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sustainable mobilityare included, while in the rest of the cases it was included in the foregoing point.
3.21. Establish an appropriate supply of public transport on an urban scale
This criterion seems to be more of a desire. However, in the way in which
it has been analyzed, seeking out references relating public transport to
the different city scale and the obligation for there to be a suitable
offer, this aim is no longer a mere desire. For example, in a metropolitan
city three types of transport necessities should be considered: between
neighbourhoods, between districts and public transport to other cities.
3.22. Build integrated transit networks
Here also the references to the link up and connection points between the
different transport networks have been included.
3.23. Reduce the speed of private motor traffic
Although this is one of the most straightforward criteria to introduce
into the regulations it would seem it is more appropriate to include it
under City Hall regulations. As these regulations (by-laws) have not been
analyzed it is probable that this criterion is not well-represented. In
fact, some cities, for example Barcelona, are making this speed reduction
obligatory for reasons of sustainability: it reduces petrol consumption and
pollution. However, this criterion was introduced, and is maintained, to
bring attention to a relatively straightforward and cheap, though
unpopular, system for increasing the city's efficiency. Therefore the city
planner should consider it when designing the road network. Projects
conceived for high speeds are no longer necessary, especially in terms of
the high cost they involve. On the contrary, it seems that ways of reducing
traffic speeds are beneficial, for example in that they result in less
intense traffic.
3.24. Reduce the area devoted to private vehicles
This criterion is directly related to the previous section
(increase the space available to the pedestrian).
3.25. Restrict the use of private vehicles
In general terms this aim can remain as no more than a mere recommendation
or desire. However, there do exist methods, such as the imposition of
charges for circulating in the inner parts of cities, which allow city
regulations to achieve this objective, taking it beyond mere
recommendations or stated desires. However, in this case too it is probable
that the most suitable tool is not state or community level legislation. In
addition, the already mentioned restriction on the number of parking spaces
is another possible deterrent measure.
3.26. Limit parking spaces for private vehicles
This is another typical case which illustrates the necessity in some cases
to not only set standards for maximums and minimums but also to set a
spread between them. This is also true of traffic densities, the space
dedicated to garden green areas and the square metres dedicated to road
infrastructures.