march 13, 2006csaba orosz, impacts, vienna1 successes and failures in transport planning case...
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March 13, 2006 Csaba OROSZ, Impacts, Vienna 1
Successes and Failures in Transport Planning
Case studies in Budapest and in Eastern Europe
Csaba OROSZ (PhD) associate professor
Budapest University of Technology and EconomicsFaculty of Civil Engineering
Department of Highway and Railway Engineering
H-1111, Budapest, XI. Műegyetem Quay. 3., HUNGARYTel: +36 1 463-3805 Fax: +36 1 463-3799E-mail: [email protected], or [email protected]
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Topics
1) Introduction – changes in Eastern-Europe.
2) Facts on Budapest.
3) Success stories.
4) Mixed experiences.
5) Failures, controversial side-effects.
6) Alternative solutions.
7) Conclusions.
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1. Introduction
1) Increasing travel time.
2) Increasing car-ownership+car-use.
3) Increasing urban congestion.
4) Public transport – revenues, subsidies.5) Decreasing level of service
(the ratio of sitting and satisfied passengers).
6) Push and pull measures (parking)
Many Eastern-European regions face well-known changes in travel patterns:
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2. Some Facts on the Region of Budapest [ I ]
The Population of BudapestDie Bevölkerung von Budapest
2,08 mill
1,70 mill
1,90 mill
1,53 mill
1 400 000
1 600 000
1 800 000
2 000 000
19
70
19
80
19
90
20
00
20
10
20
20
20
30
20
40
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2. Some Facts on the Region of Budapest [ II ]
Number of Daily Trips per PersonAnzahl der Fahrten pro Tag
2,092,21
2,39
1,5
2,0
2,5
3,0
3,5
1970
1980
1990
2000
2010
2020
2030
2040
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2. Some Facts on the Region of Budapest [ III ]
Modal split: Public Transport(60% - 2005)
Modal Split des ÖPNV
604550
30
90 8767
0
20
40
60
80
100
19
70
19
80
19
90
20
00
20
10
20
20
20
30
20
40
optimistic
realistic
pessimistic
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2. Some Facts on the Region of Budapest [ IV ]
1978 1982-84 1992-94 1999
Bus in Budapest 26,7% 22,9% 16,0% -Trains 11,3% 24,6% 8,7% -Regional Bus 42,9% 14,3% 8,2% -
38,2%
Public TransportÖffentlicher Verkehr
18,7%
Trips crossing the border of BudapestFahrten zwischen Budapest und dem Ballungsraum
59,8%
Other Motorised TripsSonstiger motorisierter Verkehr
Passenger CarsIndividueller Verkehr
-
1,9% - 7,3% -
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Total Traffic Through the Danube BridgesVerkehrsaufkommen an Donaubrücken
0
100 000
200 000
300 000
400 000
500 000
600 000
700 000
1965
1970
1975
1980
1985
1990
1995
2000
2005
2010
Ave
rage
Dai
ly T
raffi
c [P
CU
/day
]
Traffic on Danube Bridges Trend Line
2. Some Facts on the Region of Budapest [ V ]
Concerning the Trend Line it is evident, that we need new capacity over the Danube in
the near future
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The present structure of the road network in the Central (Budapest) Region
Missing section of Ring Motorway (M0) causes continuous traffic problems on the outer ringroad
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The future (planned) structure of the Central (Budapest) Region
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3. Success stories [ I ]
No Descriptionof measure
Comments, results Lesson for
Eastern Europe A B C
1. Parking Management
Reduced inner city car-use. Effects short term parking mainly. Border effects.
Should be introduced as soon as possible.
2. Bus and Tram Priority
Physical barriers are effective. Small benefits for regional traffic.
Wide use needed with effective enforcement.
3. Intercity rail services
With “InterPici”-es, (with quick feeder trains) it is quite effective. Makes better modal split in the whole region.
Regional and international connections needed.
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3. Success stories [ II ]No
Descriptionof measure
Comments, results Lesson for Eastern
Europe A B C
4. Suburban rail services
Decrease of patronage is slower [Siemens-Desiro trains to Piliscsaba-Esztergom].
Badly needed. Regularity, frequency, reliability, comfort!
5. Bus/coach services
Some companies have proved to be very innovative and attractive.
Mixed experiences in urban congestion. Severe parking problems for tourist buses!
A well-loaded bus is environmentally much better than unloaded cars and/or empty trains.
Some competition should be encouraged.
6. Good quality interchanges
Neighbourhood of interchanges becomes a pleasant place to stay at.
Such developments are needed internationally. Good locations to attract capital investments.
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3. Success stories [ III ]
No Descriptionof measure
Comments, results Lesson for Eastern
Europe
A B C
7. Building Metro line 4.
1. It is postponed for 15 years.
2. Endless discussions.
Bad decision is better than no decision
8. New Siemens trams to line 4-6. (Ring road of Budapest)
~ 14000 passangers per directions in peak hour. Almost a metro line.
Low floor, good quality solutions needed for such a busy line. Passenger with ties may come back.
9. New Volvo busses. Bus N° 7 + upgreading metro line too
New image. Brave priority measures.
Space back to pedestrians. Brave measures in emergency. [East station Baross Circus]
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4. Mixed experiences
No Descriptionof measure
Comments, results Lesson for Eastern
Europe A B C
10. The rehabilitation of some tram tracks
Positive multiplication effects are observed. A lot of other projects are needed to catch up with the "pilots".
In such a region, physical separation is needed.
11. Shopping centres
Shopping centres artificially substitute traditional city and district centres.
Careful land-use planning is needed. However most shopping centres may not win.
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5. Failures, Controversial Side-Effects
No Descriptionof measure
Comments, results Lesson for Eastern
Europe
A B C
12. Employment parking, +push and pull measures in parking.
That is the major reason why urban road pricing is needed in a longer term.
[Parking: free Saturday, tariff reductions, political discounts, etc.]
This is a key problem for Eastern Europe.
13. Institutional co-operation
The major reason against a real common transport system around Budapest.
These problems will be eliminated, when political culture improves.
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6. Alternative solutions in the case of Budapest [ I ]
1) The network remains basically free of chargeNo money, present situation remains - business as usual
2) Complete – perfect – road pricing based on external costsAll bridges are tolled + Cordon pricing at ring-roadAt present politically impossible
3) Road pricing with compromises (rational alternative)
Basically tolled new network elements (M0 ring motorway, Danube bridges, specific links)
Transport financing can be solved = basis of sustainable transport development!
4) Scientifically managed congestion with some charged fast (bus?) lanes.
Better level of service – better modal split
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6. Alternative solutions in the case of Budapest [ II ]
The present structure of the road network in the Central (Budapest) Region
Possible well-financed future structure of the road network with tolled links and sections
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Newly built infrastructure elements
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Bushaltestelle mit ”negativ Insel”Bus stop
ÖPNV PrioritätBus priority scheme with barrier
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Bus stop with individual bus lane(Budapest, Hungária outer ring road – Thököly Avenue)
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Nur Finanzministerium!Only for the Ministry Financial Affairs!
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Nur für Wirtschaftsministerium!Only for the Ministry of Economic Affairs!
Nur für Busse!Only for buses!
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Parken an der TU Budapest um 8:30Parking at BUTE at 8:30 a.m.
Parken an der TU Budapest um 10 UhrParking at BUTE at 10 a.m.
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New intermodal public transport station.
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1) It is clear, that the appropriate use of physical planning, legal and economical instruments of Mobility Management
a) has to improve the competitiveness of Public Transport and
b) has to demonstrate the real time and money costs for the too frequent car users
2) Institutional issues are crucial. Co-operation is very limited (government, region, city, districts)
3) These are the major barriers against the establishment of
common regional transport system and services.
7. Conclusions
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Thank You for Your attention.
Thanks for support of:Balázs ERCSÉNYI MscLajos KIBÉDI-VARGA
Éva KOZÁKBalázs PÁSTI
Judit URECZKY
Csaba OROSZ (PhD)associate professor