Abstract

This document, D4.2 Paris Île-de-France region report, is part of the second series of technical reports produced as part of WP4 during Task 3, “Qualitative analysis of transport policy development cycle processes in the five Stage 3 cities during the Shift from Stage 1 to Stage 3”. It seeks to develop a comprehensive qualitative analysis of the historical development of policies relating to traffic congestion and car use over the past four decades. It investigates the ways in which transport policies are designed and implemented in the five Stage 3 cities, how they have evolved over time, which policy mix has been favoured at different times, their intended/unexpected effects, and how coordination has been ensured. Published as part of D4.2 report "halshs-02382094"; The analysis done in CREATE highlights the critical role played by political and institutional conflicts in acontext of exacerbated fragmentation and the extent to which a large variety of actors, namely different levels ofgovernment, technical agencies, political parties, elite groups and professional networks, compete in order toshape transport governance and the distribution of transport policy resources. This was achieved throughcontinuous institutional reforms, major conflicts and competition strategies, and the development of highly visiblepolicy initiatives and projects.By contrast to other cities under study in WP4, where consensus-seeking strategies account for policychange over time, competition emerges as the main driver for change in the case of the Paris and Ile-de-Franceregion: competition between levels of government, between political parties, between transport companies andbetween social and economic groups. Together, this accounts for the coexistence over a long period of time oftwo highly differentiated models of urban and spatial planning in the capital-city region: on the one hand aliveable, sustainable and compact model in which the automobile is integrated in a larger regional sustainabletransport system, and on the other hand, a regional growth model which primarily relies on the automobile inorder to ensure daily accessibility for commuters to the core metropolitan area.Interestingly, such levels of competition have not led to inertia and the report documents the ways inwhich demographics and urbanization dynamics were instrumental in triggering various forms of collective actionacross the region. In terms of transport policy developments and transport behaviours, the evolution of transportpolicy objectives, resources and tools sheds light on both the “What’s” (substance) and the “How’s” (governance)of transport policy change. On the one hand, it shows how a sustainable approach to transport planning andpolicy-making progressively emerged at the margins of the transport policy sector, through the diffusion ofalternative representations and policy solutions, and by drawing on small-scale innovations. But on the otherhand, the evolution of transport policy objectives, resource and tools also highlight how state elites and networksare able to successfully resist bottom-up pressures and maintain, in a number of cases, a state-led approach totransport planning in the capital-city region that prioritizes its role as the national powerhouse.Acknowledging the continued coexistence of both dynamics as well as their interplay over timecontributes to better understanding remaining spatial disparities in terms of transport policy developments - aresult that echoes the analysis done in WP3 regarding individual/collective choices pertaining to transportation inParis and the Ile-de-France region. A shift away from the automotive city undoubtedly took place in the Paris Ilede-France region, and the development of stage 3 policies is precisely documented. Yet this result remainsambiguous: this evolution is unevenly spread – both socially and spatially, recent conflicts over specific transportpolicy initiatives confirmed the permanence of high resistance capacities and the ability of a number of newentrants and old players to draw on new technologies in order to promote car-based forms of mobility.

Abstract

This document, D4.2 Copenhagen report, is part of the second series of technical reports produced as part of WP4 during Task 3, “Qualitative analysis of transport policy development cycle processes in the five Stage 3 cities during the Shift from Stage 1 to Stage 3”. It seeks to develop a comprehensive qualitative analysis of the historical development of policies relating to traffic congestion and car use over the past four decades. It investigates the ways in which transport policies are designed and implemented in the five Stage 3 cities, how they have evolved over time, which policy mix has been favoured at different times, their intended/unexpected effects, and how coordination has been ensured. Published as part of D4.2 report "halshs-02382094"; When, why and how was Copenhagen able to (re-)invent itself successfully into “the bicycle city”? To whatextent are these developments replicable in other cities in CREATE and beyond? This report both highlights andaccounts for the process of gradual yet transformative change, which has characterized transport policy developments inCopenhagen and its metropolitan area over the past four decades. It provides some explanation as to why and how asustainable urban transport agenda emerged as a major political priority and flagship initiative. It also suggests that thesituation is not as clear-cut as suggested by political discourses: pro-car policies and car use have not been completelyabandoned in Copenhagen, and similarly, sustainable mobility policies are being strengthened beyond the city’s limits.In this perspective, the analytical framework developed as part of WP4, which combines the public policyapproach with the urban governance approach (see WP4 D4.1 report), proved particularly useful in order to examine theambiguous relationship between policy discourses on the one hand, and policy outcomes on the other hand. More thanin any other cases studied in WP4, the Copenhagen case confirms the need to examine policy implementation dynamicsin order to make sense of the choice and selection of policy instruments, including the role attributed from an early stageon to communication-based policy tools.

Abstract

This document, D4.2 Berlin report, is part of the second series of technical reports produced as part of WP4 during Task 3, “Qualitative analysis of transport policy development cycle processes in the five Stage 3 cities during the Shift from Stage 1 to Stage 3”. It seeks to develop a comprehensive qualitative analysis of the historical development of policies relating to traffic congestion and car use over the past four decades. It investigates the ways in which transport policies are designed and implemented in the five Stage 3 cities, how they have evolved over time, which policy mix has been favoured at different times, their intended/unexpected effects, and how coordination has been ensured. Published as part of D4.2 report "halshs-02382094"; The D4.2 Berlin report examines the evolution of Berlin’s transport policy in order to understand the shiftaway from car-oriented policies towards alternative transport policies. The main objective of the case study reportis to identify those factors – or combinations of factors – that explain transport policy change over time. Whichpolicy objectives, instruments and measures were introduced? How were they elaborated? By whom? Were theysuccessfully implemented?It shows that despite major dramatic political changes, there is a certain level of continuity in Berlin’stransport policy development. The pivotal role of public transport and more specifically, of rail-based networks, isensured through long term and robust forms of governance combined with within-policy dynamics in the transportsector. The integrated approach to transport, that emerged in West-Berlin in the late 1980s and which hasbecome the core of the city’s policy since the early 2000s, accounts for such continuity insofar as itseeks to make public transport as attractive as possible in order to provide a strong alternative to car use, while atthe same time favouring incentives rather than constraining approaches to car use. In addition, the status of othermodes of transport remained ambiguous until the recent period, thus leading to recent controversies. Theseresults confirm the originality of the analysis carried out in WP4 for the understanding of transport policydevelopments in Berlin.

Abstract

Qatar is one of the fastest growing countries around the world, resulting in substantially high private vehicle usage as well as heavy traffic congestion. It is currently estimated that the private car usage is about 85% of total traffic, and the remaining 15% includes public buses, taxis, and company buses. In this study, a survey was conducted to identify the potential users demographics of the of the upcoming metro service. The study revealed that 77.8% of the population is planning to use the upcoming metro service. More male, young, and expatriates are willing to use the service. The results indicate the need for programs to attract more users, especially female, elderly, and local Qataris. Scopu

Abstract

Better understanding of urban travelers is necessary, as sustainable development is becoming an integral part of transportation policy and practice. A volume of research shows people’s expressed willingness to adopt more sustainable urban travel behaviours, but a general sense of resistance to change is often encountered. Current methods in transportation research are not able to fully grasp on individual motivations such as discontent with public transport. This gap of knowledge in qualitative transportation research calls for the development of new methods. James Scott’s concept of the hidden transcript allows for the assumption that there are expressions of dissatisfaction towards public transportation at grassroots level. In order to access hidden transcripts on public transportation in Stockholm there is a need for a new method, which is developed in this thesis. The proposed visual mixed method draws from principles of visual ethnography, virtual ethnography, nethnography and social media research. The methodology is then tested and assessed as a platform to give voice to hidden transcripts on public transportation. The choice of method for developing the method is meta-methodology. The discussion sheds light on the potential of the framework (1) to grant access to hidden transcripts; (2) to fill a knowledge gap in transportation qualitative research; (3) to assist planners towards sustainable development of urban transportation.

Abstract

"jats:p"Environmental pollution in cities is an increasingly popular issue tackled in research. One of the elements with a significant impact on the state of urban ecosystems is transport with its pressure on individual components of the environment. Sustainable urban transport is gaining prominence as a postulate expressed in cities’ strategic documents, constituting an element alleviating the negative effects of anthropopressure. In the light of the need to introduce innovative solutions for clean forms of transport, numerous papers indicate the bicycle as an answer to some of those problems. The article presents a review of literature referring to the socio-economic aspects of using the bicycle in cities as a means of transport for daily commuting. The analysis is based on publications on cyclist safety in road traffic, the perception of the bicycle as a means of transport in cities, and the introduction of innovative solutions, such as bicycle-sharing systems. Document type: Article