Redesigning Urban Transport


Lester R. Brown

While most people may decry record-high gasoline prices,">Earth Policy Institute, we see it as big nudge to redesign our urban transport systems, as I discuss in">Plan B 3.0: Mobilizing to Save Civilization.

In Mexico City, Tehran, Kolkata, Bangkok, Shanghai, and hundreds of other cities, the air is no longer safe to breathe. Respiratory illnesses are rampant. In the United States, the number of hours commuters spend sitting frustrated in traffic-congested streets and highways climbs higher each year. In response, forward-thinking city planners are seeking ways to redesign cities for people not cars. They have begun to realize that urban transport systems based on a combination of rail lines, bus lines, bicycle pathways, and pedestrian walkways offer the best of all possible worlds in providing mobility, low-cost transportation, and a healthy urban environment.A rail system can provide the foundation for a city's transportation system. Once in place, the nodes on such a system become the obvious places to concentrate office buildings, high-rise apartment buildings, and shops.

Some of the most innovative public transportation systems, those that shift huge numbers of people from cars into buses. The success of Bogotá's bus rapid transit (BRT) system, TransMilenio, which uses special express lanes to move people quickly through the city, is being replicated not only in six other Colombian cities but elsewhere too: Mexico City, São Paulo, Hanoi, Seoul, Taipei, Quito, and several cities in Africa. In China, Beijing is one of 20 cities developing BRT systems. Even industrial-country cities such as Ottawa, Toronto, Minneapolis, Las Vegas, and—-much to everyone's delight—-Los Angeles have launched or are now considering BRT systems.

Some cities are reducing traffic congestion and air pollution by charging cars to enter the city, including Singapore, London, Stockholm, and Milan. In 2003, London adopted a £5 ($10) charge on all motorists driving into the center city between 7 a.m. and 6:30 p.m., immediately reducing the number of vehicles on the road. Within a year, bus ridership increased by 38 percent and delays dropped by 30 percent. In July 2005, the fee was raised to £8 ($16). Overall, since the congestion charge was adopted, car and minicab traffic into the central city has dropped 36 percent, while bicycle traffic has increased by 50 percent.

Paris Mayor Bertrand Delanoë, who was elected in 2001, faced some of Europe's worst traffic congestion and air pollution. He decided traffic would have to be cut 40 percent by 2020. The first step was to invest in better transit in outlying regions to ensure that everyone in the greater Paris area had access to high-quality public transit. The next step was to create express lanes on main thoroughfares for buses and bicycles, thus reducing the number of lanes for cars. The third step was to establish a city bicycle rental program that by the end of 2007 had 20,600 bikes available at 1,450 docking stations throughout Paris. Accessed by credit card at inexpensive daily, monthly, or annual rates, the bicycles are proving to be immensely popular. At this point Mayor Delanoë is well along on his goal of cutting car traffic by 40 percent.

The United States, which has lagged far behind Europe in developing diversified urban transport systems, is being swept by a "complete streets" movement, an effort to ensure that streets are friendly to pedestrians and bicycles as well as to cars. The cars-only model is being challenged by the "National Complete Streets Coalition", an assemblage of citizen groups including the Natural Resources Defense Council, AARP (an organization of 38 million older Americans), and local and national cycling organizations. This coalition has aggressively lobbied for "complete streets" policies, which are now in place in 14 states and 40 metropolitan areas, cities, and counties. In early 2008, Senator Tom Harkin of Iowa and Representative Doris Matsui of California each introduced national "complete streets" legislation in the U.S. Congress.

Countries that have well-developed urban transit systems and a mature bicycle infrastructure are much better positioned to withstand the stresses of a downturn in world oil production than are countries whose only transport option is the car. With a full array of walking and biking options, the number of trips by car can easily be cut by 10–20 percent.

Few methods of reducing carbon emissions are as effective as substituting a bicycle for a car on short trips. A bicycle is a marvel of engineering efficiency, one where an investment in 22 pounds of metal and rubber boosts the efficiency of individual mobility by a factor of three. On my bike I estimate that I get easily 7 miles per potato.

For more on the bicycle, see the Eco-Economy Indicator by Matt Roney,">
Bicycles Pedaling Into the Spotlight

The combination of rail and bicycle, and particularly their integration into a single, overall transport system, makes a city eminently more livable than one that relies almost exclusively on private automobiles. Noise, pollution, congestion, and frustration are all lessened. We and the earth are both healthier.

Read the entire"> report, which was adapted from Chapter 10, Designing Cities for People, in">Plan B 3.0: Mobilizing to Save Civilization available for free downloading.

Image credit::SkyscraperCity, Honolulu Ponders Mass Transit Options, Advanced Public Transport Systems Rubber-tire vehicles that run on concrete - Phileas concept involves hybrid systems that run on rubber tires with magnetic markers on the road.

Redesigning Urban Transport
Lester R. Brown