Using Urban Form and Accessibility Factors to Estimate Modal Shares and Energy Use from

Urban Design and Multimodal

Transportation

Using Urban Form and Accessibility Factors to Estimate Modal Shares and Energy Use from

Transportation

Todor Stojanovski

todor.stojanovski@abe.kth.se

CONTEXT

● Improving public transportation by transforming and (re)designing cities/implementation of urban design guidelines for Transit-Oriented Development (TOD)

● Analyzing the interrelationship between urban form (typo- morphological perspective/architecture and urban design) and (travel) behavior

● Linking urban form (typologies/design elements of

buildings and infrastructures) with (housing classes and) mobility cultures*

*John Urry, 2007, Mobilities

CONTEXT

What is multimodality?

How to measure it?

How urban form

(design elements and patterns on different scales) influence the modal shares

(walking, cycling,

public transportation and private car? How to inform urban

planning and design?

How to measure multimodality?

Malmö Stad, 2016, Sustainable urban mobility plan -Creating a more accessible Malmö

Information on multimodal travel

Estimate modal shares based on urban form and accessibility factors in Geographic Information Systems (GIS)!

TRANSPORTDEKLARATION!

Transportdeklaration!

Transportdeklarationen är ett sätt att informera om hur väl en byggnad

eller stadsdel är anpassad

till/integrerad med olika färdmedel (gång, cykel, kollektivtrafik och

privatbil)

Den är inspirerad av

energideklarationen bl.a.:

100 kWh/m²/år = 5000 kWh/år/person

THEORETICAL FRAMEWORK

Stojanovski, T., and Kottenhoff, K. (2013).

Bus Rapid Transit (BRT) och Transit- Oriented Development (TOD) -

Stadsutveckling för effektiv kollektivtrafik.

METODEN

A. FÅ BEBYGGELSEFAKTORER 1. Viktigaste faktorer för

kollektivtrafik, gång och cykel

i samband med parkering (P-tal) 2. Länka med planeringspraktik (bebyggelsefaktorer i

översikts- och detaljplanering) 3. Koppla till

energifrågor och kommunernas

miljömål (koldioxidutsläpp)

Urban element (Weight) Percentage Bike parking (3) 10 Cycling lanes on

street/cycleways (3) 10 Neighborhood

topography (slope) (9) 40 Bikable location (9) 40

Sum (24) 100

Urban element (Weight)

Percentage Sidewalk design and continuity (3) 5¹ Pedestrian crossings/street segment

length/city block width (7) 15

Speed limit (3) 5¹

Building setback (3) 5¹

Building height to street width ratio (3) 5¹ Building façade activity/openness (9) 20¹ Lot/block density (residents and jobs) (9) 20²

Lot/block land use mix (entropy of

residents and jobs) (9) 20² Access to everyday activities (9) 20 Access to event-type activities (3) 5

Access to a mix of activities (9) 20

Sum (51) 100

1assigned to street space

2assigned to city blocks/perimeter within building façades

Urban element (Weight)

Percentage Bus line/busway/tramway on street (3) 5

Transit stop/station exit on street (3) 5 Lot/block density (residents and jobs) (3) 5 Lot/block land use mix (entropy of residents

and jobs) (3) 5

Access to a local transit stop (9) 30 Access to a regional transit stop (9) 30 Walking

(5) 20

Sum (27) 100

Urban element (Weight) Percentage On-street parking (3) 10 Undisturbed traffic flow (no

congestion) (3) 10

Lot/block off-street parking (9) 50 Access to an expressway (5) 30

Sum (20) 100

Tas bort!

Parking sammanfogas!

Sammanfogas!

Tas bort!

Kollektivtrafik Bil

Gång

Cykel

FAKTORER

B. VIKTER

1. Beteendeledtrådar (visuell perception) 20-60%

2. Möjligheter att gå

(lokalt) 0-60% (bil/gång) 3. Tillgänglighet

(regionalt)

0-40% (gång/bil)

C. BEBYGGELSEINTEGRATIONSNIVÅER

𝐿𝑜𝐼 ∑ 𝑤 𝑐

LoI_m Level of Integration (LoI) of transportation mode m

w_i weight for criterion/

urban form or

accessibility factor i

c_i criterion/urban form or accessibility factor i

𝑆

S_m Modal share for transportation mode m (in percentage)

LoI_m LoI for specific transportation mode m

LoI_i LoI for transportation modes i

Transportdeklaration i Luleå

Två stadsdelar har analyserats

VISION KRONAN

(https://www.lulea.se/)

● Luleå har 76 760 invånare.

● På Kronan bor idag 1 500 personer.

● Kronan har ca 200 arbetsplatser.

● När Kronan är fullt utbyggd bor 7 000 personer här.

● Det planeras för 2 000 nya bostäder på

Kronan.

Transportdeklaration i Luleå

Scenario 1: Torg och verksamheter

Scenario 2: Bostadsområde (inga torg eller verksamheter)

Scenario 3: Gångstråk till Lulaåstad

Scenario 4: Torg och verksamheter plus central

busstation (10min turtäthet, 6 busslinjer, plus regionella linjer)

Scenario 5. Gångstråk plus central busstation (10min

turtäthet, 6 busslinjer, plus regionella linjer)

Luleå stadskärna

SCENARIO 1

Centrum + Torg + Verksamheter + Fina gator

Scenario 1:

Torg och

verksamheter

Scenario 2:

Bostadsområde

SCENARIO 3

GÅNGSTRÅK + Centrum + Torg + Verksamheter

+ Fina gator

Scenario 3:

Gångstråk till stadskärnan

(promenadstad)

SCENARIO 4

CENTRALA BUSPLATSER

Scenario 4:

Torg och

verksamheter plus central busshållplats

(10min turtäthet, 6 busslinjer, plus regionella linjer)

Scenario 5:

Gångstråk plus central

busshållplats

(10min turtäthet, 6 busslinjer, plus regionella linjer)

Energianvändning transporter

Energideklaration (100 kWh/m²/år) = 5000 kWh/år/person

CO2-utsläpp

Sverige = 17 Mt CO2= 1710 kg CO2 /år/person (mörkgul)

Andelbil > bilberoende > P-tal

Andel bil <30% kan var bilfria område (mörkorange)

Discussion/Conclusions

1. The model generates reasonable results and estimates of modal split (based only on urban form factors and accessibility measures). It

underestimates extremes (±10% in the modal shares of driving in car-oriented suburbs and walking in the old urban centers).

2. The predictions of mobility patterns based only on urban form and accessibility factors must be considered with awareness, because travel

directly depends on discrete choices of individuals (economic rationality, personality traits, irrational commitment to specific modes, etc.).

Discussion extra.

3. It presents fuel use and energy consumption based on the estimates for modal shares

4. The analysis shows energy consumption/CO2 emissions and different ways to interpret the result (kWh/year/person, t CO2/year/person or share of automobile travel)

5. It can be customized to negotiate car dependency and P-standards

Discussion extra.

6. It needs institutionalizing and continuous studies on interelationships between urban form and

accessibility factors and modal shares

7. The modal share estimates can be integrated with new apps for automatic mode detection on mobile phones (t ex. TravelVU) (new project

proposal)

8. The analytical method can be included in software for urban design and planning (new project proposal)

Questions? Comments!