Page 15 - The future of the metro booklet

Dialogue Dialogue

ties. Innovation is not only about more desirable 10% on concrete for a 20km via- distances, it is the composition
futuristic projects such as as a means of duct, which could avoid emit- of scales that we need. We also
Hyperloop or flying cars. We can getting around? ting 6,000 tonnes of green- need to consider urban planning
develop the metro into an incre- house gases, or the equivalent in line with the transport offer.
mental innovation model: a use- M.B. of 600 individuals in one year In their academic work on ‘La
ful and virtuous innovation. First and foremost it is about (11.9 tonnes CO equivalent per ville cohérente‘ (the coherent
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simplicity, fluidity and comfort. person and per year, according city), the researchers Emre
→ What will be Moving from A to B must be a to the figures of the French Korsu, Marie-Hélène Massot
the impact on pleasant experience. This re- Government for the year 2016). and Jean-Pierre Orfeuil have
quires a reliable and robust sys-
the life of the city tem of the right size, the taking We also seek to benefit from shown that, in the case of
if the metro into consideration of usage, and the system’s potential, from its Greater Paris, if assets are less
than 30 minutes from offices,
design to its maintenance, via
loses a part of its the interconnection of the metro its operation, but also from the car traffic linked to work could
transport capacity? with the other modes of trans- functioning of the stations and be reduced by 10% and that of
port (meaning intermodality). administrative buildings. The public transport by 47%. If this
M.B. The covid-19 health crisis But one can go further: the ur- ambition is to be able to build a vision is utopian, the study pre-
has led to a loss of 80% in capa- ban anthropologist Sonia metro tomorrow while maste- sents difficulties linked to the
Lavadinho rightly said: “when we
city, corresponding at once to a can say that our time spent on ring all its energy requirements. specialisation of zones and a
drop in the level of service and a the street and on transport was We could also propose related concentration of employment
drop in the capacity of vehicles pleasant and worthwhile, then functions that generate added that is too high.
regarding the respect of physical we will have answered the value for the environment and As Jean-Marc Offner points out
distancing rules. In such a situa- challenges of mobility.” Areas of cities. It is thanks to this ap- in his work ‘Anachronismes ur-
tion, the transport curve must be the metro where the concept of proach that the metro will soon bains’ (Urban anachronisms),
flattened by reducing the density time disappears thanks to design be more than just a line but also the future will see the establish-
of movements and by avoiding and what is beautiful and fun. an essential component in our ment of a mobility system based
rush hours, moving commuter cities and for society. on three principles: walking for
flows to other modes of trans- → The metro short distance journeys; public
port, etc. It is clear here that resi- → Journey times transport for scalable move-
lience requires the activation of and zoom out effect must be very common in the United also has negative will change in the ments, and on-demand trans-
multi-scale systems combining used. More than ever, the capa- States, 50% of journeys made by externalities: cities of the future: port modes and car-sharing for
everyone’s strength to create a city of the metro, its added value car are less than 10km in France, how can they be how could this other movements. In such a sys-
network. in the service to communities only 3% of journeys are made by limited, or even tem, the networks feed each
This health crisis forces us to and territories is to be envisaged bicycle, despite it being a very put to good use? impact use of the other, and work together to
think about a ‘global system’ and in terms of synergy and comple- high capacity mode of transport. metro? meet the expectations of users.
the speeding up of certain mentarity with other services The problem in the case of a loss
changes already taking place and modes of transport. of transport capacity for the me- C. C. At SYSTRA, we envisage the M.B. Transport exists because
gradually or still in gestation. tro is that its number of passen- potential but also the impacts in there is activity. If we change
This forces us to reconsider the → Can a different gers is difficult to match: a metro their entirety, at the project level the way in which we localise our
place of bicycles, walking and distribution can carry 60,000 people per and throughout the lifecycle of activities, we change the way in
micro-mobility in cities, and to of passengers hour. The local authorities in the infrastructure. We pay great which we build cities. There is
recognise these as entirely sepa- across different Paris have thus estimated that if attention to optimising the life- much talk today about the
rate ways of getting around. transport modes only 5% of the 600,000 daily cycle of the infrastructure and concept of short distance cities:
passengers on line 13 took their
be considered car, four extra lanes would be its interactions with the environ- the 15-minute city, the poly-
C. C. Whether it is for a crisis, or ment. centric city… This opens an inte-
more generally in the context of according to their needed on the road. Shifting For example, we monitor the car- resting realm of possibilities on
journeys from public transport
global warming and a zero emis- journey times? to cars is, however, neither bon footprint of our different de- the use of land resources and
sions strategy, an ecosystems viable nor desirable. The crisis sign scenarios very closely, we the recycling of the urban space
approach must be adopted ins- M.B. There is a huge number of should not act as a brake, a step encourage our clients, as soon as (multiplication of uses, reversi-
tead of a narrower approach. It is ways to travel short distances. backwards in the context of en- it is possible, to accept technical bility of spaces).
not just the metro itself that is Private operators of micro-mobi- ergy transition. solutions (choice of equipment, These future possibilities raise
being considered but its place in lity have already understood constructive methods) that enable questions about distance, proxi-
a broader context, and the way it this.. In urban zones, most short impacts to be limited. On certain mity, but also about connected-
is integrated in the urban envi- journeys (500m to 10km) are still → How can public projects, we are for example ca- ness – links between the diffe-
ronment. A constant zoom in made by car, and driving alone is transport be made pable of proposing savings of rent places. More than short

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