Keywords: transport modelling, ilute, land use transport link

Keywords: land use modelling, land use transport link, urban economics

Keywords: transport planning, land use transport link, urban form, energy

Keywords: transport modelling, ilute, land use transport link

Keywords: urban form, land use transport link

Sounds interesting-looks at the impacts on real estate around the Spadina line.

Keywords: transport planning, canada, land use transport link

Keywords: induced travel, land use transport link

Keywords: land use transport link, urban planning

Keywords: accessibility, land use transport link

Keywords: transport planning, urban planning, land use transport link

Keywords: transport planning, urban planning, land use transport link

Keywords: land use transport link

The chapter I've read (2) was a fairly technical look at modelling the impacts of land use changes on travel demand.

Keywords: transport planning, transport modelling, urban planning, land use transport link

Growing concerns about traffic congestion and rapid suburban expansion (also known as sprawl) have reignited interest in the ways in which highway spending affects metropolitan growth patterns. This discussion paper extracts the best evidence to date on how highway investments distribute growth and economic activity across metropolitan areas. The paper also offers ideas on how transportation financing and policies can better respond to the various costs and benefits of highway projects in a region.

I didn't get much new from this paper... but there were some good references, like Moh93 and a range of land use impact studies.

It is interesting to see two authors with economics backgrounds write on this subject, and state that highway systems redistribute growth rather than create it-not the view that's taken by many provincial transportation agencies. That said, American cities are generally starting from a higher level of highway provision than Canadian cities.

I remain annoyed by the tendency (everywhere in the literature) to discount highways' effect on decentralisation. Yes, they are not a sufficient condition for decentralising-but they are still a necessary condition! If you don't build the highway, the ability to decentralise is extremely limited.

Keywords: land use transport link, urban planning, transport planning

Keywords: land use transport link, urban form, transport planning, urban planning

Keywords: induced travel, land use transport link

Allegedly finds very little differences in energy use across a range of spatial settings in the Netherlands.

Keywords: urban form, energy, transport planning, land use transport link

Keywords: land use transport link, transport planning, transit, urban planning, urban form

An interesting read. (See also NewKen89, NewKen89b, NewKen99.) He makes a valid point about NewKen89's central graph: it's statistically misleading. They shows fuel use per capita plotted against density, but the real relationship in their data is between fuel use and urban area. Brindle gets a bit carried away criticizing NewKen89, however; while their presentation and analysis was wrong (severely undermining their credibility), the relationship they claimed does in fact exist, by equivalence with the fuel use vs. urban area relationship. Brindle has, however, shown conclusively that the 30 persons/hectare threshold claimed by NewKen is invalid. Refs: Gom91, Kir92, War91.

Keywords: transport planning, land use transport link

The article argues that the role of urban form has been over-emphasized in the debate about changing travel habits. Personal preferences may need to be changed instead. There are some interesting quotes regarding access and housing preferences in the 1960s and 1970s, quite useful for understanding how little has changed.

Keywords: transport planning, urban planning, land use transport link

Keywords: land use transport link, urban form, urban planning

Keywords: land use transport link, urban form, urban planning

Keywords: land use transport link, transport planning

Keywords: urban planning, transit, transport planning, rail, land use transport link

Keywords: urban planning, transport planning, urban form, land use transport link

Keywords: transport planning, urban planning, land use transport link

Keywords: urban planning, transport planning, land use transport link, urban form

Keywords: urban form, urban planning, transport planning, land use transport link

Keywords: urban planning, transport planning, land use transport link

Keywords: transport planning, urban planning, land use transport link

Keywords: transit, urban form, land use transport link, urban planning, transport planning

Keywords: transit, urban planning, land use transport link, transport planning

This paper is the best I've read on the jobs-housing issue, with a careful distinction between balance and containment, an examination of balance-with-mismatch, and a more careful analysis of the impacts on VMT and mode split.

One finding that interested me: balance was not correlated with a substantial change in VMT, but containment was (and was also correlated with higher levels of walking). Another interesting conclusion: imbalance is a planning failure, not a market failure, since it usually happens in jobs-surplus areas where residents apply political pressure (read: NIMBYism) to fight any market-driven changes to the residential stock.

I liked the description of jobs-housing balance as the potential for self-containment. I see the actual level of self-containment to be a function of two variables: jobs-housing balance, and travel times. Jobs-housing balance allows a city to easily respond to congestion or degraded travel times, by giving workers the option of moving closer to their jobs.

Keywords: urban planning, land use transport link, urban form

Past research suggests that mixed land-uses encourage non-auto commuting; however, the evidence remains sketchy. This paper explores this question by investigating how the presence of retail activities in neighborhoods influences the commuting choices of residents using data from the 1985 American Housing Survey. Having grocery stores and other consumer services within 300 feet of one's residence is found to encourage commuting by mass transit, walking and bicycling, controlling for such factors as residential densities and vehicle ownership levels. When retail shops are beyond 300 feet yet within 1 mile of residences, however, they tend to encourage auto-commuting, ostensibly because of the ability to efficiently link work and shop trips by car. The presence of nearby commercial land-uses is also associated with relatively low vehicle ownership rates and short commuting distances among residents of a mixed-use neighborhood. Overall, residential densities exerted a stronger influence on commuting mode choices than levels of land-use mixture, except for walking and bicycle commutes. For non-motorized commuting, the presence or absence of neighborhood shops is a better predictor of mode choice than residential densities.

Keywords: transport planning, urban planning, land use transport link, urban form

detailed annotation

Keywords: transit, urban planning, transport planning, canada, land use transport link, urban form, transit-oriented development

Keywords: urban planning, transport planning, land use transport link

Keywords: urban form, land use transport link

Claims that roadway investments spur new travel, known as induced demand, and thus fail to relieve traffic congestion have thwarted road development in the United States. Past studies point to a significant induced demand effect. This research employs a path model to causally sort out the links between freeway investments and traffic increases, using data for 24 California freeway projects across 15 years. Traffic increases are explained in terms of both faster travel speeds and land use shifts that occur in response to adding freeway lanes. While the path model confirms the presence of induced travel in both the short and longer run, estimated elasticities are lower than those of earlier studies. This research also reveals significant “induced growth” and “induced investment” effects-real estate development gravitates to improved freeways, and traffic increases spawn road investments over time. Travel-forecasting models are needed that account for these dynamics.

A much more sophisticated methodology to help untangle a complicated problem. The model suggests that it may be possible to build out of congestion without road pricing, although the author speculates that the ultimate urban form may look something like Houston. An interesting side note is the role of density, which exerts a strong influence on the level of induced demand. Unfortunately, since the dataset is from Southern California where truly high densities are rare, the model cannot say too much about roadway expansion in dense areas.

Keywords: transport planning, induced travel, urban form, land use transport link

Keywords: urban planning, transit, land use transport link

Keywords: induced travel, transport planning, land use transport link

The built environment is thought to influence travel demand along three principal dimensions - density, diversity, and design. This paper tests this proposition by examining how the “3Ds” affect trip rates and mode choice of residents in the San Francisco Bay Area. Using 1990 travel diary data and land-use records obtained from the U.S. census, regional inventories, and field surveys, models are estimated that relate features of the built environment to variations in vehicle miles traveled per household and mode choice, mainly for non-work trips. Factor analysis is used to linearly combine variables in the density and design dimensions of the built environment. The research finds that density, land-use diversity, and pedestrian-oriented designs generally reduce trip rates and encourage non-auto travel in statistically significant ways, though their influences appear to be fairly marginal. Elasticities between variables and factors that capture the 3Ds and various measures of travel demand are generally in the .06 to .18 range, expressed in absolute terms. Compact development was found to exert the strongest influence on personal business trips. Within-neighborhood retail shops, on the other hand, was most strongly associated with mode choice for work trips. And while a factor capturing “walking quality” was only moderately related to mode choice for non-work trips, those living in neighborhoods with grid-iron street designs and restricted commercial parking were nonetheless found to average significantly less vehicle miles of travel and rely less on single-occupant vehicles for non-work trips. Overall, this research shows that the elasticities between each dimension of the built environment and travel demand are modest to moderate, though certainly not inconsequential. Thus is supports the contention of new urbanists and others that creating more compact, diverse, and pedestrian-oriented neighborhoods, in combination, can meaningfully influence how Americans travel.

A solid study, and a useful decomposition of urban form. By the time I got around to reading it, I'd seen several similar papers (like Cervero and Duncan's later followup), so the conclusion was not surprising.

Keywords: urban planning, transport planning, urban form, land use transport link

A good, balanced paper.

A few comments on the models: the first model does not account for spatial autocorrelation, which may be an issue. The finding that station location within a highway median, incentive zoning, and restrictive zoning were not statistically correlated with building activity around stations is quite interesting.

Keywords: transit, urban planning, transport planning, land use transport link

Keywords: pedestrian planning, urban planning, urban form, urban design, land use transport link

Apparently fairly important - shows benefits of traditional neighbourhood design.

Keywords: pedestrian planning, urban planning, urban form, urban design, land use transport link

Keywords: transit, land use transport link, transport planning, urban planning, urban form

Keywords: land use transport link, transport modelling

Keywords: transport planning, urban form, land use transport link, location choice

Keywords: urban planning, land use transport link, new urbanism

Keywords: land use transport link

Keywords: land use transport link, urban form, transport planning, urban planning

Keywords: urban planning, transport planning, land use transport link

Keywords: land use transport link, urban planning, transport planning

Keywords: land use transport link, transit, urban planning, transport planning

Keywords: canada, transport planning, land use transport link

Keywords: urban planning, transport planning, land use transport link, transit

Keywords: transit, urban planning, transport planning, land use transport link

Keywords: climate mitigation, land use transport link, urban planning, urban form

Keywords: transit, land use transport link, urban form, transport planning, urban planning

detailed annotation

Keywords: transport planning, congestion pricing, transportation demand management, transit, land use transport link, urban form, induced travel, zoning

detailed annotation

Keywords: transport planning, congestion pricing, transportation demand management, transit, land use transport link, urban form, induced travel, zoning

Keywords: transport planning, urban form, transit, land use transport link, urban politics, smart growth

After a quick read, my main criticism regards their choice of neighbourhood variables. I am not convinced that they are capturing “walkability” in their coarse residential sprawl index or “mixed-use” index. While these two variables are intended to capture density and diversity (ignoring design), they ignore the work environment and probably do a poor job of measuring the residential environment. They also tried using the Smart Growth America sprawl index, but this index is not local enough to capture the necessary neighbourhood-scale effects.

Additionally, I have to wonder about their sample-how many walkable environments were actually sampled? In the US, an unstratified sampling strategy would not include many walkable locations.

Finally, I have to wonder about time lags: their model only captures a change in BMI in the year following a move (when a change in sprawl/mixed use is observed). What about subsequent years?

That said, these weaknesses are present in many other papers in the literature, and they do bring some interesting perspectives and methodology to the table. The inclusion of occupation variables associated with strength and strenuousness was a valuable addition to modelling in this area. I'd need to read the paper more closely before I'd be prepared to defend my complaints, really.

Keywords: urban planning, active transportation, land use transport link

A good counterpoint to Gordon & Richardson's article. My one regret with this article: because the author tries to stick to a clearly defensible urban form, and because he tries to avoid seeming “hopelessly European or Canadian,” his definition of a “compact” urban form is actually quite low-density and sprawling by any other nation's standards. He advocates a density of about 4 units per acre, which is below the level required to support even one bus every half hour.

Keywords: urban planning, urban form, land use transport link

Keywords: land use transport link, urban planning, transport planning

Keywords: land use transport link, climate mitigation

Keywords: land use transport link, transport planning

Keywords: land use transport link, urban form

Increases in per capita vehicle usage and associated emissions have spawned an increased the examination of the ways in which our communities and regions are developing. Associated with increased vehicle usage are decreased levels of walking and biking, two valid forms of physical activity. The Surgeon General's 1996 report, Physical Activity and Health, highlights the increasing level of physical inactivity as a growing cause of mortality. The costs and benefits of contrasting land development and transportation investment practices have been the subject of considerable debate in the literature. Findings have been refuted based on methodological grounds and inaccurate interpretation of data. Several of these studies, their methodological approaches, and their critiques are analyzed. While most agree that the built environment influences travel, considerable disagreement exists over the likely impacts of increased density, mix, and street connectivity on air quality, transportation system performance, and household activity patterns.

Keywords: urban planning, transport planning, active transportation, land use transport link

Keywords: urban planning, transport planning, land use transport link

Obesity is a major health problem in the United States and around the world. To date, relationships between obesity and aspects of the built environment have not been evaluated empirically at the individual level. Objective

To evaluate the relationship between the built environment around each participant's place of residence and self-reported travel patterns (walking and time in a car), body mass index (BMI), and obesity for specific gender and ethnicity classifications.

Body Mass Index, minutes spent in a car, kilometers walked, age, income, educational attainment, and gender were derived through a travel survey of 10,878 participants in the Atlanta, Georgia region. Objective measures of land use mix, net residential density, and street connectivity were developed within a 1-kilometer network distance of each participant's place of residence. A cross-sectional design was used to associate urban form measures with obesity, BMI, and transportation-related activity when adjusting for sociodemographic covariates. Discrete analyses were conducted across gender and ethnicity. The data were collected between 2000 and 2002 and analysis was conducted in 2004.

Land-use mix had the strongest association with obesity (BMI>=30 kg/m^2), with each quartile increase being associated with a 12.2% reduction in the likelihood of obesity across gender and ethnicity. Each additional hour spent in a car per day was associated with a 6% increase in the likelihood of obesity. Conversely, each additional kilometer walked per day was associated with a 4.8% reduction in the likelihood of obesity. As a continuous measure, BMI was significantly associated with urban form for white cohorts. Relationships among urban form, walk distance, and time in a car were stronger among white than black cohorts.

Measures of the built environment and travel patterns are important predictors of obesity across gender and ethnicity, yet relationships among the built environment, travel patterns, and weight may vary across gender and ethnicity. Strategies to increase land-use mix and distance walked while reducing time in a car can be effective as health interventions.

A very useful addition to the debates on urban form. I'm a fan of anything bring active transportation into the debate, rather than just trying to reduce SOV trips. I'm curious about why they found land-use mix and walking distance to be statistically independent influences on obesity. Their speculation that it may be related to nutrition (and so-called “food deserts”) is an interesting idea.

Keywords: urban planning, transport planning, active transportation, urban form, land use transport link

Keywords: urban planning, transport planning, active transportation, urban form, land use transport link, urban planning

An increasing body of evidence suggests that moderate forms of physical activity (such as walking and bicycling), when engaged in regularly, can have important beneficial effects on public health. This article reviews current public health, planning, and urban design research to determine, first, how walking and bicycling might be critically important exercise behaviors for improving public health, second, how urban form affects the frequency of walking and bicycling as a form of physical activity, and third, how the public health considerations outlined in this article might reorient planners' thinking toward the realization of health-promotive environments. The current lack of emphasis on the interdependencies between built form and overall quality of life, as measured by health, safety, and welfare considerations, suggests the need for a rethinking of public policy approaches to transportation investment and land development.

Keywords: active transportation, urban planning, transport planning, urban form, land use transport link

Keywords: active transportation, urban planning, transport planning, urban form, land use transport link

Keywords: active transportation, urban planning, pedestrian planning, bicycle planning, urban form, transport planning, land use transport link

Keywords: urban planning, transport planning, active transportation, land use transport link, urban form

Findings from an empirical analysis to test the impacts of land-use mix, population density, and employment density on the use of the single-occupant vehicle (SOV), transit and walking for both work trips and shopping trips are presented. The hypothetical relationships tested focused on whether there is a relationship between urban form and modal choice, whether this relationship exists when controlling for non-urban form factors, whether this relationship is linear or nonlinear, and whether a stronger relationship exists between modal choice and urban form when they are measured at both trip ends as opposed to either the origin or the destination. A review of the literature and experiences suggested that a fair amount of information is known about the impacts of density on mode choice. However, considerable debate exists over whether density itself is actually the causal stimulus or a surrogate for other factors. To address this issue a data base was developed with a comprehensive set of variables for which density may be a proxy, for example, demographics and level of service. This analysis employed a correlational research design in which mode choice was compared among census tracts with differing levels of density and mix. Findings from this research indicate that density and mix are both related to mode choice, even when controlling for non-urban form factors for both work trips and shopping trips. Furthermore, the relationship between population and employment density and mode choice for SOV, transit and walking is nonlinear for both work and shopping trips. Transit usage and walking increase as density and land-use mix increase, whereas SOV usage declines. The findings from this research suggest that measuring urban form at both trip ends provides a greater ability to predict travel choices than looking at trip ends separately. The findings also suggest that increasing the level of land-use mix at the trip origins and destinations is also related to a reduction in SOV travel and an increase in transit and walking.

Solid research, with more convincing methodology than Sch96 (which I read at about the same time).

Overall, the most interesting result of the paper is the demonstration of nonlinearity. Figures 2 and 3 of their paper show a graph of modal share vs. employment density, and vs. population density. These graphs show that major increases in bus/walk modes only happen at employment densities greater than 125 employees/acre (work trips), or 13 residents/acre (shopping trips). The implications for policy are obvious: if you aren't going to reach those thresholds, you're wasting your time. Also, the employment graph shows substantial nonlinearity: between 75 and 125 employees/acre, there is essentially no change in mode share.

They also had some predictable results: walking trips were the most sensitive to increases in population density; it's worth considering densities at both trip ends (i.e., both residential population density and employment population density); etc.

Keywords: urban planning, transport planning, urban form, transit, active transportation, land use transport link

A leading cause of air pollution in many urban regions is mobile source emissions that are largely attributable to household vehicle travel. While household travel patterns have been previously related with land use in the literature (Crane, R., 1996. Journal of the American Planning Association 62 (1, Winter); Cervero, R. and Kockelman, C., 1997. Transportation Research Part D 2 (3), 199-219), little work has been conducted that effectively extends this relationship to vehicle emissions. This paper describes a methodology for quantifying relationships between land use, travel choices, and vehicle emissions within the Seattle, Washington region. Our analysis incorporates land use measures of density and mix which affect the proximity of trip origins to destinations; a measure of connectivity which impacts the directness and completeness of pedestrian and motorized linkages; vehicle trip generation by operating mode; vehicle miles/h of travel and speed; and estimated household vehicle emissions of nitrogen oxides, volatile organic compounds, and carbon monoxide. The data used for this project consists of the Puget Sound Transportation Panel Travel Survey, the 1990 US Census, employment density data from the Washington State Employment Security Office, and information on Seattle's vehicle fleet mix and climatological attributes provided by the Washington State Department of Ecology. Analyses are based on a cross-sectional research design in which comparisons are made of variations in household travel demand and emissions across alternative urban form typologies. Base emission rates from MOBILE5a and separate engine start rates are used to calculate total vehicle emissions in grams accounting for fleet characteristics and other inputs reflecting adopted transportation control measures. Emissions per trip are based on the network distance of each trip, average travel speed, and a multi-stage engine operating mode (cold start, hot start, and stabilized) function.

Keywords: urban planning, transport planning, urban form, land use transport link

Keywords: induced travel, land use transport link

Keywords: transit, urban planning, land use transport link

Keywords: land use transport link, transit, transport planning

Keywords: transport planning, urban planning, land use transport link

Keywords: transport planning, urban planning, urban form, land use transport link

A very good article, covering the theory, the empirical tests, and the methodology involved in measuring land use impacts. Overall, I agree with most of the analysis, with the exception of the closing tirade against planners who support transit and oppose highway expansion.

I found the discussion of the 1980 beltway study (PayBla80) quite interesting-54 U.S. cities, with and without beltway highways, to see what the impacts were on central cities. It's a good question about regional structure and urban form.

There is one key difference between the highway studies and the transit studies cited: since the studies are American, the highways are in areas with no competing modes. As a result, presence/absence of a highway is an indication of the presence/absence of access, really, since the transit service is almost universally poorer than the road access. The transit facilities, by contrast, each represent fairly incremental improvements to access to areas that are already well-served by highways; furthermore, they are competing with highways, while the highway projects listed aren't really competing with transit. Finally, many of the transit facilities studied sound like examples of poor planning overall.

Boarnet & Chalermpong's 2001 study of toll roads in Orange County shows an example of a simple highway project providing access to an otherwise inaccessible region. If there was a comparable example of rail providing access to an empty hinterland (like streetcars at the turn of the century), it might make a fair comparison. For this reason, I'd like to look closer at Haider & Miller's study in Toronto. It's a context where both modes are quite viable: rail and highways both attract significant customers. Absence of highways does not mean absence of access, since transit can fill that void; and vice versa.

That said, the conclusions the author draws about highway impacts and transit impacts are somewhat fair. I would perhaps expand the field of impact of rail beyond the narrow corridor she ascribes to it-with feeder bus systems, a rail line can have impacts well beyond its immediate corridor.

The one argument I would like to pursue further is the author's claim that transit systems should have a decentralising effect similar to highways, since they provide access and allow people to access the centre quickly from a distance. From a theoretical perspective considering a single rail line, I agree with this; however, it ignores two important points: the focussing effect of transit, and the accessibility peaks at intersecting facilities. Mutually supportive transit+land use involves a concentration of activities along the transit corridor, focusing origins/destinations within a linear region. Highways do also have some focusing effects-hence the higher land values near interchanges. However, since the transit feeder mode is usually foot rather than car, a transit facility will tend to have a stronger focusing effect. This is not a direct argument against decentralisation, but it is a partial argument: the transit facility may allow radial decentralisation, but it will simultaneously encourage circumferential centralisation.

Finally, when multiple transportation facilities intersect, there is a peaking of accessibility, providing a single focal point. This can be seen at the intersection of freeways, or the intersection of transit lines. It is here that transit can encourage radial centralisation: if multiple transit facilities intersect at the city centre, the accessibility peak created at that location could potentially counter the decentralising effects of the individual transit lines. Transit probably has more potential for centralising than highways do, since more than two transit facilities can intersect in close geographic proximity-or, as in many North American city centres, multiple transit facilities and a highway could converge on the downtown.

Keywords: transport planning, land use transport link, urban planning

Keywords: transport planning, urban planning, urban form, land use transport link

Keywords: induced travel, land use transport link

A reasonable paper, but I'm skeptical of the data. The authors used highly aggregated metropolitan-level data to draw inferences about travel behaviour, which seems a bit dubious. They did at least include a variable summarizing how “monocentric” each area was, but did not otherwise disaggregate the data at all. I'm not convinced that behaviour can be analysed meaningfully at that scale.

Keywords: urban form, urban planning, transport planning, transport modelling, land use transport link

Keywords: urban planning, urban form, transport planning, energy, land use transport link

I haven't fully absorbed the meaning of this author's models yet.

Keywords: urban planning, urban form, land use transport link, transport planning, pedestrian planning

Keywords: spatial modelling, ilute, urban planning, land use transport link

Proximity to transportation infrastructure (highways and public transit) influences residential real estate values. Housing values also are influenced by propinquity to a shopping facility or a recreational amenity. Spatial autoregressive (SAR) models were used to estimate the impact of locational elements on the price of residential properties sold during 1995 in the Greater Toronto Area. A large data set consisting of 27,400 freehold sales was used in the study. Moran's I was estimated to determine the effects of spatial autocorrelation that existed in housing values. SAR models, using a combination of locational influences, neighborhood characteristics, and structural attributes, explained 83% variance in housing values. Using the “comparable sales approach,” a spatiotemporal lag variable was estimated for every property in the database. This research discovered that SAR models offered a better fit than nonspatial models. This study also discovered that in the presence of other explanatory variables, locational and transportation factors were not strong determinants of housing values. On the other hand, the number of washrooms and the average household income in a neighborhood were found to be significant determinants of housing values. Stepwise regression techniques were used to determine reduced spatial hedonic models.

Keywords: ilute, canada, urban planning, land use transport link

In the chapter I read (#9), there was some mildly interesting background, although mostly material I'd seen before elsewhere. There's some discussion of Harland Bartholomew, the planner who laid out Vancouver's street grid, although he's claimed to belong to the same camp as Robert Moses. The most interesting part of the chapter was the way he highlighted the impossibility of effective land planning in the American regulatory system, how that came about, and how it differs from Europe.

Keywords: history, urban planning, land use transport link

Some interesting discussion of the British experience in urban planning, drawing from Stone (1973). On the basis of cost, Stone recommended settlements of about 250,000 people instead of a huge monocentric city. Hall draws comparisons between the British experience of heavy land use regulation and the American experience, and finds that while British planning restricted land supply and raised housing prices, any solution today would require massive releases of land in high pressure areas, causing a dismemberment of the land use planning system. He discussed European sustainable urban development policies (pedestrian zones, traffic calming, and road pricing), but argues that by focusing on the centre they may be transferring the problem to the suburbs. He includes some interesting discussion of late 1990s planning efforts in France to provide radial transit to the inner suburbs of Paris (ORBITALE) and extensions of the RER system (LUTECE). He also discusses the Dutch ABC system (EXTRA).

Keywords: land use transport link, urban form

Keywords: urban planning, transport planning, land use transport link

Keywords: land use transport link, methodology

Keywords: land use transport link, urban form, transport planning

Keywords: urban form, urban planning, pedestrian planning, land use transport link

Keywords: urban form, land use transport link, urban planning, active transportation

An excellent article investigating the role of attitudes in walking and biking. Most importantly, they attempted a quasi-longitudinal method. They discussed the feedbacks between the act of walking and attitudes about walking, although their method is not sophisticated enough to examine those feedbacks.

Some of the numbers are scary. For the average suburban respondent, the minimum distance to any establishment was about 550m, versus 250m for an urban respondent. The distance to any household maintenance establishment (e.g., groceries, drugstore, etc.) was 800m versus 400m for urban. No wonder no one walks!

Their cycling model had a surprisingly high R-squared value, 0.258-most disaggregate cycling models that I've seen are much lower. Cervero & Duncan had about 0.13; Krizek had about 0.22. Mind you, this could just be a result of their model structure, which is quite unusual.

Regarding their actual models, I'm mildly concerned by the pro-bike/walk and pro-transit attitude variables in their cycling model. While the signs are plausible, the variables are fairly highly correlated; is it possible that the parameters are therefore misestimated? (Mind you, a correlation of 0.3 isn't that high, at the end of the day.) More importantly, what is the “alternatives factor”? I'm guessing that it refers to the “PA options” factor, but it's not clear. Finally, why is a change in the “socializing behaviour” in the new neighbourhood associated with greater cycling? This isn't explored in the paper, but I could imagine that it means “more other people out cycling”-the classic “safety in numbers” hypothesis from the cycling literature.

Keywords: pedestrian planning, bicycle planning, land use transport link

Keywords: transport planning, land use transport link

Keywords: transport planning, induced travel, land use transport link

Keywords: induced travel, land use transport link

Keywords: transit, transport planning, urban planning, land use transport link, canada

Keywords: induced travel, land use transport link

Keywords: urban planning, transport planning, urban form, land use transport link

A brief survey of literature on Toronto, San Francisco, Washington, Boston, Cleveland, Atlanta, Calgary, Edmonton, Portland and San Diego. Many, many good references.

Keywords: urban planning, transit, transport planning, land use transport link, urban form, canada

Keywords: land use transport link, transport planning, urban planning

Keywords: bicycle planning, urban form, land use transport link

This study presents evidence that households, located in areas of the Atlanta Region with moderately high levels of street connectivity and compactness, drive and pollute less on a daily basis. This analysis employs a rigorous methodology to assess the emissions per household on a per trip basis accounting for cold start cycles, speed, hot stabilized operation, distance, and regional fleet characteristics. Emissions per household are cross-sectionally correlated with the land use patterns at the place of residence. These findings support the argument that a “nexus” exists between land use policies implemented through local government development regulations and household travel behavior (ie mode choice, travel distance, travel time, and vehicle emissions). This research provides an initial and very critical step that is required to lend credibility to the argument that major metropolitan regions should consider alternatives to current land and travel intensive development patterns to meet future air quality objectives.

Keywords: transport planning, urban form, urban planning, land use transport link

Keywords: land use transport link, transport planning, urban planning

Keywords: urban planning, transport planning, canada, urban form, land use transport link, transit

Keywords: transport planning, urban planning, urban form, land use transport link

An excellent summary of the dataset collected in their 1999 book, with useful analysis. It's presented in a much more neutral, distanced light than some of their earlier work. The methodology still undoubtedly has problems, such as the use of Metro Toronto instead of the Greater Toronto Area for the city definition. That introduces some massive bias into all references to Toronto, since it excludes all of the sprawling suburbs, including Mississauga (which now has a population over 600,000 and was already quite large in 1990).

While it might not suit their agenda, I would like to see housing costs included in the analysis. There is a clear relationship between density and greater competition for limited land and housing, and any analysis of regional economic competitiveness really has to take housing costs into account. Newman and Kenworthy's core argument that land use influences transport has a clear converse, but they seem to have chosen to ignore it here.

Keywords: transport planning, urban planning, land use transport link, urban form

Keywords: transport planning, urban planning, urban form, transit, land use transport link, energy

This sourcebook provides the most comprehensive set of time series data and analyses on these important subjects that is available today. It spans 46 cities in the US, Australia, Canada, Europe and Asia, covering the widest possible range of data on the land use and transportation systems, energy use, and economic and environmental impacts of transportation that has been assembled to date. It also contains a set of coloured maps for each city outlining territorial boundaries, the extent of urbanisation, and all rail, busway and freeway systems. A must for every individual and organisation wanting to better understand and respond to the urban transportation debate.

Keywords: data, transport planning, urban planning, transit, urban form, land use transport link

Keywords: urban planning, transport planning, canada, urban form, transit, land use transport link

Keywords: urban planning, transport planning, urban form, land use transport link

An interesting foray into the “self-selection” debate, my first reading there. I'm not yet convinced of the overall argument. Is it really surprising that transit use is associated with a positive attitude towards transit, and that that attitude can be used to explain transit use well? That's just the “rational actor” theory-if you don't like it, you don't use it. It's a much more direct measurement of your likelihood to use and be aware of the positives/negatives of transit than land use is. The question is about the direction of causation-does use of transit change your attitude? Does living in a transit-supportive area change your attitude? This paper doesn't yet get to the heart of the problem.

Keywords: land use transport link, travel behaviour

Keywords: land use transport link, urban planning, transport planning

Keywords: land use transport link, urban planning, transport planning

Keywords: urban form, land use transport link, urban design

An interesting study. He makes the useful note that a panel survey where some people choose to move is not strictly a random sample; there was some underlying reason why those people chose to move, so you have a self-selected samples (p. 271). I don't fully buy his assumption that movers were in equilibrium with neighbourhood prior to moving; it's a major assumption, which he acknowledges and tests towards the end of the paper. However, it's still a useful experiment: even if the movers were trying to self-select, if the move allows them to reduce/increase VMT, it suggests that urban form is an enabler for desired travel behaviour, a necessary condition for behaviour change.

All told, a very methodologically cautious paper, with some good insights.

Keywords: urban planning, transport planning, land use transport link, travel behaviour

A very useful article regarding the land use-transport link. They examined courses taught on the subject, and their syllabi. The key books were MooTho94 and Dow92/Dow04, and Cer96b was a key article, as was the debate between Ewi97 and GorRic97. Other publications included Giu95, Cra98, and Lev99.

Keywords: land use transport link, transport planning, urban form, urban planning

Keywords: land use transport link, transport planning

Keywords: induced travel, land use transport link

Keywords: land use transport link

Keywords: land use transport link, zoning

Keywords: land use transport link

Transportation and land use research of the past decade has focused in large part on the question of whether manipulating land uses in the direction of “smart growth” alternatives can reduce vehicle miles traveled (VMT) or otherwise improve travel behavior. Yet the notion of “manipulating” land uses implies that the alternative is somehow self-organized or market-based. This view appears to underestimate the extent to which current planning interventions in the United States-largely focused on lowering development densities, mandating ample road and parking designs, and separating land uses-impose an auto-oriented template on most new development. Rather than a market failure, the paucity of “smart growth” alternatives may be a planning failure-the result of municipal regulatory exclusion. This problem definition would shift the burden of proof for policy reform, as uncertainty in travel-behavior benefits would hardly justify the continuation of exclusionary regulations. If municipal regulations in fact constrain alternatives to low-density auto-oriented development, one would expect developers to perceive unsatisfied market interest in such development. This article studies, through a national survey (676 respondents), US developers' perceptions of the market for pedestrian- and transit-oriented development forms. Overall, respondents perceive considerable market interest in alternative development forms, but believe that there is inadequate supply of such alternatives relative to market demand. Developer-respondents attribute this gap between supply and demand principally to local government regulation. When asked how the relaxation of these regulations would affect their product, majorities of developers indicated that such liberalization woud lead them to develop in a denser and more mixed-use fashion, particularly in close-in suburban locales. Results are interpreted in favor of land-policy reform based on the expansion of choice in transportation and land use. This view contrasts with a more prevalent approach which conditions policy interventions on scientific evidence of travel-behavior modification.

An excellent article, rebutting the claims of many others in the research community. The abstract is an excellent summary of the points made in this article. References BoaCra01, EwiCer01, Cra99 and Dow92. The latter is quoted: “[T]he belief that sprawl is caused primarily by market failures is based on the false assumption that there is a freely operating land use market in US metropolitan areas. No metropolitan area has anything remotely approaching a free land use market because of local regulations adopted for parochial political, social and fiscal purposes.”

Keywords: urban planning, land use transport link, equity, zoning

Some great equity context, including the Tiebout hypothesis.

Keywords: land use transport link, equity, travel behaviour, zoning

Keywords: transport planning, urban form, land use transport link

Keywords: urban form, transport planning, urban planning, land use transport link

Keywords: urban planning, transit-oriented development, transport planning, land use transport link

Keywords: land use transport link, transport planning, transit-oriented development

Keywords: land use transport link

Keywords: transport planning, urban planning, energy, urban form, land use transport link

Keywords: urban form, land use transport link

detailed annotation

Keywords: transport planning, transport modelling, land use transport link

Keywords: land use transport link, transport modelling

Keywords: transport modelling, land use transport link

Keywords: transport modelling, ilute, land use transport link

Some empirical findings are presented on the relationship between urban form and work trip commuting efficiency, drawn from the analysis of 1986 work trip commuting patterns in the greater Toronto area. Work trip commuting efficiency is measured with respect to the average number of vehicle kilometers traveled (VKT) per worker in a given zone. Preliminary findings include VKT per worker increases as one moves away from both the central core of the city and from other high-density employment centers within the region; job-housing balance, per se, shows little impact on commuting VKT; and population density, in and of itself, does not explain variations on commuting VKT once other urban structure variables have been accounted for.

Keywords: urban planning, transport planning, canada, urban form, land use transport link

detailed annotation

Keywords: transport modelling, ilute, transit, land use transport link

Keywords: transport modelling, ilute, transit, land use transport link

The case is presented for a new, coordinated research and development (R&D) program designed to improve significantly the operational state of practice in integrated urban modeling. First, the authors' view of an “ideal” integrated urban modeling system is described. If developed, this modeling system should be capable of incorporating the best possible understanding of transportation and land use interactions and of addressing planning and analysis needs. Also discussed briefly are current operational modeling capabilities as related to the proposed ideal model. Finally, a multiyear R&D program that was designed to move current practice significantly toward the operationalization of the ideal model is detailed.

Keywords: transport modelling, ilute, land use transport link, transit

Keywords: canada, transit, transport planning, urban planning, land use transport link

A good report, with a realistic and progressive vision for the future. I found the maps comparing Toronto, Square One and Pearson trip ends extremely interesting (figures II.7 - II.9).

Keywords: transport planning, canada, urban planning, transit, land use transport link, urban form

Keywords: canada, transit, transport planning, urban planning, land use transport link, urban form

They looked at the NewKen89 data using a different statistical technique, and claimed to find poor statistical support for the density correlation to energy use, at least for North American and Australian cities. European cities showed a significant relation to inner city and CBD density. I remain skeptical overall, though. I need to read more about their statistical methods before making any conclusions, though.

Keywords: urban form, land use transport link, energy

Keywords: urban form, urban planning, transport planning, land use transport link

The project ILUMASS (Integrated Land-Use Modelling and Transportation System Simulation) aims at embedding a microscopic dynamic simulation model of urban traffic flows into a comprehensive model system incorporating both changes of land use and the resulting changes in transport demand.

The land-use component of ILUMASS will be based on the land-use parts of an existing urban simulation model, but is to be microscopic like the transport parts of ILUMASS. Microsimulation modules will include models of demographic development, household formation, firm lifecycles, residential and non-residential construction, labour mobility on the regional labour market and household mobility on the regional housing market. These modules will be closely linked with the models of daily activity patterns and travel and goods movements modelled in the transport parts of ILUMASS developed by other partners of the project team. The design of the land use model takes into account that the collection of individual micro data (i.e. data which because of their micro location can be associated with individual buildings or small groups of buildings) or the retrieval of individual micro data from administrative registers for planning purposes is neither possible nor, for privacy reasons, desirable. The land use model therefore works with synthetic micro data which can be retrieved from generally accessible public data.

ILUMASS is a group project of institutes of the universities of Aachen, Bamberg, Dortmund, Cologne and Wuppertal under the co-ordination of the Transport Research Institute of the German Aerospace Centre (DLR). Study region for tests and first applications of the model is the urban region of Dortmund. The common database will be compiled in co-operation with the City of Dortmund. After its completion the integrated model is to be used for assessing the impacts of potential transport and land use policies for the new land use plan of the city.

The paper will focus on the land-use parts of the ILUMASS model. It will present the underlying behavioural theories and how they are made operational in the model design, explain how the synthetic population is generated, show first model results and demonstrate the potential usefulness of the model for the planning process.

Interesting. They've adapted the IRPUD land use project for a new integrated model. They do some major rasters (200 000 cells) for some of their lookups, although they're also interested in environmental indicators as well as transport results. They don't operate on a parcel-level due to local privacy legislation; instead they work on a zonal level, combined with a density plot of unknown detail.

Keywords: transport modelling, spatial modelling, land use transport link

Keywords: land use transport link, energy

Keywords: transport planning, land use transport link, induced travel

Keywords: transport planning, land use transport link, induced travel

detailed annotation

Keywords: urban economics, transport planning, urban planning, congestion pricing, transportation demand management, transit, land use transport link, zoning

An interesting take on a classic topic. (See also: MooTho94, NewKen96, etc.) I found the discussion of class interesting: dispersed development (initially in the form of streetcar suburbs, later in the form of auto suburbs) allowed the middle-class to achieve something that had previously been reserved for the upper-class: income segregation. Prohibition was part of this process: dry districts were partly intended to keep out the working classes. Streetcars also opened up enough space to allow the formation of ethnic neighbourhoods for the first time, which is certainly evident in a city like Toronto. The period from 1920-1930 was the “point im time, many geographers and planners would agree, that intrametropolitan transportation achieved its greatest level of efficiency-the burgeoning city truly `worked.' ” Muller cites some great studies: Bae78 shows the evolution of land uses along a Minneapolis freeway corridor from 1953-1976 as a new `downtown' emerged along the freeway.

Keywords: urban form, land use transport link, history

Keywords: urban planning, transport planning, land use transport link

Keywords: transport planning, urban planning, urban form, land use transport link

Keywords: urban planning, transport planning, urban form, land use transport link, energy

This was the first I read by these authors; this article and their 1989 book are classic texts in the field.

It's an ambitious and impressive effort, although I doubt that anyone will ever completely believe either their data or their results. Nevertheless, the data collection effort is laudable, especially when they include information on parking and relative speeds. Since reading this, I've improved my stats quite a bit, and I'd like to revisit it (or their 1999 followup) and see if I buy their results and conclusions. I'd also like to look into the econometric models they criticised.

One choice quote: “Toronto has a much stronger transit system (50?? vehicle miles of service per capita) than do U.S. or Australian cities, a feature with its dense land use; its provision for automobiles is also much less than that in U.S. and Australian cities. The diversity of its transit systems, which include commuter rail, subway, modern trams on-street and new LRT on separated tracks, electric trolleys, and diesel buses (as well as comprehensive cycle ways), provides a powerful comparison to nearby Detroit, which has an almost complete commitment to the automobile. The per capita gasoline consmuption in Detroit is double that in Toronto; transit use is 0.8 percent of total passenger miles in Detroit, compared with 16.7 percent in Toronto. However, the difference in gasoline consumption in Detroit and Toronto cannot be explained simply by the difference in transit use. For example, if all of Toronto's transit users transferred to car the per capita use of gasoline would increase by 53 gallons, making Toronto's usage still 184 gallons per capita lower than that of Detroit. The Toronto transit system is part of an overall more energy-efficient city, despite Toronto having lower gasoline prices in 1980 and less fuel-efficient vehicles than the U.S. Indeed, Toronto is one of the few cities in the world with well-developed policies for transportation energy conservation based on land use strategies.”

Keywords: transport planning, urban planning, canada, energy, land use transport link, urban form, transit

Keywords: transport planning, urban planning, energy, urban form, land use transport link

detailed annotation

There is a growing international movement, “The New Urbanism”, which seeks to reconnect transport with land use and in particular to establish transit-oriented development where higher-density, mixed-use areas built around high-quality transit systems provide a focused urban structure that can help to loosen the grasp of automobile dependence. There are many case studies around the world of cities which demonstrate this process of reconnecting land use and transport. The cases of Singapore, Hong Kong, Zurich (Switzerland), Copenhagen (Denmark), Freiburg (Germany), Toronto and Vancouver (Canada), Portland, Oregon (USA) and Perth (Australia) are briefly described here to show the various levels of achievement in very different environments around the world.

Keywords: urban planning, transport planning, canada, land use transport link, urban form

detailed annotation

Keywords: general interest, transport planning, urban planning, canada, land use transport link, urban form, energy, sustainability

This paper reviews recent research into the demand inducing effects of new transportation capacity. We begin with a discussion of the basic theoretical background and then review recent research both in the UK and the US. Results of this research show strong evidence that new transportation capacity induces increased travel, both due to short run effects and long run changes in land use development patterns. While this topic has long been debated amongst transportation planners, the fundamental hypothesis and theory has long been apparent in studies of transportation economics and planning that evaluated different issues (e.g. travel time budgets and urban economic development effects). We summarize much of this work and relate the theoretical issues to recent empirical research. We then proceed to examine recent changes in transportation and environmental policy in the US and the UK. The role of the new knowledge of induced travel effects would be expected to lead to changes in the conduct of transportation and environmental policy. Changes in policy and implementation of those policies are still occurring and we provide some suggestions on how to move forward in these areas.

Keywords: induced travel, land use transport link

Keywords: transit, transport planning, urban planning, urban form, land use transport link

I found their description of Houston interesting. I'd heard a lot about Houston's laissez-faire no-zoning policies, but I'd never read anything about the details. It sounds like they still suffer from the same social exclusion effects as many U.S. residential areas, but they use deed restrictions to enforce the exclusion instead of zoning laws. The authors give a surprisingly positive review to the HOV system overall, quite different from what I'd heard about HOV lanes in the present day context. Overall, Houston sounds like a depressing place to live or work. The complete rejection of land use control and the overwhelming dominance of the automobile turn me off. The Washington, D.C. case study wasn't very interesting to me, focusing mainly on transit-oriented development plans. The Portland section was slightly more interesting, again focusing on how land use goals are achieved by the agencies involved. The Vancouver section was mostly familiar, but did contain some interesting details that were new to me. There are some strange comments, though-they claim that the “European and Asian heritage of the region has also made the Vancouver community more accepting of transit” and characterise Vancouver as very unique within Canada. That's total rubbish-Canadian cities generally have an accepting attitude towards transit and a diverse cultural mix, and American cities have as much of a “European heritage” as Canadian ones. Sure, Vancouver is younger-but that should put it in the same boat as other young west coast cities, like Seattle. Some of their discussion regarding the history of SkyTrain is interesting, however, especially the idea that the Expo line was deliberately run through empty industrial areas to reduce NIMBY resistance and to allow new, denser transit-oriented development. They also note that TransLink does not own the land under the SkyTrain, allowing existing owners to make good use of the land, building towers around the tracks, etc. This is vastly better than the freeway model, where the land underneath and nearby is just dead space. Interestingly, they note that both Canadian and American government agencies put out a Request For Proposals (RFP) for a low-cost site, but only Canadian agencies can make location a requirement-i.e., requiring a site on the SkyTrain line.

I'm a bit dubious about their Ottawa section. They speak in glowing terms about many of the details of the system, and it doesn't always jibe with my experience when I lived there. Granted, I lived in a lousy area (far from the transitway) with a poor commute pattern. But there was a huge chunk of underserviced city where I lived, and I did see how the policies were working out on the ground. However, the policies sound like good ideas, at the least. They started with a bizarre statistic to make Ottawa look good: “Passengers per route mile in the first year,” a statistic biased towards bus systems, before development associated with a fixed rail system is completed. It's nice that (like Vancouver) they officially prioritise transit over road improvements, and that they consider it an official service. Their policy of building early in suburban areas is also an excellent idea, as is the policy of forcing regional shopping centres to be within 5 minutes walk of a transit station. (I have to wonder if that applies to big box zones, though-they were certainly abundant in the Ottawa area when I lived there. The abhorrent South Keys development all happened under these policies.) The Transitway design is clever, since they left enough room to allow later conversion to a rail system. One telling quote: “These services are adapted to, and as a result, help reinforce, the region's suburban landscape. In Ottawa-Carleton, it is accepted that low-density living environments are preferred by most residents, and that transit programs should in no way seek to alter this settlement pattern, but rather to serve it.” To be fair, that pattern may be changing now-the condo boom has definitely hit Ottawa. I suspect some of these sentences reflect the suburban American audience of this report. Ottawa also has taken a serious attitude towards directing job growth to transit corridors, in a manner similar to the Dutch ABC system. They also route buses through subdivision collector roads instead of arterial streets, to make for easier pedestrian access and avoiding the fight to access buses on arterials. (This may explain some of my confusion with the bus system, since I was more accustomed to the Toronto approach. It may also explain why buses were often poor choices for reaching retail areas, usually located on the arterials. It sounds like that was mostly political bad luck, though, not design-developers have insisted on siting commercial development on the arterials, not the planners' first choice.) Their reduction in downtown parking is admirable, with a 15% reduction from 1975 to 1984, a period of regression for most cities. They don't really comment much on the fact that many Transitway stations are built in parkland with no adjacent development, but they do note that future stations are being built in advance of development, with an aim to integrate better with mixed-use neighbourhoods. They claim pessimistically that the high-density transit-oriented residential demand had reached saturation point (!!) in Ottawa by 1993. At the end of the day, they've had difficulty achieving their goals, with regional employment share near transit stations remaining fairly static from 1986-1991. But they're still far ahead of most of North America.

Keywords: transit, transport planning, urban planning, canada, land use transport link

Keywords: land use transport link, urban planning, transport planning

Keywords: canada, transport planning, urban form, land use transport link

Keywords: transport planning, urban planning, urban form, land use transport link

Keywords: sustainability, land use transport link

detailed annotation

Keywords: transport planning, urban planning, urban form, transit, land use transport link

Keywords: transport modelling, land use transport link

Keywords: transport modelling, land use transport link, urban form

Keywords: land use transport link, urban planning, transit

By estimating multinomial choice models, this paper examines the relationship between travel mode choice and attributes of the local physical environment such as topography, sidewalk availability, residential density, and the presence of walking and cycling paths. Data for student and staff commuters to the University of North Carolina in Chapel Hill are used to illustrate the relationship between mode choice and the objectively measured environmental attributes, while accounting for typical modal characteristics such as travel time, access time, and out-of-pocket cost. Results suggest that jointly the four attributes of the local physical environment make significant marginal contributions to explaining travel mode choice. In particular, the estimates reveal that local topography and sidewalk availability are significantly associated with the attractiveness of non-motorized modes. Point elasticities are provided and recommendations given regarding the importance of incorporating non-motorized modes into local transportation planning and in the study of how the built environment influences travel behavior.

Keywords: pedestrian planning, bicycle planning, urban design, transport planning, transport modelling, land use transport link

Keywords: land use transport link, accessibility

Keywords: transport planning, urban planning, urban form, land use transport link, history

Keywords: transport modelling, transport planning, urban form, land use transport link

Keywords: urban planning, transport planning, land use transport link

A very useful classification of residents: by urban/suburban mismatch. Those living in the city but preferring suburbia (“dissonant”) behave those who both live in and prefer the city (“consonant”). Of the dissonants, urban-dwellers are claimed to be better off than suburban-dwellers, since urban dissonants can still drive, while suburban dissonants can't really do much about inadequate transit service / walking environment.

Keywords: land use transport link, travel behaviour

Keywords: transport planning, urban planning, ilute, canada, urban form, land use transport link

Keywords: urban planning, transport planning, transit, land use transport link, urban form

Keywords: urban form, streets, urban planning, land use transport link

Keywords: urban form, streets, urban planning, land use transport link

This looks like an excellent summary of other land use/transport papers

Keywords: land use transport link

Some excellent insights into the reasons why transit ridership is so low in the United States. A particularly interesting note regards the historical growth in Europe and the US: European cities have experienced relatively little growth during the age of the automobile, which goes a long way towards explaining their limited suburbanisation. The comparison between Canada and US is more apt, since both have experienced similar growth levels during the automobile age.

Keywords: transit, urban form, land use transport link, canada, history

He makes some very valid criticisms of integrated transportation/land use models. He has four things in particular that he'd like to see done: induction of principles of spatial behaviour; development of context and domain-specific behavioural models, where he complains about the use of multinomial logit models for residential location decisions, despite the fact that most households have very limited information and housing literature gives better models; development of truly integrated models, instead of cobbling together existing models and all of their assumptions; modelling of spatial planning and its effects on urban form, including P3s.

Keywords: transport modelling, ilute, land use transport link

Keywords: land use transport link, transport planning, urban planning

A different take on Los Angeles than I'd heard before. Wachs describes a city that was distinct from an early age. Its initial trajectory was not so different from Vancouver: a population of only 6000 in 1870, linked to the railroad in 1876. But it exploded from there, to 50,000 by 1890, up to 320,000 by 1910, and 1.2 million by 1930-and already 780,000 cars by that date. The city motorized extremely early, aided by the California climate and local conditions. The immigrants were quite well-to-do, mostly born in the USA and raised with American values, and settled in a very dispersed pattern well before the arrival of the automobile, mostly aided by streetcars. The city developed in parallel with communications technology (the telephone) and at the height of the City Beautiful movement. Also, building heights were constrained by city laws after the 1906 San Francisco earthquake. Already by 1924, 48 percent entering the CBD came by car. The decisive stroke in favour of automobiles, however, was the decision to proceed with an incremental roads and highway plan (1924), and the failure to adopt a proposed high-cost transit plan (1926).

Keywords: history, land use transport link, transit

Interesting. Waddell gives a nod to Miller's 98 TRCP paper, generally agreeing that it's a good description of an “ideal model.” Waddell's model definitely tries to do a better job than earlier models, but the simulation may still be too coarse to achieve its goals. There is no modelling of the household, or much modelling of decision-making procedures within the household. They use the same one-year timestep as Miller, but only a five-year timestep for calculation of the transportation network. Their ability to deal with other modes is seriously limited - while disaggregation brings the scale down to a reasonable level, they don't model automobile ownership, one of the key decisions. They note the difficulty of validation against historical data; even with a relatively stable period (1980-1994, little job or pop changes), there's a fair bit of difference between their model and others' models. And of course they can't hope to predict big changes - like Weyerhaueser closing a plant. They're also still fairly cellular automata based - transition rules instead of behavioural modelling.

Keywords: transport modelling, transport planning, urban planning, land use transport link

Keywords: land use transport link, location choice, firm behaviour

Interesting background notes on the municipal interest in modeling - lawsuits from Sierra Club and others. I should compare Figure 3 vs. ILUTE's structure. Lots of good background on different modeling strategies. Claims that there is no evidence that aggregate data is less error-prone than disaggregate data. They show a very rough breakdown into submodels.

Keywords: transport modelling, land use transport link

Keywords: land use transport link, transport modelling

One of the better parking papers that I've read, and one which makes the connection to urban form explicit. One sentence was phrased in a way that struck me: he notes that each site is required to have adequate space to meet peak demands-rather than allowing one “peak” site for the area. Existing parking standards insist that parking must be provided exactly at the destination, even for rare peak demands.

Keywords: transport planning, parking, land use transport link

Keywords: land use transport link, transport modelling