Vicente Romero_NEW METROPOLITAN PROCESSES ENCOURAGED BY HSR IN LONDON AND MADRID

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NEW METROPOLITAN PROCESSES ENCOURAGED BY HIGH-SPEED RAIL: THE CASES OF LONDON AND MADRID

V I C E NTE R O ME RO D E ÁV I L A S E R R ANO

UNIVERSITY OF CASTILLA -LA MANCHA APRIL 7, 2016


INTRODUCTION Initially: •HSR is an alternative to air transport between metropolises (400-600km)

Progressively: •More and more intermediate HSR stations (≈200km) Lately:

•HSR stations at the periphery of metropolitan areas (<100km): “Impossible” to isolate HSR-related consequences from others in big cities (i.e. Madrid) or small cities (i.e. CR)

AIM: OPPORTUNITIES OF HSR IN SMALL CITIES LESS THAN 100 KM OF METROPOLITAN AREAS


HYPOTHESIS Reinforce the metropolitan integration of the small city Connect the metropolitan periphery with far away places

Metropolitan sub-center? SAME HSR SERVICE AVAILABLE FROM CENTER AND PERIPHERY

• City location and metropolitan accessibility • Distance to Metropolitan Area  Territorial & infrastructural factors: • Activities along metropolitan corridor • City characteristics • Station typology  HSR services / frequencies (!!!) • Station location and accessibility


THE MADRID AND LONDON CITY-REGIONS SEGOVIA GUADALAJARA

STRATFORD EBBSFLEET

TOLEDO

≈6mill

Polarized and segregated metropolis: -N/NW high-income pop & offices -NE/E medium income pop & tech-logistics -S low-income pop & small low-tech manuf. Commuting ≈50km 3 HSR stations in 3 HSR lines at 60-80km

≈14mill

ASHFORD

High density and polycentric metropolis: - High population density - W (Heathrow) high-tech employment - E low-medium-income pop & manuf. Commuting ≈100-150km 3 HSR stations in 1 HSR line at 10/40/90km


TERRITORIAL & INFRASTRUCTURAL FACTORS GUADALAJARA

SEGOVIA

TOLEDO

83.000

53.000

83.000

City transportation location

•On NE strong metro & national corridor •Very good suburban rail and buses

•30 km of NW national & metropolitan corridor •Bad suburban rail and good buses

•50 km west of S strong national corridor & on SW corridor •No suburban rail since HSR, good buses

Distance to metropolitan centre

•60 km

•90 km by motorway •63 km by HSR

•80 km

Corridor lodged activities & pop.

•Industry, storage and distribution firms, of big size and good tech. •Intermediate socioprofessional groups

•Tertiary, university and office activities •Qualified socioprofessional groups

•Industry of small and low tech firms •Low socioprofessional groups

City characteristics

•No research university •No quality image •Provincial capital

•Private small univ. •World Heritage •Provincial capital

•Public university •High quality services •World Heritage •Regional capital

Station characteristics

•Through station

•Through station

•Terminus station

Station location

•8 km from city centre •Not connected to suburban/reg. rail/bus

•6 km from the city •Not connected to suburban/reg. rail/bus

•By the edge of the city centre but distant from offices •Near bus station

Population

MADRID Strong contradictions between the most appropriate corridors, cities, type and location of HSR stations for office decentralization

Each has a mixture of positive and negative characteristics to produce synergies with HSR


TERRITORIAL & INFRASTRUCTURAL FACTORS STRATFORD

EBBSFLEET

ASHFORD

250.000

155.000

74.000

Population City transportation location

•Just NE of the CBD •Near regional trains, underground and bus

•To the E, just outside the Green belt •No suburban rail/bus

•Important metro & international corridor •Traditional rail junction for the Southeast

Distance to metropolitan centre

•9 km

•37 km

•88 km

Corridor lodged activities & pop.

•No office activities •Intermediate socioprofessional groups

•High-tech activities to the W, not to the E •Intermediate socioprofessional groups

•Low density and rural •Other relevant cities nearby (Canterbury)

City characteristics

•Suburban area •Redevelopment area •2012 Olympics •No administration role

•Mixed suburban area of industry and quarries and housing •No quality services •No administration role

•Growth Area in South East Plan (2009) •No university •No quality services •No administration role

Station characteristics

•Through station

•Through station

•Through station

Station location

•Good urban transport connections planned

•Good transport connections •Large car park

•By the edge of the city centre •Connected to rail/bus

LONDON Greater need of office decentralization and reduction of inward commuting 3 HSR stations in 1 sole HSR line which may facilitate office decentralization… …but would have to change the existing office location tendencies (W)


HIGH-SPEED RAIL SERVICES *Outward daily services (January 2010)

MADRID

Northeast Corridor

Northern Corridor

Southern Corridor

LONDON

Southeast Corridor

Long distance

Metropolitan

MAD-Northeast

26

0

MAD-Guadalajara

6

0

Guadalajara-Northeast

6

0

MAD-North

12

5

MAD-Segovia

5

7

Segovia-North

5

5

MAD-South

0

0

MAD-Toledo

0

8

Toledo-South

0

0

LON-Continent

30

0

LON-Stratford

0

78

Stratford-Continent

0

0

Stratford-Ebbsfleet

0

67

LON-Ebbsfleet

0

67

Ebbsfleet-Continent

10

0

Ebbsfleet-Ashford

0

31

LON-Ashford

0

38

Ashford-Continent

5

0

HSR services available in these 6 HSR stations are substantially less numerous than those existing in the central HSR stations

The 6 HSR stations are much more linked with HSR services towards the metropolitan centre than to other distant cities


USE OF HSR METRO SERVICES *Source: >10,000 on-board surveys (2008/2009)

GUADALAJARA

SEGOVIA

TOLEDO

(Alternative to central station for long distance trips)

(Increase metropolitan integration by inwards commuting)

(Increase metropolitan integration by outwards commuting)

27% business (No AVANT) 82% Guadalajara-Northeast 18% users are from NE Madrid

TRAVEL PURPOSE

HSR PASSENGERS PROFILE

22% commuters 44% Toledo-Madrid (more balanced) 24% Madrid-Toledo

15% tourism 13% business

37% tourism 20% business

69% graduates (Mad-Bcn)

72% graduates

66% graduates

66% transferred

47% transferred

INDUCED TRAFFIC

CONNECT METRO PERIPHERY WITH FAR AWAY PLACES

95% Segovia-Madrid (inwards) 5% Madrid-Segovia (no congestion & live in corridor)

55% family

MODAL TRANSFER

METROPOLITAN INTEGRATION

49% commuters

33% from car 60km vs 90km 61% from bus & no congestion 6% from train (25’ vs. 2h)

47% from car 39% from bus 14% from train (25’ vs 90’)

34% induced

53% induced

Many alternative transport means for commuting (frequent, cheaper)

Improvement of metropolitan accessibility (esp. Segovia  MAD): Segovia’s station is far from city center & limited high-level jobs

Great improvement of metropolitan accessibility (both ways): useful HSR configuration & high socioprofessional jobs in Toledo

Excellent HSR connection to Barcelona and Zaragoza

Northwest HSR line not finished

No farther HSR connection


CONCLUSIONS 1.

New metro transport mean & alternative HSR stations

2.

Opportunities for metropolitan peripheries • Territorial & infrastructural factors: cities, corridors, station configuration (connection to city, metropolitan center & HSR line) • HSR services (long distance vs. metropolitan) • Inward commuting to limited places in metro core (metro reinforcement) • Outward commuting to high-level professional jobs’ places

3.

Madrid vs. London • Madrid:

- HSR stations are too far to attract offices - Cities and corridors with office attraction potential are not consistent - Small number of HSR metropolitan services

• London:

- HSR stations at distances with office decentralization, but towards West - Redevelopment plans and feasible metropolitan planning

- High number of HSR metropolitan services similar to traditional services


THANK YOU FOR YOUR ATTENTION Garmendia, M., Romero, V., Ureña, J.M., Coronado, J.M., and Vickerman, R. (2012): High-Speed Rail opportunities around metropolitan regions: the cases of Madrid and London. Journal of Infrastructure Systems (ASCE), 18:4, 305-313.

V I C E NTE R O ME RO D E ÁV I L A S E R R ANO

UNIVERSITY OF CASTILLA -LA MANCHA APRIL 7, 2016


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