Without a vision or integrated policy, mobility in cities grinds to a halt

Over the coming years, all the major, complex transitions of our time – whether climate targets, the housing crisis, or the energy transition – will be fighting for their share of the scarce space available in our cities. Housing, working, manufacturing, and recreation are functions already competing for this space, which is at a premium even today.

Building tens of thousands of new homes will lead to the further densification of our living environment. The climate crisis demands a sharp reduction in CO2 emissions, greener city centres, and electric transport with the associated charging infrastructure. In addition, cities are by no means always prepared for the rapid rise of the platform economy, as a result of which new shared-mobility initiatives more often have a negative impact on urban accessibility than a positive one.

If policymakers fail to deal with all these challenges appropriately, there is a risk of mobility gridlock, which could also exacerbate existing problems in the areas of quality of life, social cohesion, and overall well-being.

Prioritising quality of life

Tanja Vonk, Senior Advisor with TNO, believes the term ‘mobility gridlock’ requires some qualification. ‘It is mobility by car that is coming under pressure. The space we so desperately need will have to be given up by cars. Cities are fed up with emission and congestion problems and see that cars are taking up a disproportionate share of public space. On top of that, cars are stationary for 95% of the time. That’s why you see big cities redesigning busy highways to make more space for cyclists, pedestrians, and buses.’ Vonk can see that policymakers are giving greater priority to quality of life and paying extra attention to health, social cohesion, and overall well-being.

Rightly so, in Vonk’s view: ‘The social problems experienced in cities have only increased in recent years. We can see a rise in lifestyle diseases, a greater number of residents who are in debt, and growing social unrest. Socio-economically disadvantaged population groups are being hit particularly hard by all the transitions in their immediate environment. And policymakers are increasingly understanding that mobility is an important knob that you can turn to improve quality of life in your city – for all population groups.’

Seven-year difference in life expectancy between Rotterdam districts

If you take the metro from the Hillegersberg district to the Afrikaanderwijk district in Rotterdam, average life expectancy drops by seven years. The most vulnerable population groups tend to live in cheaper homes and neighbourhoods with a low quality of life and low-quality housing. These neighbourhoods are located on through roads where there is little green space and a high level of emissions, and the layout and facilities do not promote a healthy lifestyle. Because of the major housing shortage, there is a trend towards further densification, which is threatening to make the living environment even more unhealthy.

Tanja Vonk says that cities can do something about this in a very targeted way. ‘With the right design choices, you can entice people to move around in a healthy and sustainable way. By thinking intelligently about how streets and mobility hubs could be designed in an exercise-friendly way, we can create a physical environment that encourages cycling and walking to work or school, which in turn will help ease traffic congestion and reduce particulate matter and noise pollution.’

‘At the same time, you need to take a critical look at who is benefiting from this sustainable mobility, and avoid creating transport poverty among vulnerable groups of residents.’

Mobility as a tool

Having a good insight is very important if you want to make the right choices. Leonard Oirbans, Consultant Mobility & Built Environment with TNO, works closely with policymakers and urban planners on creating these insights. ‘Using the calculation models of the Urban Strategy platform developed by TNO, it is possible to explore the impact of (proposed) policy measures and to understand the interrelationships between different domains, such as traffic, housing, and quality of life. This is important, as the challenges and transitions we are facing are becoming increasingly complex.’

Oirbans recognises that mobility can be an important tool in creating a healthier living environment. New indicators are needed for this, however. ‘If we approach social issues solely on the basis of traditional indicators, such as “lost vehicle hours”, we may be missing out on significant opportunities, while unwanted negative effects of measures may not be spotted. New perspectives are needed, with the help of indicators that say something about social cohesion, welfare, or overall well-being. This involves looking beyond the general population or averages and zooming in on specific neighbourhoods and groups within society, for example.’

‘By combining these new perspectives with innovative tools such as Urban Strategy, we can explore in advance whether everyone will benefit equally from the planned measures, or whether accompanying policies may be needed.’

Collaboration is a success factor

To develop a fair and future-proof mobility system, collaboration between authorities, businesses, and knowledge institutions is becoming even more important. Tanja Vonk: ‘The issues have become bigger and more complex and often touch on different fields. Knowledge is also developing at a rapid pace. As a municipality, you want to take the latest insights into account, and benefit from the experiences of previous pilots and experiments. Urban designers can come up with innovative solutions to densify cities in the right way, ensuring sufficient space for every need. You also need companies that apply innovations, to achieve better infrastructure and construction methods.’

Leonard Oirbans also sees collaboration as a success factor. ‘If you look at the way we travel, the policies of employers, for example, are an important factor in the choice of transport used for commuting. By offering reimbursement for kilometres cycled, for example, or incentivising use of public transport, you can steer behaviour in these directions.’

What kind of city do you want to be?

Collaboration is therefore a key requirement, but knowing where you want to go together is every bit as crucial. ‘With the conditions they create, policymakers can do a lot to guide people towards making the right choices, provided you as a city have a clear vision of where you want to go,’ says Vonk. ‘You can then decide what steps are needed to achieve that vision, and determine whether certain choices contribute positively to it. You can’t just change course overnight – it’s a long-term roadmap.’

Oirbans: ‘Mobility does not stand on its own here, but is a means of achieving a broader social goal. By placing the focus on residents, individual mobility needs can be identified. How do people travel to work, school, or the shops, for example? And why does someone use a car, a bicycle, or public transport to do so? At the same time, it’s important to realise that the built environment guides people in such choices. Although someone may have a strong preference for cycling, if a safe cycling infrastructure is lacking they may still opt to use their car. It’s therefore essential to prioritise as a city. And this starts with the question: what kind of city do you want to be?’

This article appeared in OTAR Magazine.