keyword_land_use_transport_link.bib

@comment{{This file has been generated by bib2bib 1.91}}
@comment{{Command line: /usr/bin/bib2bib -ob keyword_land_use_transport_link.bib -c 'keywords: "land use transport link"' ref.bib}}
@article{Alo60,
  author = {William Alonso},
  title = {A Theory of the Urban Land Market},
  year = 1960,
  journal = {Papers and Proceedings, Regional Science Association},
  volume = 6,
  pages = {149--157},
  keywords = {land use modelling, land use transport link, urban economics},
  status = {read}
}
@article{AndKanMil96,
  author = {William P.~Anderson and Pavlos S.~Kanaroglou and Eric
        J.~Miller},
  title = {Urban Form, Energy and the Environment: A Review of Issues,
        Evidence and Policy},
  year = 1996,
  month = feb,
  journal = {Urban Studies},
  volume = 33,
  number = 1,
  pages = {7--35},
  keywords = {transport planning, land use transport link, urban form, energy},
  status = {read}
}
@techreport{BoaHau00,
  author = {Marlon G.~Boarnet and Andrew F.~Haughwout},
  title = {Do Highways Matter? {E}vidence and Policy Implications of
        Metropolitan Development},
  year = 2000,
  month = aug,
  institution = {Brookings Institution},
  address = {Washington, D.C., USA},
  type = {Discussion Paper},
  url = {http://www.brook.edu/es/urban/boarnet.pdf},
  status = {read},
  annote = {
        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},
  abstract = {
        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.
    }
}
@inproceedings{Bri94,
  author = {Ray E.~Brindle},
  title = {Lies, damned lies and ``automobile dependence''---some
        hyperbolic reflections},
  year = 1994,
  booktitle = {Proceedings of the 1994 Australian Transport Research
        Forum},
  pages = {117--131},
  address = {Melbourne, Australia},
  status = {read},
  keywords = {transport planning, land use transport link},
  url = {http://www.aitpm.org.au/annex/0304_RBtech.pdf},
  annote = {
        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.
    }
}
@article{Bri03,
  author = {Ray E.~Brindle},
  title = {Kicking the habit (part 1): some musings on the meaning of
        `car dependence'},
  year = 2003,
  month = sep,
  journal = {Road and Transport Research},
  volume = 12,
  number = 3,
  pages = {61--73},
  keywords = {transport planning, urban planning, land use transport link},
  status = {read},
  annote = {
        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.
    }
}
@article{Cer96b,
  author = {Robert Cervero},
  title = {Jobs-housing balance revisited: Trends and impacts in the
        {S}an {F}rancisco {B}ay {A}rea},
  year = 1996,
  journal = {Journal of the American Planning Association},
  volume = 62,
  number = 4,
  pages = {492--511},
  keywords = {urban planning, land use transport link, urban form},
  status = {read},
  quality = 4,
  annote = {
        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.
    }
}
@book{Cer98,
  author = {Robert Cervero},
  title = {The Transit Metropolis: A Global Inquiry},
  year = 1998,
  publisher = {Island Press},
  address = {Washington, D.C., USA},
  status = {read},
  annoteurl = {http://davidpritchard.org/sustrans/Cer98/index.html},
  keywords = {transit, urban planning, transport planning, canada, land use transport link, urban form, transit-oriented development}
}
@article{Cer03,
  author = {Robert Cervero},
  title = {Road Expansion, Urban Growth, and Induced Travel: A Path
        Analysis},
  journal = {Journal of the American Planning Association},
  year = 2003,
  volume = 69,
  number = 2,
  pages = {145--163},
  url = {http://www.planning.org/newsreleases/pdf/Cervero.pdf},
  quality = 5,
  keywords = {transport planning, induced travel, urban form, land use transport link},
  abstract = {
        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.
    },
  annote = {
        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.
    }
}
@article{CerKoc97,
  author = {Robert Cervero and Kara Maria Kockelman},
  title = {Travel Demand and the 3 {D}s: Density, Diversity and Design},
  year = 1997,
  journal = {Transportation Research D},
  volume = 2,
  number = 3,
  pages = {199--219},
  status = {read},
  keywords = { urban planning, transport planning, urban form, land use transport link },
  abstract = {
        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. 
    },
  annote = {
        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.
    }
}
@article{CerLan97,
  author = {Robert Cervero and John Landis},
  title = {Twenty Years of the {B}ay {A}rea {R}apid {T}ransit system:
        Land Use and Development Impacts},
  year = 1997,
  month = jul,
  journal = {Transportation Research A},
  volume = 31,
  number = 4,
  pages = {309--333},
  status = {read},
  keywords = {transit, urban planning, transport planning, land use transport link},
  annote = {
        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.
    }
}
@book{Dow92,
  author = {Anthony Downs},
  title = {Stuck in Traffic: Coping with Peak-Hour Traffic Congestion},
  year = 1992,
  publisher = {Brookings Institution Press},
  address = {Washington, D.C., USA},
  keywords = { transport planning, congestion pricing, transportation demand management, transit, land use transport link, urban form, induced travel, zoning },
  status = {read},
  annoteurl = {http://davidpritchard.org/sustrans/Dow92/index.html}
}
@book{Dow04,
  author = {Anthony Downs},
  title = {Still Stuck in Traffic: Coping with Peak-Hour Traffic Congestion},
  year = 2004,
  publisher = {Brookings Institution Press},
  address = {Washington, D.C., USA},
  status = {read},
  keywords = { transport planning, congestion pricing, transportation demand management, transit, land use transport link, urban form, induced travel, zoning },
  annoteurl = {http://davidpritchard.org/sustrans/Dow92/index.html}
}
@article{Dow05,
  author = {Anthony Downs},
  title = {Smart {G}rowth: Why We Discuss It More Than We Do It},
  year = 2005,
  journal = {Journal of the American Planning Association},
  volume = 71,
  number = 4,
  pages = {367--378},
  status = {read},
  keywords = { transport planning, urban form, transit, land use transport link, urban politics, smart growth }
}
@techreport{EidOvePugTur06,
  author = {Jean Eid and Henry G.~Overman and Diego Puga and Matthew
        A.~Turner},
  title = {Fat {C}ity: Questioning the Relationship between Urban Sprawl
        and Obesity},
  year = 2006,
  type = {Manuscript Paper},
  institution = {University of Toronto},
  status = {read},
  url = {http://www.upf.edu/grec/en/0607/docs/fatcity.pdf},
  keywords = {urban planning, active transportation, land use transport link},
  annote = {
        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.
    }
}
@article{Ewi97,
  author = {Reid Ewing},
  title = {Counterpoint: Is {L}os-{A}ngeles-style sprawl desirable?},
  journal = {Journal of the American Planning Association},
  year = 1997,
  volume = 63,
  number = 1,
  pages = {107--126},
  status = {read},
  keywords = {urban planning, urban form, land use transport link},
  annote = {
        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.
    }
}
@article{FraAndSch04,
  author = {Lawrence D.~Frank and Martin A.~Andresen and Thomas L.~ Schmid},
  title = {Obesity Relationships with community design, physical
        activity, and time spent in cars},
  year = 2004,
  month = aug,
  volume = 27,
  number = 2,
  pages = {87--96},
  journal = {American Journal of Preventive Medicine},
  keywords = {urban planning, transport planning, active transportation, urban form, land use transport link},
  url = {http://www.act-trans.ubc.ca/documents/ajpm-aug04.pdf},
  abstract = {
        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.
    },
  status = {read},
  annote = {
        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.
    }
}
@article{FraPiv94,
  author = {Lawrence D.~Frank and Gary Pivo},
  title = {Impacts of mixed use and density on utilization of three modes
        of travel: single-occupant vehicle, transit, and walking},
  year = 1994,
  journal = {Transportation Research Record},
  volume = 1466,
  pages = {44--52},
  status = {read},
  keywords = {urban planning, transport planning, urban form, transit, active transportation, land use transport link},
  abstract = {
        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.
    },
  annote = {
        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.
    }
}
@incollection{Giu04,
  author = {Genevieve Giuliano},
  title = {Land Use Impacts of Transportation Investments: Highways and
        Transit},
  year = 2004,
  booktitle = {The Geography of Urban Transportation},
  editor = {Susan Hanson and Genevieve Giuliano},
  edition = {3rd},
  chapter = 9,
  publisher = {Guildford Press},
  address = {New York City, NY, USA},
  pages = {237--273},
  quality = 4,
  keywords = {transport planning, land use transport link, urban planning},
  status = {read},
  annote = {
        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.
    }
}
@article{GorKumRic89,
  author = {Peter Gordon and Ajay Kumar and Harry Richardson},
  title = {The Influence of Metropolitan Spatial Structure on Commuting
        Time},
  year = 1989,
  journal = {Journal of Urban Economics},
  volume = 26,
  pages = {138--151},
  keywords = {urban form, urban planning, transport planning, transport modelling, land use transport link},
  status = {read},
  annote = {
        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.
    }
}
@article{Gre03,
  author = {Michael J.~Greenwald},
  title = {The Road Less Travelled: {N}ew {U}rbanist Inducements to
        Travel Mode Substitution for Nonwork Trips},
  year = 2003,
  journal = {Journal of Planning Education and Research},
  volume = 23,
  number = 1,
  pages = {39--57},
  status = {read},
  doi = {10.1177/0739456X03256248},
  keywords = {urban planning, urban form, land use transport link, transport planning, pedestrian planning},
  annote = {
        I haven't fully absorbed the meaning of this author's models yet.
    }
}
@article{Hal97,
  author = {Peter Hall},
  title = {The Future of the Metropolis and its Form},
  year = 1997,
  journal = {Regional Studies},
  volume = 31,
  number = 3,
  pages = {211--220},
  status = {read},
  keywords = {land use transport link, urban form},
  annote = {
        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).
    },
  quality = 3
}
@article{HanBoaEwiKil02,
  author = {Susan L.~Handy and Marlon G.~Boarnet and Reid Ewing and
        Richard E.~Killingsworth},
  title = {How the built environment affects physical activity: Views from
        urban planning},
  year = 2002,
  journal = {American Journal of Preventive Medicine},
  volume = 23,
  number = {2S},
  pages = {64--73},
  status = {read},
  keywords = {urban form, land use transport link, urban planning, active transportation}
}
@article{HanCaoMok06,
  author = {Susan L.~Handy and Xinyu Cao and Patricia L.~Mokhtarian},
  title = {Self-Selection in the Relationship Between the Built
        Environment and Walking: Empirical Evidence from {N}orthern
        {C}alifornia},
  year = 2006,
  journal = {Journal of the American Planning Association},
  volume = 72,
  number = 1,
  quality = 4,
  status = {read},
  pages = {55--74},
  keywords = {pedestrian planning, bicycle planning, land use transport link},
  annote = {
        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.
    },
  url = {http://www.ndsu.edu/ndsu/xinyu/JAPA_Walking.pdf}
}
@article{Hua96,
  author = {Herman Huang},
  title = {The Land-Use Impacts of Urban Rail Transit Systems},
  year = 1996,
  journal = {Journal of Planning Literature},
  volume = 11,
  number = 1,
  pages = {17--30},
  status = {read},
  quality = 4,
  annote = {
        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}
}
@article{KenLau99,
  author = {Jeffrey R.~Kenworthy and Felix B.~Laube},
  title = {Patterns of automobile dependence in cities: an international
        overview of key physical and economic dimensions with some implications
        for urban policy},
  year = 1999,
  journal = {Transportation Research A},
  volume = 33,
  pages = {691--723},
  keywords = {transport planning, urban planning, land use transport link, urban form},
  status = {read},
  quality = 5,
  annote = {
        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.
    }
}
@article{KitMokLai97,
  author = {Ryuichi Kitamura and Patricia L.~Mokhtarian and Laura Laidet},
  title = {A Micro-Analysis of Land Use and Travel in Five Neighborhoods
        in the {S}an {F}rancisco {B}ay {A}rea},
  year = 1997,
  journal = {Transportation},
  volume = 24,
  number = 2,
  pages = {125--158},
  status = {read},
  keywords = {land use transport link, travel behaviour},
  annote = {
        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.
    }
}
@article{Kri03,
  author = {Kevin J.~Krizek},
  title = {Residential relocation and changes in urban travel: does
        neighborhood-scale urban form matter?},
  year = 2003,
  journal = {Journal of the American Planning Association},
  volume = 69,
  number = 3,
  pages = {265--281},
  status = {read},
  quality = 4,
  keywords = {urban planning, transport planning, land use transport link, travel behaviour},
  annote = {
        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.
    }
}
@article{KriLev05,
  author = {Kevin J.~Krizek and David M.~Levinson},
  title = {Teaching Integrated Land Use-Transportation Planning: Topics,
        Readings and Strategies},
  year = 2005,
  journal = {Journal of Planning Education and Research},
  volume = 24,
  number = 3,
  pages = {304--316},
  keywords = {land use transport link, transport planning, urban form, urban planning},
  status = {read},
  annote = {
        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.
    }
}
@article{LevIna04,
  author = {Jonathan Levine and Aseem Inam},
  title = {The market for transportation-land use integration: do
        developers want smarter growth than regulations allow?},
  year = 2004,
  month = nov,
  journal = {Transportation},
  volume = 31,
  number = 4,
  pages = {409--427},
  status = {read},
  keywords = {urban planning, land use transport link, equity, zoning},
  abstract = {
        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.
    },
  annote = {
        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.''
    }
}
@article{LevInaTor05,
  author = {Jonathan Levine and Aseem Inam and Gwo-Wei Torng},
  title = {A Choice-Based Rationale for Land Use and Transportation
        Alternatives: Evidence from {B}oston and {A}tlanta},
  year = 2005,
  journal = {Journal of Planning Education and Research},
  volume = 24,
  pages = {317--330},
  doi = {10.1177/0739456X04267714},
  keywords = {land use transport link, equity, travel behaviour, zoning},
  quality = 5,
  annote = {
        Some great equity context, including the Tiebout hypothesis.
    }
}
@book{MeyMil01,
  author = {Michael D.~Meyer and Eric J.~Miller},
  title = {Urban Transportation Planning: A Decision-Oriented Approach},
  edition = {2nd},
  year = 2001,
  publisher = {McGraw-Hill},
  address = {New York City, NY, USA},
  status = {read},
  keywords = {transport planning, transport modelling, land use transport link},
  annoteurl = { http://davidpritchard.org/sustrans/MeyMil01 }
}
@techreport{MilKriHun98,
  author = {Eric J.~Miller and David S.~Kriger and John Douglas Hunt},
  title = {Integrated urban models for simulation of transit and land use
        policies: guidelines for implementation and use},
  type = {Report},
  number = 48,
  institution = {Transit Cooperative Research Program, Transportation
        Research Board},
  year = 1998,
  address = {Washington, D.C., USA},
  keywords = {transport modelling, ilute, transit, land use transport link},
  status = {read},
  url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_48.pdf}
}
@techreport{MilKriHun98b,
  author = {Eric J.~Miller and David S.~Kriger and John Douglas Hunt},
  title = {Integrated urban models for simulation of transit and land use
        policies},
  year = 1998,
  type = {Web Document},
  number = 9,
  institution = {Transportation Cooperative Research Program,
        Transportation Research Board},
  address = {Washington, D.C., USA},
  url = {http://faculty.washington.edu/pwaddell/Models/Tcrp-rep.pdf},
  keywords = {transport modelling, ilute, transit, land use transport link},
  status = {read},
  annoteurl = { http://davidpritchard.org/sustrans/MilKriHun98b/index.html }
}
@techreport{MilSob03,
  author = {Eric J.~Miller and Richard M.~Soberman},
  title = {Travel Demand and Urban Form},
  year = 2003,
  institution = {Neptis Foundation},
  type = {Issue Paper},
  number = 9,
  url = { http://www.neptis.org/library/cf_download.cfm?file=travel_demand_nip9.pdf\&path=\\ },
  keywords = {transport planning, canada, urban planning, transit, land use transport link, urban form},
  status = {read},
  annote = {
        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).
    }
}
@article{MinRavSal04,
  author = {Orit Mindali and Adi Raveh and Ilan Salomon},
  title = {Urban Density and Energy Consumption: A New Look at Old
        Statistics},
  year = 2004,
  month = feb,
  journal = {Transportation Research A},
  volume = 38,
  number = 2,
  status = {read},
  pages = {143--162},
  keywords = {urban form, land use transport link, energy},
  annote = {
        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.
    }
}
@inproceedings{MoeSchWeg02,
  author = {Rolf Moeckel and Carsten Sch{\"u}rmann and Michael Wegener},
  title = {Microsimulation of Urban Land Use},
  year = 2002,
  booktitle = {Proceedings of the 42nd Congress of the European Regional
        Science Association},
  publisher = {European Regional Science Assocation},
  address = {Dortmund, Germany},
  url = {http://www.raumplanung.uni-dortmund.de/rwp/ersa2002/cd-rom/papers/261.pdf},
  abstract = {
        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.
    },
  status = {read},
  annote = {
        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}
}
@techreport{MooTho94,
  author = {Terry Moore and Paul Thorsnes},
  title = {The Transportation/Land Use Connection},
  year = 1994,
  month = jan,
  institution = {American Planning Association},
  address = {Chicago, IL, USA},
  edition = {1st},
  number = {448/449},
  keywords = {urban economics, transport planning, urban planning, congestion pricing, transportation demand management, transit, land use transport link, zoning },
  rating = 5,
  status = {read},
  annoteurl = { http://davidpritchard.org/sustrans/MooTho94/index.html }
}
@incollection{Mul86,
  author = {Peter O.~Muller},
  title = {Transportation and Urban Form: Stages in the Spatial Evolution
        of the {A}merican Metropolis},
  year = 1986,
  booktitle = {The Geography of Urban Transportation},
  editor = {Susan Hanson},
  edition = {1st},
  chapter = 2,
  publisher = {Guildford Press},
  address = {New York City, NY, USA},
  pages = {26--52},
  status = {read},
  keywords = { urban form, land use transport link, history },
  annote = {
        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.
    }
}
@article{NewKen89b,
  author = {Peter W.G.~Newman and Jeffrey R.~Kenworthy},
  title = {Gasoline Consumption and Cities: A Comparison of {U.S.}~Cities
        with a Global Survey},
  year = 1989,
  journal = {Journal of the American Planning Association},
  volume = 55,
  number = 1,
  pages = {24--37},
  status = {read},
  keywords = { transport planning, urban planning, canada, energy, land use transport link, urban form, transit },
  rating = 4,
  annote = {
        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.''
    }
}
@article{NewKen96,
  author = {Peter W.G.~Newman and Jeffrey R.~Kenworthy},
  title = {The land use-transportation connection: an overview},
  year = 1996,
  month = jan,
  journal = {Land Use Policy},
  volume = 13,
  number = 1,
  pages = {1--22},
  keywords = {urban planning, transport planning, canada, land use transport link, urban form},
  abstract = {
        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.
    },
  rating = 4,
  status = {read},
  annoteurl = { http://davidpritchard.org/sustrans/NewKen96/index.html }
}
@book{NewKen99,
  author = {Peter W.G.~Newman and Jeffrey R.~Kenworthy},
  title = {Sustainability and Cities: Overcoming Automobile Dependence},
  year = 1999,
  publisher = {Island Press},
  address = {Washington, D.C., USA},
  status = {read},
  rating = 5,
  keywords = {general interest, transport planning, urban planning, canada, land use transport link, urban form, energy, sustainability},
  annoteurl = { http://davidpritchard.org/sustrans/NewKen99/index.html }
}
@techreport{ParCerHowZup96c,
  author = {{Parsons Brinckerhoff Quade \& Douglas, Inc.} and
        Robert Cervero and {Howard/Stein-Hudson Associates, Inc.} and
        Jeffrey Zupan},
  title = {Transit and Urban Form: A Guidebook for Practitioners},
  type = {Report},
  number = {16 Volume 2 Part III},
  institution = {Transit Cooperative Research Program, Transportation
        Research Board},
  year = 1996,
  address = {Washington, D.C., USA},
  status = {read},
  keywords = {transit, transport planning, urban planning, urban form, land use transport link},
  url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_16-3.pdf}
}
@book{PusZup77,
  author = {Boris S.~Pushkarev and Jeffrey M.~Zupan},
  title = {Public Transportation and Land Use Policy},
  year = 1977,
  publisher = {Indiana University Press},
  address = { Bloomington, IN, USA },
  keywords = {transport planning, urban planning, urban form, transit, land use transport link},
  status = {read},
  rating = 5,
  annoteurl = { http://www.davidpritchard.org/sustrans/PusZup77/index.html }
}
@article{Sch96,
  author = {Paul Schimek},
  title = {Household Motor Vehicle Ownership and Use: How Much Does
        Residential Density Matter?},
  year = 1996,
  journal = {Transportation Research Record},
  volume = 1552,
  pages = {120--125},
  status = {read},
  keywords = {transport modelling, transport planning, urban form, land use transport link}
}
@article{SchMok05,
  author = {Tim Schwanen and Patricia L.~Mokhtarian},
  title = {What affects commute mode choice: neighborhood physical
        structure or preferences towards neighborhoods?},
  year = 2005,
  journal = {Journal of Transport Geography},
  volume = 13,
  number = 1,
  pages = {83--99},
  status = {read},
  keywords = {land use transport link, travel behaviour},
  annote = {
        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.
    }
}
@inproceedings{Tim03,
  author = {Harry J.P.~Timmermans},
  title = {The Saga of Integrated Land Use-Transport Modeling: How Many
        More Dreams Before We Wake Up?},
  year = 2003,
  month = aug,
  booktitle = {Proceedings of the 10th International Conference on Travel
        Behavior Research},
  address = {Lucerne, Switzerland},
  url = {http://www.ivt.baum.ethz.ch/allgemein/pdf/timmermans.pdf},
  keywords = {transport modelling, ilute, land use transport link},
  status = {read},
  annote = {
        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.
    }
}
@article{Wac84,
  author = {Martin Wachs},
  title = {Autos, Transit, and the Sprawl of {L}os {A}ngeles: the 1920s},
  year = 1984,
  journal = {Journal of the American Planning Association},
  volume = 50,
  number = 3,
  pages = {297--310},
  keywords = { history, land use transport link, transit },
  annote = {
        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).
    },
  quality = 4
}
@article{Wad02,
  author = {Paul Waddell},
  title = {Urban{S}im: Modeling Urban Development for Land Use, Transportation
        and Environmental Planning},
  year = 2002,
  journal = {Journal of the American Planning Association},
  volume = 68,
  number = 3,
  pages = {297--314},
  annote = {
    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},
  status = {read}
}
@incollection{WadUlf04,
  author = {Paul Waddell and Gudmundur F.~Ulfarsson},
  title = {Introduction to Urban Simulation: Design and Development of
        Operational Models},
  year = 2004,
  booktitle = {Handbook in Transport},
  volume = {5: Transport Geography and Spatial Systems},
  editor = {P.~Stopher and K.~Button and K.~Kingsley and D.~Hensher},
  publisher = {Pergamon Press},
  address = {Elmsford, NY, USA},
  pages = {204--236},
  annote = {
        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},
  status = {read}
}
@article{Wil95,
  author = {Richard W.~Willson},
  title = {Suburban parking requirements: a tacit policy for automobile
        use and sprawl},
  year = 1995,
  journal = {Journal of the American Planning Association},
  volume = 61,
  number = 1,
  pages = {29--42},
  status = {read},
  quality = 4,
  annote = {
        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}
}
@phdthesis{Abr00,
  author = {John Edward Abraham},
  title = { Parameter Estimation in Urban Models: Theory and Application
        to a Land Use Transport Interaction Model of the {S}acramento,
        {C}alifornia Region},
  year = 2000,
  school = {University of Calgary, Department of Civil Engineering},
  address = {Calgary, AB, Canada},
  keywords = {transport modelling, ilute, land use transport link },
  url = {http://www.ucalgary.ca/~jabraham/Papers/jeadissertation.pdf/JEADissertation.pdf}
}
@article{BadMil00,
  author = {Daniel A.~Badoe and Eric J.~Miller},
  title = {Transportation land-use interaction: empirical findings in
        {N}orth {A}merica, and their implications for modeling},
  year = 2000,
  journal = {Transportation Research D},
  volume = 5,
  number = 4,
  pages = {235--263},
  keywords = {transport modelling, ilute, land use transport link}
}
@article{Bae78,
  author = {T.J.~Baerwald},
  title = {The emergence of a new ``downtown.''},
  year = 1978,
  journal = {Geographical Review},
  volume = 68,
  pages = {308--318},
  keywords = { urban form, land use transport link }
}
@article{Baj83,
  author = {Vladimir Bajic},
  title = {The effects of a subway line on housing prices in
        {M}etropolitan {T}oronto},
  year = 1983,
  journal = {Urban Studies},
  volume = 20,
  number = 2,
  pages = {147--158},
  keywords = { transport planning, canada, land use transport link },
  annote = {
        Sounds interesting---looks at the impacts on real estate around the
        Spadina line.
    }
}
@article{Bar00,
  author = {L.~Barr},
  title = {Testing for the significance of induced highway travel demand
        in metropolitan areas},
  year = 2000,
  journal = {Transportation Research Record},
  volume = 1706,
  pages = {1--8},
  keywords = {induced travel, land use transport link}
}
@article{Ber96,
  author = {M.A.~Berman},
  title = {The transportation effects of neo-traditional development},
  year = 1996,
  journal = {Journal of Planning Literature},
  volume = 10,
  number = 4,
  pages = {347--363},
  keywords = {land use transport link, urban planning}
}
@article{BerleCKap05,
  author = {Luca Bertolini and Frank {le Clercq} and L.~Kapoen},
  title = {Sustainable accessibility: a conceptual framework to integrate
        transport and land use plan-making. Two test-applications in the
        {N}etherlands and a reflection on the way forward},
  journal = {Transport Policy},
  year = 2005,
  volume = 12,
  number = 3,
  pages = {207--220},
  keywords = {accessibility, land use transport link}
}
@article{Boa98,
  author = {Marlon G.~Boarnet},
  title = {Spillovers and locational effect of public infrastructure},
  year = 1998,
  journal = {Journal of Regional Science},
  volume = 38,
  number = 3,
  pages = {381--400},
  keywords = {transport planning, urban planning, land use transport link}
}
@article{BoaCha01,
  author = {Marlon G.~Boarnet and S.~Chalermpong},
  title = {New highways, house prices, and urban development: a case
        study of toll roads in {O}range {C}ounty, {CA}},
  year = 2001,
  journal = {Housing Policy Debate},
  volume = 12,
  number = 3,
  pages = {575--605},
  keywords = {transport planning, urban planning, land use transport link}
}
@book{BoaCra01,
  author = {Marlon G.~Boarnet and Randall Crane},
  title = {Travel by design: the influence of urban form on travel},
  year = 2001,
  publisher = {Oxford University Press},
  address = {New York City, NY, USA},
  keywords = {transport planning, transport modelling, urban planning, land use transport link},
  annote = {
        The chapter I've read (2) was a fairly technical look at modelling
        the impacts of land use changes on travel demand.
    }
}
@article{BoaCra01b,
  author = {Marlon G.~Boarnet and Randall Crane},
  title = {The influence of land use on travel behavior: empirical
        strategies},
  year = 2001,
  journal = {Transportation Research A},
  volume = 35,
  pages = {823--845},
  keywords = {land use transport link}
}
@article{BoaSar98,
  author = {Marlon G.~Boarnet and S.~Sarmiento},
  title = {Can land-use policy really affect travel behavior: a study of
        the link between non-work travel and land-use characteristics},
  year = 1998,
  journal = {Urban Studies},
  volume = 35,
  pages = {1155--1169},
  keywords = {land use transport link, urban form, transport planning, urban planning }
}
@article{Bon96,
  author = {P.~Bonsall},
  title = {Can induced traffic be measured by surveys?},
  year = 1996,
  journal = {Transportation},
  volume = 23,
  pages = {17--34},
  keywords = {induced travel, land use transport link}
}
@incollection{Bou00,
  author = {M.E.~Bouwman},
  title = {Changing mobility patterns in a compact city: Environmental
    impacts},
  year = 2000,
  booktitle = {Compact Cities and Sustainable Urban Development: A
    critical assessment of policies and plans from an international
    perspective},
  editor = {G.~{de Roo} and D.~Miller},
  publisher = {Ashgate},
  address = {Aldershot, UK},
  keywords = {urban form, energy, transport planning, land use transport link},
  annote = {
        Allegedly finds very little differences in energy use across a
        range of spatial settings in the Netherlands.
    }
}
@incollection{Boy76,
  author = {D.~Boyce},
  title = {Impact of Rapid Transit on Residential Property Sales Prices},
  year = 1976,
  booktitle = {Space Location and Regional Development},
  editor = {M.~Chatterjee},
  pages = {145--153},
  publisher = {Pion},
  address = {London, UK},
  keywords = {land use transport link, transport planning, transit, urban planning, urban form}
}
@techreport{BurLowDolGalDowSesStiMoo02,
  author = {Robert Burchell and George Lowenstein and William R.~Dolphin
        and Catherine C.~Galley and Anthony Downs and Samuel Seskin and
        Katherine Gray Still and Terry Moore},
  title = {Costs of Sprawl 2000},
  type = {Report},
  number = 74,
  institution = {Transit Cooperative Research Program, Transportation
        Research Board},
  year = 2002,
  publisher = {National Academy Press},
  address = {Washington, D.C., USA},
  keywords = {land use transport link, urban form, urban planning},
  url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_74-a.pdf}
}
@techreport{BurShaLisPhiDowSesDavMooHelGal98,
  author = {Robert Burchell and Naveed A.~Shad and David Listokin
        and Hilary Phillips and Anthony Downs and Samuel Seskin and
        Judy S.~Davis and Terry Moore and David Helton and Michelle Gall},
  title = {Costs of Sprawl Revisited},
  type = {Report},
  number = 39,
  institution = {Transit Cooperative Research Program, Transportation
        Research Board},
  year = 1998,
  publisher = {National Academy Press},
  address = {Washington, D.C., USA},
  keywords = {land use transport link, urban form, urban planning},
  url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_39-a.pdf}
}
@article{CamLyoKen04,
  author = {I.~Cameron and T.J.~Lyons and Jeffrey R.~Kenworthy},
  title = {Trends in vehicle kilometers of travel in world cities,
        1960--1990: underlying drivers and policy responses},
  year = 2004,
  month = jul,
  journal = {Transport Policy},
  volume = 11,
  number = 3,
  pages = {287--298},
  keywords = {land use transport link, transport planning}
}
@article{Cer84,
  author = {Robert Cervero},
  title = {Light Rail Transit and Urban Development},
  year = 1984,
  journal = {Journal of the American Planning Association},
  volume = 50,
  number = 2,
  pages = {133--147},
  keywords = {urban planning, transit, transport planning, rail, land use transport link}
}
@article{Cer88,
  author = {Robert Cervero},
  title = {Land Use Mixing and Suburban Mobility},
  year = 1988,
  month = jul,
  journal = {Transportation Quarterly},
  pages = {429--446},
  volume = 42,
  number = 3,
  keywords = { urban planning, transport planning, urban form, land use transport link },
  url = {http://www.uctc.net/scripts/countdown.pl?003.pdf}
}
@article{Cer89,
  author = {Robert Cervero},
  title = {Jobs-Housing Balance and Regional Mobility},
  year = 1989,
  journal = {American Planning Association Journal},
  volume = 55,
  number = 2,
  pages = {136--150},
  keywords = { urban planning, transport planning, land use transport link, urban form },
  url = {http://www.uctc.net/scripts/countdown.pl?050.pdf}
}
@book{Cer89c,
  author = {Robert Cervero},
  title = {America's Suburban Centers: The Land Use-Transportation Link},
  year = 1989,
  publisher = {Unwin-Hyman},
  address = {Boston, MA, USA},
  keywords = {transport planning, urban planning, land use transport link }
}
@article{Cer91,
  author = {Robert Cervero},
  title = {Land uses and travel at suburban activity centers},
  year = 1991,
  journal = {Transportation Quarterly},
  volume = 45,
  pages = {479--491},
  keywords = { urban planning, transport planning, land use transport link }
}
@article{Cer91c,
  author = {Robert Cervero},
  title = {Congestion relief: the land use alternative},
  year = 1991,
  journal = {Journal of Planning Education and Research},
  volume = 10,
  pages = {119--129},
  keywords = {urban form, urban planning, transport planning, land use transport link}
}
@techreport{Cer93,
  author = {Robert Cervero},
  title = {Ridership Impacts of Transit-Focused Development in
        {C}alifornia},
  year = 1993,
  type = {Monograph},
  number = 45,
  address = {Berkeley, CA, USA},
  institution = {Institute of Urban and Regional Development, University
        of California},
  keywords = {transit, urban form, land use transport link, urban planning, transport planning}
}
@article{Cer93c,
  author = {Robert Cervero},
  title = {Assessing the impacts of urban rail transit on local real
        estate markets using quasi-experimental comparisons},
  year = 1993,
  journal = {Transportation Research A},
  volume = 27,
  number = 1,
  pages = {13--22},
  keywords = {transport planning, urban planning, land use transport link}
}
@techreport{Cer95b,
  author = {Robert Cervero},
  title = {{BART @ 20}: Land Use and Development Impacts},
  year = 1995,
  type = {Monograph},
  number = 49,
  address = {Berkeley, CA, USA},
  institution = {Institute of Urban and Regional Development, University
        of California},
  keywords = {transit, urban planning, land use transport link, transport planning}
}
@article{Cer96,
  author = {Robert Cervero},
  title = {Mixed Land-Uses and Commuting: Evidence from the {A}merican
        Housing Survey},
  year = 1996,
  journal = {Transportation Research A},
  volume = 30,
  number = 5,
  pages = {361--377},
  keywords = { transport planning, urban planning, land use transport link, urban form },
  abstract = {
        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.
    }
}
@incollection{Cer01,
  author = {Robert Cervero},
  title = {Integration of Urban Transport and Urban Planning},
  editor = {M.~Freire and R.~Stren},
  booktitle = {The Challenge of Urban Government: Policies and
        Practices},
  year = 2001,
  pages = {407--427},
  address = {Washington, D.C., USA},
  publisher = {The World Bank Institute},
  keywords = {urban planning, transport planning, land use transport link}
}
@article{Cer02,
  author = {Robert Cervero},
  title = {Built Environments and Mode Choice: Toward a Normative
        Framework},
  year = 2002,
  journal = {Transportation Research D},
  volume = 7,
  number = 4,
  pages = {265--284},
  keywords = {urban form, land use transport link}
}
@article{CerGor95,
  author = {Robert Cervero and R.~Gorham},
  title = {Commuting in transit versus automobile neighborhoods},
  journal = {Journal of the American Planning Association},
  year = 1995,
  volume = 61,
  number = 2,
  pages = {210--225},
  keywords = {urban planning, transit, land use transport link }
}
@article{CerHan02,
  author = {Robert Cervero and M.~Hansen},
  title = {Induced travel demand and induced road investment: a
        simultaneous-equation analysis},
  year = 2002,
  journal = {Journal of Transport Economics and Policy},
  volume = 36,
  number = 3,
  pages = {469--490},
  keywords = {induced travel, transport planning, land use transport link}
}
@techreport{CerRad95,
  author = {Robert Cervero and Carolyn Radisch},
  title = {Travel choices in pedestrian versus automobile oriented
        neighborhoods},
  year = 1995,
  month = jul,
  type = {Working Paper},
  institution = {University of California Transportation Center},
  number = 281,
  keywords = {pedestrian planning, urban planning, urban form, urban design, land use transport link},
  url = {http://www.uctc.net/scripts/countdown.pl?281.pdf}
}
@article{CerRad96,
  author = {Robert Cervero and Carolyn Radisch},
  title = {Travel choices in pedestrian versus automobile oriented
        neighborhoods},
  journal = {Transport Policy},
  year = 1996,
  volume = 3,
  pages = {127--141},
  keywords = {pedestrian planning, urban planning, urban form, urban design, land use transport link},
  annote = { Apparently fairly important - shows benefits of traditional
        neighbourhood design. }
}
@techreport{CerSes95,
  author = {Robert Cervero and Samuel Seskin},
  title = {The Relationship Between Transit and Urban Form},
  year = 1995,
  type = {Research Results Digest},
  number = 7,
  institution = {Transit Cooperative Research Program, Transportation
        Research Board, National Research Council},
  address = {Washington, D.C., USA},
  keywords = {transit, land use transport link, transport planning, urban planning, urban form}
}
@article{ConLaw02,
  author = {Sonny Conder and Keith Lawton},
  title = {Alternative futures for integrated transportation and land use
        models contrasted with ``{T}rend-{D}elphi'' models: {P}ortland
        {O}regon {M}etro results},
  year = 2002,
  journal = {Transportation Research Record},
  volume = 1805,
  address = {Washington, D.C., USA},
  keywords = {land use transport link, transport modelling}
}
@article{Cra96,
  author = {Randall Crane},
  title = {The influence of uncertain job location on urban form and the
        journey to work},
  year = 1996,
  journal = {Journal of Urban Economics},
  volume = 39,
  number = 3,
  pages = {342--358},
  keywords = {transport planning, urban form, land use transport link, location choice}
}
@article{Cra96c,
  author = {Randall Crane},
  title = {On form versus function: will the {N}ew {U}rbanism reduce
        traffic, or increase it?},
  year = 1996,
  journal = {Journal of Planning Education and Research},
  volume = 15,
  number = 2,
  pages = {117--126},
  keywords = {urban planning, land use transport link, new urbanism}
}
@article{Cra98,
  author = {Randall Crane},
  title = {Travel by design?},
  journal = {Access Magazine},
  year = 1998,
  volume = 12,
  pages = {2--7},
  keywords = {land use transport link}
}
@article{Cra00,
  author = {Randall Crane},
  title = {The impacts of urban form on travel: an interpretive review},
  year = 2000,
  journal = {Journal of Planning Literature},
  volume = 15,
  pages = {3--23},
  keywords = {land use transport link, urban form, transport planning, urban planning}
}
@article{DamLer80,
  author = {D.~Damm and A.~Lerman},
  title = {Response of Urban Real Estate Values in Anticipation of the
        {W}ashington {M}etro},
  year = 1980,
  journal = {Journal of Transport Economics and Policy},
  volume = 1,
  number = 3,
  pages = {315--335},
  keywords = {urban planning, transport planning, land use transport link}
}
@inproceedings{DasWeb92,
  author = {M.~Dasgupta and F.~Webster},
  title = {Land Use/Transport Interaction: Policy Relevance of the
        {ISGLUTI} Study},
  year = 1992,
  booktitle = {Proceedings of the Sixth World Conference on Transport
        Research},
  address = {Lyon, France},
  publisher = {World Congress on Transport Research},
  keywords = {land use transport link, urban planning, transport planning}
}
@article{Dea75,
  author = {M.~Dear},
  title = {Rapid Transit and Suburban Residential Land Uses},
  year = 1975,
  journal = {Traffic Quarterly},
  volume = 29,
  number = 2,
  pages = {223--242},
  keywords = {land use transport link, transit, urban planning, transport planning}
}
@article{Dew76,
  author = {Donald Dewees},
  title = {The effect of a subway on residential property values in
        {T}oronto},
  year = 1976,
  journal = {Journal of Urban Economics},
  volume = 3,
  number = 4,
  pages = {357--369},
  keywords = {canada, transport planning, land use transport link}
}
@article{Din78,
  author = {D.~Dingemans},
  title = {Rapid Transit and Suburban Residential Land Use},
  journal = {Traffic Quarterly},
  year = 1978,
  volume = 32,
  number = 2,
  pages = {289--306},
  keywords = {urban planning, transport planning, land use transport link, transit}
}
@techreport{Don82,
  author = {P.~Donnelly},
  title = {Rail Transit Impact Studies: {A}tlanta, {W}ashington, and
        {S}an {D}iego},
  year = 1982,
  institution = {Urban Mass Transportation Administration,  U.S.
        Department of Transportation},
  address = {Washington, D.C., USA},
  keywords = {transit, urban planning, transport planning, land use transport link}
}
@article{DonMarZeg06,
  author = {Perdo Donoso and Francisco Mart{\'i}nez and Christopher
        Zegras},
  title = {Potential Use of Clean-Development Mechanism in Structuring
        Cities for Carbon-Efficient Transportation},
  year = 2006,
  journal = {Transportation Research Record},
  volume = 1983,
  pages = {158--166},
  keywords = {climate mitigation, land use transport link, urban planning, urban form}
}
@techreport{Dor75,
  author = {D.~Dornbush},
  title = {{BART}-Induced Changes in Property Values and Rents: Land Use
        and Urban Development Projects, Phase I, {BART} Impact Study},
  year = 1975,
  institution = {U.S. Department of Transportation and U.S. Department of
        Housing and Urban Development},
  address = {Washington, D.C., USA},
  keywords = {transit, land use transport link, urban form, transport planning, urban planning}
}
@book{Ewi97b,
  author = {Reid Ewing},
  title = {Transportation \& Land Use Innovations: When you can't pave
        your way out of congestion},
  year = 1997,
  publisher = {American Planning Association},
  address = {Chicago, IL, USA},
  keywords = {land use transport link, urban planning, transport planning}
}
@techreport{EwiBarWinWalChe07,
  author = {Reid Ewing and Keith Bartholomew and Steve Winkelman and
        Jerry Walters and Don Chen},
  title = {Growing Cooler: The Evidence on Urban Development and Climate
        Change},
  year = 2007,
  institution = {Urban Land Institute},
  url = {http://www.uli.org/AM/Template.cfm?Section=Search§ion=Policy_Papers2&template=/CM/ContentDisplay.cfm&ContentFileID=32909},
  keywords = {land use transport link, climate mitigation}
}
@article{ForGleWar96,
  author = {D.~Forrest and J.~Glen and R.~Ward},
  title = {The impacts of a light rail system on the structure of house
        prices: a hedonic longitudinal study},
  year = 1996,
  journal = {Journal of Transport Economics and Policy},
  volume = 30,
  number = 1,
  pages = {15--30},
  keywords = {land use transport link, transport planning}
}
@article{Fra94,
  author = {Lawrence D.~Frank},
  title = {Impacts of Mixed Used and Density on Utilization of Three
        Modes of Travel: Single-Occupant Vehicle, Transit, Walking},
  year = 1994,
  journal = {Transportation Research Record},
  volume = 1466,
  pages = {44--52},
  keywords = {land use transport link, urban form}
}
@article{Fra00,
  author = {Lawrence D.~Frank},
  title = {Land use and transportation interaction: implications on
        public health and quality of life},
  journal = {Journal of Planning Education and Research},
  year = 2000,
  month = sep,
  volume = 20,
  number = 1,
  pages = {6--22},
  keywords = {urban planning, transport planning, active transportation, land use transport link},
  url = {http://www.act-trans.ubc.ca/documents/Frank\%20-\%20JPER\%20-\%202000.pdf},
  abstract = {
        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.
    }
}
@inproceedings{Fra02,
  author = {Lawrence D.~Frank},
  title = {Land Use and Transportation},
  year = 2002,
  booktitle = {Proceedings of the Conference on Environment Research Needs in
        Transportation},
  publisher = {Transportation Research Board},
  pages = {127--137},
  keywords = {urban planning, transport planning, land use transport link}
}
@techreport{FraEng00,
  author = {Lawrence D.~Frank and Peter O.~Engelke},
  title = {An Annotated Bibliography of Research on Land Development and
        Transportation Practices that Impact Physical Activity and Health},
  year = 2000,
  month = jan,
  institution = {Active Community Environments},
  type = {Working Paper},
  number = 2,
  keywords = {urban planning, transport planning, active transportation, urban form, land use transport link, urban planning},
  url = {http://www.cdc.gov/nccdphp/dnpa/pdf/aces-workingpaper2.pdf}
}
@article{FraEng01,
  author = {Lawrence D.~Frank and Peter O.~Engelke},
  title = {The built environment and human activity patterns: exploring
        the impacts of urban form on public health},
  year = 2001,
  month = nov,
  journal = {Journal of Planning Literature},
  volume = 16,
  number = 2,
  pages = {202--218},
  keywords = {active transportation, urban planning, transport planning, urban form, land use transport link},
  url = {http://www.act-trans.ubc.ca/documents/Frank\%20and\%20Engelke\%20-\%20JPL\%20-\%202001.pdf},
  abstract = {
        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.
    }
}
@article{FraEng04,
  author = {Lawrence D.~Frank and Peter O.~Engelke},
  title = {Multiple Impacts of Urban Form on Public Health},
  year = 2004,
  journal = {International Regional Science Review},
  keywords = {active transportation, urban planning, transport planning, urban form, land use transport link}
}
@book{FraEngSch03,
  author = {Lawrence D.~Frank and Peter O.~Engelke and Thomas L.~Schmid},
  title = {Health and Community Design: The Impacts of the Built
        Environment on Physical Activity},
  publisher = {Island Press},
  address = {Washington, D.C., USA},
  year = 2003,
  keywords = {active transportation, urban planning, pedestrian planning, bicycle planning, urban form, transport planning, land use transport link}
}
@techreport{FraEngSchKil01,
  author = {Lawrence D.~Frank and Peter O.~Engelke and Thomas L.~Schmid
        and Richard E.~Killingsworth},
  title = {How Land Use and Transportation Systems Impact Public Health:
        A Literature Review of the Relationship Between Physical Activity
        and Built Form},
  year = 2001,
  institution = {Active Community Environments},
  number = 1,
  type = {Working Paper},
  keywords = {urban planning, transport planning, active transportation, land use transport link, urban form},
  url = {http://www.cdc.gov/nccdphp/dnpa/pdf/aces-workingpaper1.pdf}
}
@article{FraStoBac00,
  author = {Lawrence D.~Frank and Brian Stone and William Bachman},
  title = {Linking land use with household vehicle emissions in the
        {C}entral {P}uget {S}ound: Methodological framework and findings},
  year = 2000,
  month = may,
  journal = {Transportation Research D},
  volume = 5,
  number = 3,
  pages = {173--196},
  keywords = {urban planning, transport planning, urban form, land use transport link},
  url = {http://www.act-trans.ubc.ca/documents/Frank\%20et\%20al\%20-\%20TR\%20-\%202000.pdf},
  abstract = {
        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.
    }
}
@article{FulMesNolTho00,
  author = {L.~Fulton and D.~Meszler and R.~Noland and J.~Thomas},
  title = {A statistical analysis of induced travel effects in the
        {U.S.~M}id-{A}tlantic region},
  year = 2000,
  journal = {Journal of Transportation and Statistics},
  volume = 3,
  number = 1,
  pages = {1--14},
  keywords = {induced travel, land use transport link}
}
@article{GanDea72,
  author = {C.~Gannon and M.~Dean},
  title = {Rapid Transit and Office Development},
  year = 1972,
  journal = {Traffic Quarterly},
  volume = 29,
  number = 2,
  pages = {223--242},
  keywords = {transit, urban planning, land use transport link}
}
@article{GatSmi93,
  author = {D.~Gatzlaff and M.~Smith},
  title = {The impact of the {M}iami {M}etrorail on the value of
        residences near station locations},
  year = 1993,
  journal = {Land Economics},
  volume = 69,
  number = 1,
  pages = {54--66},
  keywords = {land use transport link, transit, transport planning}
}
@article{Giu89,
  author = {Genevieve Giuliano},
  title = {New directions for understanding transportation and land use},
  year = 1989,
  journal = {Environment and Planning A},
  volume = 21,
  pages = {145--159},
  keywords = {transport planning, urban planning, land use transport link}
}
@article{Giu95,
  author = {Genevieve Giuliano},
  title = {The Weakening Transportation-Land Use Connection},
  year = 1995,
  journal = {Access Magazine},
  volume = 6,
  pages = {3--11},
  keywords = {transport planning, urban planning, urban form, land use transport link}
}
@article{GiuSma93,
  author = {Genevieve Giuliano and Kenneth A.~Small},
  title = {Is the journey to work explained by urban structure?},
  year = 1993,
  journal = {Urban Studies},
  volume = 30,
  pages = {1485--1500},
  keywords = {transport planning, urban planning, urban form, land use transport link}
}
@article{Goo96,
  author = {Phil Goodwin},
  title = {Empirical Evidence on Induced Traffic},
  year = 1996,
  journal = {Transportation},
  volume = 23,
  number = 1,
  pages = {35--54},
  keywords = { induced travel, land use transport link }
}
@article{GorRic89,
  author = {Peter Gordon and Harry Richardson},
  title = {Gasoline Consumption and Cities: A Reply},
  year = 1989,
  journal = {Journal of the American Planning Association},
  volume = 55,
  number = 3,
  pages = {342--345},
  keywords = {urban planning, urban form, transport planning, energy, land use transport link}
}
@inproceedings{HaiMil99,
  author = {Murtaza Haider and Eric J.~Miller},
  title = {Effects of Transportation Infrastructure and Locational
        Elements on Residential Real Estate Values},
  year = 1999,
  month = jan,
  booktitle = {Proceedings of the Annual Transportation Research Board
        Conference},
  address = {Washington, D.C., USA},
  keywords = {spatial modelling, ilute, urban planning, land use transport link},
  url = {http://www.regionomics.com/Research/trb_99.PDF}
}
@article{HaiMil00,
  author = {Murtaza Haider and Eric J.~Miller},
  title = {Effects of Infrastructure and Locational Elements on
        Residential Real Estate Values: An Application of Autoregressive
        Techniques},
  year = 2000,
  journal = {Transportation Research Record},
  volume = 1722,
  pages = {1--8},
  abstract = {
        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}
}
@book{Hal88,
  author = {Peter Hall},
  title = {Cities of Tomorrow: An Intellectual History of Urban Planning
        and Design in the Twentieth Century},
  year = 1988,
  publisher = {Basil Blackwell Limited},
  address = {Oxford, UK},
  keywords = {history, urban planning, land use transport link},
  annote = {
        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.
    },
  priority = 2
}
@article{Han92,
  author = {Susan L.~Handy},
  title = {Regional versus local accessibility: neo-traditional
        development and its implications for non-work travel},
  year = 1992,
  journal = {Built Environment},
  volume = 18,
  number = 4,
  pages = {253--267},
  keywords = { urban planning, transport planning, land use transport link }
}
@article{Han96,
  author = {Susan L.~Handy},
  title = {Urban form and pedestrian choices: study of {A}ustin
        neighborhoods},
  year = 1996,
  journal = {Transportation Research Record},
  volume = 1552,
  pages = {135--144},
  keywords = {urban form, urban planning, pedestrian planning, land use transport link}
}
@article{Han96b,
  author = {Susan L.~Handy},
  title = {Understanding the link between urban form and nonwork travel
        behavior},
  year = 1996,
  journal = {Journal of Planning Education and Research},
  volume = 15,
  pages = {183--198},
  keywords = {land use transport link, urban form, transport planning}
}
@article{Han96c,
  author = {Susan L.~Handy},
  title = {Methodologies for exploring the link between urban form and
        travel behavior},
  year = 1996,
  journal = {Transportation Research D},
  volume = 1,
  pages = {151--165},
  keywords = {land use transport link, methodology}
}
@techreport{HanWesSonLanTer02,
  author = {Susan L.~Handy and Lisa Weston and Jumin Song and K.~Maria
        D.~Lane and Jennifer Terry},
  title = {The education of transportation planning professionals},
  year = 2002,
  institution = {Southwest Regional University Transportation Center},
  address = {Austin, TX, USA},
  keywords = {transport planning, land use transport link}
}
@article{HanHua97,
  author = {M.~Hansen and Y.L.~Huang},
  title = {Road Supply and Traffic in Urban Areas: A Panel Study},
  year = 1997,
  journal = {Transportation Research A},
  volume = 31,
  pages = {205--218},
  keywords = {transport planning, induced travel, land use transport link}
}
@article{Hea97,
  author = {K.~Heanue},
  title = {Highway capacity and induced travel: Issues, evidence and
        implications},
  year = 1997,
  journal = {Transportation Research Circular},
  volume = 418,
  pages = {33--45},
  keywords = {induced travel, land use transport link}
}
@article{Hee68,
  author = {W.~Heenan},
  title = {The Economic Effect of Rapid Transit on Real Estate
        Development},
  year = 1968,
  journal = {The Appraisal Journal},
  volume = 36,
  pages = {212--224},
  keywords = {transit, transport planning, urban planning, land use transport link, canada}
}
@article{Hil96,
  author = {P.~Hill},
  title = {What is induced traffic?},
  year = 1996,
  journal = {Transportation},
  volume = 23,
  pages = {5--16},
  keywords = {induced travel, land use transport link}
}
@techreport{Hol94,
  author = {John Holtzclaw},
  title = {Using residential patterns and transit to decrease auto
        dependence and costs},
  year = 1994,
  institution = {Natural Resources Defense Council},
  address = {San Francisco, CA, USA},
  keywords = {urban planning, transport planning, urban form, land use transport link}
}
@techreport{Hua94,
  author = {William Huang},
  title = {The Effects of Transportation Infrastructure on Nearby
        Property Values: A Review of the Literature},
  year = 1994,
  institution = {Institute of Urban and Regional Development, University
    of California, Berkeley},
  address = {Berkeley, CA, USA},
  type = {Working Paper},
  number = 620,
  keywords = {land use transport link, transport planning, urban planning}
}
@inproceedings{Jen00b,
  author = {S{\o}ren Underlien Jensen},
  title = {Land use and cycling},
  year = 2000,
  booktitle = {Proceedings of Velo Mondiale 2000},
  address = {Amsterdam, The Netherlands},
  keywords = {bicycle planning, urban form, land use transport link},
  url = {http://www.velomondial.net/velomondiall2000/PDF/UJENSEN3.PDF}
}
@inproceedings{JouFraBacSto00,
  author = {R.~Joumard and Lawrence D.~Frank and Brian Stone and William
        Bachman},
  title = {Testing urban design and air quality relationships in the
        {A}tlanta region},
  year = 2000,
  booktitle = {Proceedings of the 9th Symposium on Transport and Air
        Pollution},
  pages = {263--270},
  keywords = {transport planning, urban form, urban planning, land use transport link},
  abstract = {
        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.
    }
}
@article{Kel94,
  author = {Eric Kelley},
  title = {The Transportation-Land Use Link},
  year = 1994,
  journal = {Journal of Planning Literature},
  volume = 9,
  number = 2,
  pages = {128--145},
  keywords = {land use transport link, transport planning, urban planning}
}
@article{Ken91,
  author = {Jeffrey R.~Kenworthy},
  title = {The land use/transit connection in {T}oronto: Some lessons for
        {A}ustralian cities},
  year = 1991,
  journal = {Australian Planner},
  volume = 29,
  number = 3,
  pages = {149--154},
  keywords = {urban planning, transport planning, canada, urban form, land use transport link, transit}
}
@article{KenLau02,
  author = {Jeffrey R.~Kenworthy and Felix B.~Laube},
  title = {Urban transport patterns in a global sample of cities and their
        linkages to transport infrastructure, land use, economics and
        environment},
  year = 2002,
  journal = {World Transport Policy and Practice},
  volume = 8,
  number = 3,
  pages = {5--19},
  keywords = {transport planning, urban planning, urban form, transit, land use transport link, energy},
  url = {http://www.eco-logica.co.uk/wtpp08.3.pdf}
}
@book{KenLauNewBarRaaPobGui00,
  author = {Jeffrey R.~Kenworthy and Felix B.~Laube and Peter W.G.~Newman and
	Paul Barter and Tamim Raad and Chamlong Poboon and Benedicto
        {Guia~Jr.}},
  title = {An International Sourcebook of Automobile Dependence in Cities
	1960--1990},
  year = 2000,
  publisher = {University Press of Colorado},
  abstract = {
	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}
}
@article{KenNew94,
  author = {Jeffrey R.~Kenworthy and Peter W.G.~Newman},
  title = {{T}oronto---paradigm regained},
  year = 1994,
  journal = {Australian Planner},
  volume = 31,
  number = 3,
  pages = {137--147},
  keywords = {urban planning, transport planning, canada, urban form, transit, land use transport link}
}
@article{KenNewLyo89,
  author = {Jeffrey R.~Kenworthy and Peter W.G.~Newman and T.~Lyons},
  title = {Urban planning and traffic congestion},
  year = 1989,
  journal = {Urban Policy and Research},
  volume = 7,
  number = 2,
  pages = {67--80},
  keywords = {urban planning, transport planning, urban form, land use transport link}
}
@inproceedings{KenBarNewPob94,
  author = {Jeffrey R.~Kenworthy and Paul Barter and Peter W.G.~Newman and
        Chamlong Poboon},
  title = {Resisting automobile dependence in booming economies: A case
        study of {S}ingapore, {T}okyo and {H}ong {K}ong within a global
        sample of cities},
  year = 1994,
  month = jul,
  booktitle = {Asian Studies Association of Australia Conference},
  address = {Perth, Australia},
  keywords = {transport planning, urban planning, urban form, land use transport link}
}
@techreport{KniTry77,
  author = {Robert L.~Knight and Lisa L.~Trygg},
  title = {Land use impacts of rapid transit},
  year = 1977,
  month = aug,
  institution = {U.S.~Department of Transportation},
  number = {DOT-TPI-10-77-29},
  address = {Washington, D.C., USA},
  keywords = {land use transport link, urban planning, transport planning}
}
@article{KniTry77b,
  author = {Robert L.~Knight and Lisa L.~Trygg},
  title = {Evidence of Land use impacts of rapid transit systems},
  year = 1977,
  journal = {Transportation},
  volume = 6,
  number = 3,
  pages = {231--247},
  keywords = {land use transport link, urban planning, transport planning}
}
@article{Kri00,
  author = {Kevin J.~Krizek},
  title = {Pretest-posttest strategy for researching neighborhood scale
        urban form and travel behavior},
  year = 2000,
  journal = {Transportation Research Record},
  volume = 1722,
  pages = {48--55},
  keywords = {urban form, land use transport link, urban design}
}
@article{LanCer99,
  author = {John D.~Landis and Robert Cervero},
  title = {Middle age sprawl: {BART} and urban development},
  year = 1999,
  journal = {Access},
  volume = 14,
  pages = {2--15},
  keywords = {land use transport link, transport planning}
}
@article{LeeKleCam99,
  author = {D.~Lee and L.~Klein and G.~Camus},
  title = {Induced traffic and induced demand},
  year = 1999,
  journal = {Transportation Research Record},
  volume = 1659,
  pages = {68--75},
  keywords = {induced travel, land use transport link}
}
@article{Lev99,
  author = {Jonathan Levine},
  title = {Access to choice},
  year = 1999,
  journal = {Access Magazine},
  volume = 14,
  pages = {16--19},
  keywords = {land use transport link}
}
@book{Lev05,
  author = {Jonathan Levine},
  title = {Zoned Out: Regulation, Markets and Choices in Transportation
        and Metropolitan Land Use},
  year = 2005,
  month = oct,
  publisher = {Resources For the Future Press},
  keywords = {land use transport link, zoning}
}
@article{LevFra07,
  author = {Jonathan Levine and Lawrence D.~Frank},
  title = {Transportation and Land Use Preferences and residents'
        neighborhood choices: the sufficiency of compact development in the
        {A}tlanta region},
  year = 2007,
  journal = {Transportation},
  keywords = {land use transport link}
}
@article{LevWyn67,
  author = {H.~Levinson and F.~Wynn},
  title = {Effects of density on urban transportation requirements},
  year = 1967,
  journal = {Highway Research Record},
  volume = 2,
  pages = {38--64},
  keywords = {transport planning, urban form, land use transport link}
}
@article{LevWyn63,
  author = {H.~Levinson and F.~Wynne},
  title = {Effects of Density on Urban Transportation Requirements},
  year = 1963,
  journal = {Highway Research Record},
  volume = 2,
  pages = {38--64},
  keywords = {urban form, transport planning, urban planning, land use transport link}
}
@article{LouBan00,
  author = {Anastasia Loukaitou-Sideris and Tridib Banerjee},
  title = {The {B}lue {L}ine blues: why the vision of transit village may
        not materialize despite impressive growth in transit ridership},
  year = 2000,
  journal = {Journal of Urban Design},
  volume = 5,
  number = 2,
  pages = {101--125},
  keywords = {urban planning, transit-oriented development, transport planning, land use transport link}
}
@techreport{LunCerWil04,
  author = {Holly M.~Lund and Robert Cervero and Richard W.~Willson},
  title = {Travel Characteristics of {T}ransit-{O}riented {D}evelopment in
        {C}alifornia},
  year = 2004,
  month = jan,
  institution = {Cal Poly Ponoma / UC Berkeley / San Francisco BART},
  address = {Sacramento, CA, USA},
  keywords = {land use transport link, transport planning, transit-oriented development}
}
@techreport{McGNewKen91,
  author = {G.~Mc{G}lynn and Peter W.G.~Newman and Jeffrey R.~Kenworthy},
  title = {Towards better cities: Reurbanisation and transportation
        energy scenarios},
  year = 1991,
  institution = {Australian Commision for the Future},
  month = oct,
  keywords = {transport planning, urban planning, energy, urban form, land use transport link}
}
@article{McNRya93,
  author = {M.G.~Mc{N}ally and S.~Ryan},
  title = {A comparative assessment of travel characteristics for
        neotraditional developments},
  year = 1993,
  journal = {Transportation Research Record},
  volume = 1400,
  pages = {67--77},
  keywords = {urban form, land use transport link}
}
@book{MarBan07,
  editor = {Stephen Marshall and David Banister},
  title = {Land Use and Transport: {E}uropean Research Towards Integrated
        Policies},
  year = 2007,
  publisher = {Elsevier},
  keywords = {land use transport link}
}
@incollection{Mil03b,
  author = {Eric J.~Miller},
  title = {Land Use - Transportation Modelling},
  year = 2003,
  booktitle = {Transportation System Planning Methods and Applications},
  editor = {K.G.~Goulias},
  chapter = 5,
  pages = {5-1--5-24},
  publisher = {CRC Press},
  address = {Boca Raton, FL, USA},
  keywords = {land use transport link, transport modelling}
}
@incollection{Mil04b,
  author = {Eric J.~Miller},
  title = {Integrated Land-Use/Transport Model Requirements},
  year = 2004,
  editor = {D.A.~Hensher and K.J.~Button and K.E.~Haynes and
        P.R.~Stopher},
  booktitle = {Handbook of Transport Geography and Spatial Systems},
  series = {Handbooks in Transport},
  volume = 5,
  publisher = {Elsevier Science},
  address = {Amsterdam, The Netherlands},
  pages = {147--166},
  keywords = {transport modelling, land use transport link}
}
@inproceedings{MilHun02,
  author = {Eric J.~Miller and John Douglas Hunt},
  title = {{I}ntegrated {L}and {U}se, {T}ransportation and {E}nvironment
        ({ILUTE}) Modeling in {C}anada},
  year = 2002,
  month = jul,
  booktitle = {Presented at the {T}hird {O}regon {S}ymposium on Integrated
        Land Use and Transport Models},
  address = {Portland, OR, USA},
  keywords = {transport modelling, ilute, land use transport link},
  url = { http://www.odot.state.or.us/tddtpau/symposium.html#3rdPresentations }
}
@article{MilIbr98,
  author = {Eric J.~Miller and A.~Ibrahim},
  title = {Urban form and vehicular travel: some empirical findings},
  year = 1998,
  month = jan,
  journal = {Transportation Research Record},
  volume = 1617,
  pages = {18--27},
  address = {Washington, D.C., USA},
  keywords = {urban planning, transport planning, canada, urban form, land use transport link},
  abstract = {
        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.
    }
}
@article{MilKriHun99,
  author = {Eric J.~Miller and David S.~Kriger and John Douglas Hunt},
  title = {A research and development program for integrated urban
        models},
  year = 1999,
  journal = {Transportation Research Record},
  volume = 1685,
  pages = {169--176},
  abstract = {
        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}
}
@techreport{MilSha00,
  author = {Eric J.~Miller and Amer Shalaby},
  title = {Travel in the {G}reater {T}oronto {A}rea: Past and Current
        Behaviour and Relation to Urban Form},
  year = 2000,
  institution = {Neptis Foundation},
  address = {Toronto, ON, Canada},
  keywords = {canada, transit, transport planning, urban planning, land use transport link}
}
@techreport{MilSteJea90,
  author = {Eric J.~Miller and G.N.~Steuart and D.~Jea},
  title = {Understanding Urban Travel Growth in the {G}reater {T}oronto
    {A}rea},
  volume = {III: Future Travel Trends and their Implications for
    Transportation Policy in the Greater Toronto Area},
  number = {TDS-90-07},
  address = {Toronto, ON, Canada},
  institution = {Ministry of Transportation Ontario, Research and
    Development Branch},
  year = 1990,
  month = nov,
  keywords = {canada, transit, transport planning, urban planning, land use transport link, urban form}
}
@book{MitRap54,
  author = {R.~Mitchell and C.~Rapkin},
  title = {Urban Traffic: A Function of Land Use},
  year = 1954,
  address = {New York City, NY, USA},
  publisher = {Columbia University Press},
  keywords = {urban form, urban planning, transport planning, land use transport link}
}
@article{Mog85,
  author = {M.J.H.~Mogridge},
  title = {Transport, land use and energy interaction},
  year = 1985,
  journal = {Urban Studies},
  volume = 22,
  number = 6,
  pages = {481--492},
  keywords = {land use transport link, energy}
}
@article{MogHolBirTer87,
  author = {M.J.H.~Mogridge and D.J.~Holden and J.~Bird and G.C.~Terzis},
  title = {The {D}owns/{T}homson Paradox and the Transportation Planning
        Process},
  year = 1987,
  journal = {International Journal of Transport Economics},
  volume = 14,
  number = 3,
  pages = {283--311},
  keywords = {transport planning, land use transport link, induced travel}
}
@article{Mog97,
  author = {M.J.H.~Mogridge},
  title = {The self-defeating nature of urban road capacity policy: A
        review of theories, disputes and available evidence},
  year = 1997,
  journal = {Transport Policy},
  volume = 4,
  number = 1,
  pages = {5--23},
  keywords = {transport planning, land use transport link, induced travel}
}
@article{Mum58,
  author = {Lewis Mumford},
  title = {The Highway and the City},
  year = 1958,
  month = apr,
  journal = {Architectural Record},
  volume = 123,
  pages = {179--186},
  keywords = {urban planning, transport planning, land use transport link}
}
@techreport{NewHog87,
  author = {Peter W.G.~Newman and T.~Hogan},
  title = {Urban density and transport: a single model based on three
        city types},
  year = 1987,
  type = {Transport Research Paper},
  number = {1/87},
  institution = {Environmental Science, Murdoch University},
  address = {Perth, Australia},
  keywords = {transport planning, urban planning, urban form, land use transport link}
}
@book{NewKen89,
  author = {Peter W.G.~Newman and Jeffrey R.~Kenworthy},
  title = {Cities and Auto Dependency: A Sourcebook},
  year = 1989,
  publisher = {Gower Publishing Co.},
  address = {Aldershot, UK},
  keywords = {urban planning, transport planning, urban form, land use transport link, energy}
}
@techreport{NewKen91,
  author = {Peter W.G.~Newman and Jeffrey R.~Kenworthy},
  title = {Towards a more sustainable {C}anberra: an assessment of
        {C}anberra's transport, energy and land use},
  year = 1991,
  institution = {Institute for Sustainability and Technology Policy, Murdoch
        University},
  address = {Perth, Australia},
  keywords = {transport planning, urban planning, energy, urban form, land use transport link}
}
@article{NolLem02,
  author = {Robert B.~Noland and Lewison L.~Lem},
  title = {A review of the evidence for induced travel and changes in
        transportation and environmental policy in the {US} and the {UK}},
  year = 2002,
  journal = {Transportation Research D},
  volume = 7,
  number = 1,
  pages = {1--26},
  abstract = {
        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 }
}
@techreport{ParCerHowZup96d,
  author = {{Parsons Brinckerhoff Quade \& Douglas, Inc.} and
        Robert Cervero and {Howard/Stein-Hudson Associates, Inc.} and
        Jeffrey Zupan},
  title = {Transit and Urban Form: Public Policy and Transit Oriented
        Development: Six International Case Studies},
  type = {Report},
  number = {16 Volume 1 Part IV},
  institution = {Transit Cooperative Research Program, Transportation
        Research Board},
  year = 1996,
  address = {Washington, D.C., USA},
  keywords = {transit, transport planning, urban planning, canada, land use transport link},
  url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_16-4.pdf},
  annote = {
        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.
    }
}
@techreport{PayBla80,
  author = {{Payne-Maxie Consultants} and {Blaney-Dyett, Urban and
        Regional Planners}},
  title = {The land use and urban development impacts of beltways},
  year = 1980,
  number = {DOT-OS-90079},
  institution = {U.S. Department of Transportation and Departmen tof
        Housing and Urban Development},
  address = {Washington, D.C., USA},
  keywords = {land use transport link, urban planning, transport planning}
}
@incollection{Pil88,
  author = {Juri Pill},
  title = {Toronto: thirty years of transit development},
  year = 1988,
  editor = {W.~Attoe},
  booktitle = {Transit, Land Use and Urban Form},
  publisher = {Center for the Study of American Architecture},
  address = {Austin, TX, USA},
  pages = {57--62},
  keywords = {canada, transport planning, urban form, land use transport link}
}
@inproceedings{PobKen97,
  author = {Chamlong Poboon and Jeffrey R.~Kenworthy},
  title = {Bangkok's traffic disaster: An international comparative
        assessment of transportation and land use in {B}angkok with its
        implications for air quality},
  year = 1997,
  month = jun,
  booktitle = {Paper presented to Pathways to Sustainability Conference},
  address = {Newcastle, Australia},
  keywords = {transport planning, urban planning, urban form, land use transport link}
}
@inproceedings{PusHolMil00,
  author = {Anna O.~Pushkar and Brian Hollingworth and Eric J.~Miller},
  title = {A Multivariate Regression Model for Estimating Greenhouse Gas
        Emissions from Alternative Neighborhood Designs},
  year = 2000,
  month = jan,
  booktitle = {Presented at the 79th Annual Meeting of the
        Transportation Research Board},
  address = {Washington, D.C., USA},
  keywords = {sustainability, land use transport link}
}
@book{Put83,
  author = {S.~Putman},
  title = {Integrated Urban Models: Policy Analysis of Transportation and
        Land Use},
  year = 1983,
  publisher = {Pion},
  address = {London, UK},
  keywords = {transport modelling, land use transport link}
}
@article{Ram05,
  author = {Stuart Ramsey},
  title = {Of Mice and Elephants},
  year = 2005,
  month = sep,
  journal = {Institute of Transportation Engineers Journal},
  publisher = {Institute of Transportation Engineers},
  volume = 75,
  number = 9,
  pages = {38--41},
  keywords = {transport modelling, land use transport link, urban form}
}
@techreport{RCUMR87,
  author = {{Rice Center for Urban Mobility Research}},
  title = {Assessment of Changes in Property Values in Transit Areas},
  year = 1987,
  institution = {Rice Center for Urban Mobility Research},
  address = {Houston, TX, USA},
  keywords = {land use transport link, urban planning, transit}
}
@article{RodJoo04,
  author = {Daniel A.~Rodr{\'i}guez and Joonwon Joo},
  title = {The relationship between non-motorized mode choice and the
        local physical environment},
  year = 2004,
  journal = {Transportation Research D},
  volume = 9,
  number = 2,
  pages = {151--173},
  abstract = {
        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}
}
@article{RyaMcN95,
  author = {S.~Ryan and M.G.~Mc{N}ally},
  title = {Accessibility of neotraditional neighborhoods: a review of
        design concepts, policies, and recent literature},
  year = 1995,
  journal = {Transportation Research A},
  volume = 29,
  number = 2,
  pages = {87--105},
  keywords = {land use transport link, accessibility}
}
@book{SchScl80,
  author = {K.~Schaeffer and E.~Sclar},
  title = {Access for All: Transportation and Urban Growth},
  year = 1980,
  publisher = {Columbia University Press},
  address = {New York City, NY, USA},
  keywords = {transport planning, urban planning, urban form, land use transport link, history}
}
@article{SchDijDie04,
  author = {Tim Schwanen and Martin Dijst and Frans M.~Dieleman},
  title = {Policies for Urban Form and their Impact on Travel: the
        {N}etherlands Experience},
  year = 2004,
  month = mar,
  journal = {Urban Studies},
  volume = 41,
  number = 3,
  keywords = {urban planning, transport planning, land use transport link}
}
@techreport{ShaMil00,
  author = {Amer S.~Shalaby and Eric J.~Miller},
  title = {Travel in the {G}reater {T}oronto {A}rea: Past and current
        behaviour and relation to urban form},
  year = 2000,
  month = jan,
  type = {The {N}eptis {F}oundation Study},
  institution = {University of Toronto},
  address = {Toronto, ON, Canada},
  keywords = {transport planning, urban planning, ilute, canada, urban form, land use transport link}
}
@article{Smi84,
  author = {W.~Smith},
  title = {Mass Transit for High-Rise, High-Density Living},
  journal = {Journal of Transportation Engineering},
  volume = 110,
  number = 6,
  year = 1984,
  pages = {521--535},
  keywords = {urban planning, transport planning, transit, land use transport link, urban form}
}
@book{SouBen97,
  author = {Michael Southworth and Eran Ben-Joseph},
  title = {Streets and the Shaping of Towns and Cities},
  year = 1997,
  publisher = {McGraw-Hill},
  edition = {1st},
  address = {New York City, NY, USA},
  keywords = {urban form, streets, urban planning, land use transport link}
}
@book{SouBen03,
  author = {Michael Southworth and Eran Ben-Joseph},
  title = {Streets and the Shaping of Towns and Cities},
  year = 2003,
  publisher = {Island Press},
  edition = {2nd},
  address = {Washington, D.C., USA},
  keywords = {urban form, streets, urban planning, land use transport link}
}
@article{SteMar01,
  author = {Dominic Stead and Stephen Marshall},
  title = {The Relationships between Urban Form and Travel Patterns: An
        International Review and Evaluation},
  year = 2001,
  journal = {European Journal of Transport and Infrastructure Research},
  volume = 1,
  number = 2,
  pages = {113--141},
  url = {http://ejtir.tudelft.nl/issues/2001_02/pdf/2001_02_01.pdf},
  annote = {
        This looks like an excellent summary of other land use/transport
        papers
    },
  keywords = { land use transport link }
}
@techreport{SteArmBaySteDelGiuGauGiuLavLevPucReiScoTarZup01,
  author = {Les Sterman and David J.~Armijo and David Bayliss and Stephen
J.~{Del Giudice} and Helen E.~Gault and Genevieve Giuliano and Charles
A.~Lave and Herbert S.~Levinson and John R.~Pucher and Jack M.~Reilly and
Beverly A.~Scott and Joel A.~Tarr and Jeffrey M.~Zupan},
  title = {Making Transit Work: Insight from {W}estern {E}urope,
        {C}anada, and the {U}nited {S}tates},
  year = 2001,
  institution = {Transportation Research Board},
  address = {Washington, D.C., USA},
  type = {Special Report},
  number = 257,
  keywords = {transit, urban form, land use transport link, canada, history},
  priority = 5,
  quality = 5,
  url = {http://trb.org/publications/sr/sr257.pdf},
  annote = {
        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.
    }
}
@article{Voi93,
  author = {R.~Voith},
  title = {Changing capitalization of {CBD}-oriented transprotation
        systems: evidence from {P}hiladelphia},
  year = 1993,
  journal = {Journal of Urban Economics},
  volume = 33,
  pages = {361--376},
  keywords = {land use transport link, transport planning, urban planning}
}
@inproceedings{WadUlf03b,
  author = {Paul Waddell and Gudmundur F.~Ulfarsson},
  title = {Accessibility and Agglomeration: Discrete-Choice Models of
        Employment Location by Industry Sector},
  year = 2003,
  booktitle = {Presented at the 2003 Meeting of the
        Transportation Research Board},
  address = {Washington, D.C., USA},
  keywords = {land use transport link, location choice, firm behaviour}
}
@article{WalEwiSch00,
  author = {G.~Walters and Reid Ewing and W.~Schroeer},
  title = {Adjusting computer modeling tools to capture effects of smart
        growth, or poking at the project like a lab rat},
  year = 2000,
  journal = {Transportation Research Record},
  volume = 1722,
  pages = {17--26},
  keywords = {land use transport link, transport modelling}
}
@article{Wil98,
  author = {A.G.~Wilson},
  title = {Land-use/transport interaction models: past and future},
  year = 1998,
  journal = {Journal of Transport Economics and Policy},
  volume = 32,
  number = 1,
  pages = {3--27},
  keywords = {land use transport link, transport modelling}
}

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