Le cours présente un tour d’horizon introductif des interactions entre la mobilité et les dynamiques urbaines. Il propose des outils méthodologiques et opérationnels permettant d’appréhender et de réguler la mobilité. Ces vingt dernières années, la mobilité urbaine a beaucoup changé. Le nombre de déplacements de loisirs a augmenté tandis que la part des déplacements pour motif travail a diminué. Dans le même temps, de nouvelles formes de mobilités se sont développées, comme la multirésidentialité, la pendularité de longue distance, le tourisme urbain et l’excursionnisme. Ces changements ont été concommittants de transformations urbaines comme l’étalement urbain ou la fragmentation. Dans ce contexte, la mobilité est un enjeu pour l’ingénierie des transports urbains et le développement territorial, en particulier urbain: sa régulation nécessite une appréhension nouvelle de la demande de transport. Le cours montre ainsi aux étudiants les interrelations entre la ville et la mobilité, l’espace urbain et les flux de déplacements, tout en leur offrant une vision renouvelée du transport et de son impact sur le territoire et les modes de vie.
L'in-adhérence du tramway d'Alger
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En provenance du cours de École Polytechnique Fédérale de Lausanne
Mobilité et urbanisme
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À partir de la leçon
Mobilité et urbanisme
Ce sixième module a pour objet de décrire comment le processus d’interaction systémique entre les trois catégories d’opérateurs de la mobilité produit matériellement des tissus et des espaces publics urbains.
Rencontrer les enseignants
Vincent KaufmannProfesseur
Laboratoire de Sociologie Urbaine, Faculté de l’Environnement Naturel, Architectural et Construit, École Polytechnique Fédérale de Lausanne
Aniss M. MezouedDocteur
Laboratoire de Sociologie Urbaine, Faculté de l’Environnement Naturel, Architectural et Construit, École Polytechnique Fédérale de Lausanne
Bernard DeclèveProfesseur
Faculté d’Architecture, d’ingénierie architecturale et d’urbanisme, Université catholique de Louvain
Hello.
After exploring the theoretical notion of adhesion of a mode of transport
to the territory, I propose in this video
to explore together the adhesion of the Algiers tramway.
This is part of the results of a thesis
directed at the Catholic University of Louvain
under the direction of Professor Bernard Declève.
In the previous video, we explored
the various aspects of adhesion,
which are the spatial adhesion,
adhesion in terms of uses and practices
and adhesion in terms of organizational processes
and actors games.
From these three points we will in this video
assess the adhesion of the Algiers tramway.
The tram is, at least we can say, a trend.
It reappeared in many cities around the world
after an absence of half a century in favor of the car.
Algerian cities, and Algiers in particular,
are not far behind.
Indeed, Algiers has a first tramway line in 2011.
It is at the center of the Bay of Algiers,
as you can see here on the representation
of municipal boundaries,
within the wilaya of Algiers,
which is the first administrative division of the country.
The Algiers tramway was thought to decongest traffic
and move the population to live and habitat to the east
to workplaces in the center.
The first line in operation spans 16.2 km
and includes 28 stations which essentially connect
neighborhoods on the outskirts of the east of Algiers.
The line has been extended to the east of the city
and it is expected to be the subject of a further extension to the west.
In its path, the line crosses diverse neighborhoods
from different periods of development of the city.
These are various urban configurations,
involving urban morphology diversity,
configuration of urban space and actors involved
in production planning.
One of the problems encountered during the project analysis
is that it comes through these urban forms
following a unique model of double track on site
without worrying about the specifics of each urban area,
or the template of the size of the road.
The tram has come to transform the road it occupies
by redesigning the public space throughout its grip
without considering what happens
on either side of the line.
This is a kind of tube which passes through the town
being isolated from its territory.
Therefore, the tram does not contribute to any eventual tranformation
of the crossed districts
and does not constitute an urban renewal engine
as is the case for most rail projects
in other cities.
It can be seen well in this photograph
of the slaughterhouse district,
which is the most extreme case
and where fences were installed to isolate brownfields
pending a possible urban renewal project.
Of having been designed as a single line
occupying the road it crosses,
tram sometimes helps to divide the districts into two.
It is in some places an impenetrable barrier
because of the security device of the site.
It is therefore in these disconnected from the parts of territory it crosses.
Therefore, the evaluation of the tramway grip makes sense.
It is relevant to assess the project and its link to neighborhoods
and urban forms crossed.
But also, to assess the practices it generates,
as well as games of actors that revolve around him.
We'll start with the adhesion in terms of organizational process
and actors games.
The following diagram shows the various actors
that are or not involved in the process of realization of the Algiers tramway
which is represented by the vertical green arrow in the center of the image.
The process is divided horizontally into three phases:
the design, implementation
and exploitation.
From left to right, there are different types of players:
the public sector,
the private sector
and those of civil society.
It is clearly seen through analysis
that the actors involved in the process
of realization of the tram are essentially actors
from the public sector.
It is the Ministry of Transport that initiates the project,
which was then co-driven by a series of public actors.
It is basically centralized actors.
Local authorities had an advisory role.
They had no power to take decisions in the process
of manufacturing the tram.
The wilaya of Algiers, for example, had a simple role
in the steering committee.
Its proposals have not all been taken into account.
This is particularly true of the line extension proposal to the airport,
which was strongly defended by the wilaya of Algiers.
It is quite relevant because there is not yet
a common transport connection from the airport,
apart from a few taxis and some private buses.
The proposal is relevant because it connects directly
to the airport and it also connects to the university
and the line of commuter trains.
This proposal has so far not been considered.
The municipalities, in turn, had an advisory role.
They had no power of decision or proposal.
However, some of them have joined the process
in more or less informal or rather marginal way.
They have begun arrangements that attempt to
a certain continuity between the public spaces
equipped with the arrival of the tram and the streets perpendicular to the line
or the abandoned areas near the tramway.
In terms of private sector actors and civil society,
there was very little implications outside of realization companies
and exploitation.
These actors were completely excluded from the process.
However, some of them joined it through the conflict.
This is the case of traders and residents who joined
the project when they found out about its realization.
Traders demanded compensation
for damage caused and have achieved.
The people on the other, including those of Ben Redouane neighborhood
at the est extension,
have demonstrated to get a nearby station
from their homes.
They blocked the site claiming their right
to have a nearby station.
They set up banners containing the following slogan:
"No stop! No tram! "
Their claims have been supported
after completion of the extension of the line.
Today, a new station is being installed
to meet their needs.
However, a consideration of the expectations of people
and all other stakeholders early in the process
would have avoided conflicts and additional costs
caused by the delay of works by a new study
and by changing the line in full operation.
From this analysis, we can say that the tram was in-adherent
in terms of organizational processes and actors games.
It ruled out a number of key players in the production
of the Algerian territory.
Now come to the adhesion in terms of practices and uses.
Accordingly to official figures,
the tram would have recorded 18 million passengers
the first two years of operation.
This represents half of the project forecasts
and much less than its actual transport capacity.
The data is based on ticket sales
and validation.
But in reality, we could observe through field surveys
that the tram is full at any time of the day
and all the days of the week.
Interviews with controllers, ticket sellers,
drivers and users have shown that the majority of travelers
do not buy their tickets or never validated it.
This is due to lack of control on the one hand
and degradation of the composting machines
at some stations on the other.
Also, even though the price is higher than other modes of transport,
the tram is widely used because of the lack of control
and therefore it is free.
The analysis of the quality of service, accessibility
and the security apparatus and the use of the tram
show that it is fully adherent in terms of practice.
However, adhesion might be improving
if a single pricing is in place
for all transport modes
and that the network is reorganized to converge
other modes of transport, including buses, to the tram,
or it could deteriorate if more controls
and a rate increase with a decrease
of state subsidies.
Finally, just to present the spatial grip of the Algiers tramway.
First at the metropolitan level.
We can see on the picture,
at the scale of the wilaya of Algiers,
there is currently three important lines
of transport.
There is the tram, metro and train.
The three are interconnected and will serve for now
only a part of the center and the outskirts of Algiers.
To be adherent at the metropolitan level,
tram must shift from one mode of transport to another
and serve through intermodal throughout the territory of the city.
Beyond these three modes of transport on rails,
the public transport network of Algiers is basically bus lines.
Part is public,
the other is made of a multiplicity of individual carriers.
The problem
is that the bus network has been reorganized
with the arrival of the tram and the metro.
Some lines run parallel to the tram.
They are competing, especially in terms of price,
travel time and stops flexibility
when it comes to private carriers.
These carriers stop at any point of the street
depending on the application.
These buses do not allow a drawdown on the tram,
which has very little intermodal stations.
It is therefore not possible to reach all points
of the metropolitan territory from the tramway.
It is therefore in-adherent at the metropolitan level.
What about locally?
As part of research on the tram,
we conducted sample analysis
at different scales throughout the tram.
Adherence is analyzed from eight frames of one square kilometer
representing a distance of comfortable walking movement
500 meters from both sides of the line.
In these frames, we identified the different characteristic elements
of the territory based and story filled
on elements defined by Kevin Lynch <i> The city Image </ i>.
These are nodes and centralities,
cue points and routes,
limits, sub-districts,
mobility elements,
equipment and public spaces.
Next, we analyzed the relationship of the tram
with these components
having the hiking metric reference.
The job was to see if it is possible from a station
within walking distance of all the elements of the territory,
to cross boundaries, to join a public space and so on ...
It was possible for each element to identify five possible configurations
ranking from less adherent to the more adherent.
This is nonadherent configurations,
non-adherent configurations but with a grip potential,
adherent configurations by the pedestrian link,
adherent configurations proximity
and adherent configurations by juxtaposition of the elements.
To better understand,
it is interesting to illustrate some configurations
by concrete evidence.
Here we find the Bab Ezzouar University City station.
You can see a close proximity of the station with buildings
of the University City Bab Ezzouar 1.
There was almost a superposition of elements
and therefore a very good adhesion of the tram to this equipment.
It is in this configuration.
In the same place, you can see bus shelters
on the same platform as the tram.
Here too, there is a very good adhesion of the tram mobility system
through a juxtaposition of elements.
The tram station is the same as the bus station.
Always from the Bab Ezzouar University City station,
if you look across to the city of accommodation of 8 May 1945
one can see a fence separating the tram of the city.
It was installed with the arrival of the tram,
therefore creating a new limit.
Although the tramway merges with that limit,
it has a binding potential because it would be enough to open
some access to the city to create new connections
and improve adhesion of the tram to the city for housing.
Entering inside the city of 8 May 1945
we can see a range of facilities including the school,
which is isolated by a fence, and an easy walk
is strewn with obstacles.
It also includes the market in the heart of the city housing
occupying public roads.
The problem is that these items are less than 500 meters
fron the previous station but access is not easy
because public space is furnished and is strewn with obstacles.
The people complain in particular of the mud in winter
and insecurity for children crossing
through these barriers.
The connections are absent and space is abandoned.
The tram is in-adherent to these facilities.
If we sum up all configurations encountered
for each district and each element,
we find the following table.
It was made clear that in most areas analyzed
configurations are in-adherent.
However, in four of the seven elements analyzed,
there is a majority of in-adherent configurations
but which have binding potential.
You can see the orange in the table.
Sometimes just small actions are needed to improve adhesion of the tram
to the territory through which it passes,
as we saw with the fence
separating the tram of the city housing,
where we just need to open access.
The question now is how to improve
the adhesion of the tram
and how to use the grip not as a simple analysis tool
but also as a project tool.
The following picture shows a project outline
which served as part of doctoral research
to establish discussions with stakeholders of the Algerian territory
in order to converge their concerns about the tramway.
The following picture shows a project outline
which served as part of doctoral research
to establish discussions with stakeholders of the Algerian territory
in order to converge their concerns about the tramway.
The idea is to strengthen the adhesion of the tram
by improving connections between stations
and the various elements of the territory that we have identified.
Priority development axes are available in red on the map
and continue the development already achieved in the tramway
and who will go connect devices
or characteristic elements of the territory
and then cross the boundaries to connect parts of the city.
Most of these facilities are facilities
to improve the existing road
to promote pedestrian movement.
Others are new connections made from the grind
of large land surfaces
or opening of access to certain public facilities
as can be seen here.
We also propose in this project to prioritize the use of land
favoring the use of potential land
lying along the designated public spaces,
which can be seen here in grey.
Future programs that will be installed
will receive a good adhesion of the tram
and therefore a good transport links.
We also offer, in certain configurations,
to divert bus lines or move stops
to bring them closer to the tram station.
In this video, we explored all the analytical potential
of this notion of grip.
We saw that the Algiers tramway
although it is adherent in terms of practices and uses,
is completely in-adherent in spatial terms
and in terms of organizational processes and actors games.
We have also seen that this notion of adhesion
can serve as a project tool.
If it is not integrated upstream in the process,
it can always be used to better integrate the transport infrastructures
after their completion.
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