Effects of pedestrianisation on the commercial and ... - Eco-Logica

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Figure 2b: Saarbrücken 2012: city centre on the river banks 4. Individual life styles activities, which, at the turn <strong>of</strong> the century Living in the city, living in the already made up for about half <strong>of</strong> the 'Zwischenstadt' (edge-city), and living in kilometres covered by passenger transport. suburbia all represent different life styles. Public means <strong>of</strong> transportation, as collective We experienced a multitude <strong>of</strong> diverse life means with large vehicles, do not fit too styles, which are coined through well into such a development. They have individuality, flexibility and spontaneity. The held their importance in inner cities; but in integration <strong>of</strong> people in time and space other parts <strong>of</strong> the cities and in the regions systems has dissolved; working hours are they have become more individual and more flexible, operating and working hours more flexible. The individual forms <strong>of</strong> are de-coupled through widely fail-safe locomotion (foot, by bicycle and by car) automation. Service hours are significantly have gained further meaning. The bicycle, expanded; in many cases to around the in a stylish high-tech form now is a symbol clock (car-sharing is an example). Tele- for independence, individuality, and healthy working is widespread in 2030: around 30 % <strong>of</strong> the employed work at home, living. mostly three days per week, plus 20 % 5. Demographic change and mobility work in dispersed tele-<strong>of</strong>fices or call World-wide the population is still growing. centres. Commuter traffic has been In Europe, however, the population has noticeably reduced; the traffic peaks have been shrinking since about 2015 and become less accentuated. Traffic problems societies are rapidly ageing. In Germany, (in 2030) are mainly caused by leisure for instance, the birth rate had sunk to 1.3 World Transport Policy & Practice________________________________________________________ Volume 13.1 September 2006 22
children per woman at the beginning <strong>of</strong> the century; later it stabilised to about 1.4 (Statistisches Bundesamt, 2003), whereas 2.1 would be needed to maintain the population constant. A table comparing median age and birth rate in the European Union in 2003 shows Germany with the oldest population and one <strong>of</strong> lowest birth rates, while Ireland had the youngest and most reproductive one. Iceland would stay in this chart almost exactly where Ireland is. In Germany, even though immigration was made easier, it could not make up for the low birth rate. The other component <strong>of</strong> the demographic change was the continuous ageing <strong>of</strong> societies and that happened all over Europe due to higher life spans. In this respect, Iceland is no exception. In Germany, the number <strong>of</strong> older people over 60 grew by 41 % since 2003, while the figures for the population under 20 dropped by 19 %. Figure 3: Median age and birth rate in the European Union 2003 Definition ‘median age‘: 50 % <strong>of</strong> a population are younger and 50 % are older than median age Regional differences are more interesting than the generalised figures for a whole countr. Due to regional migration within a country and different chances <strong>of</strong> regions to attract migrants from outside, the differences between prosperous and shrinking regions grew. The spatial planning objective <strong>of</strong> equal living conditions was no longer achievable. In 2030, we have prosperous, stagnating and shrinking regions side by side with the biggest problems in peripheral rural areas. 6. Public transport Public transport was affected through demographic changes in several aspects. First, with fewer students, the biggest group <strong>of</strong> public transport users collapsed; in rural areas the backbone <strong>of</strong> public transport was affected. Second, less people working resulted in less commuter rides - which were, at the beginning <strong>of</strong> the century, a strong column <strong>of</strong> public transport. Thirdly, the older generation <strong>of</strong> 2030 (having grown up with the car) drive longer and more than the generation before. Decreasing body strength speaks more for the car. Decreasing speed <strong>of</strong> reactions is compensated by defensive driving and automatic driver's assistances. Walking disabilities are less restricting in a car than in public transport; the desire to live selfdetermined as long as possible, has postponed a move away from the car. According to the saying, 'You are only getting old, when you can't drive your car anymore.' The car industry has quickly focused on the fast World Transport Policy & Practice________________________________________________________ Volume 13.1 September 2006 23
Page 1 and 2: World Transport Policy & Practice S
Page 3 and 4: Editorial At an international confe
Page 5 and 6: Abstracts & Keywords What Goes Up M
Page 7 and 8: Travel in Inner City versus Urban F
Page 9 and 10: section of distric
Page 11 and 12: Table 3: Children from Economically
Page 13 and 14: significant differences in the prop
Page 15 and 16: kilometres (three quarters
Page 17 and 18: The percentage of
Page 19 and 20: However, it should not be forgotten
Page 21: and (at the same time) of</
Page 25 and 26: one way use are taken for granted s
Page 27 and 28: in the pipeline. For many purpose o
Page 29 and 30: Political planning and innovative c
Page 31 and 32: in the wealthier south east and Lon
Page 33 and 34: that good quality services are prov
Page 35 and 36: How this development may bring life
Page 37 and 38: Effects of
Page 39 and 40: Citing the above reasons it can be
Page 41 and 42: pedestrianisation
Page 43 and 44: change” in the rental value and 2
Page 45 and 46: Figure 6: Opinion on the current pe
Page 47 and 48: Schlabbach K, 1997, Traffic Calming
Page 49 and 50: Introduction An important priority
Page 51 and 52: men (from 1.45% to 1.39%) from 1996
Page 53 and 54: trips where using a bicycle is feas
Page 55 and 56: III-1 Evidence obtained from wellde
Page 57 and 58: increases activity; in levels <stro
Page 59 and 60: Marfut H, Rose G, Meikeljohn D, Wil
Page 61 and 62: Table 2: Australian interventions t
Page 63 and 64: Multi-component Cycling 100 (Marsha
Page 65 and 66: management strategies can have a po
Page 67 and 68: significant factors in car use, whi
Page 69 and 70: 2001 Australian Census, showed a re
Page 71 and 72: Measuring urban form A set
Page 73 and 74:
effects of urban f
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the lower the benefit to the user.
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daily commuting. Similarly, data on
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World Transport Policy & Practice E
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