End of the car age: how cities are outgrowing the automobile
Gilles Vesco calls it the “new mobility”. It’s a vision of cities in which residents no longer rely on their cars but on public transport, shared cars and bikes and, above all, on real-time data on their smartphones. He anticipates a revolution which will transform not just transport but the cities themselves. “The goal is to rebalance the public space and create a city for people,” he says. “There will be less pollution, less noise, less stress; it will be a more walkable city.”
Vesco, the politician responsible for sustainable transport in Lyon, played a leading role in introducing the city’s Vélo’v bike-sharing scheme a decade ago. It has since been replicated in cities all over the world. Now, though, he is convinced that digital technology has changed the rules of the game, and will make possible the move away from cars that was unimaginable when Vélo’v launched in May 2005. “Digital information is the fuel of mobility,” he says. “Some transport sociologists say that information about mobility is 50% of mobility. The car will become an accessory to the smartphone.”
Vesco is nothing if not an evangelist. “Sharing is the new paradigm of urban mobility. Tomorrow, you will judge a city according to what it is adding to sharing. The more that we have people sharing transportation modes, public space, information and new services, the more attractive the city will be.”
The Vélo’v scheme is being extended, car clubs that use electric vehicles are being encouraged, and what Vesco calls a “collaborative platform” has been built to encourage ride-sharing by matching drivers with people seeking lifts. There is, he says, no longer any need for residents of Lyon to own a car. And he practises what he preaches – he doesn’t own one himself.
The number of cars entering the city has fallen by 20% over the past decade, without even a congestion-charging scheme (Vesco says it would impose a disproportionate burden on the less well-off, who tend to drive higher-polluting vehicles). And even though Lyon’s population is expected to rise by more than 10% over the next decade, he is targeting a further 20% drop in car use. The car parks that used to run alongside the banks of Lyon’s two rivers have already been removed, and human parks opened in their place. Vesco says someone return to Lyon for the first time in a decade would barely recognise the city.
Birmingham, which vies with Manchester for the title of England’s second city, has been following the experience of Lyon and other European cities closely, and is now embarking on its own 20-year plan called Birmingham Connected, to reduce dependence on cars. For a city so associated in the public mind with car manufacturing, this is quite a step. The initiative is being driven by the veteran leader of Birmingham city council, Sir Albert Bore, who talks airily about imposing a three-dimensional transport plan on the two-dimensional geography of the city: “French and German cities all have an infrastructure which has a far better understanding of how you need to map the city with layers of travel.”
“Multi-modal” and “interconnectivity” are now the words on every urban planner’s lips. In Munich, says Bore, planners told him that the city dwellers of the future would no longer need cars. Bikes and more efficient public transport would be the norm; for occasional trips out of the city, they could hire a car or join a car club that facilitated inter-city travel. The statistic everyone trots out is that your car sits outside, idle and depreciating, for 96% of its life. There has to be a more efficient way to provide for the average of seven hours a week when you want it.
Car clubs offer a second statistic. Whereas a personally owned car caters for an individual or a family, a car-club car can service 60 people. As I type this I look at the VW Golf sitting outside my window, which I last drove a fortnight ago. Private cars are wasteful and expensive.
Bore recognises that his plan to transform his city will not be easy, and will require a healthy dose of public education. “Birmingham was seen as the champion of the car,” he says, “and as a result it didn’t develop an underground or the tram network you see in major cities across Europe. There’s been a failure to develop those systems because there’s been no longer-term vision.” Birmingham now has a long-term plan – but what it doesn’t have is the money. It needs £4bn; so far it has raised only £1.2bn. Central government, private-sector developers and local businesses are going to have been convinced it’s worth it.
Anne Shaw, Birmingham’s head of transportation services, walks me round the centre of the city to show me the changes already taking place. The single tram line, which runs from Wolverhampton, is being extended; the gyratory road which cuts off many of the municipal buildings is being taken out and traffic re-routed; forbidding concrete subways are being removed; cycle lanes are being put in, and a fast bus service is planned.
One day, perhaps, Birmingham will even have its own underground system, though that is many years and millions of pounds away. Commuting into Birmingham is currently split 50-50 between car and public transport; that, too, has to change – in London, only 15% of commuters use a car. In Birmingham, the district in the centre which houses Symphony Hall and the new state-of-the-art library is called Paradise. One day, Bore hopes it will live up to its name.
The planners in Birmingham except they are late to the party. London, which has pioneered congestion charging and has a well-integrated system of public transport, has led the move away from cars over the past decade, during which time 9% of car commuters have switched to other forms of transport. “People in London have a lot of options and there’s been huge growth across all modes,” says Isabel Dedring, the American-born deputy mayor for transport in the capital. “There’s been a massive increase in investment in public transport.”