Modu 2.0 - Strategy for sustainable mobility (2018) | modu2.lu "Mobilitéit zesummen erreechen"

Actions:

• Increase the number of passengers using public transport by 50% by means of new CFL infrastructures and the restructuring of the RGTR network.
• Perform 95% of trips from home to work under 1 km long on foot (56% in 2017).
• Perform 10% of trips from home to work under 5 km long by bicycle (5% in 2017).
• Effectuer à vélo 10 % des trajets domicile-travail inférieurs à 5 km (5 % en 2017).
• The remaining 65% of trips from home to work performed by means of a private vehicle will benefit from less congestion on the roads and the average occupancy rate per vehicle will be above 1.4 passengers.

For the purpose of comparison: Without growth, by 2025, the aforementioned actions would result in a 26% modal share for public transport, a 42% share for private vehicle drivers, a 17% share for passengers in private vehicles, a 5% share for cycling and a 10% share for trips made on foot.

Action:

• Increase the average occupancy rate per vehicle for home to work trips to 1.5 persons (compared to 1.2 persons in 2017). This is the equivalent of two people in one car out of two.

Actions:

With the exception of the 5% share of students with reduced mobility for whom school can only be accessed by car, the long-term objective is for all students to go to school on foot, by bicycle or by public transport. In the meanwhile, by 2025, the following actions can be undertaken:

• 75% of trips from home to school under 1 km (58% in 2017) should be made on foot.
• 15% of trips from home to school under 5 km (3% in 2017) should be made by bicycle.
• 50% of trips from home to primary school (29% in 2017) should be made by bus or train.
• 77% of trips from home to secondary school (70% in 2017) should be made by bus or train.

Actions:

• Bring train cancellations down to under 1 out of 100 (1 train out of 40 was cancelled in 2017).
• Reduce the number of late rail connections with a delay of 6 minutes or more by 25% (compared to 2017).
• At peak times, ensure that the duration of express bus trips between the first stop and the final stop is lower than the same trips made in private vehicles.
  

This film presents the players involved in mobility: citizens, employers (and school heads), local authorities and the State (represented by a mobility planner).

The first part of the film shows some of the current difficulties from the user's point of view: traffic nuisance, traffic jams and train delays, as well as the resulting delays for schoolchildren and employees.

The second part illustrates a few examples of initiatives that could be taken by the various players to improve the situation: reducing train delays by redeveloping the central station (currently under way), encouraging car-sharing by employers, reviewing the timetables of certain secondary schools and urban planning measures to promote alternative modes of transport.

This film shows some ways in which employers and their employees can (if their specific context allows) contribute to reducing road congestion during peak hours: parking management favorable to carpooling (with, where appropriate, freeing up space for more productive uses), flexible working hours, participation in the annual public transport subscription "mPass", alternative financial incentives to the leased car, teleworking – in short, some of the typical elements of a company mobility plan .

This film shows some of the urban planning tools by which a municipality can encourage people to use walking and cycling (active mobility) for short trips and thus reduce road congestion and road traffic nuisance.

In this example, the municipality is concerned about the danger created by the numerous parents' cars in front of the primary school. The municipality then rethinks the layout of its public spaces by setting up short and secure paths for pedestrians and cyclists, by reorganizing parking in public spaces (without neglecting the needs of local businesses), by calming traffic in residential streets etc.

Using the example of a certain motorway axis as support (the same example which is explained in chapter 5 of the brochure), this film shows in a simplified manner by which approach the State now intends to analyze the different transport corridors, The objective being to propose in the years to come a coherent concept for sustainable mobility by 2035.

The film shows that if, from the point of view of the user who finds themselves daily in traffic jams, the simple addition of traffic lanes seems the obvious solution, an analysis of transport networks and future mobility needs can arrive at an another conclusion. This conclusion will be specific to each corridor analyzed, the objective being not to favor one means of transport or another, but to be able to satisfy future demand under good conditions.

In a scene from the film, the evolution of this demand for the corridor in question is illustrated by an ascending curve. In order to offer an alternative to traffic jams, the proposed supply must exceed this demand with sufficient (but not excessive) capacity reserves.

In addition to this capacity condition, there are other criteria which obviously cannot all be illustrated in such a short video, in particular the need to offer users attractive travel times between their main origins and destinations.