Keywords: urban planning, transport planning

Keywords: general interest, history, transport planning, urban planning

Keywords: bicycle planning, transport planning

Keywords: transit, transport planning

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

The network component of an integrated urban model called IMULATE is interfaced with the MOBILE5.C emissions models. IMULATE produces estimates of traffic flows and average speeds on each link in an urban road network using a user equilibrium assignment algorithm. This information is combined with speed-dependent emissions factors generated by MOBILE5.C to calculate estimates of the three types of emissions on a link-by-link basis. The combined models are implemented for the Hamilton, Ontario, Canada, metropolitan area. Simulations are conducted to illustrate the spatial patterns of emissions in the morning peak period and to demonstrate the impact of congestion on emissions estimates. The incorporation of detailed network performance information yields significant benefits in the estimation of regional automobile emissions.

Keywords: transport planning, transport modelling, ilute

Keywords: urban economics, transport planning, congestion pricing, parking

Apparently contains a fairly positive view of cycling, from a group of economists.

Keywords: congestion pricing, transport planning, urban economics, bicycle planning, parking

The past 10 years have seen the publication of a whole range of books from the US dealing with the loss of place in one way or the other. The books under review were, in general, written for broad audiences and are, in many cases, campaign documents. Their success and substantial number indicate an unease, which many academic texts cannot formulate. They are in this way evidence, in just the same way as were The Death and Life of Great American Cities or Edge City. This European-based review will critically review these recent books in an attempt to highlight their common threads. While the books show particular concern for the poverty of current urban and suburban environments, they lack any substantial discussion of the economic mechanisms which are reproducing the undesired results. They are also unaware of the recent developments in communications and transport technologies, which have considerable potential to influence future trends, which will be discussed in the review. Also included in the review are a number of transport-oriented books, as they formulate a different aspect of the same concern about the built environment.

Keywords: urban planning, transport planning, general interest

The prevailing practice in travel demand modelling is to estimate disaggregate models of mode choice with data from the most recent cross-sectional travel survey available on an urban area for forecasting purposes. Very often, however, most urban areas have available data from older cross-sectional surveys, which are often entirely ignored in the modelling effort. This paper explores the possibility of pooling data from two independent cross-sectional travel surveys on the same urban area for model estimation and forecasting by applying a model structure which allows for transfer-bias, referred to as the joint context estimation procedure. This procedure consists of joint, full information maximum likelihood estimation of a related set of logit choice models for the contexts which are based on the following two assumptions: (1) differences in model parameter values between contexts are expressible in terms of differences in the contexts' alternative-specific constants and overall scale of the contexts' utility functions; and (2) aside from these differences in alternative-specific constants and scales, model parameters are common across contexts. An empirical case study is presented, involving the use of two datasets, gathered 22 years apart (1964 and 1986) for the Greater Toronto Area (GTA), to estimate morning peak period work trip mode choice models. The estimated models are applied in prediction tests on the 1964, 1986 and a third independent data set, the 1991-data, also collected in the GTA. The performance of the joint context models is compared to that of an independent model, estimated on the 1986 data only. The results clearly demonstrate that joint context estimation dominates the independent 1986-model in predictive performance. The paper concludes by briefly discussing the possible roles, which joint context estimation might play in the development of improved transferability of disaggregate choice models.

Keywords: transport planning, transport modelling, ilute

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

Keywords: transport planning, canada, land use transport link

Keywords: transport planning, transportation demand management

Keywords: transport planning

Some good notes on the airline industry, which is often ignored in analyses of sustainable transportation. Leisure travel is a major and growing part of the airline business. Airlines are often in a privileged position in terms of taxes, and have few incentives to reduce externalities. “When thinking about measures to achieve sustainable transport, there are some (like pricing) that are common to all futures. Such measures need to be implemented now, even though their impacts might be slow in the initial stages. For example, the UK government has increased the costs of driving through raising fuel duty by at least 5 per cent in real terms each year. In the transport sector, this is the main policy being pursued to meet the Kyoto reduction targets for CO2 emissions. Over the past six years, this has increased the price of a litre of fuel from 45 pence to 85 pence (1994-2000), of which 70 pence is tax and duty. The escalator has been removed (2000) after pressure from industry and other interests, particularly those in rural areas.”

Keywords: transport planning, intercity transport

Keywords: transport planning

Keywords: transport planning, urban planning

Keywords: transport planning

Keywords: urban planning, transport planning, canada

Keywords: transit, urban planning, transport planning

The fundamental dilemma in attempts to make urban development less dependent upon mobility by car is the inability of alternatives to match the quality of accessibility provided by private motorized transport. Failure to recognize this means that bringing about environmentally more sustainable urban mobility patterns is only possible at economic, social, and political costs that are unacceptable in most societies. In this paper we identify and discuss ways out of this dilemma, in the form of solutions that pursue the goal of increasing both sustainability and accessibility. We start by contending that what people ask is not a generic mobility, but rather opportunities to participate in spatially disjointed activities. Accordingly, accessibility should be defined as the amount and the diversity of 'spatial opportunities' that can be reached within a certain amount of time. Solutions to the accessibility - sustainability dilemma building upon this perspective (that is, planning concepts, policy measures) have been the object of recent research at the Universiteit van Amsterdam and are discussed and we look for, and find, evidence of the feasibility of these solutions in the actual trends in the Amsterdam urban region. Some policy implications of the findings are discussed.

They define accessibility as the “amount of `spatial opportunities' that can be reached within a certain amount of time,” an idea that matches my intuition. They base this on three assumptions about human behaviour: (a) For the most part people travel not just for the sake of it, but in order to participate in spatially disjointed activities (for example, living, working, shopping, visiting in different places); (b) People want to have a choice among as large a number and as diverse a range of activities as possible; (c) Travel costs, and particularly travel time rather than travel distance, set a limit to these possibilities (in the form of total daily travel-time budgets, travel-to-work time budgets, etc.). They also aim for a synergy with sustainability, and express their goal as “Developing conditions for as large as possible a share of the more environmentally friendly modes in urban mobility, while at the same time maintaining, and possible increasing, the amount and the diversity of activity places that can be reached within an acceptable travel time.” They note that “only activities with middle to high spatial reach and low intensity of use (for example, living, working, or recreating in low densities) are best served by the car system”... which would include hiking, I suppose. “[T]he most significant policy dealing with car environments has been the regulation of parking allowance, which has proved an invaluable tool in managing the accessibility of locations, most notably within the municipality of Amsterdam.” They close with an interesting note: they call the transport system the supply of mobility, and land-use patterns are the origin of the demand for mobility. It's an interesting and relevant labelling.

Keywords: urban planning, transport planning, accessibility

Keywords: equity, gender, transport planning, urban planning

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

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

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

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

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

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

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

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

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

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

Keywords: transit, transport planning

Keywords: canada, transit, transport planning

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

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

Keywords: transport planning

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

Keywords: transport planning

Keywords: transport planning, urban planning

Keywords: urban form, transport planning, urban planning

Keywords: urban form, transport planning, urban planning

Keywords: urban planning, transport planning, canada

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

Keywords: transport planning, land use transport link

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

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

Keywords: urban planning, transport planning

Keywords: transport planning

Keywords: transport planning, transit

Keywords: transport planning, history

Keywords: canada, urban planning, geography, transport planning, history, urban economics

Keywords: transport planning, streets, roadspace reallocation

Reallocating roadspace from general traffic, to improve conditions for pedestrians or cyclists or buses or on-street light rail or other high-occupancy vehicles, is often predicted to cause major traffic problems on neighbouring streets. This paper reports on two phases of research, resulting in the examination of over 70 case studies of roadspace reallocation from eleven countries, and the collation of opinions from over 200 transport professionals worldwide. The findings suggest that predictions of traffic problems are often unnecessarily alarmist, and that, given appropriate local circumstances, significant reductions in overall traffic levels can occur, with people making a far wider range of behavioural responses than has traditionally been assumed. Follow-up work has also highlighted the importance of managing how schemes are perceived by the public and reported in the media, with various lessons for avoiding problems. Finally, the findings highlight that well-designed schemes to reallocate roadspace can often contribute to a multiplicity of different policy aims and objectives.

Keywords: transport planning, streets, roadspace reallocation

Keywords: urban planning, transport planning, streets, street design, new urbanism

There is a critical need for a new paradigm of growth on undeveloped sites - one that complements urban infill and revitalization. The alternative transportation network proposed here calls for a new hierarchy of arterials and boulevards that allow for through traffic without always by-passing commercial centers - a road network that reinforces access to walkable neighborhoods and urban town centers without cutting them off from local pedestrian movement. A plan for new growth areas around Chicago proposes 3 types of major roads to replace the standard arterial grid: transit boulevards, throughways, and arterials. The transit boulevards combine the capacity of a major arterial with the intimacy of local frontage roads and the pedestrian orientation that comes with the transit system. Local arterials are multi-lane facilities that transition into a couplet of main streets at the village centers.

Keywords: urban planning, transport planning, streets, street design, new urbanism

Keywords: transport planning, governance

Keywords: land use transport link, transport planning

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

Keywords: transit, transport planning

Keywords: canada, transit, transport planning

Keywords: transport planning, urban planning

Keywords: transport planning, urban planning, canada, transit

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

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

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

Keywords: urban planning, transport planning

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

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

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

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

Keywords: transit, transport planning

Keywords: transport planning, urban planning

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

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

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

Keywords: urban form, transport planning, urban planning, urban design

Keywords: transit, transport planning

detailed annotation

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

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

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

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

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

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

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

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

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

A good, balanced paper.

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

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

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

Keywords: urban form, urban planning, transport planning

Keywords: car sharing, transport planning

Keywords: urban form, transport planning, urban planning

Keywords: transport planning

Keywords: transport planning, governance

Keywords: transport planning, parking

Keywords: transport planning, transit, canada

detailed annotation

This was my real introduction to transport planning, and now in retrospect I can see that this document represents a very progressive stance on transportation planning. See some of my detailed comments on cycling at the VACC website; I've been the lead person on downtown issues for the VACC for the last several years.

Keywords: transport planning, bicycle planning, pedestrian planning, goods movement, transit, canada

A comparison of trends 1980-1990 in Southern California and the Netherlands. The authors seemed determined to push a particular thesis about increasing automobility and rising polycentricity, but the data from the Netherlands didn't really bear out their thesis: trips were generally getting quicker and both cycling and transit mode share were rising, despite growing auto ownership. They did make an interesting distinction between different forms of polycentric development: an “archipelago” with nodes in an urban sea (Los Angeles) versus “spheres of interest” where primary nodes have secondary nodes in their sphere (or orbit), and essentially partition the region (Netherlands).

Keywords: urban planning, transport planning

Keywords: parking, transport planning, data

Keywords: transit, finance, transport planning

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

Keywords: urban planning, transport planning

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

Keywords: urban planning, transport planning

Keywords: transport planning

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

Keywords: urban planning, transport planning

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

Keywords: transport planning, traffic calming, canada

Some interesting notes, especially relevant for my work with Vancouver's Downtown Transportation Plan. They discuss a consensus-building approach they used in discussions over the plan, bringing stakeholders together in an effort to find some common ground.

Keywords: transportation demand management, transport planning, canada

Keywords: transport modelling, transport planning, urban planning

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

A good overview of the full breadth of equity issues in transportation planning. A few distinctive points: 1) access to health care is often ignored. 2) Residential dispersal is a valid solution to spatial mismatch, but transportation is usually touted as the politically easier solution instead. My thoughts: in some ways, providing subsidised transit connections for reverse commutes is a subsidy to suburbanising businesses, giving them access to low-wage employees at a low-cost location. Without that access, they might choose to locate closer to low-wage workers. 3) In addition to poor/rich urban/suburban, short trip/long trip cross-subsidies, there are also peak/off-peak trip cross-subsidies: off-peak travellers (e.g., low income midnight shift workers, part-time workers) do not require the expensive “peaked” service of the regular workday. (To be fair, late night service is also often heavily subsidised.) 4) The rationale for federal/state funding of transit projects in suburban areas, despite inefficiency: suburbs pay a substantial chunk of taxes, and need to see some returns. If the funds didn't go through a federal level, this might not be an issue: cities could fund their own transit projects... 5) The environmental justice discussion is interesting, particularly the details of the various Bus Riders' Unions. 6) Rich drivers generate more pollution than poor drivers, both from longer trips and from lower fuel efficiency.

Keywords: transport planning, equity

Keywords: transport planning

Keywords: canada, transport planning, land use transport link

Keywords: bicycle planning, pedestrian planning, urban planning, transport planning

Keywords: transport planning

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

Keywords: urban planning, transport planning

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

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

Keywords: streets, transport planning

Keywords: transport planning

Keywords: transport planning, transport modelling, induced travel

detailed annotation

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

detailed annotation

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

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

Keywords: transport planning, urban planning

Keywords: transport planning, urban planning

Interesting, with some good statistics. The author shows that if transportation and housing costs are combined, total spending amounts to 47-57% of income across almost all of the United States. The split between transport and housing varies dramatically, of course, but the point is that you aren't really saving people any money by building an auto-dependent region; you're just choosing a different urban form. Top 10 most expensive: San Diego, Tampa, Los Angeles, Miami, Denver, Atlanta, Phoenix, Cleveland and San Francisco. Bottom 11: Portland, Baltimore, Houston, Milwaukee, Kansas City, Anchorage, Pittsburgh, Minneapolis/St. Paul, St. Louis and Honolulu. New York, surprisingly, is right in the middle of the pack.

Keywords: urban planning, transport planning, urban form

Comparison of Portland, Seattle and Vancouver

Keywords: transport planning, urban planning, canada

Keywords: urban planning, transport planning

Keywords: urban planning, transport planning, streets

Keywords: urban planning, transport planning, streets

Keywords: transport planning, parking

Demonstrated that NewKen89's approach was sound.

Keywords: urban planning, transport planning

Keywords: transport planning

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

Keywords: transport planning, transit, urban planning

Keywords: transport planning, urban form

Keywords: parking, transport planning

Keywords: transport planning, climate mitigation

Surface parking generates multiple externalities. If left to the market the supply of parking is likely to be suboptimal. But parking requirements ignore most of the externalities. This paper suggests that a tax approach may be a more efficient method to internalize the externalities associated with parking provision, thereby assuring an optimal supply of parking. However, in practice it is infeasible to value all externalities in monetary terms and to set such a tax. Hence, a suboptimal flat surface parking tax is advanced. In addition to its contribution to the reduction of externalities from land cover, this tax is likely to have several noteworthy positive attributes. It is simple to assess. It will provide an incentive for intensifying the use of parking. It may also increase the attractiveness of providing underground parking relative to surface parking, thereby reducing the attractiveness of suburban retail centers relative to central cities. A discussion of implementation issues suggests that a surface parking tax may face relatively low transaction costs. These will be largely a function of the use of revenues. Hence, the use of revenues should be specified when such a tax is proposed.

Keywords: parking, transport planning

Keywords: transportation demand management, transport planning

Keywords: transport planning, congestion pricing

Some very good points in a comparison of several Toronto shopping centres that I know well. Hard data makes for an interesting comparison exercise. The amazing thing, really, is the allocation of space in each centre: roughly 2.5:1 ratio of space for cars to space for buildings (except North York Centre, at 2:1), compared with 1:2 in downtown Toronto. North York Centre still comes out almost as bad as the others, since it uses its saved space mostly for open park space (38% of total space!)

“If suburban mixed-use centres have been successful in juxtaposing different land uses, their integration of these uses has been far less impressive.”

Keywords: urban planning, transport planning, urban design, pedestrian planning

Keywords: transport planning, congestion pricing

A very interesting article. The theory that actors lie about project costs for political gain is supported by the statistically significant results found in this article.

Keywords: transport planning, politics, finance, transit

Keywords: land use transport link, transport planning

Land-use impacts on travel demand and vehicle emissions is emerging as a topic of major interest, as several regions around the nation struggle to demonstrate conformance with the requirements of the Clean Air Act Amendments of 1990 (CAAA). The implementation of the CAAA threatens the withholding of federal transportation funding from several regions unable to demonstrate the ability to meet milestone reductions in emissions required by the CAAA. A case study of a network of policies emerging in Washington State as part of growth management efforts is presented. These policies, when coupled with federal clean air (CAAA) and surface transportation legislation (ISTEA), provide a framework for the implementation of land-use strategies that are associated with less vehicular travel and emissions. A review of the land development and transportation investment policies espoused in newly adopted local comprehensive plans in the Central Puget Sound Region of Washington State are presented. This review indicates a shift toward planning solutions that could result in reduced vehicle emissions if implemented.

Keywords: transport planning, transportation demand management, urban form, climate mitigation

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

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

Keywords: energy, transport planning, urban planning

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

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

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

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

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

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

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

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

Keywords: urban planning, transport planning

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

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

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

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

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

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

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

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

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

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

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

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

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

Keywords: transport planning

Keywords: urban planning, transport planning

Keywords: active transportation, urban planning, pedestrian planning, bicycle planning, urban form, transport planning

Keywords: transit, transport planning

Keywords: transport planning

Some interesting notes on racial/income equity in transit service. Apparently, transit users were only 20% minorities in 1977-but that rose to 63% by 1995! I hadn't realised that the racialisation of transport in the USA was so recent. Also, some interesting notes on US funding formulas for transit: a heavy weight on service area coverage, and little weight on ridership achieved.

Keywords: equity, transport planning, finance

detailed annotation

Keywords: transport planning, transport modelling, activism

Keywords: land use transport link, transit, transport planning

Keywords: transport planning, transit

Keywords: parking, transport planning

Seems reasonable, with a more balanced coverage of the debate than others (GorRic97, even Ewi97).

Keywords: urban planning, transport planning

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

A good discussion of this issue, although it's admittedly not a topic I find particularly important.

One possible reason why suburb-to-suburb commutes may wind up being relatively short: “the relative homogeneity of suburban areas (making it easy to locate near one's job, or conversely negating any advantage of living far from one's job).”

In general, I agree with most of the author's conclusions. I don't see jobs-housing balance as a central issue in transportation planning. I would aim more for diversity: providing a mixture of types of jobs and types of housing in every community. Aiming for an exact or near-exact balance is futile, as the author argues, but I believe that there is nonetheless a need to give people the option of locating near their jobs, which may not be provided automatically by the market. (See, for example, the absence of family-oriented condominiums in downtown Toronto, despite clear evidence of a demand after they were built in downtown Vancouver.)

Keywords: transport planning, urban planning

Keywords: transport planning, transportation demand management

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

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

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

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

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

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

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

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

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

Keywords: transport planning, urban planning

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

Keywords: transport planning, politics

Book review (of NewKen89?)

Keywords: transport planning

Keywords: transit, transport planning, finance

Keywords: transport planning

Keywords: transport planning

Keywords: streets, transport planning

A good overview of progress from the 1960s “predict and provide” approach to the current idea that road capacity is fundamentally a policy decision.

Keywords: transport modelling, history, transport planning

Keywords: transport modelling, transport planning, roadspace reallocation

A recent article by Prakash et al. (Applied Economics, 33, 1579-85, 2001) asserted that induced travel effects do not occur. This paper is criticized on several grounds. It disregards much of the recent work in this area that has empirically estimated induced travel relationships. The models specified are inappropriate for properly addressing this question, both in their use of road expenditure data (based on a misunderstanding of how this may relate to traffic growth) and specification of a model that does not account for other variables that generally have a large effect on traffic growth (notably population and income growth). The evidence in the literature is summarized and an analysis of UK road expenditure data shows that expenditure is not a good measure of actual road capacity that is built.

Keywords: transport planning, urban planning

Keywords: transport planning, energy

Very interesting. Markham looks like it may be a good control case for future investigations. Having lived away from the GTA for many years, I was surprised to hear of consistent support for such policies from Markham, which was quite car-dependent in my time.

Keywords: urban design, urban form, transport planning, urban planning, new urbanism

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

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

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

While initially convincing, this article relies on some very dubious rhetorical methods to attack compact urban form. It's worthwhile if only to help develop the critical skills to dissect invalid argumentation. Be sure to read Ewing (1997) as well.

Keywords: urban planning, transport planning, urban form

Keywords: transport planning

Keywords: urban planning, transport planning

Keywords: geography, transport planning

Keywords: geography, transport planning

Keywords: transport planning

Keywords: urban planning, urban form, transport planning, canada

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

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

Keywords: history, urban planning, transport planning

Keywords: transport planning, streets

Keywords: urban politics, transport planning

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

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

Keywords: transport planning

Keywords: transport planning, land use transport link

Keywords: induced travel, transport planning

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

Nothing too exciting here; basically just Transport Planning 101.

Keywords: transport planning

Keywords: transport planning, equity, parking

Keywords: transport planning, equity, parking

Keywords: transport planning

Keywords: pedestrian planning, urban planning, transport planning, traffic calming

Keywords: pedestrian planning, urban planning, transport planning, traffic calming

Keywords: transport modelling, transport planning

Keywords: congestion pricing, transport planning

Keywords: equity, transport planning

Keywords: streets, transport planning

Keywords: urban planning, urban design, transport planning, street design, streets

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

Some very interesting notes regarding immgrants' use of public transit. “We find that recent immigrants are much more likely than the Canadian born to use public transit to commute to work, even after controlling for age, gender, income, distance to work, and distance between place of residence and the city centre. Two factors seem to explain this high rate of transit usage. First, immigrants tend to use public transit in their commute to work more when they are new to Canada (independent of other factors such as age and income) but their rate of transit use declines as they reside in Canada for longer periods of time. Second, newer cohorts of immigrants have higher rates of transit use than earlier cohorts, suggesting that they may be different in some ways that have not been observed. [...] Projections for future public transit needs could take into account that the urban population is not only growing, but is also compositionally shifting towards a high-usage group.” They also found some interesting results about immigrants' source countries: “In both Toronto and Montreal, the incidence of public transit utilization is highest among immigrants from the Carribean, Southeast Asia, Central and South America, and Africa; they are lowest among immigrants from Easy Asia, Europe, West Asia, North America and Oceania.” Results from Vancouver were unfortunately very distorted due to the transit strike that took place during the 2001 census, especially changing usage patterns in Skytrain-serviced areas versus bus-serviced areas. It's worth noting that immigrants from all of these source nations were much more likely to use transit than the Canadian born, usually by margins of at least 50%.

Keywords: canada, transit, transport planning, sociology

Keywords: urban form, transport planning, urban planning

Keywords: parking, transport planning

Keywords: transport planning

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

Keywords: transport planning, pedestrian planning, bicycle planning

Keywords: urban planning, transport planning, urban form

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

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

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

Keywords: transport planning, climate mitigation

Keywords: transport modelling, transport planning

Keywords: transport planning

Keywords: canada, toronto, transit, urban planning, urban form, transport planning

Keywords: canada, toronto, transit, transport planning

Keywords: transport planning, parking

detailed annotation

Keywords: urban planning, equity, transport planning, general interest, sociology, streets, pedestrian planning, accessibility, urban design

Keywords: pedestrians, transport planning

This was a first good discussion of telecommuting that I've seen. It went into more detail on the types of work where telecommuting might be a reasonable substitute, the possible effects on urban form and exurbanisation, and the context of the changing structure of work in North America. I found his discussion of Coppack quite itneresting, talking about competition for “natural” amenities at the urban fringe, and the leapfrogging and outwards movement that can result when rural/natural amenities are considered valuable. His discussion of the growing role of nonroutine activities in the workplace was also valuable in a telecommuting context. The discussion of Mokhtarian (1991) was also good, reducing some of my concerns regarding telecommuting; overall, it seems like it produces some benefits, although the impacts aren't likely to be enormous; distance is by no meanby no means dead yet.

Keywords: telecommuting, transport planning, canada

Keywords: transport planning, equity, parking

Keywords: transport planning, equity, parking

Keywords: transport planning, equity, parking

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

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

Keywords: climate mitigation, transport planning, energy

Keywords: transit, transport planning

Keywords: transport planning

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

Keywords: transit, transport planning, canada

The unsustainable nature of current urban transportation and land use is well recognized. What is less clear is the prescription for how to move towards a more sustainable future, especially given the many interest groups involved, the complexity of urban systems and the fragmented nature of decision-making in most urban regions. It is argued that the process of achieving more sustainable transportation requires suitable establishment of four pillars: effective governance of land use and transportation; fair, efficient, stable funding; strategic infrastructure investments; and attention to neighbourhood design. A review of each pillar identifies key issues. The characteristics of an ideal body for governance of land use and transportation are considered. Trade-offs are identified with: spatial representation; organizational structure; democracy; and market philosophy. Effective financing and pricing of urban transportation may be distorted because responsibility for infrastructure is separated from service provision. Financing mechanisms are categorized depending on vehicle use and location. Investment in infrastructure for alternative fuel vehicles and intermediate semi-rapid transit may be required in many cities. Major investment in public transit infrastructure will likely not suffice if macro land use and micro neighbourhood designs are not supportive of these investments.

A useful read, covering a wide swath of topics, and including many useful pointers to other papers within each topic. I found the discussion of financing transportation particularly useful, mostly because I haven't read much about that topic. Discussion of market vs. non-market approaches, including P3s, was also valuable. I'm glad to see discussion of neighbourhood design in the article, a topic which is familiar and close to my heart.

Keywords: transport planning, urban planning, governance, finance, transit, pedestrian planning

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

Keywords: transport planning, urban planning, urban form

Keywords: bicycle planning, urban planning, transport planning

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

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

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

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

Keywords: transport planning, transit, transportation demand management, rail

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

Keywords: transport planning, urban planning, urban form, transit

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

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

Keywords: transit, transport planning

Keywords: transport planning

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

Keywords: transport planning, urban planning, urban form

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

Keywords: transport planning

Keywords: urban planning, transport planning

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

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

By incorporating characteristics of the built environment into models of travel behavior, much can be said about household travel distances, automobile ownership, and mode choice. This research investigates the relative significance of a variety of measures of urban form, both at trip-makers' home neighborhoods and at trip ends. The travel data come from the 1990 San Francisco Bay Area Travel Surveys, and the land-use data are largely constructed from hectare-level descriptions provided by the Association of Bay Area Governments.

After controlling for demographic characteristics, the measures of accessibility, land use mixing, and land use balance proved to be highly statistically significant and influential in their impact on household vehicle miles traveled (VMT), automobile ownership, and mode choice. In contrast, under the majority of models (with the important exception of the vehicle-ownership models), density's impact was negligible, after controlling for accessibility. In many cases, balance, mix, and accessibility were found to be more relevant (as measured by elasticities) than several household and traveler characteristics that often form a basis for travel behavior prediction. Moreover, the apparent influence that these variables, particularly accessibility, have on travel behavior is dramatic.

If a societal objective is reduced automobile use and dependence, while maintaining or improving general accessibility levels, these results lend empirical support to the promotion of a variety of land-use policies, such as regional growth containment, the raising and/or removal of density/intensity caps, and the establishment of mixed-use and flexible zoning standards throughout urban areas. These results also represent a step forward in the inclusion of measures of urban form in travel behavior forecasting models; thanks to the technology of geographical information systems and the increasing availability of detailed land-use data sets, such measures can be computed for a multitude of zones at relatively low cost.

Keywords: transport planning, urban planning

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

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

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

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

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

Keywords: transport planning

Keywords: equity, transport planning

Keywords: transport planning

Keywords: transportation demand management, transport planning

Keywords: transport planning, parking

Keywords: equity, transport planning

Keywords: land use transport link, transport planning

Keywords: transit, urban planning, transport planning

Keywords: transport planning, transport modelling, urban economics

Keywords: transport planning, transport modelling

The objective of the EU research project PROPOLIS (Planning and Research of Policies for Land Use and Transport for Increasing Urban Sustainability) is to assess urban strategies and to demonstrate their long-term effect in European cities. To reach this goal, a comprehensive framework of methodologies including integrated land use, transport and environmental modelling as well as indicator, evaluation and presentation systems have been developed. Sustainable development is viewed as comprising the environmental, socio-cultural and economic dimension. About thirty key indicators have been defined to measure the three dimensions of sustainability, such as air pollution, consumption of natural resources, quality of open space, population exposure to air pollution and noise, equity and opportunities and economic benefits from transport and land use.

Indicator values are derived from state-of-the-art urban land use and transport models. A number of additional modules, including a justice evaluation module, an economic evaluation module and a GIS-based raster module, have been developed and integrated to provide further indicator values. Both multicriteria and cost-benefit analysis methods are used to consistently evaluate the impact of the policies. The environmental and social dimensions of sustainability are measured using multicriteria analysis for the evaluation of the indicators, whereas cost-benefit analysis is used for the economic dimension. The modelling and evaluation system is currently being implemented in seven European urban agglomerations: Bilbao (Spain), Brussels (Belgium), Dortmund (Germany), Helsinki (Finland), Inverness (Scotland), Naples (Italy) and Vicenza (Italy).

A large number of policies will be tested with the modelling and evaluation system in the seven urban regions. Policies to be investigated are land use policies, transport infrastructure policies, transport regulation and pricing policies and combinations of these. Besides a common policy set for all seven urban regions, city-specific local policies will be assessed as well. The first part of the paper will introduce the methodology and the modelling system developed. The second part will present first results of the policy testing and evaluation. The paper will conclude with initial conclusions on successful strategies to enhance the long-term sustainability of urban regions.

Keywords: transport planning, transport modelling

Keywords: transit, energy, transport planning

Keywords: equity, gender, transport planning

Some interesting thoughts. 1) Their “compact city” policy seems to have led to a polycentric region, with the edge regions (at the boundary of the dense inner city and the car-oriented outer world) developing into subcentres. Most of this is due to earlier policies of motorway expansion and subcentre promotion. However, public transport patronage has risen. 2) Public transport expansion has been less effective than changes in urban form. Expansion to new developments has not proven feasible, due to chicken-and-egg issues. 3) The a,b,c location policy aimed to force employers with large numbers of employees/visitors to take class A sites, defined as having good public transport facilities running in several directions, and with very strict parking place supply. Class B and C sites have softer parking regimes and siting requirements. It's a national policy. While it has been evaluated as a failure (mostly due to application to only 15% of all locations, since it only applies to new developments), it is continuing.

Keywords: urban planning, transport planning, parking, accessibility

Keywords: transport planning

Keywords: transport planning, gender, bicycle planning

Keywords: urban planning, transport planning

Keywords: urban planning, transport planning, streets

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

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

Parking's broad influence over travel in the modern urban setting is discussed, including recent changes in urban priorities and transport policies created by contemporary concerns for environment, energy, and air pollution. Downtown parking issues and options are reviewed. They include questions related to how parking affects and is affected by many other factors, including community development, environemental concerns, transportation goals, existing parking facilities and street systems, urban and suburban transit stops and the like. The impacts of increasing or decreasing automobile access are depicted. Three basic city center types are identified and described: extensively transit-oriented, intermediate transit use, and predominantly automobile oriented. The basic problems posed by commuter parking are covered, as are options for dealing with them. Four options for downtown parking and transportation policy are presented: trend projection, maintain present auto-transit balance, all future growth by transit, and reduce the number of automobiles accumulated downtown. Air quality considerations are mentioned. Parking supply and demand can be adjusted by stabilizing downtown parking supply, revising parking rates to encourage short- term use, and implementing new zoning policies to limit parking. Each option is discussed. Urban parking policies require community participation. The groups and concerns involved are reviewed. Parking guidelines are suggested for major transit corridors. Recommendations are made on issues to be considered in forming parking policies and programs in the future.

Keywords: parking, transportation demand management, transport planning

Keywords: transport planning, urban planning

Some interesting analysis. It's primarily a critique of another paper, “Great Rail Disasters” by Randal O'Toole, which I'm not familiar with; apparently, the paper condemns rail transit as cost ineffective, but its analysis is fundamentally flawed. In the end, the flaws boil down to two differences: 1) O'Toole values mobility more than accessibility; and 2) he's quite ready to distort statistics to make an argument.

Probably the most interesting part of his analysis is Figure 13, showing that “in Bus Only and Small Rail cities, traffic congestion costs tend to increase with city size [...] but Large Rail cities do not follow this pattern. They have substantially lower congestion costs than comparable size cities. As a result, New York and Chicago have about half the per capita congestion delay as Los Angeles.”

Tables 6 and 7 is also very interesting, showing the total subsidy to bus and rail systems, and a lower bound on the total benefits from each.

Litman's notes comparing bus rapid transit and rail are interesting, particularly his statistic showing that people are more willing to stand on rail systems, allowing more passengers per vehicle. His notes that rail does not subtract from bus systems are also interesting, showing that cities with large and small rail tend to spend more per-capita on transit, and hence that rail does not necessarily reduce bus system performance. (Although I'm sure there are cases where that happens!)

I still have some questions about one part of his analysis: his argument proceeds by defining “large rail” cities as those with transit mode share of 20%+ with rail making up more than half of the transit trips. He then argues that these cities have lower vehicle-miles, higher transit trips, etc., typically due to the land use impacts of the rail systems. However, there are elements of a circular argument here: it's possible that the causation runs in the other direction, and land uses cause higher transit mode share, and hence shift certain cities into the large rail category. (Personally, I don't believe that's the case-I think that rail does cause denser land use. But the argument may need to be rephrased to make this unambiguous.) I need to think about this more before I can be certain that there actually is a flaw in his reasoning, though. Regardless, I don't think it's a big flaw-it's a difficult subject to tackle perfectly, and his analysis is generally quite sound.

Litman includes a reference to the spreadsheet containing his calculations! This could be quite useful for learning how this analysis is done.

Keywords: transport planning, transit, rail

Keywords: transport planning, induced travel

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

Keywords: transport planning, canada

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

Keywords: transport planning

A fascinating study of Los Angeles versus New York and San Francisco. When the entire urban agglomeration is taken into account, L.A. is actually denser than New York or San Francisco, since its suburbs are relatively dense. The article explains discusses how downtown parking in L.A. is profoundly different from the other two, and how it hurts the city.

Keywords: transport planning, parking

Keywords: transport planning, parking

Keywords: transport planning, urban planning

Keywords: streets, urban planning, transport planning, street design

Keywords: urban planning, transport planning, streets, street design

Keywords: urban planning, urban form, transport planning

Keywords: streets, urban planning, urban form, transport planning, street design, urban design

Keywords: transport planning

An interesting article on the crisis in transport planning, with some details of new ways of thinking emerging. “Central to this rethinking is the wider shift away from `predict and provide' planning towards demand-management which is slowly emerging across various infrastructure sectors. The common thread linking these diverse services is the attempts by network operators to work with users to reduce demand on the most stressed parts of the network through the introduction of traffic calming and pedestrianisation measures; advanced information technology-based systems to get the msot out of the existing infrastructure; road pricing; and a reduction in the building of new roads.” Their article is followed by comment from David Banister, Michael Breheny, and Bert van Wee, and closes with comments from the authors.

Keywords: transport planning, transportation demand management

Keywords: bicycle planning, transport planning

detailed annotation

Keywords: bicycle planning, transit, transport planning

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

Keywords: urban planning, transport planning

Keywords: transport planning, canada, climate mitigation

Keywords: transport planning, canada, climate mitigation

Comparison of Melbourne and Toronto transit performance. Discusses the failure of privatization of bus services due to loss seamless connections, etc.

Keywords: transit, transport planning, canada

Keywords: transport planning, urban planning

Keywords: transport planning

Keywords: transport planning, intermodal

Keywords: transport planning

detailed annotation

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

Keywords: transit, transport planning, history

Keywords: transport planning

Keywords: canada, urban planning, transport planning

Keywords: transport planning, energy, climate mitigation

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

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

Keywords: transport planning, transit, canada

Keywords: transport modelling, ilute, canada, urban planning, transport planning

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

This paper presents a descriptive analysis of the historical evolution of personal travel behavior in the Greater Toronto Area (GTA) over the past 35 years. The analysis indicates that in many respects the GTA taken as a whole is similar to other cities within North America in terms of increasing auto ownership; increasing individual auto-drive trip rates; increasing suburbanization of population and employment into areas poorly served by transit; increasingly complex travel patterns; and transit, at best, maintaining a constant number of trips per capita but losing modal share. The analysis also highlights ways in which the GTA, particularly the city of Toronto, deviates from the North American “norm.” These include transit per capita ridership, overall mode splits, revenue-cost operating ratios are still extremely high by North American standards; the regional commuter rail system has been very successful in attracting increasing numbers of commuters from outside Toronto into the Toronto central area; the continuing strength of the Toronto central area has provided a strong, viable transit service; and more generally, the relatively high density and transit orientation of development throughout the city of Toronto is highly supportive of transit.

Some very useful background on the transportation context of Toronto. While I grew up in that city, I actually knew fairly little about the evolution of its transportation system, so this was quite useful to me. Not very revolutionary in content (it's just a basic historical review), but worthwhile; a few good references (Mee02, Shi97, PucLef96, WriLov02).

Keywords: transport planning, urban planning, canada, transit, urban form

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

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

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

Keywords: canada, transport planning

Keywords: transport planning, urban planning

Keywords: transport planning, urban planning

Keywords: transport planning, bicycle planning, pedestrian planning

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

I understand this is the source of “induced demand.” Downs (2004) speaks highly of some of its analysis.

Keywords: transport planning

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

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

Keywords: transit, canada, transport planning

Keywords: finance, transport planning

Keywords: telecommuting, transport planning

Keywords: climate change, climate mitigation, energy, transport planning

Keywords: transport planning, pedestrian planning

detailed annotation

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

Keywords: urban planning, transport planning

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

Keywords: transport planning, urban planning, history

Keywords: transport planning

Keywords: urban planning, transport planning

Keywords: urban planning, transport planning

Keywords: transit, transport planning

Keywords: transport planning

Keywords: transport planning, transportation demand management

Keywords: transport planning, urban planning

Keywords: urban planning, transport planning

Keywords: transport planning

Keywords: transport planning, urban planning

Keywords: transport planning, urban planning

Keywords: transport planning, urban planning

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

Keywords: transport planning, energy

Keywords: urban planning, transport planning, energy, urban form

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

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

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

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

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

Keywords: transport planning, urban planning, energy

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

detailed annotation

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

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

detailed annotation

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

Keywords: transport planning, urban planning, energy

Keywords: transport planning, energy

Keywords: transport planning, ecology

Keywords: transport planning, ecology, urban form, urban planning

Keywords: urban planning, transport planning, urban form

Keywords: transport planning, urban form, urban planning

Keywords: transport planning, urban planning

Keywords: transport planning

Keywords: transport planning, economics

Keywords: canada, transport planning

Keywords: transport planning, canada

Keywords: transportation demand management, transport planning

Keywords: climate mitigation, transport planning, energy

Keywords: transport planning

Keywords: transit, transport planning, urban planning

Keywords: transit, transport planning, urban planning

Keywords: transport planning, urban planning

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

Keywords: transit, transport planning, urban planning

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

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

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

Keywords: transit, transport planning, urban planning

Keywords: transport planning

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

Keywords: canada, transit, transport planning

Keywords: transit, transport planning, finance

Keywords: transport planning, transit

Keywords: urban politics, canada, transport planning

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

Keywords: transport planning

Keywords: transport planning, urban planning, urban form

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

Discusses urban form in the freeway era, the different connectivities of the grid system and the “ladder” system of the freeway era, and Houston in particular. Some very interesting ideas (judging from references), especially the notion of the freeway system enforcing a hierarchy, and forming spiralling patterns in contrast to the grid system. Unfortunately, my library doesn't have a copy...

Keywords: architecture, urban planning, transport planning, urban form

Keywords: transport planning

Keywords: canada, transit, transport planning

Keywords: transport planning

Keywords: canada, transport planning

Keywords: transport planning

Keywords: transport planning

Keywords: transit, transport planning

Keywords: transport planning

Keywords: equity, transport planning

detailed annotation

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

Keywords: transit, transport planning

Keywords: transport planning, canada

Keywords: canada, transport planning, urban planning

Keywords: urban planning, transport planning

Keywords: transport planning, bicycle planning, pedestrian planning

Keywords: urban planning, transport planning, urban form

Keywords: transport planning, equity

Keywords: bicycle planning, transport planning

A useful read, featuring a regression analysis of 103 Dutch cities, their cycling policies, network quality, and geographic features. The Fietersbond (Dutch Cyclists' Union) collected a lot of the data here, including a special bicycle that measures pavement quality via vibrations! Before drawing conclusions from their results, I'd like to normalize all of their variables to better understand what the relative contribution of each parameter was.

Keywords: bicycle planning, transport planning

detailed annotation

Keywords: urban planning, transport planning, pedestrian planning, traffic calming, streets

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

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

Keywords: transport planning

Keywords: transport planning, transit

Physically inactive lifestyles are a major public health challenge, and research in the transportation field on influences on the choice to walk and bike may provide guidance toward solutions. In the interests of promoting effective collaboration among the transportation, planning, and health fields, the current paper was written to fulfill three purposes. The first purpose was to summarize the transportation and planning studies on the relation between community design and non-motorized (“active”) transport and to interpret these studies from a health perspective. The second purpose was to summarize studies from the health literature that examine the relation between physical environmental variables and leisure-time physical activity that have relevance for transportation research. The third purpose was to promote more collaboration among transportation, planning, and health investigators by identifying opportunities for trans-disciplinary research.

Keywords: active transportation, transport planning

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

Keywords: transport planning

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

Keywords: canada, transit, transport planning

The important role of transport infrastructure for regional development is one of the fundamental principles of regional economics. In its most simplified form it implies that regions with better access to locations of input materials and markets will, ceteris paribus, be more productive, more competitive and hence more successful than more remote and isolated regions. The paper presents results of the research project 'Socio-Economic and Spatial Impacts of Trans-European Transport Networks (SASI)' undertaken for the European Commission. The main goals of the project were to design an interactive and transparent modelling system for forecasting the impacts of transport infrastructure investments and transport system improvements, in particular of the trans-European transport networks (TETN), on socio-economic activities and developments in Europe, including spatial and temporal distribution, and to demonstrate the usability of the modelling system by applying it to a number of relevant case studies. The paper will first explain the theoretical foundation and internal structure of the simulation model developed as well as its input and output. The model is a recursive simulation model of regional socio-economic development subject to exogenous assumptions about the economic and demographic development of the EU as a whole and about transport infrastructure investments and improvements. The second part of the paper will present the results of the application of the model to a set of different assumptions on TETN infrastructure investments and their likely socio-economic impacts on the European regions in terms of GDP per capita, unemployment and accessibility. The model results suggest that the development trajectories of all regions are rather similar in all scenarios, thus confirming the assumption that general socio-economic and technical macro trends are more powerful driving forces for regional economies than infrastructure improvements. It is also shown that some infrastructure scenarios lead to a slightly less polarised distribution of accessibility and GDP among regions, however, not enough to reverse the general trend towards economic polarisation within the European Union. The third part of the paper will outline model improvements currently made in the follow-up project 'Integrated Appraisal of Spatial Economic and Network Effects of Transport Investments and Policies' (IASON). The new model will be more comprehensive in theory and more disaggregate in terms of regions and economic sectors and will include the future member states of the European Union in eastern Europe.

Keywords: transport planning

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

This guidebook provides a means for practitioners to better understand and estimate bicycle and pedestrian travel and to address transportation planning needs. The guidebook describes and compares the various methods that can be used to forecast non-motorized travel demand or that otherwise support the prioritization and analyses of non-motorized projects. These methods are categorized according to four major purposes: (1) demand estimation; (2) relative demand potential; (3) supply quality analysis; and (4) supporting tools and techniques. Discrete choice models, regional travel models, sketch plan methods, facility demand potential, bicycle compatibility measures, and geographic information systems are among the methods and tools described.

Keywords: transport planning, bicycle planning, pedestrian planning

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

According to Cer98, this paper says that bicycles are the most efficient mode for trips under 14km in Shanghai

Keywords: transport planning, bicycle planning

Keywords: transport planning

Keywords: transport planning, parking

Urban planners typically set minimum parking requirements to meet the peak demand for parking at each land use, without considering either the price motorists pay for parking or the cost of providing the required parking spaces. By reducing the market price of parking, minimum parking requirements provide subsidies that inflate parking demand, and this inflated demand is then used to set minimum parking requirements. When considered as an impact fee, minimum parking requirements can increase development costs by more than 10 times the impact fees for all other public purposes combined. Eliminating minimum parking requirements would reduce the cost of urban development, improve urban design, reduce automobile dependency, and restrain urban sprawl.

Keywords: transport planning, parking

Keywords: transport planning, parking

A top-notch article. Fascinating reading. I suspect that we need some intermediate steps before priced curb parking could be viable, but I like some of his analysis of the costs associated with parking, and his illustration of the benefits of paid parking. He raises some interesting novel points about (1) minimum parking requirements depressing land values; (2) fee-in-lieu as a way of gauging the value of parking spaces; (3) minimum parking requirements mandate meeting the peak demand for free parking, preventing a market from forming; (4) minimum parking requirements derive from a desire to prevent spillover effects in residential areas.

Keywords: transport planning, parking

Keywords: transport planning, parking

Keywords: transport planning, parking

Keywords: parking, transport planning

Keywords: parking, transport planning

Keywords: parking, transport planning

Keywords: parking, transport planning

Keywords: urban economics, transport planning

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

Keywords: canada, transport planning

Keywords: canada, transport planning

Keywords: transport planning, canada, congestion pricing, energy, climate mitigation

Keywords: urban planning, transport planning, urban form

Comparable to TRB95 report, but came to the clear conclusion that freeways have negative net impact.

Keywords: transport planning

Keywords: urban planning, transport planning

Keywords: transport planning

Keywords: transit, transport planning, canada

Keywords: urban politics, transport planning

Keywords: transit, transport planning, finance

Apparently he claims that a city center cannot grow much beyond 120000 jobs based around automobile acccess (Newman and Kenworthy).

Keywords: transit, transport planning

Keywords: urban planning, transport planning, equity

Keywords: transport planning, bicycle planning, pedestrian planning

Keywords: transport planning

Keywords: canada, transport planning, transit

Keywords: canada, data, transit, transport planning

Keywords: canada, data, transport planning

Keywords: transport planning

Wow, what an awful collection of essays. I can't speak for the more engineering-oriented chapters (“Construction Techniques” or “Ventilation”), but the chapters on energy and the environment are so glib and blinkered that they're painful. “Parking Demand” was the most painful: after rightly pointing out the error of relying on tables of “questionable, inappropriate, unknown, or obsolete origin”, Jean Keneipp then tells us to rely on these tables as long as they come from state transportation departments. He's also big on building to accommodate peak demand, instead of absorbing peak demand with other modes. Sigh.

Keywords: parking, transport planning

An interesting read. It has a lot of useful Vancouver context, in more detail than other similar reports that I've read. That said, it makes a classic planning mistake: they make some decisions by surveying neighbouring jurisdictions and looking at averages.

Keywords: parking, transport planning, canada, transportation demand management

Keywords: transport planning

Keywords: transport planning

Keywords: transport planning

Keywords: transport planning, bicycle planning, pedestrian planning

Dutch ABC system.

Keywords: urban planning, location choice, transport planning, firm behaviour

Keywords: transport planning, urban planning, history, geography

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

Keywords: transit, transport planning

“You're the expert,” says the client. “If you can't produce an estimate, nobody can.” “I'm not paying you for guesses,” says the supervisor. “Where are the facts to back up your position?” I once told a client that I could not in good conscience produce a forecast of the daily use of a proposed facility because there had never been a facility of that type in the region, and there was no experience on which to base a forecast. I was told, without even a pretense of politeness, “If you won't forecast, I'll get another consultant.” Another consultant was hired, and a forecast was made and paid for. Should the forecast be considered a good technical estimate, or a fiction produced to garner a fee by pleasing the client?

Keywords: transport planning, urban planning, transport modelling

Keywords: transportation demand management, transport planning

Keywords: urban planning, transport planning, urban form

Keywords: transport planning, urban planning

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

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

Keywords: transport planning, transport modelling

Keywords: history, transport planning, urban planning, transit

Keywords: transport planning, urban planning

Keywords: transit, transport planning, urban planning

Keywords: urban economics, transport planning

Keywords: transport planning, finance, traffic calming

Keywords: transit, transport planning

This paper analyses the evolution of urban form in two North American metropolitan regions (Portland and Toronto) and asks how more sustainable regional form might come about in the future in these and other urban areas. In the past, dominant patterns of urban form have emerged in such regions at different historical periods. These morphological phases include mid 19th-century grids, streetcar suburb grids, garden suburbs, automobile suburbs and New Urbanist neighbourhoods (which have only recently made an appearance and may or may not become widespread). Judging by the performance of past types of urban morphology, five design values appear particularly important for more sustainable urban form in the future: compactness, contiguity, connectivity, diversity and ecological integration. Although these principles were not well supported by 20th-century development, contemporary movements such as the New Urbanism and Smart Growth re-emphasise them. The example of these two regions indicates that, in the absence of new technological, economic or geographical forces, public sector institutions and urban social movements represent the most likely means to bring about new, more sustainable types of urban form.

Keywords: urban form, canada, streets, history, transport planning, urban planning, new urbanism

Keywords: transport planning, urban planning

Keywords: transport planning, parking

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

Keywords: transport planning, parking, land use transport link

Keywords: transport planning

Keywords: transport planning, finance, urban planning

Keywords: transit, transport planning, history

Keywords: transportation demand management, transport planning