Hoardings re-invented

This advert has been subtely changed and subverted to make a point about the car industry.


SEE ALSO ADVERT WAR
http://deanhunt.com/advert-wars/

‘La voiture électrique est-elle LA solution miracle au dérèglement climatique ?’

‘…nombreux ont été ceux qui ont dénoncé l’ « écologie punition » que représente la fiscalité verte au profit d’une « écologie plaisir » que symboliserait la voiture sur secteur’, s’étonne Arnaud Gossement, maître de conférences en droit de l’environnement à Sciences-Po Paris et porte-parole de France Nature Environnement.
Outre les propos discutables qu’il nous livre sur les déchets générés par les pièces automobile ainsi que les réserves émises concernant l’énergie dite ‘propre’ que nécessiterait les voitures électriques, Arnaud Gossement s’exprime de manière juste sur nos comportements usuels face aux objets : ‘dans une économie plus verte, il est plus utile de penser à l’usage des choses qu’aux choses elles-mêmes. L’objet n’est plus une fin en soi.’
À propos, Lire ‘Mobilités urbaines’ de J-P. Orfeuil sur la notion de propriété.
‘Le vrai progrès réside dans un changement d’usage : autopartage, covoiturage, location… Une politique de la ville qui permet de réduire les distances parcourues entre le domicile et le travail est bien plus prioritaire que la publicité sur la voiture propre.’
Mais il est aussi et surtout question de changer les comportements pour des usages plus proches des besoins; utiliser des voitures compactes et propres pour des usages ponctuels et individuels en centre ville (Autolib?) et préférer la location de voitures plus spacieuses et économiques pour les week-ends en famille. Certes nous visons ici des populations citadines!
Cependant ne perdons pas de vue que la voiture électrique est beaucoup plus écologique qu’une voiture thermique même en ayant une production d’électricité uniquement basée sur le pétrole.
Terra Eco 28/09/2009, Arnaud Gossement : « La voiture propre n’existe pas »

European Local Transport Information Service - ELTIS

This is a (non-profit) European portal for local transport news and events, transport measures, policies and practices implemented in cities and regions across Europe.
The efficient movement of people and goods is one of the main challenges facing most European towns and cities today. Many initiatives to improve the mobility of people and the distribution of goods in an economically and environmentally efficient manner have been launched over the past few years. In an attempt to exchange experiences, a great deal of information has already been published on the Internet and project reports, yet it is often inconsistent and hard to find.

http://www.eltis.org/

La voiture régresse dans les métropoles

"Pour la première fois depuis trente ans (...) et sans doute depuis la naissance de la voiture, on constate une inflexion à la baisse de la mobilité voiture", écrivaient les chercheurs du CERTU en 2007 .
Leur étude, menée à Lille et Lyon pointait la hausse du prix des carburants, mais aussi, pour les transports en commun "les efforts faits en matière d’offre, de politique globale (PDU), de limitation de la voiture et de développement des modes alternatifs".
"l’enquête de l’Insee parue en juillet 2009 retrouve les mêmes résultats au niveau national", se félicite Jean-Marie Guidez, chercheur au Certu. Cependant "Les vrais transferts vers les modes de déplacements doux, comme le vélo et la marche, sont surtout limités aux ville-centres comme Paris intra-muros, Lyon, Strasbourg, Grenoble..."et au final, en prenant les agglomérations dans leur ensemble, la voiture reste dominante avec 55% des déplacements, contre 56% en 1994.
Mais le vrai problème est ailleurs. "Au contraire, dans les zones périurbaines et rurales, on voit qu’il y a une augmentation de la distance entre le domicile et le travail", poursuit Jean-Marie Guidez. Même chose pour les commerces et les établissements d’enseignement. Conséquence : "68% des personnes appartiennent à un ménage comptant autant de voitures que de membres adultes, contre 54% en 1994", note l’Insee. Et la bagnole y représente encore plus de trois-quarts des déplacements.
A côté du covoiturage et des transports à la demande, la clé est peut-être à chercher du côté de l’urbanisation. "Il faut éviter de refaire les bêtises du passé comme de construire des multiplexes ou des centres hospitaliers là où il n’y a pas de transports en commun", rappelle le chercheur. Et de constater que le modèle de l’étalement urbain, particulièrement répandu aux États-Unis, est en faillite. L’enjeu est d’ailleurs de taille, à l’heure où la taxe carbone soulève le problème de la dépendance énergétique des zones faiblement urbanisées.

'Vélo des villes, voiture des champs' Terra Eco par Julien Vinzent

SEMAINE SANS VOITURES 16-22 SEPTEMBRE (semaine européenne de la mobilité)

Une semaine sans voiture vise à expérimenter dans le monde une semaine de fermeture de la ville aux voitures. Cette semaine est pour les piétons, les cyclistes et les transports en commun l’occasion de s’approprier l’espace urbain. Initialement fixées au 22 septembre au niveau européen, les journées sans voiture font à présent partie d’une initiative plus large appelée Semaine sans voiture.

Semaine sans voiture du 16 au 22 septembre 2009

La Journée sans voitures a été abandonnée par la plupart des municipalités, sous la pression des associations de commerçants et d’automobilistes et par peur du “vote sanction” des automobilistes-électeurs… Désormais, on parle d’une “semaine de la mobilité durable”, démarche sans doute intéressante, mais qui n’a pas l’impact des anciennes journées sans voiture. D’ailleurs, qui est vraiment au courant de l’existence de cette semaine de la mobilité durable, mis à part dans les milieux professionnels?

En fait, les pouvoirs publics ont abandonné l’idée d’imposer des journées sans voitures et ont masqué leur abandon derrière une supposée extension de cet évènement à une période d’une semaine au lieu d’une journée. C’est pourquoi, nous proposons de revenir au concept initial, mais dans le cadre d’une semaine sans voiture et non plus une seule journée sans voiture. Bougez autrement!

PLUS D'INFOS sur le site de Carfree

COMMENT TRANSPORTER 35 PERSONNES

automobile use is getting out of hand

PUBLIC SPACES and OTHERS DICOVERIES in ROTTERDAM

CAR CLUB

The Hackney Car Club Scheme is part of our wider work to increase opportunities for everyone in the borough and make the area safer, cleaner and greener.

So what is a Car Club?

A car club offers you the convenience of being able to use a clean, modern and reliable vehicle for those trips you cannot do by using public transport, cycling or walking.

Car Club cars are commonly parked on-street in their own designated bay. Sessions as short as 30 minutes can be booked by Car Club members by phone or via the internet. Cars are placed in areas where they are easily accessible for residents and businesses and it’s our aim to ensure that there is a Car Club bay within 5 to 10 minutes walk of each household. They provide a convenient alternative to using a privately owned vehicle because Car Club members only pay for what they use and therefore do not have to worry about tax, insurance, parking permits, servicing or repairs. There are none of the hassles of owning and maintaining a car.

Members have access to a car 24 hours a day, seven days a week, with none of the worry and expense of insurance, resident parking permits, garage fees, maintenance and all the other bureaucratic burdens that car owners have to carry.

Why are we doing this scheme?

There are three key reasons why we are developing this scheme in Hackney:

• to relieve parking pressures within the borough;
• to reduce the reliance on the private motor-vehicle by residents and businesses;
• to improve the level of social inclusion experienced by residents who can not afford their own car

How will the Car Club work?

The most efficient way to deliver this scheme in a cost effective way in Hackney is to work with an existing company that has experience of setting up and running Car Clubs in London. Streetcar has been commissioned as Hackney’s Car Club operator.

The Hackney Car Club Scheme is run by Streetcar, the largest car club operator in the United Kingdom. By joining Streetcar you will have access the vehicles located in our borough and the neighbouring boroughs of Islington, Tower Hamlets and City of London. You will also be able to book any of the other Streetcar car club vehicles spread over 700 locations in the UK.

As a member you can book a car online or over the phone as little as 30 minutes ahead of time and use remotely activated smartcards to unlock the vehicle. At the end of the journey you return your car to its dedicated on-street Car Club parking space, so you are always guaranteed a space.

Residents and businesses can become a member for as little as £50 a year with the cars starting from £3.95 per hour, with the first 30 miles of petrol free.

The cars are available 24 hours a day for rent by the hour, day, week or month.

If you would like to see where the closest bay to you will be on a map, it can be downloaded from the link on the right hand side of this page.

About the Car Club Parking Bays

Car Club cars are currently placed in their own on-street parking bays and will continue to operate in this way for all future bays implemented within Hackney.

Only the Car Club vehicle can park in these bays and they will be designated with the wording ‘Car Club Only’ on the road way and will be enforceable by Parking Attendants. The location of these parking bays has been selected so as many people in the borough as possible can have access to a Car Club car. The map of all bays can be downloaded from the link on the right hand side of this page.

Some of the locations are in areas where there is demand for parking. We anticipate that over time, introducing Car Clubs in these areas of parking stress could lead to a reduced demand for parking. We will be monitoring to see whether this happens, working along with the Hackney Car Club Scheme operator, Streetcar.

Hackney Car Club scheme link

Street Car link

(clic to enlarge)
Hackney Car Club bay map

http://www.auto-free.org/

LIGHT LANE

Yet, only a small fraction of streets have dedicated bike lanes, and with an installation cost of $5,000 to $50,000 per mile, we shouldn’t expect to find them everywhere anytime soon. Instead of adapting cycling to established bike lanes, the bike lane should adapt to the cyclists. This is the idea behind the LightLane. Our system projects a crisply defined virtual bike lane onto pavement, using a laser, providing the driver with a familiar boundary to avoid. With a wider margin of safety, bikers will regain their confidence to ride at night, making the bike a more viable commuting alternative.

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The beginning…
In a speech in the 60’s, the Soviet Nikita Khrushchev proposed a socialist motorisation; a form of collective owned vehicle in order to fulfil practical needs without becoming an object of conspicuous consumption. But without success…
In the Meanwhile, Car sharing or ‘ Carpool’ has been developed in the United States during the petrol crisis in the 70’s. The lack of public transport and the high cost of petrol have encouraged this practice especially for home/work travels and between people of the same company. 2 or 3 peoples were sharing their car with each other’s. Each week the cars were swaping in order to have no exchange of money.
But this practice has progressively disappeared especially during the 90’s; the years of individualism development.

Car sharing is coming back!
The awareness of global warning, city sprawling effects, health problems due to pollutions, death by accidents, city congestion, public space disappearance … encourage the development of new transport modalities.
The car sharing is today well spread, helped by the development of new technologies of information and telecommunication. A lot of people have now access to Internet. Car sharing websites are manage by local communities, students associations, or firms interested by their employees’ mobility, …
But this practice is not only interesting for private people; it does also participate to the reduction of roads congestion and car park sprawling. Jean Pierre Orfeuil explained the eventuality of a financial advantage by the firm for the employees who don’t use a car park as the Californian example from the 70’s where the employees' wage was increased if they didn’t need to park a car.
Car sharing is a good vector of sociability and promotes communities’ exchange and solidarity.
But sharing a car is not only a practice between car’s owners; it can also be an exchange via a firm that provide cars for users. This practice is interesting to reduce production of cars and pollutions and to question the property.
Loic Mignotte is the founder of ‘Caisse-commune’, which exist in Paris since 1999 and propose attractive rates. This firm presents itself as an alternative of individual vehicle and a complement for the use of public transport or taxi: ‘We are part of a multi modal process according to uses. We aim to develop ecological behaviour with economy. Because the user is paying for using, he is encouraged to think about his consumption.’ The city mayor is also encouraging commercial agents of municipal car park to be involved in the development of those ‘car-sharing’ stations with interesting prices. (Novethic)
This process is also taking part of the optimisation of car park space because a car is in constant use between different people. ‘Caisse-Commune’ estimates 20 users for one car!

Contrebande de mobilités par Gael Augustin

(clic to enlarge)
Contrebande de mobilités par Gael Augustin
(follow the link)

Dans le cadre de l’option de projet « Utopies ferroviaires 2008 »
Fabienne Mareschal, Elisabeth Pasquier et Pascal Amphoux
Ecole Nationale Supérieure d'architecture de Nantes

L’aéroport Notre Dame des Landes s’annonce comme l’un des plus gros chantiers du grand Ouest pour l’horizon 2012. Ce projet implique la connexion de l’aéroport à l’agglomération nantaise par l’intermédiaire d’une ligne de Tram-Train.

Une première partie de la ligne est commune avec la future ligne Nantes-Châteaubriant (effective en 2009) et une seconde intégralement nouvelle reprend le tracé historique de l’ancienne voie Bordeaux-St Malo (effective en 2012). Cette nouvelle ligne devrait desservir les gares successives de Nantes-Gare, Haluchère, Babinière, Erdre-Active, Treillières et Vigneux de Bretagne. Une traversée partant d’un contexte urbain dense jusqu’aux paysages ruraux de la communauté de communes d’Erdre et Gesvres.

Dans le cadre de l’option de projet « Utopies ferroviaires 2008 », nous avons, à travers les différentes gares, réinterroger des territoires plus larges présentant des conditions hétérogènes. Repenser le point d’arrêt comme le départ d’une réflexion articulant différentes échelles du territoire et comme prétexte à l’expérimentation. La ligne de tram-train comme potentiel à réinventer de nouveaux usages, de nouvelles stratégies.

Europe as a playground: closer and closer

European Train Network Evolution 1990-2000-2010 (clic to enlarge)

Source : ROAM (Reader On the Aesthetics of Mobility)

Spatio-temporal map of Europe (clic to enlarge)
Source : ROAM (Reader On the Aesthetics of Mobility)

This map indicates the relative positions of various European cities. Unlike a conventional map which charts distance, such a map indicates the relative location according to travel time. With the development of the European high speed rail network (speeds in excess of 300 km/h) the city of London will in the future, for example, gravitate by "moving closer" (in terms of travel time) to the dense region of Nothern Europe; The Randstad, Flanders and the Ruhrgebeit pulling the UK apart as this projection shows.

London's governance overview

LONDON’S GOVERNMENT OPERATES WITHIN A RELATIVELY CENTRALISED, UNITARY STATE.
SEVERAL CENTRAL DEPARTEMENTS HAVE RESPONSIBILITIES WITHIN THE CITY, INCLUDING HEALTH PROVISION, THE REGULATION OF COMMUTER RAILWAYS AND A FINAL ARBITER FOR MAJOR PLANING DISPUTES.
CENTRAL GOVERNMENT ALSO HAS A NUMBER OF REGULATORY POWERS OVER THE MAYOR AND THE CITY’S BOROUGHS.
THE MAYOR OF LONDON IS THE ELECTED EXECUTIVE FOR A NUMBER OF MAJOR CITY-CITYWIDE SERVICES, NOTABLY PUBLIC TRANSPORT AND SPATIAL PLANING. THE MAYOR IS OVERSEEN BY AN ELECTED, NON-LEGISLATIVE, ASSEMBLY.
THERE ARE ALSO 32 ELECTED BOROUGH COUNCILS WHOSE RESPONSABILITIES INCLUDE SCHOOLS, SOCIAL CARE, THE ENVIRONNMENT, LOCAL TRANSPORT AND LOCAL PLANING; THE CITY OF LONDON, THE UK CAPITAL’S FINANCIAL AND BUSINESS HUB, HAS THE POWERS OF A BOROUGH BUT ALSO SEVERAL ADDITIONAL RESPONSIBILIIES.

(clic to enlarge)

LONDON’S TRANSPORT AUTHORITY:
- The Greater London Authority (GLA):
The Greater London Authority consists of four ’functional bodies’ and a core administration at City Hall. Transport for London (TfL) is the largest of these functional bodies, with a turnover of £6 billion in 2006-07.
The Mayor of London sets its budget and chairs the TfL board, which he also appoints.

-Transport for London (TfL):
TfL is one of the most powerful local transport organisations in the world, with responsibility for London’s Underground, buses, major roads, river services and taxi & minicab regulation.
TfL, in common with the other GLA functional bodies, is a local authority and thus subject to much of the general legislation affecting such institutions. Its turnover is funded from fares (user charges) and government grants, with broadly half of its income coming from each source.
TfL’s predecessor organisations (such as London Regional Transport, the Highways Agency and the Public Carriage Office) did not borrow for capital purposes. Their capital expenditure was funded by government grant. As a result, TfL started its life debt-free. In advance of TfL taking control of London Underground, the government signed a controversial 30-year public-private partnership (PPP) deal to refurbish and renew the Tube. The service charge on the PPP contracts costs about £1.1 billion per year, funded by Treasury grant.

Source: The endless city-Urban Edge