英国与荷兰非机动化交通模式比较研究_英文_

交通运输工程与信息学报 第 9 卷 第 4 期 2011 年 12 月 Journal of Transportation Engineering and Information No.4 Vo1.9 Dec.2011 收稿日期：2010-10-06. 作者简介：彭 蓬（1985-），女，汉族，湖南常德人，工学硕士&理学硕士，湖南文理学院土木建筑工程学院助教。 88 CCoommppaarriissoonn ooff NNoonn--mmoottoorriizzeedd TTrraannssppoorrtt MMooddee UUssee BBeettwweeeenn tthhee UUKK aanndd tthhee NNeetthheerrllaannddss PENG Peng1 Shin Lee2 1．College of Architecture and Civil Engineering, Hunan University of Arts and Science, Changde 415000, Hunan, China 2．School of City and Regional Planning，Cardiff University， Cardiff CF24 ODE, UK Abstract： Non-motorized transport (NMT) mode is considered to be ecological and sustainable for the advantages of environmental protection, health, low consumption and releasing traffic congestion. In recent years the governments of the UK and the Netherlands have involved a series of policies and strengthened the education level for transport security to reduce the motorized transport speed and promote the development of non-motorized transport modes. Meanwhile, the facility provision such as cycling networks and the cooperation level between NMT use and the other modes in the UK were not developed as good as that in the Netherlands, which contributed to the balanced development of transport system in the Netherland. It was concluded that non-motorized transport mode could only play an important role in short-distance journey. From the above experience we get that it is extremely significant to develop non- motorized transport facilities and integrate this mode with the public transport mode in China to establish a sustainable transport system. Key words：Non-motorized transport modes, transport policies, sustainable transport system CLC number:U491.2+2；U484 Document code:A Article ID:1672-4747（2011）04-0088-09 英英国国与与荷荷兰兰非非机机动动化化交交通通模模式式比比较较研研究究 彭 蓬 1 Shin Lee2 1．湖南文理学院，土木建筑工程学院，湖南 常德 415000 2．卡迪夫大学，城市与区域规划学院，卡迪夫 CF24 ODE，英国 摘 要：非机动化交通模式以其低能耗、健康、低消费、缓解交通拥堵等优势被认为是生态化且可持续化 Comparison of Non-motorized Transport Mode Use Between the UK and the Netherlands PENG Peng et al 89 的绿色交通发展模式。近些年来，英国政府与荷兰政府提出了一系列的政策措施，加强了对交通安全的教 育，用于降低机动化交通速度，促进非机动化交通模式的发展。通过对比发现非机动化交通配套设施在英 国的发展远不及荷兰完善，且荷兰的非机动化交通与其他模式的交通实现了更紧密的结合，从而使荷兰的 交通体系得到了均衡发展。基于非机动化交通模式适用于短途出行的特点，结合英国与荷兰的非机动化交 通发展经验，在我国完善非机动化交通配套设施，和推行非机动化交通与城市公共交通相结合的发展模 式，将更有利于我国建设可持续化的城市交通系统。 关键词：非机动化交通模式；交通政策；可持续化交通系统 0 Introduction Transport, whether it is by road, air, rail or sea, could generate direct or indirect environmental effects including consuming large amounts of resources, contributing to air pollution and occupying land. For achieving the sustainable development in environment, it is essential to provide greater priority to the individual pedestrian, cyclist and collective transport than to the personal motor vehicle in the intra-urban transportation, which is beneficial for constructing a more human-centered and sustainable city [1]. In the sustainable transport mode planning, non-motorized transport (NMT) modes, such as walking and cycling, which take up big percent in people’s short-distance trips, are advisable alternatives for their advantages in environmental protection, health, low consumption and releasing traffic congestion [2]. The Netherlands with a population density of 442 persons per square kilometre, compared with the UK with that of 246 persons per square kilometer, is considered to be one of the leading transport countries in Europe, which particularly obtained the success in the aspect of encouraging NMT mode [1]. NMT mode presented a higher share among all the transport modes in Netherlands than that in Britain [3]. This paper firstly analyzed the significance, potential and limitations of NMT mode, and then concentrated on the value from the experience of the Netherlands with respect to the encouragement of non-motorized transport form which has implemented successfully in this area. Furthermore, through analyzing the current situation of NMT in the UK and learning from the experience of the Netherlands, some appropriate transport planning strategies were concluded. 1 Non-motorized Commuting NMT mode normally includes cycling and walking which have ecological and sustainability benefits. The initiatives for encouraging cycling and walking can be summarized in three aspects. First, the NMT mode is encouraged to replace private car use to reduce the traffic congestion and some 交通运输工程与信息学报 2011 年 第 4 期 90 negative environmental effects in transportation. The researches showed that people living in high-density residential areas were more likely to choose walking, cycling or public transportation for their social commuting rather than private cars [4]. Second, the physical urban spatial planning such as new urbanism requires travel pattern transformation from private vehicle transit to public and non-motorized transit. Besides, the general considerations for equity and social justice demand appropriate solutions to solve the accessibility issues for the low income and underprivileged people. 1.1 The importance and potential of non-motorized transport NMT mode is important in people’s daily travels although this kind of journeys only accounts for a small share in the total number of travelled kilometers. As the Architectural Association School of Architecture (AA School of Architecture) indicated, “cycling is seen as good exercise, good for the environment, and recreation. It can be quicker and cheaper than the other modes of transport”[5]. Evidence proved that frequent use of bike could produce much wider benefits. First, it played a significant role in short- distance travel which was indispensable part of all the journeys in the UK. 73% travels in the UK were still less than 5 miles and the journeys under one mile almost shared one third of the total trips. Second, this type of journeys usually happened in the sensitive areas, where there would generate negative environmental impacts if these non- motorized trips were replaced by vehicle trips. For this specific reason, many European and US cities currently promote cycling. Third, NMT mode was considered as complement to the other modes such as accessing to parking place or public transport stop [6]. 1.2 The limitations of non-motorized forms of transport Based on the features of NMT mode, some limitations could not be avoided. Firstly, although cycling or even walking might perform the relative advantages in speed at heavily congested cities, there were actually limited in speed for normal travel or long- distance trips. Furthermore, compared with the other travel modes, NMT mode usually presented relatively high accident rates, low comfortable level and waste of physical energy [7]. 2 The Non-motorized Forms of Transport in the Netherlands 2.1 The situation in the Netherlands Confronting the fast economic development and traffic growth with high quality transport network, the Dutch government has made significant progress in order to develop a sustainable transport planning, which finally made this country Comparison of Non-motorized Transport Mode Use Between the UK and the Netherlands PENG Peng et al 91 obtain a global reputation. According to Rietveld, the number of bikes in the Netherlands was approximately larger than the number of the residents, and people who owned bicycles accounted for about 85% of the total population [2]. It is also reported that almost half of the bicycle owners chose cycling as their travel mode for the regular trips such as the journey to work or school. As shown in Tab.1, about one Tab.1 Average number of trips per person per day according to main travel mode (The Netherlands, 1997) 表 1 主要交通模式每人每天平均出行量 （荷兰，1997） Travel mode Number of trips Car(driver) 1.07 Car(passenger) 0.59 Train 0.07 Bus/Tram/metro 0.10 Moped 0.03 Bicycle 1.01 On foot 0.63 Other 0.06 Total 3.57 Source: CBS (1998); trips with a large number of destinations were excluded. cycling trip happened for one person per day in the Netherlands, plus walking was also a prevalent mode with average number of 0.63 trips for everyone. The main character of NMT use in this country was that cycling and walking had been used for all the types of transport motives and occupied almost a half of the total number of trips (Tab.2). 2.2 The developmental strategies of non-motorized transport in the Netherlands 2.2.1 The Netherlands bicycle master plan In the end of 1980s, based on the quantified objectives to be met by 2010, a radical second transport structure plan (STSP) including far-reaching proposals to adjust the current transport modal system was finally established, which contributed to reduce the motorized transits by promoting public transport and NMT use [8]. In June 1991, the Dutch government published the Bicycle Master Plan (BMP) to specify the proposal of NMT development, which aimed to “increase the number of kilometers travelled by bicycle by 30% in 2010 compared with that in 1986, and to encourage greater use of public transport by improving the bike/public transport transfer” [1]. Tab.2 Shares of transport modes in the total numbers of trips in the Netherlands in 1997（%） 表 2 荷兰 1997 年各交通出行模式占总出行量比重（%） Reason Car(driver) Car(passenger) Train Bus/Tram/Metro Moped Bike On foot Other Total Commuting 48 7 4 4 2 28 6 2 100 Business call 54 8 0 0 0 17 21 0 100 交通运输工程与信息学报 2011 年 第 4 期 92 续表 2 Reason Car(driver) Car(passenger) Train Bus/Tram/Metro Moped Bike On foot Other Total Visit/short vacation 31 27 2 2 2 21 13 2 100 Shopping 28 16 1 2 0 31 20 1 100 Education 3 10 7 7 0 47 27 0 100 Leisure sports 24 26 2 2 0 28 15 2 100 Touring 6 6 0 0 0 19 63 6 100 Walking / / / / / / / / / Other 33 18 1 1 0 27 18 1 100 Total 30 16 2 2 1 28 19 2 100 Source: CBS (1998). In order to achieve the set objectives, a series of strategies with three themes have been formulated. The first theme focused on establishing an appropriate cycling environment for the residents with well- constructed infrastructure and road safety in the country. The second aimed to increasing people’s awareness of cycling environmental benefits and safety by training and educating the public and to guarantee the continuous and reliable administrative principles. Another theme concentrated on examining the new designs and detecting the efficiency, as well as undertaking demonstration projects such as theft prevention and security level improvement. 2.2.1.1 Safety and infrastructure In the Netherlands, Dutch road safety policies were established on the basis of philosophy of ‘sustainable road safety’ which aimed to protect travellers from injuries on road. Meanwhile, the separation of the fast and slow transits on road was regarded as an appropriate measure to enhance road safety and in some places there was also a speed limitation for cycling [9]. It could be found that the facilities for cyclists in this country were real good. The total length of cycling ways was about 22 000 km which took up almost one fifth of the total length of all the local and non-local roads of about 110 000 km, and it was even about 10 times longer than the national highway network (about 2200 km) [2]. A successful example could be found in the city of Delft, which has wined an international reputation for the promotion of bicycle use. The desirable outcome of improvement in the bicycle network in Delft showed an increase of bicycle use by 6% which was generated by a shift from the car use [1]. 2.2.1.2 The education for encouraging non- motorized transport The effects of education for encouraging NMT mode could be concluded in two aspects. For one thing, vehicle drivers in the Netherlands were all educated for paying Comparison of Non-motorized Transport Mode Use Between the UK and the Netherlands PENG Peng et al 93 much attention on the safety of cyclists and pedestrians, and all the children by the age of ten could accept the practical training on safe cycling and walking, which directly established a safe environment for NMT mode. Owing to careful education, transport safety awareness was increased for cyclists, drivers and pedestrians, and the death rate for traffic accidents in the Netherlands was decreased [10]. Meanwhile, the continuous education on the positive influences of NMT mode might change people’s behaviour on transport mode choice, which meant that they would further be in favour of cycling or walking. 2.2.2 Other transport policies and instruments on non-motorized transport 2.2.2.1 ABC location policy The ABC location policy indicated three types of locations which were classified into A-location, B-location and C-location. This policy was introduced to reduce the increase of private car use which could further be beneficial for the encouragement of NMT use. It was the first designed in the Fourth Report on the Physical Planning in 1988, as Martens and Griethuysen indicated [11], this policy aimed to “match the mobility needs of businesses and amenities with the accessibility of different locations”. 2.2.2.2 One way street system A one-way street system was based on the principle that driving had become less convenient than before and more individuals would alter their travel modes. This restricted measure was effective for replacing the previous vehicle lanes in the existed arterial road network by cycling ways or pavements. In Amsterdam, for example, traffic management measures like a one-way system on main radial streets were taken to restrict the amount of traffic, which have achieved the result that more road space was available for public transport use and cycling. 2.2.2.3 Parking policy Parking policy was set to restrict car journeys by reducing provision of parking areas available and raising the parking charge. Generally, the cost of parking in city centre could be higher than that outside the city and the charging price for parking was much more attractive near the public transport facilities. In the historical city centre of Amsterdam, considering the environmental and limited road space issues, parking policy was implemented to restrict the long-term parking and reduce private vehicles use in the city center [12]. 3 The Non-motorized Forms of Transport in the UK According to the Department of Transport, since the year of 1949 the cycle transit in the UK has declined from the level of 24 billion km/a to 4.5 billion km/a (year 1996), and the total share for NMT mode was relatively lower to 3%. As can be seen from Tab.3, the highest proportion cycling to work 交通运输工程与信息学报 2011 年 第 4 期 94 happened in Cambridge with the level of 28.2%, while the city of Inverclyde shared the lowest proportion of 0.1%. In this presentation of cycle market shares, York achieved the second position for cycle share (19%) as this city had placed cyclists near the top of its “hierarchy of road user” and some considerable pro-cycling measures had been implemented between 1986 and 1996 [13]. Tab.3 Proportion cycling to work for some selected locations 表 3 英国各城市自行车通勤比例 City Proportion City Proportion City Proportion Cambridge 28.2 Norwich 10.3 Bradford 0.9 York 19.0 Portsmouth 9.2 Merthyr Tydfil 0.5 Oxford 17.4 Colchester 7.0 Rossendale 0.5 Hull 14.1 Leicester 4.0 Clydesdale 0.4 Crewe 11.9 Nottingham 3.2 Rhondda 0.2 Peterborough 11.4 Birmingham 1.7 Inverclyde 0.1 Source: Department of Transport (1996) and Mathew (1995). Students were not included in the Table. Until the early 1990s, the British authority started to pay attention to cycling and it could contribute to a reduction in traffic congestion and environmental pollution. They emphasized on planning policy that local plan should create efficient measures to encourage cycling [13]. The Royal Commission on Environmental Pollution set a target of 10% cycle use for all the journeys in 2005 [14]. Besides, the Department of Transport also gave a financial support of 2 million pounds for encouraging cycling. These actions adequately reflected the growth of consideration and interest on the advantages of cycling. In the July 1996, the National Cycling Strategy was formulated by the Department of Transport in the UK, with an ambitious objective of doubling the number of cycle trips by 2002 and a further doubling by 2012 [13]. This strategy indicated that the roles of government have transferred towards cycling encouragement. Under the policies of promoting cycling, the number of cycling trips turned out to be higher than that for rail trips. Nevertheless, compared with 29% of the cycling trips in the Netherlands, the level of 2% in the UK was still relatively low [15]. In terms of walking encouragement strategy, however, the implementation was much less successful in the UK and this green mode seemed to be replaced by the increasing number of car transit. As indicated from Fig.1, the average walking length reduced by about 20% from 1992/4 to 2004. Fig.1 Trips per person per year, UK 图 1 英国每人每年出行次数 Source: National Statistics, 2010. 700 600 500 400 300 200 100 0 Walk Car Bus, coach Other modes □ 1992/1994 ■ 2004 Comparison of Non-motorized Transport Mode Use Between the UK and the Netherlands PENG Peng et al 95 4 Comparison of NMT Uses Between the Netherlands and the UK Firstly, the facility provision such as cycling networks in the UK and the cooperation level between NMT use and other modes were not developed as good as that in the Netherlands and there was also a limitation in road space for cycling and walking. Then, being different from the Netherlands, there could be some challenges for the implementation of one street system in the UK. However, in the point of educating and training, both of these two countries payed much more attention on it, and evidence could be found in the action plan for promoting walking in Wales. Meanwhile, the British government also issued some transport policies such as the National Cycling Strategy or Highways Regulations 1993 [13] to reduce the traffic speed and protect the benefits of NMT users. The Netherlands experiences indicated that the improvement of cycling condition with transport management and restraint measures was an efficient way to attract NMT users. Some specific strategies learned from the Netherlands could be used to improve the NMT use in the UK. Considering the factors affected the development of NMT use, the improvement of NMT environment was basically important since it might impact individual’s travel behaviour when deciding travel mode in short-distance trips. Thus, it was essential to improve the integration between land-use planning and sustainable transport planning. Another significant strategy was to provide more non-motorized facilities for increasing the mode share. 5 Conclusions It was concluded that the performance for NMT use in the Netherlands was regarded to be more successful than that in the UK. However, NMT mode could not replace the other kind of transport modes when the travel distance increased continu