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, is the primary objective in a project (most important to achieve)? a. Are there some elements that weight heavier than others?
, Are these elements you use to judge the success (or not) of a project?
, As a professional, what are your objectives?
, How does a project typically start? What are the first steps or phases? Design process: the 'sketch' phase (early phases) 6. What does this phase include/represent for you? 7. How do you start this phase/How does this phase begin? 8. Are there specific aspects or issues that tend to, Would you say that these are objectives or aspects that you frequently work towards? Beginning of project 5
, What is the role of (people's) daily mobility in these early stages? (If necessary specify understanding of daily mobility)
, Generally speaking, when you design a neighbourhood or work on a project, are there particular impressions, perceptions, or ambiances you aim at creating/achieving?
, More specifically: the inhabitants' mobility behaviour and modal choices 16. In your opinion, what is the relationship between daily mobility and an area or a neighbourhood, the sketching phases (early) e
, What do you think about this? Can you identify? Do you agree? Reminder: ? Not all the questions were asked of every interviewee; it generally depended on the interview situation (time, place), and the direction the interview took ? Equally so for order of questions: the order depended on each interview so as to ensure a good flow ? The majority of the questions were asked, but some might be less relevant, For some professionals, mobility is both a function/utility that needs to be solved, AND a means of achieving/solving other issues
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, Les différentes formes urbaines conjuguées aux différentes structures de réseaux amènent à des avantages et des inconvénients en termes d'énergétique urbaine. Cependant il peut être difficile de distinguer l'effet isolé de chaque facteur, ce qui peut être une source aux controverses qui existent sur le sujet, Plusieurs facteurs morphologiques influencent la consommation d'énergie des villes
, En effet, la densification est souvent mise en avant comme le meilleur moyen pour faire face aux problématiques environnementales liées aux transports. Newman et Kenworthy étaient parmi les premiers à mettre en évidence ceci avec leur étude de 1989 « Cities and Auto Dependency: A Sourcebook ». L'étude présentait un lien entre densité moyenne (hab/km2) d'une ville et consommations énergétiques liées au transport (GJ/capita/an). L'hyperbole montre qu'une ville dense comme Shanghai consomme beaucoup moins de pétrole pour des déplacements que la ville d, Atlanta ville très étalée, issue.7, p.1
, Cependant les bases théoriques de l'étude ont été critiquées en raison de la trop grande simplification de la problématique, par exemple par rapport à la façon dont la densité des villes a été calculée
, Selon Lefèvre « la structure spatiale d'une ville, en particulier la localisation des logements, des emplois, et des services, ont [?] un impact sur le nombre et la longueur des déplacements, De plus d'autres variables et facteurs joueront sur les consommations liées au transport
, voir plusieurs siècles, influencée par un vaste nombre de facteurs. Entre autre l'évolution des modes de déplacement. De la ville du piéton à la ville de la voiture privée en passant par la ville des transports en commun, l'augmentation des vitesses des transports a rendu possible les déplacements sur de grandes distances en peu de temps. La ville s'est étalée et, La structure actuelle d'une ville est le résultat d'une évolution au cours de plusieurs décennies
, une ville conditionne aussi les modes de déplacement appropriés. « Il existe des liens entre forme bâti, la structuration des réseaux
, A : 2,5 millions-1990), ces deux villes occupent des surfaces bâties 2 largement différentes : B-162km2, A : 4280 km2. (Figure 1) La majorité des déplacements à Atlanta se font en voiture. Barcelone a un bon réseau de métro qui couvre la majorité de la ville, et 20% des déplacements se font à pied. A Atlanta les déplacements à pied sont tellement limités qu
, Un modèle simplifié des interconnections
, ) modélise d'une façon simplifiée les relations réciproques entre des systèmes de transport, les comportements de mobilité (travel behaviour), les usages des sols et les volumes de trafic (vkm/jour/personne). Le modèle permet de visualiser comment la planification urbaine impacte l'usage des sols qui influence les systèmes de transport et les comportements de mobilité et donc les volumes de trafic, Modèle simplifié des relations réciproques des différents éléments de trafic. Source : Tennoey, vol.3, 2012.
, Une approche intégrée pour un développement urbain durable et cohérent à long terme Plusieurs facteurs influencent la relation réciproque entre forme urbaine et mobilité urbaine. Des variables comme la distance logement-travail, la localisation des pôles d'emploi, ou le niveau de service des transports en commun, sont liés les uns aux autres. Ils interagissent constamment, et contribuent au comportement de mobilité de la population
, L'inter-connectivité de ces variables fait que les deux aspects-forme et mobilité urbaine-doivent être pris en compte simultanément dans le développement de l'urbain afin de réduire les consommations d'énergie et les émissions de GES liées au transport
, par exemple le développement d'un nouveau quartier, la réhabilitation d'un quartier, ou la mise en place d'une nouvelle ligne de tramway), les effets secondaires potentiels sur la mobilité (comportement des usagers, accessibilité) ou sur la structure urbaine (nouvelles constructions et activités proches de la ligne) sont prises en compte dès la phase d'analyse. Pour ceci il faut étudier les variables interconnectées. Les effets potentiels de ces variables seront ensuite, Une approche intégrée entre planification urbaine et planification de transport peut se traduire ainsi : dans un projet urbain
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