new social approach for prioritising transport corridors in the metropolitan area of Barcelona (Spain)
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1 The use of the city in space and time as a new social approach for prioritising transport corridors in the metropolitan area of Barcelona (Spain) Jorge Cerda Carlos Marmolejo Politechnic University of Catalonia Centre of Land Policy and Valuations
2 Program of the presentation 1. Introduction: evaluation of transport projects 2. Basic question and objective 3. Approach (methodology): the use of the city 4. Results 5. Main conclusions and new line
3 Introduction ti : evaluation of ftransport tprojects
4 Surveys Census Cadastre ACTIVITIES MODELS SOCIO-ECONOMICS MODELS Land use Hosuehold income Motorization ti Population Household TRANSPORT MODEL Trip Generation/attraction Multimodal network Trip Distribution Modal split Trip Assignment Service level of transport network EVALUATION MODEL Investment cost Economics evaluation Benefits and costs (NPV, IRR) Environmental evaluation
5 Temporal structure of a transport project : benefits - costs Benefits - Costs Social benefits Social costs Financial benefits Financial costs
6 NPVS Reduction of travel time Economic value of travel time
7 Economic value of travel time Differentiated for Reduction of travel time Vehicle : car, bus, rail Mode : car, bus, metro, walk Passenger : occupant, driver Hour : peak, no peak Saturation : congestion Purpose : work, non work Zone : in or out CBD associated with economic transaction
8 Basic question and objective
9 Basic question The research problem of this study is that a specific travel time reduction does not have the same effect - in a one-hour trip as in one of 20 minutes - or for a work related trip as for a shopping trip
10 Objective The purpose of the investigation is 1.- to construct a Pattern of Social Behaviour in the use of the city (in space and time), and specifically the travel time pattern, 2.- to use them to prioritise (under a social equity approach, in travel time) transport corridors, in the Metropolitan Area of Barcelona
11 Approach (methodology): the use of the city in space and time
12 Time Individual activity space-time path (Time Geographie - Hägerstrand) Work Shop Home Space
13 Time Hom me Individual activity space-time path Wo rk Sh op Work Home Lineal space
14 Time Several activity space-time path Lineal space
15 Home Work Shop Travel Time Daily rhythm Lineal space
16 Home Work Shop Use of the city (activity space): Dynamic density Time Lineal space
17 Travel 0 Time Use of the city (access space): Dynamic flow Lineal space
18 Time Dinamic use of the city (activity and access space) Lineal space
19 Time Temporal pattern in the use of the city Lineal space
20 Time Temporal pattern in the use of the city
21 Temporal pattern in the use of the city Used time in activity Access time to activity Total time for activity Functional Probability The probability for spend a specific time to used or access to some activity (development the function of the activity)
22 Access time to activity: inequity situation Functional probability for purpouses k 1 Inequity threshold of travel time tj k Sum Pti, 0,9 0,8 0,7 0,6 0,5 0,4 0,3 0,2 0,1 The 10% of the longer (time) trips 0 0-t1 t1-t2 t2-t3 ti-tj.. tn-1 - tn Tim e of interaccion
23 Access time to activity: inequity situation by purposes Functional probability for purpouses k 1 Different inequity threshold by purpose 0,9 0,8 0,7 tj k Sum Pti, 0,6 0,5 0,4 0,3 0,2 0,1 0 0-t1 t1-t2 t2-t3 ti-tj.. tn-1 - tn Tim e of interaccion
24 Time Location of inequity trips Inequity trip Lineal space
25 Location of inequity trips Inequity trip Priotity Lineal space
26 Results Metropolitan Area of Barcelona (2001) trip per week
27 Results Use of the city (activity space): Dinamic density
28 Activity : Working Hour : 6:00
29 Activity : Working Hour : 7:00
30 Activity : Working Hour : 8:00
31 Activity : Working Hour : 9:00
32 Activity : Working Hour : 10:0000
33 Activity : Working Hour : 11:00
34 Activity : Working Hour : 12:00
35 Activity : Working Hour : 13:00
36 Activity : Working Hour : 14:00
37 Activity : Working Hour : 15:00
38 Activity : Working Hour : 16:00
39 Activity : Working Hour : 17:00
40 Activity : Working Hour : 18:00
41 Activity : Working Hour : 19:00
42 Activity : Working Hour : 20:0000
43 Activity : Working Hour : 21:00
44 Activity : Working Hour : 22:00
45 Activity Working Shopping Sparse, entret. Hour : 06:00
46 Activity Working Shopping Sparse, entret. Hour : 07:00
47 Activity Working Shopping Sparse, entret. Hour : 08:00
48 Activity Working Shopping Sparse, entret. Hour : 09:00
49 Activity Working Shopping Sparse, entret. Hour : 10:00
50 Activity Working Shopping Sparse, entret. Hour : 11:00
51 Activity Working Shopping Sparse, entret. Hour : 12:00
52 Activity Working Shopping Sparse, entret. Hour : 13:00
53 Activity Working Shopping Sparse, entret. Hour : 14:00
54 Activity Working Shopping Sparse, entret. Hour : 15:00
55 Activity Working Shopping Sparse, entret. Hour : 16:00
56 Activity Working Shopping Sparse, entret. Hour : 17:00
57 Activity Working Shopping Sparse, entret. Hour : 18:00
58 Activity Working Shopping Sparse, entret. Hour : 19:00
59 Activity Working Shopping Sparse, entret. Hour : 20:00
60 Activity Working Shopping Sparse, entret. Hour : 21:00
61 Activity Working Shopping Sparse, entret. Hour : 22:00
62 Results Use of the city (access space): Dinamic flow
63 Mobility To work... To shop Hour : 06:00
64 Mobility To work... To shop Hour : 07:00
65 Mobility To work... To shop Hour : 08:00
66 Mobility To work... To shop Hour : 09:00
67 Mobility To work... To shop Hour : 10:00
68 Mobility To work... To shop Hour : 11:00
69 Mobility To work... To shop Hour : 12:00
70 Mobility To work... To shop Hour : 13:00
71 Results Temporal pattern in the use of the city Functional probability
72 Probability (%) Purpose Travel time (min) To work To study To shop Leisure Social Total ,0 100,0 100,0 100,0 100,0 100, ,4 95,0 94,4 94,7 95,7 95, ,6 91,99 91,11 92,22 93,2 93, ,1 69,0 62,4 74,7 70,0 74, ,4 32,1 28,7 38,7 36,3 41, ,5 31,33 27,9 37,9 35,33 40, ,5 29,0 25,8 35,3 32,3 37, ,8 13,0 8,3 13,7 11,7 15, ,3 12,5 81 8,1 13,4 11,4 15, ,2 10,7 7,1 11,6 9,7 12, ,3 6,9 4,6 5,9 5,2 7, ,2 68 6,8 46 4,6 58 5,8 51 5,1 76 7, ,9 6,5 4,4 5,7 4,9 7, ,1 2,4 1,8 1,8 1,8 2, ,0 23 2,3 17 1,7 18 1,8 18 1,8 25 2, ,8 2,1 1,5 1,6 1,6 2, ,2 1,4 1,3 1,1 1,0 1, ,2 14 1,4 13 1,3 11 1,1 10 1,0 16 1,6
73 Probability (%) Purpose Travel time (min) To work To study To shop Leisure Social Total ,0 100,0 100,0 100,0 100,0 100, ,4 95,0 94,4 94,7 95,7 95, ,6 91,99 91,11 92,22 93,2 93, ,1 69,0 62,4 74,7 70,0 74, ,4 32,1 28,7 38,7 36,3 41, ,5 31,33 27,9 37,9 35,33 40, ,5 29,0 25,8 35,3 32,3 37, ,8 13,0 8,3 13,7 11,7 15,5 120, ,3 12,5 81 8,1 13,4 11,4 15, ,2 10,7 100,0 7,1 11,6 9,7 12, ,3 6,9 80,0 4,6 5,9 5,2 7, ,2 68 6,8 46 4,6 58 5,8 51 5,1 76 7, ,9 6,5 4,4 5,7 4,9 7, ,1 2,4 40,0 1,8 1,8 1,8 2, ,0 23 2,3 17 1,7 18 1,8 18 1,8 25 2,5 20, ,8 2,1 1,5 1,6 1,6 2, ,2 1,4 0,0 1,3 1,1 1,0 1, ,2 14 1,4 13 1,3 11 1,1 10 1,0 16 1,6 60,0 To work To study To shop
74 Probability (%) Purpose Travel time (min) To work To study To shop Leisure Social Total ,0 100,0 100,0 100,0 100,0 100, ,4 95,0 94,4 94,7 95,7 95, ,6 91,99 91,11 92,22 93,2 93, ,1 69,0 62,4 74,7 70,0 74, ,4 32,1 28,7 38,7 36,3 41, ,5 31,33 27,9 37,9 35,33 40, ,5 29,0 25,8 35,3 32,3 37, ,8 13,0 8,3 13,7 11,7 15, ,3 12,5 8,1 13,4 11,4 15, ,2 10,7 7,1 11,6 9,7 12, ,3 6,9 4,6 5,9 5,2 7, ,2 6,8 4,6 5,8 5,1 7, ,9 6,5 4,4 5,7 4,9 7, ,1 2,4 1,8 1,8 1,8 2, ,0 2,3 1,7 1,8 1,8 2, ,8 2,1 1,5 1,6 1,6 2, ,2 1,4 1,3 1,1 1,0 1, ,2 1,4 1,3 1,1 1,0 1,6 15,57 28,71 33,01 0,10
75 Purpose threshold (min) Percentil To work To study To shop Leisure Social Total 50 19,7 17,6 16,8 18,4 18,0 18, ,6 31,2 30,2 32,4 31,8 32, ,6 46,0 34,5 46,4 44,0 47, ,5 61,9 49,2 60,9 58,2 62, ,9 75,7 64,6 64,7 64,7 77,0
76 Total trips (week) : Inequitable ti trips : (7,38%) Low educational class : 55% Midle class : 27% High class : 18% Walking or bike : 19% Car : 21% Bus : 18% To work : 41% Metro : 16% To study : 22% Train : 26% To shop : 7% Leisure : 4% Social : 7% Others : 19%
77 The inequitable travel to work The inequitable travel to study The inequitable travel to shop The inequitable leisure trips
78 Specialization in inequity travel Reference Point To work To study To shop Leisure Social 1 3,0 3,8 11,4 1,4 11,0 Zona Universitaria 2 3,1 4,5 12,0 3,1 12,2 3 3,0 4,0 10,7 3,1 12,2 4 2,8 3,8 10,0 3,1 12,2 Pl. Maria Cristina ,8 46 4,6 98 9,8 32 3,2 12,11 6 2,8 4,5 7,4 3,2 10,7 7 3,0 4,6 7,4 3,3 10,7 Pl. Francesc Macia 8 2,0 4,8 5,3 2,0 10,3 9 1,9 4,1 4,7 1,0 12,5 10 1,8 3,8 4,1 1,1 11,1 Psg. Gracia 11 1,6 4,3 3,0 1,4 7, ,4 41 4,1 40 4,0 13 1,3 52 5,2 13 1,4 4,2 3,5 0,8 5,2 Psg. Sant Joan 14 1,4 4,2 3,3 1,0 5,2 15 0,8 0,0 3,5 0,0 5,0 Pl. Glories 16 0,9 0,0 3,8 0,0 3,5
79 Main conclusions
80 Travel time is a random variable of mobility, usually a- traditionally use the average travel time, but as shown, the travel time is a random variable of mobility, whose statistical distribution is not usually symmetrical. So, it would be wrong to use the average time as a representative value. The functional probability shows a willingness to spend time on travel, in other words it is the probability to make or not the ti trip, for aspecific purpose. Then the variation of probability bilit produced by a reduction of time is not constant as the social value of time.
81 Journeys with inequitable travel time, identified by a statistical approach, areconcentratedin1) the lower class, but also with a significant percentage in the higher class, 2) in travel to work, but all the other purposes together have a greater percentage, and 3) with homogeneous modal distribution. These nontraditional characteristic of inequity show the dimensions that provide the approach of the social use of the city, to the inequity in urban transport. The Barcelona transport corridors are specialised in space and purpose. The specialisation profile of a specific corridor shows the potential social benefits of investment in transport, in terms of reducing inequities in travel times of different purposes of the use of the city. With this approach, the real benefits of transportation projects are evaluated in terms of the trip chain, and not only in specific sections of the network.
82 The main conclusion of the research is thatt by taking asocial view of travellers, with regard to their different purposes and social class, in the form of how they use the city in terms of space and time, is An additional criteria, with urban approach, a more realistic criterion to prioritise different transport corridors, by carrying out the analysis of who makes use of them, for what reason, and for how long.
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