In the service of the future:
sustainably mobile
How can the sustainability of transport be evaluated?
Costs and benefits of transport: the example of nature protection
Fine particulates under the magnifying glass
Projects & Reports
Feedback
Propositions
Since the UN Conference in Rio de Janeiro in 1992, "sustainability" has become a political buzzword. What does sustainability mean in transport policy, and how can it be implemented?
Sustainability has three dimensions: the environment, the economy, and society. If we talk of sustainable transport, therefore, this transport must be environmentally sound, economically efficient and socially equitable. That's the theory.
In practice, concrete criteria are needed to measure sustainability. In one NRP 41 study, a research team attempted to develop criteria that would make sustainability in transport comprehensible. C5 Overall, 28 indicators wereproposed, for some of which there are also clearly defined target values.These indicators include the emission of greenhouse gases such as CO2, noiseand air pollution, and land consumption. Other aspects, such as the impairmentof landscape and habitats by transport, as well as true costs, are containedin the indicator catalogue of NRP 41. Factors such as the accessibility ofregional centres by public transport and the population's opportunities forco-determination are also considered. A comparison of the actual values withthe target values of a sustainable transport policy shows that the greatestdeficits currently exist in the environmental sector. Because of the uncoveredcosts of billions of Swiss francs produced annually by today's transportsystem,the economic and social sustainability of the Swiss transport systemis alsorather distant.
In order to design today's mobility behaviour sustainably, we also need strategies on which voters can agree. Experts are united that without correspondingmeasures, there will be no sustainable mobility in the coming decades. Onlyshort- and medium-term measures can help achieve the ambitious goals of sustainablemobility.
As part of a workshop various specialists were mandated by NRP 41 to develop visions from which strategies for action could be derived. Some particularly promising measures were defined, for example the realisation of more true costs in transport (sometimes referred to as "fair and efficient pricing"). Here, a CO2 tax would be a major step forward. Besides true costs, the key measures also include the fitting of particle filters to diesel vehiclesand the timelimited promotion of environmentally friendly technologies intransport. More efficient regional planning could also contribute, in thelong term,to greater sustainability.
But there is still no public consensus on the exact objectives or on thepriority measures. Launching the broadest possible range of innovative andforward-looking pilot projects could bring greater acceptance and raise awarenessof the first successes. C7
Consensus is limited, not just on the choice of goals and strategies, but also on how to evaluate the efficiency of individual measures. The simulation model MODUM, developed as part of NRP 41, starts from this point and shows the effect of interventions in the transport system. MODUM stands for "Modell Umwelt Mobilität" (Strategic Model of Environment and Mobility) andwill be used primarily for medium- and long-term planning. MODUM uses software that can illustrate dynamic processes in a system. C2
Sustainability must clearly be better integrated and evaluated in daily planning and policy. But how can sustainability be evaluated? Perhaps by using a "sustainability audit"? Yes, answers an NRP 41 study C6 of this topic: in large-scale projects,for example, Infrastructure Need and Feasibility Studies could be legallyand methodologically better anchored and could be extended to form a sustainabilityaudit. An Environmental Impact Assessment need be modified only slightlytocover the environmental aspects of a sustainability audit. In planningstrategiesand political programmes the existing instruments such as SectoralPlans canbe broadened in such a way that all the aspects - ecological, economicandsocial - of sustainability are taken into consideration.
It is vital that, wherever possible, all planning instruments, such as legislative planning, use uniform criteria for the question of what is sustainable and what not. A consistent change of orientation towards sustainability would align projects and political strategies in the transport sector with theguidelines of sustainable development. It is not new planning instrumentsthat are needed but an adaptation of the instruments already in use today.
Closely associated with the planning instruments is spatial planning policy. Thus, compacting the structure of settlements increases mobility at the same time as reducing the consumption of resources. However, this finding is in sharp contrast to actual spatial development in Switzerland, which is characterised by a continuing trend towards urban sprawl. The latest revision of the Federal Law on Spatial Planning, which promotes traffic volume rather than reducing it, is one of several current examples. C8/M21
The path to sustainable transport policy is always a weighing-up process: a particular benefit is always countered by a particular cost. But how should we weigh up interests that may not be easily comparable against each another? How can the intrinsic value of nature be compared to the savings of timeprovided by a new high-speed road? Taking the example of nature protection,NRP 41used a model to show that we can indeed compare apples with pearsand carryout a fair balancing of interests. The model evaluates costs andbenefitsof transport measures in nature and landscape protection. C1
The new procedure was very complex, but has already proved itself in practice (see "Feedback" on page 11). In a first step the scientists valuated theeffects of possible protective measures in favour of plants and animals,the landscape and local character. With the help of eleven indicators theyawarded so-called "utility points". In a second step the researchers determinedthe population's willingness to pay for a comprehensive revaluation of natureand the landscape. Based on the results of earlier studies, the researchteam came up with the sum of CHF 30 per person per month. Over the wholeSwitzerland this comesto an annual sum of about CHF 2.5 billion. If we then extrapolate the willingness to pay to the relevant area of Switzerland, thisproduces a sum of CHF 0.025 per square metre and "utility point". This laysthe foundation for an initial, rough cost-benefit analysis of protectivemeasures. In this way differentkinds of planning can be compared, and contradictoryinterests weighed upagainst one another. If, for example, a package of natureprotection measurestogether with the double-track extension of a regionalrailway costs CHF 27,000and gives a calculated benefit of CHF 20,000, itwould be a justifiable efficiency measure. If, however, the costs of aroundCHF 800,000 for the extension of a tunnel for Rail 2000 are weighed up againstbenefits valued at about CHF 25,000, the measure is not "worth it" from thesustainability point of view. If we had spent the same amount of money differently,more would be "available" for nature protection.
In addition to the discussion of objectives and strategies on the road to more sustainability, short-term measures must also be taken. Until now, fine particulates found in atmospheric pollution and known as PM10 and PM2.5,have largely been ignored. The newly introduced limits for PM10 are stillbeing exceeded in large areas of Switzerland. One NRP 41 study investigatedthesources of the excessive particulate pollution. C4 The experts first analysedin detail the chemical composition of suspended dust at various locationsfor almost two years. With the help of statistical methods the sources werethen established. The result: at average urban measuring stations, 30 to40per cent of PM10 pollution comes from road traffic, while near heavilytravelledroads it reaches 45 to 60 per cent. The largest proportion comesfrom exhaustemissions, while tyre wear plays a minor role.
The NRP 41 studies have made clear that there is still a long way to go on the path to sustainable mobility. To achieve this ambitious goal, measures are needed at all levels: strategic decisions, planning measures, new instruments and technological measures. Equally vital are well-trained transport professionals who can think in an interdisciplinary way. Currently there are numerous opportunities for further training in "sustainable mobility", but there is a lack of overall coordination. An NRP 41 study has drawn up an overview of the diverse opportunities and existing gaps, and made suggestions for improvement. C9
| S3 | Verkehr - Umwelt - Nachhaltigkeit: Standortbestimmung und
Perspektiven; Teilsynthese aus Sicht der Umweltpolitik mit Schwerpunkt Modul
C (Transport - Environment - Sustainability: Module C Synthesis Report) |
| C1 | Kosten und Nutzen im Natur- und Landschaftsschutz (Costsand
benefits of nature and landscape conservation) |
|
C2 |
MODUM: Modell Umwelt - Mobilität (MODUM - Model of Strategic
Environment and Mobility) |
|
C3 |
The Dynamics of Freight Transport Development |
|
C4 |
Anteil des Strassenverkehrs an den PM10- und PM2.5-Immissionen
(Particle emissions) |
|
C5 |
Nachhaltigkeit: Kriterien im Verkehr (Criteria for sustainable
mobility) |
|
C6 |
Nachhaltigkeit im Verkehr: Planungs- und Prüfinstrumente
(Sustainability assessment of projects and strategies) |
|
C7 |
Strategie Nachhaltiger Verkehr (Strategies for sustainable
transport) |
|
C8 |
Wechselwirkungen Verkehr/Raumordnung (Interactions transport/spatial
planning) |
|
C9 |
Weiterbildung für eine nachhaltige Mobilität
(Advanced training in "Sustainable Mobility") |
|
M3 |
Measuring the Sustainability of Transport -Summary
of Project C5
and Guide to Application in Projects |
|
M21 |
Vers un urbanisme de la proximité (Sustainable
spatial planning) |
|
M25 |
Luftverkehr - eine wachsende Herausforderung
für die Umwelt (Air traffic: a growing environmental problem) |
|
M27 |
La voie vers une mobilité plus durable
en Suisse (Strategies for more sustainable transport) |
Jürg Bärlocher"As part of NRP 41, a model was developed that enables us to make a better evaluation of the costs and benefits for nature and landscape protectionin transport projects. Thanks to this model, when planning an 'Ecobridge'(abridge for animals) across a road we were able to discuss its benefitsmuchmore precisely with the specialists involved.
We were primarily interested in the benefit to the animal world and the landscape. We were less interested in the most precise possible quantification of the benefit, but in the evaluation of the best option for us. The benefit cannot really be quantified exactly, as it is strongly dependent on regional factors; besides, the area under investigation in each case cannot always be precisely defined. The NRP 41 instrument, however, puts values to each option in comparison with the starting situation and with the worst possible situation. The factors that are decisive in the nature protection effect then become obvious. In our project planning, everyone involved felt that this procedure made the weighing up of different interests more objective.
It is crucial that a process like this should be well moderated and thatall participants are willing to engage in dialogue. Otherwise the instrumentis perceived merely as an exercise in calculation, and thereby misunderstood. Looking back we can say that this procedure paid off - at least in our case. Everyone involved concluded that a shorter 'Ecobridge' would produce thesame nature protection benefit.
Thus the project was optimised, and we were able to save about 20 per cent of the costs. We could not have foreseen this. Our experience shows thatthe model should continue to be applied: for one thing, because the justification for apparently expensive measures becomes clearer and more objective, and for another, because substitute measures may prove better at another location than the protection measures that were incorporated to make the project more acceptable."
Jürg Bärlocher,
Cantonal Engineer and
Head of Public Works, Canton Thurgau
Sustainable mobility (i.e. satisfying the need for mobility inan economically efficient. socially equitable and environmentally sound manner) is an adequate transport policy target and concept: although it does notresolve certain fundamental conflicts of aims, it does make them more transparent.
Existing criteria and indicators should be developed further and increasingly used as a means of "Sustainability Audit" for policies, programmes, plans and projects for example as part of Infrastructure Need and Feasibility Studies. Assessment instruments should be developed further.
Make more efforts to protect the climate
Despite significant advances, the impact on the climate, noisepollution, land use and several aspects of air pollution (e.g. fine particulates)continues to be considerable. Further efforts towards reduction are bothnecessary and possible.
Transport, especially leisure traffic and aviation, continues to generate high levels of pollution and to have a damaging effect on the climate, and will do so increasingly in the coming years. Great efforts must therefore be made to protect the climate.
Pay more attention to environmental pollution caused by public transport
The environmental advantages that public transport used to offer in comparison with private transport have decreased in recent years; public transport also generates pollution, the reduction of which requires greater efforts.
Provide more benefit for the environment using the same amount of money
The application of optimised cost-effectiveness models could lead to a gain for the environment, in particular for nature and landscape protection, using the same amount of money.
Assess programmes and projects earlier and more systematically
The sustainability of political programmes should be analysed at an early stage and at the strategic level.
Infrastructure Need and Feasibility Studies should become more systematic, given a legal basis and linked to criteria of sustainability. In particular, major construction projects such as Bahn 2000, high-speed rail connections, and Sectoral Plans should be assessed - at an early stage, holistically and using uniform procedures - for their impacts on the environment, the economy and society.
Adapt spatial planning policy better to transport
Spatial planning must use its instruments more effectively to foster environmentally sound mobility, in particular by making decisions concerning transport-intensive sites and by avoiding the planning of settlements, workplaces and recreational centres in locations where access to public transport is difficult.
Optimise balance between the regions
Since the upkeep or extension of housing and/or workplaces in less densely settled areas causes comparatively high infrastructure costs andenvironmental impact, more stringent evaluation of the goals, instrumentsand incentives is required to maintain an equilibrium between the regions.
Improve transport models
Transport models suitable for analysing the impact of different measures in both passenger and goods transport should be rapidly developed, and maintained in the long term.
Improve training at all levels
The dramatic evolution of the transport market requires greater efforts in training. The government must be more committed to promoting,coordinating and ensuring the quality of training at all levels.