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Daily journeys in the metropolitan areas of Lisbon and Porto remain excessively dependent on individual transport. In both regions, where 44% of the country's population lives, public transport is still little used and continues to be mainly sought after by those who have no choice. These are worrying signs, revealed by the mobility survey, in a country that also needs the contribution of the mobility sector to the international effort to reduce CO2 emissions and improve the quality of life. quality of life in cities.
Nearly one hundred thousand Portuguese, inhabitants of the two regions, answered the questionnaire put in place by the INE and made it possible to understand the mobility patterns in the domains of the LMA and the AMP. Preliminary data published last summer had already shown that we were too dependent on the car (used in 67.6% of trips to Porto and 58.9% of trips to Lisbon) and that we use public transport. only 11.1% of the 3.4 million daily trips to the MPA and 15.8% of the 5.4 million daily trips to the AML. The scenario improves a bit if one thinks that between public transit and soft modes, with the head to the door, the most environmentally friendly options are taken into account in 39 , 3% of AML cases and 30% of travel. , in the AMP.
The final results of the survey, presented Tuesday in Porto, allow a better reading of the movements within and between the different municipalities of the two metropolises, thus confirming the attractiveness of its two main cities, Porto and Lisbon, among residents of other municipalities who travel to work, with several shading intra-regional levels. On the other hand, and even if these two central centers are better served by rail and rail infrastructure and services (to which must be added the river in the Tagus), the average travel time for these destinations is higher than spent for trips to the most distant points, which is also explained by a significant concentration of trips, working days, rush hour.
However, we drove more because we were faster, reported 62.9% in AML and 58.8% in AMP. From one side and the other, half is also justified by the comfort and convenience of the car. In the middle, the faults are attributed to factors associated with inadequate service provided by public transport to individual needs. Some people say they have no alternative (23% in AML, much more, 34.8% in MPA), but among those who do not deny its existence, one complains also of the absence of link direct with the destination (30,5%). % in LMA, 35.7% in MPAs), with problems of frequency or unreliability (25.1% in the South and 27.5% in the North).
Curiously and at a time when, with the support of the government, the two metropolitan regions are preparing to create the single pass in 2019, limiting the number of monthly trips between municipalities to 40 € and the pass for a single municipality . 8.2% of those who use cars think they do so for cost reasons, in Porto. In Lisbon, 14% justify their choice, among others, the price factor. On the other hand, when they are asked to rate public transport, AML and MPA respondents note a mediocre rating (3.14 and 3.27) at the respective price, although a good deal 35.6. one of the cases of use of these services.
This indicator suggests that if they had more money, some transit users could board a car. Indeed, the survey shows that the motivations of those who use collective services are the fact that they do not drive or do not have individual transport (44% in Lisbon and 52.6% in Porto ). 5% south and 49.1% north), before the aforementioned price factor. (21.7%) than in the MPA (16.3%) or road congestion (21.4% of responses in the South and 13.7% in the North) are less prominent. Nevertheless, in Lisbon, they are more important than the comfort or the quality of the service provided by public transport.
By authorizing reading by a county council, the survey poses problems for public procurement for the concession of the road transport service which, by law, will have to be launched next year. And with the data available, AMP and AML are able to define a career-based specification corresponding to the actual needs of populations and based on demand-based estimates. In any case, it is clear from the responses that cultural factors also condition mobility options, which help to understand car dependence, mistrust of public transit, but also, at the the table, bicycle trips of 0.5% and 0.4% in AML and AMP, although in several municipalities in both regions, the average distance traveled is less than ten kilometers.
During the presentation of the investigation in Porto, he lamented that Portugal has spent nearly two decades without producing this type of information. O President of INE, Francisco Lima, Assumed the need to find technical and financial means to carry out this type of study, which is costly and more regular, both for its impact on political decision-making and for the assessment of the country's situation . sustainable mobility.
If you do such work in five years, it will be possible to check whether the recent and ongoing investments in the single pass and in the fleets and services of STCP and Carris, the extension of the metropolitan networks of the two regions, the new networks Road transport resulting from upcoming competitions and even the aid of 300 million euros for the construction of new urban bike lanes recently announced by the government are changing our behavior. Or if we continue to be, in these densely populated territories, dependent on the car.
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