Ville Intelligente Grand Lyon's List: Mobilite urbaine

• • Workplace and school travel plans;
   
  • Personalised travel planning, travel awareness campaigns, and public transport information and marketing;
   
  • Car clubs and car sharing schemes;
   
  • Teleworking, teleconferencing and home shopping.
   
   
• • A reduction in peak period urban traffic of about 21% (off-peak 13%);
   
  • A reduction of peak period non-urban traffic of about 14% (off-peak 7%);
   
  • A nationwide reduction in all traffic of about 11%.
   
   
• The public expenditure cost of achieving reduced car use by soft measures, on average, is estimated at about 1.5 pence per car kilometre, i.e. ?15 for removing each 1000 vehicle kilometres of traffic. Current official practice calculates the benefit of reduced traffic congestion, on average, to be about 15p per car kilometre removed, and more than three times this level in congested urban conditions. Thus every ?1 spent on well-designed soft measures could bring about ?10 of benefit in reduced congestion alone, more in the most congested conditions, and with further potential gains from environmental improvements and other effects, provided that the tendency of induced traffic to erode such benefits is controlled. There are also opportunities for private business expenditure on some soft measures, which can result in offsetting cost savings.

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• The New Cities Foundation is a Swiss non-profit institution which aims to be the premier high-level platform for innovation and exchange on the future of urbanization. NCF believes the unprecedented rate of urban growth that defines the 21st century represents a unique set of challenges as well as a chance to build more sustainable, vibrant, innovative and equitable communities in the developed and the emerging world. NCF hosts a series of Task Forces and a major global event which will take place next year, the New Cities Summit.

• “In many urban regions,” he writes, “support for public transit is wide but shallow.” People generally like the idea of transit (as characterized by the Onion headline, “98 Percent of Americans Support Public Transit for Others”), but much of our society’s experience and understanding of transit, not to mention our willingness to pay for it, is limited.
• “In most debates about proposed rapid transit lines,” he writes, “the speed of the proposed service gets more political attention than how frequently it runs, even though frequency, which determines waiting time, often matters more than speed in determining how long your trip will take.”
• Transit systems themselves are guilty of these distortions
• “The prevailing habit of most transit systems,” he writes, “is to advertise where they go but to treat when as though it were a detail.”
• “A transit map that makes all the lines look equal,” writes Walker, “is like a road map that doesn’t show the difference between a freeway and a gravel road.”
• “A route is a place where some kind of transport event happens, but the event may be rare.” “Do you want to think of transit as something that’s always there, that you can count on? If so, call it a line.”

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• Each partner involved in Smart City San Diego has a particular role to play in this collaboration. San Diego Mayor Jerry Sanders got the initiative off the ground and convinced San Diegans to take part. The University of California-San Diego, led by Chancellor Marye Anne Fox, lent research capacity as well as a natural testing ground for smart grid technology and EV use. San Diego Gas & Electric, the area utility company, brought its track record in smart utility solutions. GE, creator of the WattStation EV charging station, will contribute technological expertise and CleanTECH San Diego, a nonprofit representing companies in the greater San Diego clean technology cluster, will bring its network and its experience advocating for clean technology innovation.

• This pilot—the first in a series of initiatives—will provide real-time analysis and forecasting of traffic behavior for 1.7 million vehicles in Guadalajara, enabled by supercomputing technology, analytics and web services connected to mobile devices feeding updates to users.
• Intelligent Operations Center for Smarter Cities. Earlier this year, IBM introduced the Intelligent Operations Center for Smarter Cities, a new solution designed to help cities of all sizes gain a holistic view of information across city departments and agencies. By infusing analytical insights into municipal operations through one central point of command, cities are to be able to better anticipate problems, respond to crises, and manage resources.

• With more than 2,000 smarter cities engagements worldwide, we are now applying best practices and solutions that can be scaled to cities of all sizes around the globe.

  —Anne Altman, general manager, Global Public Sector, IBM

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• Notre infrastructure de transport et nos méthodes de gestion sont inadaptées.
• Colmater les brèches ne suffit pas. Construire un pont ou un rond-point de plus, élargir une route, installer d’autres panneaux de signalisation, toute action n’a de sens que si l’on considère le problème dans son ensemble, à savoir nos chaînes logistiques, notre environnement, nos entreprises… la façon dont les personnes vivent et travaillent, et dont les villes fonctionnent. La circulation ne se résume pas à des files de voitures : c’est un vrai réseau interconnecté.
• À Stockholm, un système de péage dynamique contrôlant les véhicules entrant et sortant du centre-ville a permis de réduire le trafic de 20 %, de diminuer le temps d’attente de 25 % et de baisser la pollution de 12 %.
• À Singapour, des contrôleurs exploitent en temps réel les données de capteurs pour modéliser et prévoir la circulation avec une fiabilité de 90 %. À Kyoto, les urbanistes simulent des situations à grande échelle impliquant plusieurs millions de véhicules pour en analyser l’impact.

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• avant-goût de l'intermodalité orchestrée par cet ouvrage qui se veut un lieu d'urbanité réconciliant deux pans de la ville
• La nouvelle gare de Porta Susa en est le point d'orgue. Le projet conçu par Arep, filiale de la SNCF, et l'architecte Silvio d'Ascia vise à recoudre la ville en s'inspirant des grandes galeries italiennes du XIX ^e<!----><!--Sup--> siècle : San Federico à Turin, Umberto à Naples, Vittorio Emanuele à Milan... Lauréats du concours d'architecture en 2002, ces associés ont fait le pari d'un ouvrage surdimensionné qui intègre parking, commerces et services. « La ville entre en gare »<!----><!--I-->, se réjouissent Jean-Marie Duthilleul et Etienne Tricaud, les deux dirigeants d'Arep qui n'ont pas lésiné sur l'espace intérieur.
• A terme, ce pôle d'échanges multimodal fixera la vie urbaine par les nombreux commerces égrenés sous sa voûte. Si la traversée est d'ores et déjà possible, le piéton débouche à l'ouest sur une Spina encore en jachère correspondant au toit du tunnel ferroviaire. « La transformation de la ville s'opère à partir de l'infrastructure ferroviaire »<!----><!--I-->,

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• L'objectif affiché est de réduire le taux de possession de véhicules par les Lyonnais : « Aujourd'hui, dans la ville, il faut construire beaucoup de parkings sous les immeubles. On s'ankylose »<!----><!--I-->, explique Gérard Collomb, maire PS de Lyon. « Une voiture partagée en remplace huit »<!----><!--I-->, renchérit le directeur général d'Europcar. A l'image de Velo'V, vélos en libre-service gérés par Decaux, car2go ne coûtera rien à la collectivité. « Tous les risques sont pris par Daimler et Europcar »<!----><!--I-->,