07-12-2012
City of Lisbon NOV.2012
Fonte: terrasdeportugal.wikidot.com a strategy for sustainable urban mobility
Fernando Nunes da Silva | Mobility Deputy-Mayor, Municipality of Lisbon
Metropolitan area 1. and urban context
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Human settlements | evolution
PT 10.5 Mio
Main urban development corridors (’00|’75|’01)
LMA 2.8 Mio
64% urban population
Urban densities & road infrastructure (1991 – 2001)
Population & Land Use Patterns | L isbon Metropolitan Region
Population LMA (*10 3)
Population Lisbon | LMA without Lisbon 1981 808 1.694 2001 565 1.877 2011 545 2.255 -32% + 33% Source: PROTAML, 2001
consolidated fragmented
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Land Use Patterns | L isbon Metropolitan Region
Alvalade Neighbourhood - Lisbon
A good example of proximity urbanism, and
social and functional mix . Facilities clearly integrated in urban tissue.
Cacém - Sintra Lagoas Park - Oeiras
Monofunctional urban space and socially Office Park isolated from urban space and with segregated. exclusively dependent of car acessibility Facilities disconected from urban area
Lisbon
Buildings Population
•Population 545.000 Almost as many residents (Institute of National Statistics / INE, 2011) as employees •Employment 405.000 (INE, 2007) •Vehicles 159.000 (“Lisboa: o desafio da Mobilidade”, 2004) Almost as many Residents’ vehicles as Street Parking Places •Street Parking Places 152.400 (“Lisboa: o desafio da Mobilidade”, 2004) •Payed Parking Places 40.150
•Parking Places in Car Parks 51.500 More Parking Places in Car Parks (EMEL, 2010) than Metered Parking Places •Residents’ Permits 39.800 •Motorization Tax 282vehicles /1.000 persons (“Lisboa: o desafio da Mobilidade”, 2004)
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Number of Motor Vehicles in LISBON major Entry /Exit Road Corridors (TMD 2010, in comparison to 2008 and 2003 figures)
200.000 vehicles 27 %
2003: 826 000 vehicles daily 2003: 50 000 2003: 119 000 2003: 19 000 2008: 67 000 2008: 113 000 2008: 790 000 2008: 21 000 2010: 45 000 2010: 115 000 2010: 735 000 2010: 40 000
- 55 000 vehicles daily in comparison to 2008 - 91 000 vehicles daily in comparison to 2003 2003: 68 000 2008: 65 000 2010: 65 000 2010: 35 000
River Tagus
2003: 190 000 Southern Shore 320.000 2008: 180 000 vehicles 2010: 110 000 215.000 vehicles 44% 29%
2003: 217 000 2008: 192 000 2010: 175 000
2003: 163 000 vehicles daily 2008: 152 000 “ “ 2010: 150 000 “ “
Modal share
Car PT Foot
Lisbon (91) 29 49 22 Lisbon (01) 40 38 19
LMA-Lisbon (01) 41 59 (0,2)
Noise Traffic
modal share | river Tagus crossing
100,0%
80,0% Public River Transport 60,0% Road Railway 40,0% 25th April Bridge Vasco da Gama Bridge
20,0%
0,0% Units: % 1973 1999 2004 1973 1999 2004 Railway - 2,8 15,1 Public T. Road 9,8 3,6 3,9 River 72,2 38,2 24,9 25th April Bridge 42,7 45 Private T. 18 Vasco da Gama Bridge 12,7 19,6
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Some Census results (Region)
Commuters Transport mode - National 2001 and 2011 • 62% in 2011 use private transport while commuting (increase of 16% in 10 years) [54% for Lisbon Region , 2011 ]
• 200.000 people enter Lisbon region for work or study, 2011 [while 54.000 leave Lisbon Region ] • 125.000 people leave Setúbal region for work or study, 2011 [16% Setúbal population]
MOBILITY STRATEGY: 2. development of Intermodality and reduce car pressure
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Mobility and accessibility strategy
1. Promote inter-modality - the easiness on witch a system user changes from one transport mode to another
2. Promote environmental friendly modal share – priority for the public transport and non- motorized transport modes at the central area of the city, traffic calming in residential neighbourhoods, and a more rational use of private transport
Mobility and accessibility strategy
3. Improve traffic safety and traffic efficiency – speed control, definition of priority axis, traffic light management
4. Articulate land use and transports – parking policy, new urban centralities associated to transport system hubs, new public transport lines with dedicated space
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The Concept of Accessibility and Transports for Lisbon
CRIL (Outer Ring Road) A1 Motorway
P+R
TC / TI
TC / TI
TC▲ TI▼ Av. de Berna Axis
TC▲ TI▼ East /West Diagonal
Structural Network (Grade One) Main Distribution Network (Grade Two) P+R “Park & Ride” Structural Network (to be implemented) Main Distrubution Network (to be implemented)
Parking 2.1 Policy
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EMEL [Lisbon’s parking & mobility public company] new parking pricing scheme [Jul 2011]
• total payed parking places 40.150
Green Zone 62% Yellow zone 35% Red Zone 3%
Integrated Monthly Travel Pass : “Park&Ride” Lisbon Metropolitan Underground Railway Network + P &TP “Carris” Public Transport Network + Car Park = € 51,50 Euros
22 parks 11.100 places
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Promoting public 2.2 transport attractiveness
Interfaces
(Ordenance Study forecast to be finished by February 2012)
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Sete Rios Interface
Campo Grande Interface
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Campo Grande Interface
Public neighbourhood transport service 2009 Lisboa door-to-door total Kms passageiros Circuito % % km percurso percorridos transp.
Campo de Ourique 9,0 100.265 18,9% 31.190 20,8% Alfama/Castelo 5,0 71.793 13,5% 33.244 22,2% Bairro Alto 4,8 61.100 11,5% 12.505 8,3% Pena 3,5 66.966 12,6% 17.734 11,8% Alcantara - Ajuda Lumiar 2,7 44.238 8,3% 7.872 5,2% Lumiar Bela Flor 8,3 74.786 14,1% 26.252 17,5% Marvila 7,4 111.294 21,0% 21.199 14,1% 40,7 530.442 100% 149.996 100%
Marvila
Bela-Flor
Pena Campo de Ourique
Alcântara - Ajuda Alfama-Castelo Bairro-Alto
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Free school transport network , with predefined circuits and dedicated vehicles (pilot project implementation – 6 schools) Services available within this transport network: • school transport • service available transport children to public swimming classes • transport service connected with other out school activities
Figures: Schools: 14 Bus; 6 schools ; 600 Students (6-10 years) Swimming: 14 Bus, 5400 Students Activities school passport program: 950 students
escola autocarros percursos alunos alunos transp. 23 5 7 190 140 31 1 1 37 15 35 1 1 54 19 44 2 4 109 61 63 3 3 101 52 109 2 3 114 15 14 19 605 302
ecofriendly 3. mobility policy
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Promoting soft 3.1 modes of transport
Lisbon Cycle Network | Existent and planned
Monsanto Cycle path Existent cycle path Under construction Cycle path Cycle path in study Cycle path in study
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Pedestrian Accessibilities’ Plan
Main Targets:
• To promote an increasingly “ accessible city” not encouraging the creation of new barriers • To adapt the existing built structures to the current applicable legal rules and regulations in accessibilities prerequisites • To boost the community engagement in this social welfare area promoting their active participation
Intervention Areas:
1. Public zones 2. Municipal equipments and infrastructures 3. Public transports network 4. Supervision of private entities 5. Interaction with the local residents 6. Evaluation and management of the Plan
3 Candidature approved by the «RAMPA» Programme Modes of Supporting the Municipalities in Acessibilities’ projects Aims to support the autharchies in their development of local and regional Plans which are targeted to promote the public areas’ physical and architectural accessibilituies.
Av. Duque de Ávila / R. Marquês da Fronteira
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access to Lisbon’s Castle hill
Topographic form at Baixa Tranversal connection constraints
Castelo São Roque Baixa
Escala: 1/10000 Tejo 150m
110m
60m
Escala: H – 1/25000 V – 1 /2500 10m
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Metro station Baixa-Chiado Rua da Vitória – São Jorge Castle
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“Tiny Greens” | “Verdinhos” – safety first, on the way to school
The integration of children and youths in the city’s street environment is particularly important to their education in Road Safety guidelines. The 2008 National Strategy for Road Safety (ANSR - Estratégia Nacional de Segurança Rodoviária) mentions this interrelationship between integration and education as one of its major operational targets. The ANSR further specifies that such integration is a prerequisite towards the “development of a [children and youths] educational culture to [preventive] Road Safety.”
The Lisbon City Council developed the Tiny Greens (Verdinhos) pilot project in closed relationship with the city’s Boroughs and with the support of local communities. The major aim of this pilot project is the promotion of an awareness towards Road Safety within the schools ´ teaching subjects, prioritising:
● The reduction of road accidents
● A proactive implementation of preventive measures towards casualties
● The comprehensive decrease in speed of all traffic modes
8 schools ● To better safeguard children and youths in 3000 students their itineraries from home to school (6 -12 years old )
3.2 Low emission zone
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Solution : take action ! Air Quality Plan for Lisbon Region Comission of Coordination and regional developement for Lisbon Area
•Definition of policies & measures: Execution programme of the Air Quality Plan (2008) •Main focus on Transport sector [ex: implementation of a low emission zone ] •Lisbon as central element in the reduction of pollution emissions in the region
Lisbon air quality assessment for the region, 2001
SOx 53,0 t/km2 3x NorthLMA
NOx 176,0 t/km2 4x NorthLMA
PM 10 52,3 t/km2 4.5x NorthLMA
concentration PM 10 children health impact (respiratory)
Implementation phases of Lisbon LEZ (ZER) – axis & City
Phase 1 axis [July 2011] Liberdade/Baixa: All vehicles: Euro 1 or above
city: No restrictions
Phase 2 axis Light vehicles : Euro 2 or above [April 2012] Liberdade/Baixa: Heavy vehicles: Euro 2 or above
city: All vehicles: Euro 1 or above
Phase 3 axis [January 2014] Liberdade/Baixa: All vehicles: Euro 3 or above
city: All vehicles: Euro 2 or above Proposal in study
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Expected results
• Reduction of pollution emissions Liberdade/Baixa axis 100% Phase 1
80% Phase 2
60% Phase 3 48% Phase 2 40% 30% 22% 22% Phase 3 17% 20% 14% 13% 10% 10% 5% 6% 6% 5% city 2% 5% 0% ViaturasCars affected abrangidas / PM10Emissões avoided PM10 EmissõesNO 2 NO2avoided evitadas day/dia emissionsevitadas (kg/ano)/ (kg/year) emissions(kg/ano) / (kg/year)
Low Emission Zone | Zona de Emissões Reduzidas
• When? 1st Phase started July 2011
• Where & How? axis Liberdade/ Baixa: all vehicles: Euro 1 or above city: No restrictions
•Enforcement? Police random checkpoints
•Fine ? 30 Euros (available penalty in the former legislation – changes in course)
•Exemptions? Residents, classic vehicles, emergency vehicles, public transport
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Low Emission Zone | Zona de Emissões Reduzidas
• When? 2nd Phase started April 2012
• Where & How?
Zone 1 - axis Light vehicles : Euro 2 or above Liberdade/Baixa: Heavy vehicles: Euro 2 or above
Zone 2 - city: All vehicles: Euro 1 or above
- Work days from 7h to 21h Zone 2
Zone 1
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Traffic calming & 3.3 road safety at residential neighbourhoods (30km/h zones – residential zones )
30km/h zones | ZONA 30
final project & construction works In study Future study
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Arco do Cego Neighbourhood
Proposal
Área de intervenção
Edifícios
Equipamentos
Espaços verdes
Áreas pedonais ou mistas
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Promoting 3.4 electric mobility and low energy consumption
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National Electric Mobility Program (2009)
Lisbon Municipality: • When? July 2010 • Where? 687 charging points in Lisbon • How? _ Slow & fast charging points, _providing charging points inside off-street parking garages _providing special parking inside park garages
work group for the implementation of MOBI.E electric power supply network in Lisbon : Municipality of Lisbon + EMEL + E-Nova
Electric Taxis test experience (2012) Municipality of Lisbon | Prio.e | Antral | Retalis | Nissan Ibéria | Mitsubishi Motors
• When? July 2012 (2 months trial) • Where? Lisbon
• How? 2 taxis (Nissan Leaf + Mitsubishi Miev), with access to the electric charging points through the city, and also access to fast charging points at station (essential for daily taxi service) • Costs? Work day stats: 200km; 7€ electricity costs Month stats: 3.500 km; 120€ electricity costs
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Leds at traffic lights Municipality of Lisbon - E.nova | Eyssa-Tesis | ERSE | EDP
• 567 Traffic lights (1418 lights) • Project co-financed : 68% ERSE, 15% EYSSA-TESIS, 2% EDP and 15% Lisboa E-Nova • Total reduction of CO2 emissions : 162 ton • Reduction of consumption : 439 MWh (- 32.000 €/year)
• 2476 lights • Reduction of consumption : 783 MWh (- 80.000 €/year).
4. Main conclusions
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• Every mode of transport has its own role in urban mobility , from car to pedestrian, from public to private, from collective to individual.
• To mitigate car dependence and its pressure in the urban scene, we have to act both in traffic and parking restrictions and in promoting attractive alternatives.
• Develop complementarities between modes of transport is an strategic issue to guarantee a more environmental friendly mobility.
• Promoting ecomobility means that soft modes of transport should be developed as network systems , integrated in the urban transport system.
Thank you for your attention!
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