Lecture 2 RYP Sustainable Transportation Magister Program.pptx

Sustainable transport

1. S U S T A I N A B L E T R A N S P O R T ATION Tim Dosen : Dr. Ir. Martha Leni Siregar , M.Sc. Ir. Alvinsyah , M.Sc. Dana Mutiara Kusumawardhani , S.T., M.Sc., Ph.D Silvanus Nohan Rudrokasworo , M.T. Yodya Yola Pratiwi, M.Sc. Ahmad Septiawan, M.T.

2. I N T R O D U C T I O N Paris Agreement Transport Energy Consumption

3. Since industrial revolution, earth temperature are increasing particularly since 1980s The mid- century cooling appears to have been largely due to a high concentration of sulphate aerosols in the atmospheres Large eruption of Mount Agung in 1963 produced aerosol which cooled the lower atmosphere by 0.5 degree Climate change vs global warming THAT’S ESCALATED QUICKLY

4. Paris Agreement is a legally binding international treaty on climate change Its goal is to limit global warming to well below 2 , preferably to 1.5 degrees celsius, compared to pre- industrial levels Countries aim to reach global peaking of greenhouse gas emissions as soon as possible Implementation of the Paris Agreement requires economic and social transformation PARIS A G R E E M E N T

5. Globally, transport sector stands for about 23% of energy related GHG emission (Åkerman, 2019) T R A N S P O R T E N E R G Y C O N S U M P T I O N

6. Emissions = Activity (passenger- km/cap) x Energy Efficiency (kWh/p- km) x Carbon Intensity (kg CO2/ kWh) x Population (number) T H E F O R M U LA

7. S U S T A I N A B L E T R A N S P O R T Sustainability Sustainable transport Sustainable modes

8. “Transport that meets the current transport and mobility needs without compromising the ability of future generations to meets these needs” Black, 1986 Centre for Sustainable Transport (1998) views a sustainable transport as one that: Allow the basic needs of individuals and societies to be met and consistent with human and ecosystem health with equity; Is affordable, operates efficiently, offers choice of transport mode, and supports a vibrant economy; Limits emissions and waste, minimizes consumption of non- renewable resources, and minimizes the use of land and production of noise S U S T A I N A B L E T RA N S P O R T

9. Equitable Fair and impartial Bearable Able to be endured Viable Capable of working Sustainable = Equitable + Bearable + Viable S U S T A I N A B I L I T Y

10. Pedestrian and bicycle do not emit any CO 2 Meanwhile, scooter (2- stroke) is the worst mode of transport in regards to CO 2 emitted Diesel car is better than petrol car S U S T A I N A B L E M O D E S

11. C O N V E N T I O N A L VS A L TE R N A T I V E The conventional approach Sustainable mobility Physical dimensions Social dimensions Mobility Accessibility Traffic focus, particularly on the car People focus Large in scale Local in scale Street as a road Street as a space Motorized transport Slower modes on top hierarchy Forecasting traffic Visioning the cities Modelling approaches Scenario development Economic evaluation Multicriteria analysis Travel as a derived demand Travel as a values activity Demand based Management based Speeding up traffic Slowing movement down Travel time minimization Reasonable travel time Segregation of people and traffic Integration of people and traffic

12. Professor David Banister, from the University of Oxford, present that sustainable transport should follow several principles as the following: 1. Reduction of transport demand 2. Promotion/improvement of more energy efficient and environment friendly transport modes 3. Improvement in efficiency of the transport process 4. Introduction of new technology PRI N CIPLES Of SUSTAI N ABLE TRA N SPORT

13. 1. Improved system operation (ITS application, integration of transport modes) 2. Demand management (staggered working hours) 3. Economic instrument (tax, subsidy, pricing, etc) 4. Regulatory standards (vehicle, fuel, maintenance) 5. New technology (engine, vehicle, fuel, material) E FF ICIE N CY IN TRA N SPORT PROCESS

14. 1. Planning and policy formulation 2. Law, regulation, and rules 3. Coordinated action by different agencies 4. Social and cultural barriers 5. Resources barriers Source: Concept of Sustainable Transport by United Nations ESCAP (2015) POTE N TIAL BARRIERS

15. 10 PRI N CIPLE Of SUSTAI N ABLE URBA N TRA N SPORT DEVELOPME N T Start with the pedestrian Provide high quality public transport connecting urban and suburban centres Encourage cycling and link it to public transport Employ appropriate transport market incentives and pricing with ITS Design “complete streets” serving all users Manage the speed of motor vehicle for safety and system performance Enhance transport service with ICT Activate public space with small blocks, small streets, urban parks, etc Plan, regulate, finance, operate real estate and transport system Re- engineer freight movement and logistics system Source: Institute for Transportation and Development Policy ( ITDP )

16. LA N D USE A N D TRA N SPORT Derived demand Land use and T ransport interaction Travel D emand and 3D Land use planning

17. If travel is derived demand (preferences for activities, generalized cost) Then Demand for travel will depend on Spatial structure of activities (land use, place) Other determinants of generalized travel cost DERIVED DEMA N D

18. Distribution of land uses determines the locations of households and human activities Distribution of human activities in space requires spatial interactions or trips in the transport system These spatial interactions are based on decisions of travellers about some variables. That may cause congestion Those impact create opportunities for spatial interactions that can be measured as accessibility. The spatial distribution of accessibility influences location decisions of investors LA N D USE A N D TRA N SPORT I N TERACTIO N Source: Wegener M, Fürst F (1999) Land-use transport interaction: state of the art.

19. Distance Density Diversity Design Destination TRAVEL DEMA N D A N D 3 DS (+2DS)

20. The distance to railway stations may have an impact on modal choice In public transit, total travel time consist both in- vehicle and access time DISTA N CE Source: Daniels, R., Mulley, C. (2013) Explaining walking distance to public transport: the dominance of public transport supply, Journal of Transport and Land Use Vol 6 (2) pp 5- 20

21. Densities refer to the number of opportunities per square kilometre (or acre or any other surface indicator) Gross densities relate to overall available space , while net densities to the space that is (or can be) developed Higher densities offer the possibility of travelling less Variables: population density, employment density, accessibility to jobs DE N SITY

22. Focus on level of mixing of several categories of land use, such as dwellings, workplace, shops, schools, and medical services Question : which one has the lower travel demand? Scenario A all shops, schools, and other services are located in the centre of town, or scenario B where some of the shops, schools, and other services are spread across town throughout all the neighbourhoods In scenario B, slower modes will be relatively more attractive because of the shorter distances Share of car might be lower in scenario A than in scenario B Variables: Dissimilarity index, entropy, vertical mixture, activity centre mixture, commercial intensities, proximities to commercial- retail uses DIVERSITY

23. DIVERSITY (CO N T.) Source: Nabil, N., Eldayem, G. (2015) Influence of mixed land- use on realizing the social capital, HBRC Journal vol 11(2) pp 285- 298

24. Neighborhood design is related to land use at the lowest scale Effects of parking location An attractive environment might stimulate people to walk or cycle For example, if there are attractive pavements and cycling lanes the share of slow modes may be larger than if there are no or less attractive facilities for slow modes Variables: streets, pedestrian and cycling provision, site design DESIG N

25. Activity or purpose of the transport – remember derived demand The attractiveness of the destination itself Mode split availability DESTI N ATIO N

26. Land use planning can have an impact on travel volumes and modal split Building at high densities can reduce travel distances Building offices and residential neighbourhoods close to railway stations can increase the share of PT Attractive neighbourhood design can increase the share of slow modes Mixed land use can reduce transport distances and increase the share of slow modes LA N D USE PLA NN I N G VS E N VIRO N ME N T

27. W A L K A B L E C I T Y I ntroduction Key factor/indicator

28. According to the Walkable and Liveable Communities Institute, walkable communities are defined as: “ They consider persons, not their automobiles, at the centre of the design scale. When we design communities around the human foot, we create places that are socially, environmentally, and economically vibrant ” WHAT IS WALKABLE CITY?

29. Source: https: //www.bloomberg.com/news/features/2021- 01- 05/a- tiny- twist- on- street- design- the- one- minute-city https://www.bloomberg.com/news/articles/2021- 03- 02/the- downsides- of- a- 15- minute-city WALKABLE CITY

30. PEDESTRIA N F ACILITIES JAKARTA SURABAYA

31. Coherence Continuity Equilibrium Safety Comfort Accessibility Efficiency Attractiveness

32. Improve the overall quality of life for residents by addressing major challenges such as congestion, air/noise pollution, etc Topics: Public transport, non- motorised transport, inter- modality, urban road safety, road transport, urban logistics, mobility management, and intelligent transport systems (ITS) SUSTAI N ABLE URBA N MOBILITY PLA N

33. Urban mobility is constantly evolving – and the support available for practitioners needs to adapt Indonesia started its own SUMP called SUTRI NAMA SUSTAI N ABLE URBA N MOBILITY PLA N (CO N T)

34. C O N C L U S I O N Sustainable transport priority

35. The unequivocal need for strategic increases in density and mixed land uses, not across an entire city, but certainly at critical nodes or sub-centres to develop a polycentric urban form The need to prioritize investment in transit, walking, and cycling in a biased way to overcome many decades of neglect and favouring of PMVs. First- rate transit systems must be built and land uses integrated around them (TOD) The need for transit systems to be given clear speed advantages over private traffic, especially through many more dedicated right of way and much more traffic light priority The need to reform of public transport agencies that have for too long focused on maintaining their BAU, rather than becoming bold innovators and agents of change The central importance of the public realm and its influence on non- motorized mobility and the social life of the city. The public realm must be protected and restores in all cities to ensure a liveable, beautiful, connected city Changing the ways in which citizens interact with governance and planning bodies (public participation) SUSTAI N ABLE TRA N SPORT PRIORITY

36. T H AT’S A L L T H A N K Y O U F OR Y O UR PART I C I PAT I O N Any question? Feel free to contact me: e- mail: [email protected] WA/text: [phone]