MOBILIZE Santiago Speaker Series: Simon Lusby, Transport for London

20th June 2017 by admin Leave a Comment

Founded in 1863, the world-famous London Underground, also known as the Tube, may just be the planet’s most iconic subway system, from its “mind the gap” warning to its circular red logo to its storied history as a bomb shelter during World War II. While it transports a hefty 1.37 billion passengers annually, up on street level, the city’s equally iconic red buses – many of them the ever-popular double deckers – host more than 2 billion passenger trips per year.

Enter Simon Lusby, a senior strategist at Transport for London, the British capital’s transit agency. He’s part of the surface transport team, which means even if the Tube is the symbol of London mobility, he is working daily to make sure the bus system is just as much up to snuff.

Lusby spoke to us about how London’s bus system fits with MOBILIZE Santiago‘s theme Just and Inclusive Cities Become the New Normal,what he hopes to learn from the annual MOBILIZE summit in June, and the future for buses in London.

Simon Lusby, senior strategist at Transport for London, the British capital’s transit agency

ITDP: The theme of MOBILIZE Santiago is “just and inclusive cities become the new normal”. How does London’s transport system live up to this ideal?

Simon Lusby: How we’re planning transport needs to be as inclusive as possible. The new approach to street design (the “Healthy Streets Approach”), for example, is all about inclusion of everyone on the street. Not just one mode, not just healthy people, but actually getting more people out there and making spaces available for everyone.

I think London fits within that quite nicely, with that not only becoming the norm but also being the expectation here. Our bus network is very much at that level. For example, it’s already wheelchair accessible and our passengers are representative of Londoners. So from that point of view, I’d say London could be one of the flagship places where “just and inclusive cities” becomes the norm.

What are you hoping to learn from the city of Santiago’s transportation experience at MOBILIZE?

Listening to Santiago, I’m interested in buses. London has a very developed bus network but we need to look to other cities where they’ve had to address many of the challenges we currently face. London is still improving our approach to multi-modal development and that’s what we need to be learning from other cities. That’s what I hope to take away from MOBILIZE – like integration of public transport, particularly with cycling.

What cities around the world are you most interested in today, as in who’s doing the most innovative work in your field?

In terms of bus rapid transit, there is actually a lot of it here in the UK, like in Cambridge and Manchester. I’m more interested in a few key things. One, is integrating buses with cycling. Seattle has done that quite well. Another is thinking about how do you stretch corridors together. How do you get bus transit through a really, really dense metropolitan environment? I’m quite keen to gain some more experience from New York on this. I also want our London Underground users to feel like they are still part of the same public transport network and have options on how they can travel when they transfer to a bus.

New bus revenue generation project livery trial on the 150 bus, Barkingside, London. ©Transport for London

You’ve mentioned buses a number of times. How has Transport for London been so successful increasing public transit mode share, especially on buses?

Without buses, there are areas where one has very little public transport. But now there are bus routes everywhere. 95% of households live within 4oo meters of a bus service. So that goes to show that this network we’re covering is more abundant than people had ever thought.

We’ve got control of the bus network and some of the road space, which has been central. Starting in about 2000, Transport for London put in a lot of buses and that made the services far more reliable. Then in 2003 came the congestion charge. People have to pay to enter the center city, which means that there are very few private cars in the city and that helped the bus network again hugely. Simple things like contactless payment – the Oyster card – made it far more seamless between using the Tube and using the bus.

You know the bus is coming during the day. You don’t have to mess around with schedules or anything like that. There’s probably going to be a bus arriving in a few minutes. Unfortunately though, that high frequency costs money and we still have to continue to adapt our network to support the Tube and the new Elizabeth Line. It’s an underground train line between Heathrow east London via Canary Wharf that will absorb the Heathrow Express from the airport to Paddington Station. It will become the city’s main line, carrying twice the capacity of the other lines. But you can’t build one of these every year. It takes a lot of time and money.

With flashy new infrastructure like the Elizabeth Line coming in, what is the importance of a bus-based transport for a city that has such an extensive subway system?

That goes back to the original question of inclusiveness. If you pulled out the buses, which are completely wheelchair accessible, you’re no longer inclusive. So we tend to maintain bus lines even directly above Tube lines because you need that accessibility and people rely on it. When you think about how many different layers there are in the Tube, going deep down into the stations, for some people you don’t want to be going up and down all that.

New Northern Ticket Hall opened at Victoria Station ©Transport for London

How does Transport for London collect data on bus ridership?

We have our Oyster Card, which is a tap-on, tap-off system that tracks journeys. That means we don’t know the Tube route you took, we just know what station you went in and what station you come out of. From that Oyster data we can then understand connections like bus to Tube to bus. We’ve also got iBus which allows us to check the speed of the bus. We can then look at the speed of that service for any delays, as well as gaps between service that are impacting on ridership. If something goes wrong on the Tube, like delays, we can calculate fairly accurately how many people will be affected. So we try to take the knowledge we’ve learned on the Tube and apply it to bus.

[one_fourth][/one_fourth] This interview is a part of the MOBILIZE Santiago Speaker Series. In this series, we will feature interviews with researchers from VREF’s Future Urban Transport where we will discuss their work in sustainable transport and reflecting on MOBILIZE Santiago’s theme: Just and Inclusive Cities Become the New Normal. To learn more about MOBILIZE Santiago and how you can register to attend the summit in Chile, visit mobilizesummit.org.

MOBILIZE Santiago Speaker Series: Daniel Chatman

8th June 2017 by admin Leave a Comment

Transportation scholar Daniel Chatman’s latest research builds on two decades of experience looking largely at the U.S. context. Chatman has studied how people get to their jobs and what that means for metropolitan economies. He has investigated traffic patterns, job sprawl, and mortgage subsidies for homes in high-density neighborhoods with good transit access. In 2013, he and a co-author argued that transit could be producing as much as $1.8 billion annually in economic benefits for cities.

Daniel Chatman will be speaking at MOBILIZE Santiago on urban development and dynamic cities, including national social housing policies and the integration (or lack thereof) of transit and access.

ITDP spoke to Chatman from office at the University of California-Berkeley, where he teaches in the Department of City and Regional Planning, to discuss his work and reflect on this year’s MOBILIZE theme, “just and inclusive cities become the new normal”.

Daniel Chatman, Professor at the Department of City and Regional Planning, University of California-Berkeley

ITDP: Your research has shown that transportation can allow for higher densification of cities and therefore higher productivity due to agglomeration economies. Are U.S. cities finally waking up to those benefits?

Planners throughout the United States are all being trained to believe things like smart growth and public transportation is a good idea however, cities don’t necessarily believe this is true. And the reason cities don’t is because people don’t, and the reason that people don’t is because people have their own concerns. They’re focused on their immediate impact of various kinds of funding and investment decisions, and those are neighborhood-level impacts in many cases. In some cases, people do believe and are willing to support massive sales tax increases, for example, in places like Los Angeles and Seattle.

And yet, as to whether that support ends up translating into actual major changes in densification of cities and in ridership at all, that’s a separate question. We have a lot of regulations that get in the way of those benefits being realized.

The fact is that, yes, in the United States, we have higher productivity in denser cities that have better transit systems. But if you look at those cities, you also have increasing income polarization. We have both of those things partly because housing is really expensive in those same places.

Planners tend to be on board because they believe in the power of cities. But sometimes our vision of beautiful cities with great amenities is a vision that’s more geared towards higher-income people, so you want to be careful about it.

How can we convince cities that parking reform is one of the best ways to improve equity in cities?

Off-street parking requirements increase the cost of housing, especially in dense environments. It’s not uncommon to see construction cost requirements for structured parking of $60,000 per space. That’s a lot of money.

Those requirements are an equity issue because of the housing cost, but they’re actually more pernicious than that, because they change the sort of housing that’s developed in the first place. Developers are more likely to build luxury housing in response to having to provide two parking spaces per unit.

There is some evidence that parking requirements in some places are a bigger constraint upon densification than anything else. That is to say, it isn’t the height requirement, existing zoning allocation, or the by-right density, it’s the parking that stops people from developing as densely as they would.

What sort of impact do you think that federal funding, or lack thereof in the current political climate, will have on transport planning in U.S. cities, and can they move forward anyway?

There are lots cities that were already moving ahead without federal funding, which is now a smaller fraction of all new transit starts anyway. Even though I’m critical of how transit projects have been funded by the federal government, it’s not as though putting all the money into roads is a good solution either.

The current political climate is going to have a negative impact on city sustainability. For example, the Trump administration was considering this trillion-dollar infrastructure plan the Department of Transportation put out a 50-slide list of potential projects. Most of it was maintenance and construction of roadway facilities. I don’t think that’s a positive thing, but I do think that it’s not going to have as big of an impact as it might have 20 years ago, because of the fact that cities have been looking for, at the state and at the local level, alternative funding sources and are increasingly relying on them.

Ultimately, the smaller cities will be the ones who feel the pain more, because it’s the bigger cities and the more affluent states that are going to get away with these sorts of tax increases that fund transportation. The outlying areas will suffer more.

Santiago: Winner of STA, Host of MOBILIZE 2017

3rd June 2017 by admin Leave a Comment

Santiago, the Chilean capital with an urban population of five million, and a metro area population of over seven million, is a beautiful old-world city enjoying a modern day renaissance. Despite the city’s attempt to improve transport for its people through its BRT Transantiago in 2006, it had been lagging behind other cities in the region on cycling and walking.

However, between 2015-16, non-motorised (walking and cycling) and public transportation in Santiago underwent significant development, transforming the city into a haven for its citizens. Santiago was thus announced as the winner of the 2017 Sustainable Transport Award (STA). The city will be hosting ITDP’s annual sustrans summit MOBILIZE between June 28 – 30, 2017.

Our Indian government also aims to implement such people-friendly mobility initiatives through the Smart City Mission, and can draw on the lessons of Santiago at MOBILIZE. Amongst other attendees from India, Sameer Sharma, Additional Secretary & Smart City Mission Director, MoUD will also be at the summit. As a speaker, he will be sharing his thoughts on how a city can be made inclusive through principles of mobility and access.

Car ownership has soared in Chile over the past decade along with the economy, with the number of cars bough increasing each year from 2003 to 2014. Greater Santiago is now home to seven million people, and four million cars. However, the last few years have seen considerable changes. Owing to the significant improvements in transit, cycling & walking, and the overall public realm, as a result of the city’s Integrated Mobility Plan, more Santiaguinos have shifted to these modes to get around their city.

Santiago’s Calle Aillavilú, in the central market of the city, has been transformed from a derelict, car-congested and unregulated parking lot to a pedestrian-friendly oasis. The street was repaved, lighting improved, new trees were planted, and most importantly, cars were removed. Except for the scheduled delivery of goods, no motorized traffic is allowed. Calle Placer, one of the busiest pedestrian streets during a popular weekend market, is now completely closed to cars on the weekends, with a 2.2 million USD investment by the city for improved sidewalks, lighting, and sanitation.

On Sunday mornings, cars are banned from 40 kilometers of Santiago’s roads. Around 30,000 people take to those vehicle-free streets on bikes, skateboards, rollerblades, or simply on foot. The Car-Free days in many Indian cities have also been highly successful and can be scaled up, learning from Santiago.

The redesigned Plaza de Armas in the city centre, to prioritise pedestrians

Other public space improvements include an investment in 100 sqm. of new green spaces in historic residential neighborhoods, revitalizing a previously abandoned area, and the re-design of the Historical Center’s main streets, featuring more sidewalk space, improved lighting, beautification, and a “complete streets” redesign for public transport exclusive corridors in the most active pedestrian zone in the country.

Cycling mode share has doubled since 2006, with the number of cyclists on major routes growing by 25 percent a year for the past two years. The City has backed up this achievement with new sustainable transport policy changes and education programs. In April 2015, the National Ministry of Housing and Urbanism created a detailed standard of design for high quality cycle lanes, even piloting it in a major street near the presidential palace. The policy redistributes road spaces to create more space for cyclist. This standard was quickly adopted by Santiago, and the city has managed to increase cycling trips from a negligible 150 per day to over 5000 per day.

Cycle Lanes in Santiago

This number is expected to further rise with the growing popularity of BikeSantiago, the city’s bike share program, which accounts for 50 percent of the increase. Santiago also gave support to BMov Trici, a free bicycle taxi in the historic city center operated by a private company, supported by advertising, that encourages cycle use and provides a non-motorized alternative to taxis.

The city has also adopted a pilot program of cycling games in kindergarten to help introduce cycling early in life and a traffic education program at primary schools to create better cyclist behavior.

The cycling games program intends to familiarize children with cycling culture and safety

With all these efforts to improve the quality of life for the people, Santiago won STA 2017 and will be the site of Mobilize 2017, ITDP’s annual Sustainable Transport Summit, supported by the Volvo Research and Education Foundations. This event will give international transportation researchers and professionals an opportunity to experience this emerging city as a learning lab for best practices in sustainable transport. For more information, visit mobilizesummit.org

ITDP’s annual sustrans summit MOBILIZE in Santiago this year

30th May 2017 by admin Leave a Comment

For three days next month, 200 urban transport and development planners, practitioners, and officials, world-class researchers, and NGO representatives will convene in Santiago to share opportunities, challenges, and study the example of Santiago as an international best practice in pedestrian, cycling, public transit, and policy. Organizers expect representatives from around 20 nations to attend the MOBILIZE Summit, June 28-30, to be held at the Pontifical Catholic University of Chile.

Speakers will include Dr. Philipp Rode, Executive Director of LSE Cities at The London School of Economics, Laura Ballesteros, Undersecretary of Planning for the Secretariat of Mobility of Mexico City, Shin-pei Tsay, Executive Director of the Gehl Institute, and Dr. Sameer Sharma, Additional Secretary & Smart City Mission Director, Ministry of Urban Development, India.

(Left to Right) Philipp Rhode, Laura Ballesteros, Shin-pei Tsay and Sameer Sharma

MOBILIZE is an annual summit organized by ITDP. The summit aims to elevate the winner of the annual Sustainable Transport Award. MOBILIZE spotlights the achievements of the winning city and gives transport professionals and researchers from around the world an opportunity to experience the city as a learning lab with lessons on how to get world class projects implemented.

Last June, Santiago was announced as the winner of the Sustainable Transport Award, selected for major improvements in pedestrian space, cycling, and public transit, by a committee of international transport experts. Together, the STA and MOBILIZE highlight an elite group of international cities that inspire and catalyze more cities around the world to implement transport solutions of their own.

Director of Mobility Miguel Olivares accepting the award award from STA Committee Chair, Michael Kodransky, at the ceremony in Washington, DC

“MOBILIZE will bring together leading thinkers and city shapers for a capacity building opportunity using Santiago as a learning laboratory. Santiago was chosen this year for implementing strategic projects that focus on improving walking conditions as a top priority,” said Michael Kodransky, Chair of the STA Committee and Head of MOBILIZE, “Walking infrastructure and access to transit stations are a big concern for cities all over the world. Santiago has made walking, cycling, and public transit in the city center a key component of improving quality of life and easing congestion. The lessons and challenges from Santiago will surely resonate with other municipalities.”

Participants, including representatives from the Municipality of Santiago, Santiago Metro region, and the Chilean Ministries of Transport and Housing, will spend half the day in workshops sharing ideas and best practices in sustainable transport, development, and urban planning, and half the day on site visits in and around the city, including visits to Transantiago, the public bicycle and cycle network, and a walking tour of the newly-redesigned streets in the city center.

“We are very pleased to participate in MOBILIZE, and welcome participants to this key global summit on sustainable transport. This June, the eyes of the sustainable transport community will be on Santiago, and those who visit us will find a very interesting opportunity to learn from these new changes and advances that our municipality, and the city region, have made,” said the Mayor of the Municipality of Santiago, Felipe Alessandri.

ITDP is organizing the summit in partnership with the Volvo Research and Education Foundation (VREF), and additional sponsors, and is consulting with a local host committee as planning moves forward.

Mayor Felipe Alessandri, Host
Juan Carlos Muñoz, Chair, Director of the Bus Rapid Transit Centre of Excellence
Claudio Orrego, Intendant of the Metropolitan Region
Paulina Saball, Minister of Housing and Urbanism
Claudio Olivares Medina, Bicivilizate

2017 will be the second annual MOBILIZE Summit. The first was held in 2016 in Yichang, China by the Institute for Transportation and Development Policy (ITDP) in co-operation with VREF and the City of Yichang. More information on MOBILIZE Yichang is available.

Sustainable transport and development professionals interested in attending should contact Nora.Pena@itdp.org to request an invitation. Members of the press interested in attending should contact Jemilah.Magnusson@itdp.org . For more information, visit mobilizesummit.org.