaking, more flexible. Here, we can destination correspond to different Catalan see two time peaks of greater intensity: In more specific terms, the population municipalities, meaning travelling longer mid-morning (between 9:00 and 12:00 has been broken down according to distances which take longer). Here, the a.m. —27.2% of the journeys) and in the three variables: gender; age, in four data provide a very clear picture: while on afternoon (between 4:00 and 8:00 p.m. groups (4-15, 16-29, 30-64 and 65 +); working days nearly three quarters of the —39.7%). As one might imagine, this time the combination of these two variables; journeys are intra-municipal (72.5%), this distribution is closely regulated by opening and professional standing according to percentage falls to almost two out of every hours for commercial centres and services. six categories (student, non-remunerated three on weekends (62.6%). domestic work, retired, pensioner, As regards weekends (second graph of employed and unemployed). Based on Obviously, this difference is determined figure 5), the significantly higher number these socio-demographic variables, the by the panorama of travel motives. To of trips made for personal reasons (and main results were as follows: begin with, journeys on weekdays are subsequent journey home) provide us governed by strict time constraints, to the with a very different hourly distribution Gender. There is no clear mobility degree that there is a ceiling beyond which compared to weekdays. This means that pattern governed by this variable, since journeys are no longer feasible on a daily we cannot speak of peak hours in the the results vary according to day of the basis. This goes a long way to explaining strictest sense, but rather two wide time week: on weekdays the average number why the majority of journeys are intra- blocks which include the mid-morning of journeys for the male population municipal, both in the case of travelling to (10:00 a.m.-2:00 p.m.) and the afternoon (3.48) is slightly lower than for the work / place of study as well as travelling (5:00-9:00 p.m.), accounting for 32.6% female population (3.53), with the for personal motives. Another factor we and 29.3% of journeys, respectively. inverse situation on weekends (2.68 and need to bear in mind regarding the different Another difference regarding mobility on 2.28, respectively). motives for travelling, is that longer weekdays is the importance of journeys journey times are likewise determined by made during the late evening / night / If we focus on the distribution of the characteristics of personal mobility early morning (between 11:00 p.m. and mobility according to motives, the figure on weekdays or weekends, which, as we 5:00 a.m.): which on weekdays account for occupational mobility for the male know accounts for the majority. While the for 2.1% of the total compared to 5.6% population is higher than that for women majority of weekday journeys are governed on weekends. This clearly reflects hourly (49.4% and 35.4%, respectively). This by space-time proximity (daily shopping or patterns related to leisure activities, and is mainly explained by the fact that accompanying others —children or elderly), the majority of these are return journeys more men are formally employed while on weekends the predominant motives related to personal motives. women are responsible for domestic are much more flexible in terms of time: tasks and taking care of the children. leisure, taking a walk or visiting friends or If we focus on the hourly distribution of As regards mode of transport used, family (see table 2). mobility according the transport mode the motivation for female mobility (very used on weekdays (first graph in figure 6), often shorter distances) means that Hourly distribution of journeys two very different behaviour patterns can they mainly resort to non-motorised or The hourly distribution of journeys differs be seen. On the one hand, use of public public transport means. significantly depending on the day of the and private transport follows a very similar week: on weekdays this is closely bound pattern, governed by the time for starting Differences between male-female by start/finish times for work and school/ work / study and the corresponding mobility patterns are significantly college, while on weekends we can see journey home (with the corresponding minimised on weekends since a more even and homogenous pattern peak hours in the morning and in the early occupational mobility practically throughout the day. evening). On the other hand, the hourly disappears, while other reasons for distribution of journeys made walking mobility are generally attributable to As can be seen in the first graph of confirm that this is the majority mode family-oriented journeys. figure 5, mobility on weekdays is governed for personal mobility, and there is a peak by three peak hour blocks or moments between 8:00 and 9:00 in the morning Age. Generally speaking, the average of maximum concentration of journeys. related to school start time. number of daily journeys on weekdays First, we have work/study start times, decreases as we move up through concentrated between 7:00 and 10:00 As regards weekends (second graph the age groups. The explanation for a.m., which account for close to 350,000 in figure 6), if we leave aside the relative this lies with the relationship between journeys (18.9% of the daily total). Work/ figures for each mode, we can see that age and occupational mobility, which study finish times, however, are more there is no difference in their hourly is illustrated by the two age groups at staggered: we have the first peak at distribution when it comes to journey start either end of the scale: while practically midday (from 1:00 to 3:00 p.m. – 14.2% time: the low and peak hours for each of the entire population below 16 need to of journeys) and a second in the late the modes are the same. make at least one journey to school etc.,

174 / Papers 48 / the figures for obligatory daily mobility weekends, 79.7% (see figure 7). This those commuting beyond or from outside for the 65 + population are negligible, further proves the point made earlier that Camp de Tarragona mainly use public mainly because they are no longer active mobility on weekdays covers shorter transport. The opposite is the case on in the formal employment market. distances (getting to an from work etc.), weekends: those who stay do so because while on weekends most mobility is linked of work, much higher in number than Turning to the modes of transport used, to leisure and implies travelling longer those who make inter-county journeys, the young/adult age group (16-64) is distances. The clearest example of this where there is a higher degree of personal the one which makes most use of a are journeys to a second home, where mobility (tables 8 and 9). privately-owned vehicle. This tendency their location is not determined by criteria is lower in two cases: the youngest age such as proximity or accessibility, but 3.2. Analysis by region group, because the majority of those rather by the natural setting or cultural who are 16 or younger do not hold considerations. The self-containment average for Camp a driving licence; and the oldest age de Tarragona is 85.9% on weekdays. group who have a lower incidence of car Focusing on journeys beginning within or However, this overall figure does not let ownership due to the generation they from outside Camp de Tarragona, one can us see that in fact there are two different were born into. see that the most important mobility flow territorial patterns which derive from two is to and from the Metropolitan Area: on quite different situations, mainly governed Professional standing. What has been both weekdays and weekends, this is the by the Tarragonès region because of its observed regarding the age variable is origin and destination of close to 70% of relatively dense population. also applicable to professional standing, inter-county journeys. Clearly, work and given the particularly close correlation study related mobility on the one hand, First we have Tarragonès, the most self- between these two variables: generally and cultural / leisure options on the other, contained region (89.3%) as here there is speaking, the population actively are the main factors behind this major a large and concentrated job market, which employed or studying are much more mobility flow. This explains why 53.4% explains why the majority of its population mobile than the population who are not inter-county journeys on weekdays are do not commute beyond its boundaries actively employed in the job market. work-related, compared to 42.0% for intra- and also why it is the destination of a The one exception to this tendency is county flows. In contrast, on weekends significant number of residents from the case for those whose main daily figures fall to 8.9% for intra-county flows other regions with lower levels of self- task is taking care of the home. Their compared to a mere 2.9% for inter-county containment (the closer they are to the city level of mobility is close to that of the flows. of Tarragona, the lower their level of self- actively employed population, since containment). they are responsible in the main part for As regards remaining origins / destinations, reconciling the demands of domestic once again these are determined by Secondly, the other regions also show tasks and taking care of the children proximity: the second highest inter-county high levels of self-containment, due to a which, by nature, demand a high level of flow is with the Terres de l’Ebre, followed self-contained labour market at a municipal personal mobility. by journeys to / from the Terres de Ponent level with no important inter-county and the Comarques Centrals (Central relationships. This is particularly evident in As regards professional standing, the Regions), with only minor flows to / from the Priorat region, with a self-containment mobility pattern for the population the Alt Pirineu i Aran and the Comarques level of 81.1%, clearly influenced by its formally employed is very different from Gironines (Girona Regions). However, the predominantly rural population. the rest, in that they are the only social slight increase in importance of the latter group whose main transport mode is a on weekends, seen alongside figures The territorial pattern is, however, privately owned vehicle to the detriment for journeys beginning / ending outside the opposite on weekends and public of walking. Catalonia (3.78%) indicate that these holidays: on these days it is the Priorat territories are used primarily for leisure region which has the highest level of pursuits. self-containment, practically identical 3. Territorial dynamics to weekdays (82.1%), followed by Finally, there is an apparent paradox Tarragonès (81.2%). Accordingly, in figure Finally, with an eye to the implementation when we turn to the modes of transport 8 we can see a general decrease in self- of town and country planning policies, used according to the type of journey containment levels (79.2% for Camp one of the most interesting findings in this undertaken: for inter-county journeys (by de Tarragona as a whole) which clearly study on mobility is the analysis of mobility default, longer distances), public transport illustrates the major spread of mobility flows based on the matrices of origins and use is higher (21.4% on weekdays) flows on weekends. destinations. Therefore, the reason for compared to intra-county journeys (4.9%). including this short section is to offer some I say a paradox because, as we know, this Table 10 shows the internal points of brief observations concerning the territorial is the slowest transport mode and the least origin / destination for Camp de Tarragona dynamics of Camp de Tarragona. Knowing efficient in terms of time. So, what is the at a regional level. In addition to the fact what use the population make of this reason behind this apparent that internal mobility ranks first for the territory beyond the home is fundamental contradiction? The answer once again majority of the journeys here (as seen by when it comes to implementing policies, lies in the provision of public transport its level of self-containment), we can see not only to cover transport needs but services in the study area: routes a general tendency whereby on weekdays also housing, accessibility and locating connecting with the rest of Catalonia the Tarragonès region ranks second as businesses. (particularly with the Metropolitan Area, a destination point, obviously due to the the main origin / destination point) are well role of its capital city, Tarragona, as an serviced by a rail network (the local important job market and place to study. 3.1. Overview of Camp de Tarragona train service from Baix Penedès and the This, however, is not the case for Conca Regardless of where they live, the resident regional train services from the majority de Barberà and Priorat, the two regions population of Camp de Tarragona make of the rest of the area), so they are an furthest from Tarragonès, where the a daily average of 1,915,632 journeys on attractive alternative to using a car, a fact corresponding regions that rank second weekdays and 1,559,470 on weekends. which cannot be said for intra-county as destination points are, Alt Camp and But beyond this overall fall in the number journeys in Camp de Tarragona. Baix Camp, respectively. When it comes to of weekend journeys, what is even more weekends, Tarragonès ranks as the second interesting is to see that on weekdays In short, and at the risk of oversimplifying destination in order of importance for all the percentage for internal journeys in mobility patterns for Camp de Tarragona journeys recorded throughout the regions the study area is 92.4% compared to as a whole, one can say that on weekdays covered by this study.

DAILY MOBILITY IN CATALONIA / 175 As regards reasons travelling and transport public transport alternatives. If we also add 4 Mobility Territorial Councils. mode used, two conclusions can be drawn: the low averages for numbers of people 5 Mobility Bill, passed by the Catalan Parliament. 6 Catalan Autonomous Government. first, for inter-municipal journeys figures for travelling in privately-owned vehicles, 7 Precisely not being able to consider here whether personal motives are higher than for those the consequences for the environment, journeys have their origin in the municipality for intra-municipal journeys, and, second, society and the economy are easy to see. where the traveller lives, means that we cannot the latter are mainly made on foot or by Therefore, the implementation of certain call this muncipal self-containment, as the bicycle, while a privately-owned vehicle is awaited measures, such as creating a coincidence between the municipality where clearly the majority choice for inter-county network of trains-trams taking advantage a person’s journey begins and the municipality where they live is a precondition. journeys. The only other noteworthy of existing rail infrastructures and comment here concerns the degree of complementing them with new services, public transport use for journeys with Alt integrated management of urban and inter- Camp as the point of origin / destination. urban busses networks, and integrating DAILY Mobility in Terres fares for all these services, can only de l’Ebre improve the present poor state of public 3.3. Analysis by municipality transport. Daniel Polo Before beginning my analysis of patterns at a municipal level, it should be noted that Second, the distribution of mobility, the limitations of the sample do not allow combined with the analysis of the The following text is a brief draft of the for a breakdown of the determining factors underlying reasons, allows us to see mobility in Terres de l’Ebre nowadays, that at a municipal level, so by necessity the the territorial associations of Camp de is, the amount of trips made for any reason data given below have had to be added at Tarragona from a functional perspective. and with any mean of transport, on the a regional scale. In effect, according to the patterns and basis of the information offered, for the tendencies that have been identified here, first time, by the Survey of Daily Mobility As might be expected, general figures we could say that Camp de Tarragona 2006. for municipal self-containment are lower demonstrates characteristics very similar than those for regional self-containment, to those of a consolidated metropolitan Thus, this text not only describes the following, and sometimes highlighting region. One of the main characteristics Survey of Daily Mobility’s main results, but the territorial patterns explained earlier. of mobility is proximity, and could not be it also notes some practical conclusions Accordingly, for Camp de Tarragona otherwise if one takes into account that on the transportation planning of this as a whole, figures for municipal self- travel time has to be short for it to be region, which is our final aim when talking containment are 71.3% on weekdays and feasible on a daily basis. However, one about mobility. It can happen that, by 61.1% on weekends. can see certain territorial dynamics which providing different readings from the ones clearly show the territorial associations traditionally used, thanks to the Survey of At a regional level, Tarragonès is the area around the central city (Tarragona) and Daily Mobility, we will also have a different with the highest level of municipal self- an inter-urban polycentric network (in containment, influenced by the capital essence, Reus and Valls). point of view. In the last section, these last city, Tarragona, even higher than the most suggestions will be noted in accordance to rural regions (Conca de Barberà or Priorat) But, this metropolitan phenomenon cannot the objectives stipulated in Act 9/2003 on which tend to be quite dependent on their be said for the entire Camp de Tarragona mobility, an instrument that shares with the respective capitals as they are the focal territory, and so in the strictest sense Survey of Daily Mobility the fact of being points for a significant number of jobs and the “hard core” would only comprise the relatively new and also pioneer in some of cultural / leisure activities. Tarragonès, Baix Camp and Alt Camp its approaches. regions. By comparison, we first have the rural characteristics of Priorat and Conca 4. Conclusion de Barberà: in addition to being further 1. Basic characteristics of mobility away and less accessible to regarding in Terres de l’Ebre As stated at the outset, this study is the capital city means that they are more intended to be descriptive, determined self-contained and autonomous. By way of Residents inhabiting in the municipalities by the fact that this is the first time data further contrast, the unique features of the of Terres de l’Ebre travel an average of about habitual mobility patterns for Camp Baix Penedès appear to make it a kind of 581,128 trips on a working day and 411,687 de Tarragona has been available. “frontier region” between the metropolitan on a bank holiday or weekend. Taking into areas of Barcelona and Tarragona. Clearly account that the number of inhabitants in Nevertheless, this analysis has made it the existing provision of a connecting local the region was 171,248 the year the survey possible to identify certain tendencies, train services with the Metropolitan Area was made, these data gives an average behaviour, characteristics and territorial is one of the key determining factors for its result of 3.39 and 2.40 journeys per person distribution related to mobility. In turn, ambivalent role: for example, closer to that and day, respectively. these have major implications for planning, of Garraf than Conca de Barberà. drawing up and managing mobility With the aforementioned data, two policies as well as for new communication It is clear that the SDM is an invaluable comparative questions may arise and infrastructures. I would like to underline source of information which will contribute they will help structure the analysis of all the two which, in my view, prove to be the to proper adequate territorial management the data that the Survey of Daily Mobility most relevant. and planning for Camp de Tarragona and provides. Firstly, how can the significant the rest of Catalonia. difference between the amount of trips First, regarding the daily mobility of made on a working day and on a weekend/ the resident population of Camp de bank holiday be explained? And secondly, Tarragona, one can observe a clear and 1 General Town and Country Planning Project for referring specifically to mobility in Terres Catalonia. de l’Ebre, is it very different from the manifest dependence on privately-owned 2 Although this study focuses on Camp de vehicles, which from the perspective Tarragona, in order to provide a comparison mobility in the rest of Catalonia? of sustainability is excessive, and to and broader context, I have made some short the detriment of the meagre availability references to mobility models for Catalonia as Taking the first issue into account, it can of public transport. The lack of public a whole. For this purpose statistical data has be observed that mobility on a weekend/ been used which are available from the following transport services and infrastructure would bank holiday is nearly 30% less than on a web page: http://www10.gencat.net/ptop/ appear to be the key factor, since citizens AppJava/cat/arees/mobilitat/observatorimobilitat/ working day. However, this decrease is not claim that the main reasons for using emq2006/emq_2006.jsp. homogeneous, it flows in relation to the their own vehicle are the shortcomings of 3 Transport Consortium for Camp de Tarragona. mean of transport used (depending on the

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