@COMMENT{{This file has been generated by bib2bib 1.86}}
@COMMENT{{Command line: /usr/bin/bib2bib -ob people_robert_cervero.bib -c 'author: "Robert.*Cervero"' ref.bib}}
@ARTICLE{Cer96b,
author = {Robert Cervero},
title = {Jobs-housing balance revisited: Trends and impacts in the
{S}an {F}rancisco {B}ay {A}rea},
year = 1996,
journal = {Journal of the American Planning Association},
volume = 62,
number = 4,
pages = {492--511},
keywords = {urban planning, land use transport link, urban form},
status = {read},
quality = 4,
annote = {
This paper is the best I've read on the jobs-housing issue, with
a careful distinction between balance and containment, an
examination of balance-with-mismatch, and a more careful analysis
of the impacts on VMT and mode split.
One finding that interested me: balance was not correlated
with a substantial change in VMT, but containment was (and was also
correlated with higher levels of walking). Another interesting
conclusion: imbalance is a planning failure, not a market failure,
since it usually happens in jobs-surplus areas where residents
apply political pressure (read: NIMBYism) to fight any
market-driven changes to the residential stock.
I liked the description of jobs-housing balance as the potential for
self-containment. I see the actual level of self-containment to be
a function of two variables: jobs-housing balance, and travel
times. Jobs-housing balance allows a city to easily respond to
congestion or degraded travel times, by giving workers the option
of moving closer to their jobs.
}
}
@BOOK{Cer98,
author = {Robert Cervero},
title = {The Transit Metropolis: A Global Inquiry},
year = 1998,
publisher = {Island Press},
address = {Washington, D.C., USA},
status = {read},
annoteurl = {http://davidpritchard.org/sustrans/Cer98/index.html},
keywords = {transit, urban planning, transport planning, canada, land use transport link, urban form, transit-oriented development}
}
@ARTICLE{Cer03,
author = {Robert Cervero},
title = {Road Expansion, Urban Growth, and Induced Travel: A Path
Analysis},
journal = {Journal of the American Planning Association},
year = 2003,
volume = 69,
number = 2,
pages = {145--163},
url = {http://www.planning.org/newsreleases/pdf/Cervero.pdf},
quality = 5,
keywords = {transport planning, induced travel, urban form, land use transport link},
abstract = {
Claims that roadway investments spur new travel, known as induced
demand, and thus fail to relieve traffic congestion have
thwarted road development in the United States. Past studies
point to a significant induced demand effect. This research
employs a path model to causally sort out the links between
freeway investments and traffic increases, using data for 24
California freeway projects across 15 years. Traffic increases
are explained in terms of both faster travel speeds and land
use shifts that occur in response to adding freeway lanes.
While the path model confirms the presence of induced travel in
both the short and longer run, estimated elasticities are lower
than those of earlier studies. This research also reveals
significant ``induced growth'' and ``induced investment''
effects---real estate development gravitates to improved
freeways, and traffic increases spawn road investments over
time. Travel-forecasting models are needed that account for
these dynamics.
},
annote = {
A much more sophisticated methodology to help untangle a
complicated problem. The model suggests that it may be possible to
build out of congestion without road pricing, although the
author speculates that the ultimate urban form may look something
like Houston. An interesting side note is the role of density,
which exerts a strong influence on the level of induced demand.
Unfortunately, since the dataset is from Southern California where
truly high densities are rare, the model cannot say too much about
roadway expansion in dense areas.
}
}
@ARTICLE{CerDun03,
author = {Robert Cervero and Michael Duncan},
title = {Walking, Bicycling and Urban Landscapes: Evidence from the
{S}an {F}rancisco {B}ay {A}rea},
journal = {American Journal of Public Health},
year = 2003,
volume = 93,
number = 9,
pages = {1478--1483},
keywords = {active transportation, pedestrian planning, bicycle planning, urban form, bicycle modelling},
status = {read},
abstract = {
Some claim that cardependent cities contribute to obesity by
discouraging walking and bicycling. In this article, we use household
activity data from the San Francisco region to study the links between
urban environments and nonmotorized travel.
We used factor analysis to represent the urban design and land-use
diversity dimensions of built environments. Combining factor scores
with control variables, like steep terrain, that gauge impediments to
walking and bicycling, we estimated discrete-choice models.
Builtenvironment factors exerted far weaker, although not
inconsequential, influences on walking and bicycling than control
variables.
Stronger evidence on the importance of urban landscapes in shaping foot
and bicycle travel is needed if the urban planning and public health
professions are to forge an effective alliance against cardependent
sprawl.
},
annote = {
A good study looking at the factors influencing cycling and
walking. The perspective is Cervero's usual framework, the three Ds:
density, diversity and design. All three are found to have significant
influences on bicycle usage, with the residential end being
slightly more important. Of the urban form variables, the presence
of neighbourhood retail is found to be the strongest predictor of
walking.
From an evaluation standpoint, I wish these authors would
standardize/normalize the coefficients of their models! After
limiting to statistically significant variables, normalization
would allow me to compare the relative influence of each
variable on bicycle usage. It would also be extremely useful to
include the mean and standard deviation of all input variables, to
allow some rough comparisons to other study areas. If the input
data has low variance (e.g., a uniformly low-density suburb),
meaningful patterns could be missed.
Finally, the bicycle model seems pretty shoddy---the rho-squared
value is only 0.13! Since it only considers factors at origin and
destination, I imagine it's missing a massive amount of valuable
data, like the topography, safety and quality of the route itself.
},
url = {http://www.pubmedcentral.nih.gov/articlerender.fcgi?artid=1447996}
}
@ARTICLE{CerKoc97,
author = {Robert Cervero and Kara Maria Kockelman},
title = {Travel Demand and the 3 {D}s: Density, Diversity and Design},
year = 1997,
journal = {Transportation Research D},
volume = 2,
number = 3,
pages = {199--219},
status = {read},
keywords = { urban planning, transport planning, urban form, land use transport link },
abstract = {
The built environment is thought to influence travel demand along
three principal dimensions -- density, diversity, and design.
This paper tests this proposition by examining how the ``3Ds''
affect trip rates and mode choice of residents in the San
Francisco Bay Area. Using 1990 travel diary data and land-use
records obtained from the U.S. census, regional inventories,
and field surveys, models are estimated that relate features of the
built environment to variations in vehicle miles traveled per
household and mode choice, mainly for non-work trips. Factor
analysis is used to linearly combine variables in the density
and design dimensions of the built environment. The research
finds that density, land-use diversity, and pedestrian-oriented
designs generally reduce trip rates and encourage non-auto
travel in statistically significant ways, though their
influences appear to be fairly marginal. Elasticities between
variables and factors that capture the 3Ds and various measures
of travel demand are generally in the .06 to .18 range,
expressed in absolute terms. Compact development was found to exert
the strongest influence on personal business trips.
Within-neighborhood retail shops, on the other hand, was most
strongly associated with mode choice for work trips. And while
a factor capturing ``walking quality'' was only moderately
related to mode choice for non-work trips, those living in
neighborhoods with grid-iron street designs and restricted
commercial parking were nonetheless found to average
significantly less vehicle miles of travel and rely less on
single-occupant vehicles for non-work trips. Overall, this
research shows that the elasticities between each dimension of
the built environment and travel demand are modest to moderate,
though certainly not inconsequential. Thus is supports the
contention of new urbanists and others that creating more
compact, diverse, and pedestrian-oriented neighborhoods, in
combination, can meaningfully influence how Americans travel.
},
annote = {
A solid study, and a useful decomposition of urban form. By the
time I got around to reading it, I'd seen several similar papers
(like Cervero and Duncan's later followup), so the conclusion was
not surprising.
}
}
@ARTICLE{CerLan97,
author = {Robert Cervero and John Landis},
title = {Twenty Years of the {B}ay {A}rea {R}apid {T}ransit system:
Land Use and Development Impacts},
year = 1997,
month = JUL,
journal = {Transportation Research A},
volume = 31,
number = 4,
pages = {309--333},
status = {read},
keywords = {transit, urban planning, transport planning, land use transport link},
annote = {
A good, balanced paper.
A few comments on the models: the first model does not account for
spatial autocorrelation, which may be an issue. The finding that
station location within a highway median, incentive zoning, and
restrictive zoning were not statistically correlated with building
activity around stations is quite interesting.
}
}
@TECHREPORT{ParCerHowZup96c,
author = {{Parsons Brinckerhoff Quade \& Douglas, Inc.} and
Robert Cervero and {Howard/Stein-Hudson Associates, Inc.} and
Jeffrey Zupan},
title = {Transit and Urban Form: A Guidebook for Practitioners},
type = {Report},
number = {16 Volume 2 Part III},
institution = {Transit Cooperative Research Program, Transportation
Research Board},
year = 1996,
address = {Washington, D.C., USA},
status = {read},
keywords = {transit, transport planning, urban planning, urban form, land use transport link},
url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_16-3.pdf}
}
@BOOK{BerCer97,
author = {M.~Bernick and Robert Cervero},
title = {Transit villages in the 21st century},
year = 1997,
publisher = {McGraw-Hill},
address = {New York City, NY, USA},
keywords = {transit, urban planning, transport planning}
}
@ARTICLE{Cer84,
author = {Robert Cervero},
title = {Light Rail Transit and Urban Development},
year = 1984,
journal = {Journal of the American Planning Association},
volume = 50,
number = 2,
pages = {133--147},
keywords = {urban planning, transit, transport planning, rail, land use transport link}
}
@ARTICLE{Cer84b,
author = {Robert Cervero},
title = {Cost and performance impacts of transit subsidy programs},
year = 1984,
journal = {Transportation Research A},
volume = 18,
pages = {407--413},
keywords = {equity, transit, finance}
}
@ARTICLE{Cer85,
author = {Robert Cervero},
title = {The Anatomy of Transit Operating Deficits},
year = 1985,
journal = {Urban Law and Policy},
volume = 6,
number = 3,
pages = {281--298},
keywords = {transit, transport planning}
}
@ARTICLE{Cer85b,
author = {Robert Cervero},
title = {A tale of two cities: Light rail transit in {C}anada},
year = 1985,
journal = {Journal of Transportation Engineering},
volume = 111,
number = 6,
pages = {633--650},
keywords = {canada, transit, transport planning}
}
@ARTICLE{Cer86,
author = {Robert Cervero},
title = {Urban Transit in {C}anada: Integration and Innovation at its
Best},
year = 1986,
journal = {Transportation Quarterly},
volume = 40,
number = 3,
pages = {293--316},
keywords = {transport planning, urban planning, canada, transit}
}
@TECHREPORT{Cer86b,
author = {Robert Cervero},
title = {Suburban Gridlock},
institution = {Center for Urban Policy Research},
address = {New Brunswick, NJ, USA},
year = 1986,
keywords = {transport planning, urban planning}
}
@ARTICLE{Cer88,
author = {Robert Cervero},
title = {Land Use Mixing and Suburban Mobility},
year = 1988,
month = JUL,
journal = {Transportation Quarterly},
pages = {429--446},
volume = 42,
number = 3,
keywords = { urban planning, transport planning, urban form, land use transport link },
url = {http://www.uctc.net/scripts/countdown.pl?003.pdf}
}
@ARTICLE{Cer89,
author = {Robert Cervero},
title = {Jobs-Housing Balance and Regional Mobility},
year = 1989,
journal = {American Planning Association Journal},
volume = 55,
number = 2,
pages = {136--150},
keywords = { urban planning, transport planning, land use transport link, urban form },
url = {http://www.uctc.net/scripts/countdown.pl?050.pdf}
}
@ARTICLE{Cer89b,
author = {Robert Cervero},
title = {Suburban Employment Centers: Probing the Influence of Site
Features on the Journey-to-Work},
year = 1989,
journal = {Journal of Planning Education and Research},
pages = {75--85},
keywords = { urban planning, urban form, urban design },
url = {http://www.uctc.net/scripts/countdown.pl?049.pdf}
}
@BOOK{Cer89c,
author = {Robert Cervero},
title = {America's Suburban Centers: The Land Use-Transportation Link},
year = 1989,
publisher = {Unwin-Hyman},
address = {Boston, MA, USA},
keywords = {transport planning, urban planning, land use transport link }
}
@ARTICLE{Cer90,
author = {Robert Cervero},
title = {Transit Pricing Research: A Review and Synthesis},
year = 1990,
journal = {Transportation},
volume = 17,
pages = {117--139},
keywords = {transit, finance, equity}
}
@ARTICLE{Cer90b,
author = {Robert Cervero},
title = {Profiling profitable bus routes},
year = 1990,
journal = {Transportation Quarterly},
volume = 44,
pages = {183--201},
keywords = {transit, finance, equity}
}
@ARTICLE{Cer91,
author = {Robert Cervero},
title = {Land uses and travel at suburban activity centers},
year = 1991,
journal = {Transportation Quarterly},
volume = 45,
pages = {479--491},
keywords = { urban planning, transport planning, land use transport link }
}
@ARTICLE{Cer91b,
author = {Robert Cervero},
title = {Congestion, Growth, and Public Choices},
year = 1991,
month = MAR,
journal = {Berkeley Planning Journal},
keywords = { urban planning, transport planning },
url = {http://www.uctc.net/scripts/countdown.pl?051.pdf}
}
@ARTICLE{Cer91c,
author = {Robert Cervero},
title = {Congestion relief: the land use alternative},
year = 1991,
journal = {Journal of Planning Education and Research},
volume = 10,
pages = {119--129},
keywords = {urban form, urban planning, transport planning, land use transport link}
}
@TECHREPORT{Cer93,
author = {Robert Cervero},
title = {Ridership Impacts of Transit-Focused Development in
{C}alifornia},
year = 1993,
type = {Monograph},
number = 45,
address = {Berkeley, CA, USA},
institution = {Institute of Urban and Regional Development, University
of California},
keywords = {transit, urban form, land use transport link, urban planning, transport planning}
}
@TECHREPORT{Cer93b,
author = {Robert Cervero},
title = {Transit Supportive Development in the {U}nited {S}tates:
Experiences and Prospects},
year = 1993,
institution = {Federal Transit Administration, U.S. Department of
Transportation},
address = {Washington, D.C., USA},
keywords = {urban planning, transit}
}
@ARTICLE{Cer93c,
author = {Robert Cervero},
title = {Assessing the impacts of urban rail transit on local real
estate markets using quasi-experimental comparisons},
year = 1993,
journal = {Transportation Research A},
volume = 27,
number = 1,
pages = {13--22},
keywords = {transport planning, urban planning, land use transport link}
}
@ARTICLE{Cer94,
author = {Robert Cervero},
title = {Making Transit Work in the Suburbs},
year = 1994,
journal = {Transportation Research Record},
volume = 1451,
pages = {3--11},
keywords = {transit, transport planning}
}
@ARTICLE{Cer94b,
author = {Robert Cervero},
title = {Rail transit and joint development: Land market impacts in
{W}ashington, {D.C.} and {A}tlanta},
year = 1994,
journal = {Journal of the American Planning Association},
volume = 60,
number = 1,
pages = {83--94},
keywords = {transport planning, urban planning}
}
@ARTICLE{Cer94c,
author = {Robert Cervero},
title = {Rail-oriented office development in {C}alifornia: how successful?},
year = 1994,
journal = {Transportation Quarterly},
volume = 48,
number = 1,
pages = {33--44},
keywords = {urban planning, transit-oriented development}
}
@ARTICLE{Cer95,
author = {Robert Cervero},
title = {Sustainable New Towns: {S}tockholm's rail-served satellites},
year = 1995,
journal = {Cities},
volume = 12,
number = 1,
pages = {41--51},
keywords = { transit, urban planning, rail, urban form }
}
@TECHREPORT{Cer95b,
author = {Robert Cervero},
title = {{BART @ 20}: Land Use and Development Impacts},
year = 1995,
type = {Monograph},
number = 49,
address = {Berkeley, CA, USA},
institution = {Institute of Urban and Regional Development, University
of California},
keywords = {transit, urban planning, land use transport link, transport planning}
}
@ARTICLE{Cer96,
author = {Robert Cervero},
title = {Mixed Land-Uses and Commuting: Evidence from the {A}merican
Housing Survey},
year = 1996,
journal = {Transportation Research A},
volume = 30,
number = 5,
pages = {361--377},
keywords = { transport planning, urban planning, land use transport link, urban form },
abstract = {
Past research suggests that mixed land-uses encourage non-auto
commuting; however, the evidence remains sketchy. This paper
explores this question by investigating how the presence of
retail activities in neighborhoods influences the commuting
choices of residents using data from the 1985 American Housing
Survey. Having grocery stores and other consumer services
within 300 feet of one's residence is found to encourage
commuting by mass transit, walking and bicycling, controlling
for such factors as residential densities and vehicle ownership
levels. When retail shops are beyond 300 feet yet within 1
mile of residences, however, they tend to encourage
auto-commuting, ostensibly because of the ability to
efficiently link work and shop trips by car. The
presence of nearby commercial land-uses is also
associated with relatively low vehicle ownership rates
and short commuting distances among residents of a
mixed-use neighborhood. Overall, residential densities
exerted a stronger influence on commuting mode choices
than levels of land-use mixture, except for walking and
bicycle commutes. For non-motorized commuting, the
presence or absence of neighborhood shops is a better
predictor of mode choice than residential densities.
}
}
@ARTICLE{Cer96c,
author = {Robert Cervero},
title = {Traditional Neighborhoods and Commuting in the {S}an
{F}rancisco {B}ay {A}rea},
year = 1996,
journal = {Transportation},
volume = 23,
pages = {373--394},
keywords = {urban form, transport planning, urban planning, urban design}
}
@BOOK{Cer97,
author = {Robert Cervero},
title = {Paratransit in {A}merica: Redefining Mass Transportation},
year = 1997,
publisher = {Praeger},
address = {Westport, CT, USA},
keywords = {transit, transport planning}
}
@INCOLLECTION{Cer01,
author = {Robert Cervero},
title = {Integration of Urban Transport and Urban Planning},
editor = {M.~Freire and R.~Stren},
booktitle = {The Challenge of Urban Government: Policies and
Practices},
year = 2001,
pages = {407--427},
address = {Washington, D.C., USA},
publisher = {The World Bank Institute},
keywords = {urban planning, transport planning, land use transport link}
}
@ARTICLE{Cer02,
author = {Robert Cervero},
title = {Built Environments and Mode Choice: Toward a Normative
Framework},
year = 2002,
journal = {Transportation Research D},
volume = 7,
number = 4,
pages = {265--284},
keywords = {urban form, land use transport link}
}
@ARTICLE{CerGor95,
author = {Robert Cervero and R.~Gorham},
title = {Commuting in transit versus automobile neighborhoods},
journal = {Journal of the American Planning Association},
year = 1995,
volume = 61,
number = 2,
pages = {210--225},
keywords = {urban planning, transit, land use transport link }
}
@ARTICLE{CerHan02,
author = {Robert Cervero and M.~Hansen},
title = {Induced travel demand and induced road investment: a
simultaneous-equation analysis},
year = 2002,
journal = {Journal of Transport Economics and Policy},
volume = 36,
number = 3,
pages = {469--490},
keywords = {induced travel, transport planning, land use transport link}
}
@TECHREPORT{CerRad95,
author = {Robert Cervero and Carolyn Radisch},
title = {Travel choices in pedestrian versus automobile oriented
neighborhoods},
year = 1995,
month = JUL,
type = {Working Paper},
institution = {University of California Transportation Center},
number = 281,
keywords = {pedestrian planning, urban planning, urban form, urban design, land use transport link},
url = {http://www.uctc.net/scripts/countdown.pl?281.pdf}
}
@ARTICLE{CerRad96,
author = {Robert Cervero and Carolyn Radisch},
title = {Travel choices in pedestrian versus automobile oriented
neighborhoods},
journal = {Transport Policy},
year = 1996,
volume = 3,
pages = {127--141},
keywords = {pedestrian planning, urban planning, urban form, urban design, land use transport link},
annote = { Apparently fairly important - shows benefits of traditional
neighbourhood design. }
}
@TECHREPORT{CerSes95,
author = {Robert Cervero and Samuel Seskin},
title = {The Relationship Between Transit and Urban Form},
year = 1995,
type = {Research Results Digest},
number = 7,
institution = {Transit Cooperative Research Program, Transportation
Research Board, National Research Council},
address = {Washington, D.C., USA},
keywords = {transit, land use transport link, transport planning, urban planning, urban form}
}
@ARTICLE{CerTsa03,
author = {Robert Cervero and Yu-Hsin Tsai},
title = {Job Access and Reverse Commuting Initiatives in {C}alifornia:
Review \& Assessment},
year = 2003,
journal = {Transportation Research Record},
volume = 1859,
pages = {79--86},
keywords = {urban form, urban planning, transport planning}
}
@ARTICLE{CerTsa04,
author = {Robert Cervero and Yu-Hsin Tsai},
title = {City {C}ar{S}hare in {S}an {F}rancisco, {C}alifornia: Second-
year travel demand and car ownership impacts},
year = 2004,
journal = {Transportation Research Record},
volume = 1887,
pages = {117--127},
keywords = {car sharing, transport planning}
}
@ARTICLE{CerWac82,
author = {Robert Cervero and Martin Wachs},
title = {An Answer to the Transit Crisis: The Case for Distance-Based
Fares},
year = 1982,
journal = {Journal of Contemporary Studies},
volume = 5,
number = 2,
pages = {59--70},
keywords = {transit}
}
@ARTICLE{CerWu97,
author = {Robert Cervero and K.L.~Wu},
title = {Polycentrism, Commuting, and Residential Location in the {S}an
{F}rancisco {B}ay {A}rea},
year = 1997,
journal = {Environment and Planning A},
volume = 29,
pages = {865--886},
keywords = {urban form, transport planning, urban planning}
}
@INPROCEEDINGS{EwiCer01,
author = {Reid Ewing and Robert Cervero},
title = {Travel and the built environment---synthesis},
year = 2001,
month = OCT,
booktitle = {Redefining, reevaluating and reinventing transit: the
transportation/land~use/environmental connection},
series = {Annual Policy and Research Symposium Series},
address = {UCLA Conference Center, Lake Arrowhead, CA, USA},
keywords = {transport planning, transit, urban planning}
}
@ARTICLE{LanCer99,
author = {John D.~Landis and Robert Cervero},
title = {Middle age sprawl: {BART} and urban development},
year = 1999,
journal = {Access},
volume = 14,
pages = {2--15},
keywords = {land use transport link, transport planning}
}
@ARTICLE{LanCerHal91,
author = {John D.~Landis and Robert Cervero and Peter Hall},
title = {Transit joint development in the {USA}: an inventory and
policy assessment},
year = 1991,
journal = {Environment and Planning C},
volume = 9,
number = 4,
pages = {431--452},
keywords = {transit, urban planning, transport planning}
}
@TECHREPORT{LunCerWil04,
author = {Holly M.~Lund and Robert Cervero and Richard W.~Willson},
title = {Travel Characteristics of {T}ransit-{O}riented {D}evelopment in
{C}alifornia},
year = 2004,
month = JAN,
institution = {Cal Poly Ponoma / UC Berkeley / San Francisco BART},
address = {Sacramento, CA, USA},
keywords = {land use transport link, transport planning, transit-oriented development}
}
@TECHREPORT{ParCerHowZup96,
author = {{Parsons Brinckerhoff Quade \& Douglas, Inc.} and
Robert Cervero and {Howard/Stein Hudson Associates, Inc.} and
Jeffrey Zupan},
title = {Transit and Urban Form: Transit, Urban Form, and the Built
Environment: A Summary of Knowledge},
type = {Report},
number = {16 Volume 1 Part I},
institution = {Transit Cooperative Research Program, Transportation
Research Board},
year = 1996,
address = {Washington, D.C., USA},
keywords = {transit, transport planning, urban planning},
url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_16-1.pdf}
}
@TECHREPORT{ParCerHowZup96b,
author = {{Parsons Brinckerhoff Quade \& Douglas, Inc.} and
Robert Cervero and {Howard/Stein Hudson Associates, Inc.} and
Jeffrey Zupan},
title = {Transit and Urban Form: Commuter and Light Rail Transit
Corridors: The Land Use Connection},
type = {Report},
number = {16 Volume 1 Part II},
institution = {Transit Cooperative Research Program, Transportation
Research Board},
year = 1996,
month = MAR,
address = {Washington, D.C., USA},
keywords = {transit, transport planning, urban planning},
url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_16-2.pdf}
}
@TECHREPORT{ParCerHowZup96d,
author = {{Parsons Brinckerhoff Quade \& Douglas, Inc.} and
Robert Cervero and {Howard/Stein-Hudson Associates, Inc.} and
Jeffrey Zupan},
title = {Transit and Urban Form: Public Policy and Transit Oriented
Development: Six International Case Studies},
type = {Report},
number = {16 Volume 1 Part IV},
institution = {Transit Cooperative Research Program, Transportation
Research Board},
year = 1996,
address = {Washington, D.C., USA},
keywords = {transit, transport planning, urban planning, canada, land use transport link},
url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_16-4.pdf},
annote = {
I found their description of Houston interesting. I'd heard a lot
about Houston's laissez-faire no-zoning policies, but I'd never
read anything about the details. It sounds like they still suffer
from the same social exclusion effects as many U.S. residential
areas, but they use deed restrictions to enforce the exclusion
instead of zoning laws. The authors give a surprisingly positive
review to the HOV system overall, quite different from what I'd
heard about HOV lanes in the present day context. Overall,
Houston sounds like a depressing place to live or work. The
complete rejection of land use control and the overwhelming
dominance of the automobile turn me off. The Washington, D.C. case
study wasn't very interesting to me, focusing mainly on
transit-oriented development plans. The Portland section was
slightly more interesting, again focusing on how land use goals
are achieved by the agencies involved. The Vancouver section was
mostly familiar, but did contain some interesting details that were
new to me. There are some strange comments, though---they
claim that the ``European and Asian heritage of the region has also
made the Vancouver community more accepting of transit'' and
characterise Vancouver as very unique within Canada. That's
total rubbish---Canadian cities generally have an accepting attitude
towards transit and a diverse cultural mix, and American cities
have as much of a ``European heritage'' as Canadian ones. Sure,
Vancouver is younger---but that should put it in the same boat as
other young west coast cities, like Seattle. Some of their
discussion regarding the history of SkyTrain is interesting,
however, especially the idea that the Expo line was deliberately
run through empty industrial areas to reduce NIMBY resistance and
to allow new, denser transit-oriented development. They also note
that TransLink does not own the land under the SkyTrain, allowing
existing owners to make good use of the land, building towers
around the tracks, etc. This is vastly better than the freeway
model, where the land underneath and nearby is just dead space.
Interestingly, they note that both Canadian and American government
agencies put out a Request For Proposals (RFP) for a low-cost site,
but only Canadian agencies can make location a requirement---i.e.,
requiring a site on the SkyTrain line.
I'm a bit dubious about their Ottawa section. They speak in glowing
terms about many of the details of the system, and it doesn't
always jibe with my experience when I lived there. Granted, I lived
in a lousy area (far from the transitway) with a poor commute
pattern. But there was a huge chunk of underserviced city where I
lived, and I did see how the policies were working out on the
ground. However, the policies sound like good ideas, at the least.
They started with a bizarre statistic to make Ottawa look good:
``Passengers per route mile in the first year,'' a statistic
biased towards bus systems, before development associated with a
fixed rail system is completed. It's nice that (like Vancouver)
they officially prioritise transit over road improvements, and that
they consider it an official service. Their policy of building
early in suburban areas is also an excellent idea, as is the policy
of forcing regional shopping centres to be within 5 minutes walk of
a transit station. (I have to wonder if that applies to big box
zones, though---they were certainly abundant in the Ottawa area
when I lived there. The abhorrent South Keys development all
happened under these policies.) The Transitway design is clever,
since they left enough room to allow later conversion to a
rail system. One telling quote: ``These services are adapted to,
and as a result, help reinforce, the region's suburban landscape.
In Ottawa-Carleton, it is accepted that low-density living
environments are preferred by most residents, and that transit
programs should in no way seek to alter this settlement
pattern, but rather to serve it.'' To be fair, that pattern
may be changing now---the condo boom has definitely hit Ottawa.
I suspect some of these sentences reflect the suburban American
audience of this report. Ottawa also has taken a serious attitude
towards directing job growth to transit corridors, in a manner
similar to the Dutch ABC system. They also route buses through
subdivision collector roads instead of arterial streets, to make
for easier pedestrian access and avoiding the fight to access
buses on arterials. (This may explain some of my confusion with
the bus system, since I was more accustomed to the Toronto
approach. It may also explain why buses were often poor choices
for reaching retail areas, usually located on the arterials. It
sounds like that was mostly political bad luck, though, not
design---developers have insisted on siting commercial development
on the arterials, not the planners' first choice.) Their reduction
in downtown parking is admirable, with a 15\% reduction from
1975 to 1984, a period of regression for most cities. They
don't really comment much on the fact that many Transitway stations
are built in parkland with no adjacent development, but they do
note that future stations are being built in advance of development,
with an aim to integrate better with mixed-use neighbourhoods. They
claim pessimistically that the high-density transit-oriented
residential demand had reached saturation point (!!) in Ottawa by
1993. At the end of the day, they've had difficulty achieving their
goals, with regional employment share near transit stations
remaining fairly static from 1986--1991. But they're still far
ahead of most of North America.
}
}
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