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@article{Alo60,
author = {William Alonso},
title = {A Theory of the Urban Land Market},
year = 1960,
journal = {Papers and Proceedings, Regional Science Association},
volume = 6,
pages = {149--157},
keywords = {land use modelling, land use transport link, urban economics},
status = {read}
}
@article{AndKanMil96,
author = {William P.~Anderson and Pavlos S.~Kanaroglou and Eric
J.~Miller},
title = {Urban Form, Energy and the Environment: A Review of Issues,
Evidence and Policy},
year = 1996,
month = feb,
journal = {Urban Studies},
volume = 33,
number = 1,
pages = {7--35},
keywords = {transport planning, land use transport link, urban form, energy},
status = {read}
}
@techreport{BoaHau00,
author = {Marlon G.~Boarnet and Andrew F.~Haughwout},
title = {Do Highways Matter? {E}vidence and Policy Implications of
Metropolitan Development},
year = 2000,
month = aug,
institution = {Brookings Institution},
address = {Washington, D.C., USA},
type = {Discussion Paper},
url = {http://www.brook.edu/es/urban/boarnet.pdf},
status = {read},
annote = {
I didn't get much new from this paper... but there were some good
references, like Moh93 and a range of land use impact studies.
It is interesting to see two authors with economics backgrounds
write on this subject, and state that highway systems redistribute
growth rather than create it---not the view that's taken by many
provincial transportation agencies. That said, American cities are
generally starting from a higher level of highway provision than
Canadian cities.
I remain annoyed by the tendency (everywhere in the literature)
to discount highways' effect on
decentralisation. Yes, they are not a sufficient condition for
decentralising---but they are still a necessary condition! If you
don't build the highway, the ability to decentralise is extremely
limited.
},
keywords = {land use transport link, urban planning, transport planning},
abstract = {
Growing concerns about traffic congestion and rapid
suburban expansion (also known as sprawl) have reignited interest in
the ways in which highway spending affects metropolitan growth
patterns. This discussion paper extracts the best evidence to date on
how highway investments distribute growth and economic activity across
metropolitan areas. The paper also offers ideas on how transportation
financing and policies can better respond to the various costs and
benefits of highway projects in a region.
}
}
@inproceedings{Bri94,
author = {Ray E.~Brindle},
title = {Lies, damned lies and ``automobile dependence''---some
hyperbolic reflections},
year = 1994,
booktitle = {Proceedings of the 1994 Australian Transport Research
Forum},
pages = {117--131},
address = {Melbourne, Australia},
status = {read},
keywords = {transport planning, land use transport link},
url = {http://www.aitpm.org.au/annex/0304_RBtech.pdf},
annote = {
An interesting read. (See also NewKen89, NewKen89b, NewKen99.)
He makes a valid point about NewKen89's central graph: it's
statistically misleading. They shows fuel use per capita plotted
against density, but the real relationship in their data is between
fuel use and urban area. Brindle gets a bit carried away
criticizing NewKen89, however; while their presentation and
analysis was wrong (severely undermining their credibility), the
relationship they claimed does in fact exist, by equivalence with
the fuel use vs. urban area relationship. Brindle has, however,
shown conclusively that the 30 persons/hectare threshold claimed by
NewKen is invalid. Refs: Gom91, Kir92, War91.
}
}
@article{Bri03,
author = {Ray E.~Brindle},
title = {Kicking the habit (part 1): some musings on the meaning of
`car dependence'},
year = 2003,
month = sep,
journal = {Road and Transport Research},
volume = 12,
number = 3,
pages = {61--73},
keywords = {transport planning, urban planning, land use transport link},
status = {read},
annote = {
The article argues that the role of urban form has been
over-emphasized in the debate about changing travel habits.
Personal preferences may need to be changed instead. There are some
interesting quotes regarding access and housing preferences in the
1960s and 1970s, quite useful for understanding how little has
changed.
}
}
@article{Cer96b,
author = {Robert Cervero},
title = {Jobs-housing balance revisited: Trends and impacts in the
{S}an {F}rancisco {B}ay {A}rea},
year = 1996,
journal = {Journal of the American Planning Association},
volume = 62,
number = 4,
pages = {492--511},
keywords = {urban planning, land use transport link, urban form},
status = {read},
quality = 4,
annote = {
This paper is the best I've read on the jobs-housing issue, with
a careful distinction between balance and containment, an
examination of balance-with-mismatch, and a more careful analysis
of the impacts on VMT and mode split.
One finding that interested me: balance was not correlated
with a substantial change in VMT, but containment was (and was also
correlated with higher levels of walking). Another interesting
conclusion: imbalance is a planning failure, not a market failure,
since it usually happens in jobs-surplus areas where residents
apply political pressure (read: NIMBYism) to fight any
market-driven changes to the residential stock.
I liked the description of jobs-housing balance as the potential for
self-containment. I see the actual level of self-containment to be
a function of two variables: jobs-housing balance, and travel
times. Jobs-housing balance allows a city to easily respond to
congestion or degraded travel times, by giving workers the option
of moving closer to their jobs.
}
}
@book{Cer98,
author = {Robert Cervero},
title = {The Transit Metropolis: A Global Inquiry},
year = 1998,
publisher = {Island Press},
address = {Washington, D.C., USA},
status = {read},
annoteurl = {http://davidpritchard.org/sustrans/Cer98/index.html},
keywords = {transit, urban planning, transport planning, canada, land use transport link, urban form, transit-oriented development}
}
@article{Cer03,
author = {Robert Cervero},
title = {Road Expansion, Urban Growth, and Induced Travel: A Path
Analysis},
journal = {Journal of the American Planning Association},
year = 2003,
volume = 69,
number = 2,
pages = {145--163},
url = {http://www.planning.org/newsreleases/pdf/Cervero.pdf},
quality = 5,
keywords = {transport planning, induced travel, urban form, land use transport link},
abstract = {
Claims that roadway investments spur new travel, known as induced
demand, and thus fail to relieve traffic congestion have
thwarted road development in the United States. Past studies
point to a significant induced demand effect. This research
employs a path model to causally sort out the links between
freeway investments and traffic increases, using data for 24
California freeway projects across 15 years. Traffic increases
are explained in terms of both faster travel speeds and land
use shifts that occur in response to adding freeway lanes.
While the path model confirms the presence of induced travel in
both the short and longer run, estimated elasticities are lower
than those of earlier studies. This research also reveals
significant ``induced growth'' and ``induced investment''
effects---real estate development gravitates to improved
freeways, and traffic increases spawn road investments over
time. Travel-forecasting models are needed that account for
these dynamics.
},
annote = {
A much more sophisticated methodology to help untangle a
complicated problem. The model suggests that it may be possible to
build out of congestion without road pricing, although the
author speculates that the ultimate urban form may look something
like Houston. An interesting side note is the role of density,
which exerts a strong influence on the level of induced demand.
Unfortunately, since the dataset is from Southern California where
truly high densities are rare, the model cannot say too much about
roadway expansion in dense areas.
}
}
@article{CerKoc97,
author = {Robert Cervero and Kara Maria Kockelman},
title = {Travel Demand and the 3 {D}s: Density, Diversity and Design},
year = 1997,
journal = {Transportation Research D},
volume = 2,
number = 3,
pages = {199--219},
status = {read},
keywords = { urban planning, transport planning, urban form, land use transport link },
abstract = {
The built environment is thought to influence travel demand along
three principal dimensions -- density, diversity, and design.
This paper tests this proposition by examining how the ``3Ds''
affect trip rates and mode choice of residents in the San
Francisco Bay Area. Using 1990 travel diary data and land-use
records obtained from the U.S. census, regional inventories,
and field surveys, models are estimated that relate features of the
built environment to variations in vehicle miles traveled per
household and mode choice, mainly for non-work trips. Factor
analysis is used to linearly combine variables in the density
and design dimensions of the built environment. The research
finds that density, land-use diversity, and pedestrian-oriented
designs generally reduce trip rates and encourage non-auto
travel in statistically significant ways, though their
influences appear to be fairly marginal. Elasticities between
variables and factors that capture the 3Ds and various measures
of travel demand are generally in the .06 to .18 range,
expressed in absolute terms. Compact development was found to exert
the strongest influence on personal business trips.
Within-neighborhood retail shops, on the other hand, was most
strongly associated with mode choice for work trips. And while
a factor capturing ``walking quality'' was only moderately
related to mode choice for non-work trips, those living in
neighborhoods with grid-iron street designs and restricted
commercial parking were nonetheless found to average
significantly less vehicle miles of travel and rely less on
single-occupant vehicles for non-work trips. Overall, this
research shows that the elasticities between each dimension of
the built environment and travel demand are modest to moderate,
though certainly not inconsequential. Thus is supports the
contention of new urbanists and others that creating more
compact, diverse, and pedestrian-oriented neighborhoods, in
combination, can meaningfully influence how Americans travel.
},
annote = {
A solid study, and a useful decomposition of urban form. By the
time I got around to reading it, I'd seen several similar papers
(like Cervero and Duncan's later followup), so the conclusion was
not surprising.
}
}
@article{CerLan97,
author = {Robert Cervero and John Landis},
title = {Twenty Years of the {B}ay {A}rea {R}apid {T}ransit system:
Land Use and Development Impacts},
year = 1997,
month = jul,
journal = {Transportation Research A},
volume = 31,
number = 4,
pages = {309--333},
status = {read},
keywords = {transit, urban planning, transport planning, land use transport link},
annote = {
A good, balanced paper.
A few comments on the models: the first model does not account for
spatial autocorrelation, which may be an issue. The finding that
station location within a highway median, incentive zoning, and
restrictive zoning were not statistically correlated with building
activity around stations is quite interesting.
}
}
@book{Dow92,
author = {Anthony Downs},
title = {Stuck in Traffic: Coping with Peak-Hour Traffic Congestion},
year = 1992,
publisher = {Brookings Institution Press},
address = {Washington, D.C., USA},
keywords = { transport planning, congestion pricing, transportation demand management, transit, land use transport link, urban form, induced travel, zoning },
status = {read},
annoteurl = {http://davidpritchard.org/sustrans/Dow92/index.html}
}
@book{Dow04,
author = {Anthony Downs},
title = {Still Stuck in Traffic: Coping with Peak-Hour Traffic Congestion},
year = 2004,
publisher = {Brookings Institution Press},
address = {Washington, D.C., USA},
status = {read},
keywords = { transport planning, congestion pricing, transportation demand management, transit, land use transport link, urban form, induced travel, zoning },
annoteurl = {http://davidpritchard.org/sustrans/Dow92/index.html}
}
@article{Dow05,
author = {Anthony Downs},
title = {Smart {G}rowth: Why We Discuss It More Than We Do It},
year = 2005,
journal = {Journal of the American Planning Association},
volume = 71,
number = 4,
pages = {367--378},
status = {read},
keywords = { transport planning, urban form, transit, land use transport link, urban politics, smart growth }
}
@techreport{EidOvePugTur06,
author = {Jean Eid and Henry G.~Overman and Diego Puga and Matthew
A.~Turner},
title = {Fat {C}ity: Questioning the Relationship between Urban Sprawl
and Obesity},
year = 2006,
type = {Manuscript Paper},
institution = {University of Toronto},
status = {read},
url = {http://www.upf.edu/grec/en/0607/docs/fatcity.pdf},
keywords = {urban planning, active transportation, land use transport link},
annote = {
After a quick read, my main criticism regards their choice of
neighbourhood variables. I am not convinced that they are capturing
``walkability'' in their coarse residential sprawl index or
``mixed-use'' index. While these two variables are intended to
capture density and diversity (ignoring design), they ignore the
work environment and probably do a poor job of measuring the
residential environment. They also tried using the Smart Growth America
sprawl index, but this index is not local enough to capture
the necessary neighbourhood-scale effects.
Additionally, I have to wonder about their sample---how many
walkable environments were actually sampled? In the US, an
unstratified sampling strategy would not include many walkable
locations.
Finally, I have to wonder about time lags: their model only
captures a change in BMI in the year following a move (when a
change in sprawl/mixed use is observed). What about subsequent years?
That said, these weaknesses are present in many other papers in the
literature, and they do bring some interesting perspectives and
methodology to the table. The inclusion of occupation variables
associated with strength and strenuousness was a valuable addition
to modelling in this area. I'd need to read the paper more closely
before I'd be prepared to defend my complaints, really.
}
}
@article{Ewi97,
author = {Reid Ewing},
title = {Counterpoint: Is {L}os-{A}ngeles-style sprawl desirable?},
journal = {Journal of the American Planning Association},
year = 1997,
volume = 63,
number = 1,
pages = {107--126},
status = {read},
keywords = {urban planning, urban form, land use transport link},
annote = {
A good counterpoint to Gordon \& Richardson's article. My one
regret with this article: because the author tries to stick to
a clearly defensible urban form, and because he tries to avoid seeming
``hopelessly European or Canadian,'' his definition of a
``compact'' urban form is actually quite low-density and sprawling
by any other nation's standards. He advocates a density of about 4
units per acre, which is below the level required to support even
one bus every half hour.
}
}
@article{FraAndSch04,
author = {Lawrence D.~Frank and Martin A.~Andresen and Thomas L.~ Schmid},
title = {Obesity Relationships with community design, physical
activity, and time spent in cars},
year = 2004,
month = aug,
volume = 27,
number = 2,
pages = {87--96},
journal = {American Journal of Preventive Medicine},
keywords = {urban planning, transport planning, active transportation, urban form, land use transport link},
url = {http://www.act-trans.ubc.ca/documents/ajpm-aug04.pdf},
abstract = {
Obesity is a major health problem in the United States and
around the world. To date, relationships between obesity and
aspects of the built environment have not been evaluated
empirically at the individual level.
Objective
To evaluate the relationship between the built environment
around each participant's place of residence and self-reported
travel patterns (walking and time in a car), body mass index
(BMI), and obesity for specific gender and ethnicity
classifications.
Body Mass Index, minutes spent in a car, kilometers walked,
age, income, educational attainment, and gender were derived
through a travel survey of 10,878 participants in the Atlanta,
Georgia region. Objective measures of land use mix, net residential
density, and street connectivity were developed within a
1-kilometer network distance of each participant's place of
residence. A cross-sectional design was used to associate urban
form measures with obesity, BMI, and transportation-related
activity when adjusting for sociodemographic covariates.
Discrete analyses were conducted across gender and ethnicity.
The data were collected between 2000 and 2002 and analysis was
conducted in 2004.
Land-use mix had the strongest association with obesity (BMI>=30
kg/m^2), with each quartile increase being associated
with a 12.2\% reduction in the likelihood of obesity across
gender and ethnicity. Each additional hour spent in a car per
day was associated with a 6\% increase in the likelihood of
obesity. Conversely, each additional kilometer walked per day
was associated with a 4.8\% reduction in the likelihood of
obesity. As a continuous measure, BMI was significantly
associated with urban form for white cohorts. Relationships
among urban form, walk distance, and time in a car were
stronger among white than black cohorts.
Measures of the built environment and travel patterns are
important predictors of obesity across gender and ethnicity,
yet relationships among the built environment, travel patterns, and
weight may vary across gender and ethnicity. Strategies to
increase land-use mix and distance walked while reducing time
in a car can be effective as health interventions.
},
status = {read},
annote = {
A very useful addition to the debates on urban form. I'm a fan of
anything bring active transportation into the debate, rather than
just trying to reduce SOV trips. I'm curious about why they
found land-use mix and walking distance to be statistically
independent influences on obesity. Their speculation that it may
be related to nutrition (and so-called ``food deserts'') is an
interesting idea.
}
}
@article{FraPiv94,
author = {Lawrence D.~Frank and Gary Pivo},
title = {Impacts of mixed use and density on utilization of three modes
of travel: single-occupant vehicle, transit, and walking},
year = 1994,
journal = {Transportation Research Record},
volume = 1466,
pages = {44--52},
status = {read},
keywords = {urban planning, transport planning, urban form, transit, active transportation, land use transport link},
abstract = {
Findings from an empirical analysis to test the impacts of land-use
mix, population density, and employment density on the use of the
single-occupant vehicle (SOV), transit and walking for both work
trips and shopping trips are presented. The hypothetical
relationships tested focused on whether there is a relationship
between urban form and modal choice, whether this relationship
exists when controlling for non-urban form factors, whether this
relationship is linear or nonlinear, and whether a stronger
relationship exists between modal choice and urban form when they
are measured at both trip ends as opposed to either the origin or
the destination. A review of the literature and experiences
suggested that a fair amount of information is known about the
impacts of density on mode choice. However, considerable debate
exists over whether density itself is actually the causal stimulus
or a surrogate for other factors. To address this issue a data base
was developed with a comprehensive set of variables for which
density may be a proxy, for example, demographics and level of
service. This analysis employed a correlational research design in
which mode choice was compared among census tracts with differing
levels of density and mix. Findings from this research indicate
that density and mix are both related to mode choice, even when
controlling for non-urban form factors for both work trips and
shopping trips. Furthermore, the relationship between population
and employment density and mode choice for SOV, transit and walking
is nonlinear for both work and shopping trips. Transit usage and
walking increase as density and land-use mix increase, whereas SOV
usage declines. The findings from this research suggest that
measuring urban form at both trip ends provides a greater ability
to predict travel choices than looking at trip ends separately. The
findings also suggest that increasing the level of land-use mix at
the trip origins and destinations is also related to a reduction in
SOV travel and an increase in transit and walking.
},
annote = {
Solid research, with more convincing methodology than Sch96 (which
I read at about the same time).
Overall, the most interesting result of the paper is the
demonstration of nonlinearity. Figures 2 and 3 of their paper show
a graph of modal share vs. employment density, and vs. population
density. These graphs show that major increases in bus/walk modes
only happen at employment densities greater than 125
employees/acre (work trips), or 13 residents/acre (shopping trips).
The implications for policy are obvious: if you aren't going to
reach those thresholds, you're wasting your time. Also, the
employment graph shows substantial nonlinearity: between 75 and 125
employees/acre, there is essentially no change in mode share.
They also had some predictable results: walking trips were the most
sensitive to increases in population density; it's worth
considering densities at both trip ends (i.e., both residential
population density and employment population density); etc.
}
}
@incollection{Giu04,
author = {Genevieve Giuliano},
title = {Land Use Impacts of Transportation Investments: Highways and
Transit},
year = 2004,
booktitle = {The Geography of Urban Transportation},
editor = {Susan Hanson and Genevieve Giuliano},
edition = {3rd},
chapter = 9,
publisher = {Guildford Press},
address = {New York City, NY, USA},
pages = {237--273},
quality = 4,
keywords = {transport planning, land use transport link, urban planning},
status = {read},
annote = {
A very good article, covering the theory, the empirical tests, and
the methodology involved in measuring land use impacts. Overall, I
agree with most of the analysis, with the exception of the closing
tirade against planners who support transit and oppose highway
expansion.
I found the discussion of the 1980 beltway study (PayBla80) quite
interesting---54 U.S. cities, with and without beltway highways, to
see what the impacts were on central cities. It's a good question
about regional structure and urban form.
There is one key difference between the highway studies and the
transit studies cited: since the studies are American, the highways
are in areas with no competing modes. As a result, presence/absence
of a highway is an indication of the presence/absence of access,
really, since the transit service is almost universally poorer than
the road access. The transit facilities, by contrast, each
represent fairly incremental improvements to access to areas that
are already well-served by highways; furthermore, they are
competing with highways, while the highway projects listed aren't
really competing with transit. Finally, many of the transit
facilities studied sound like examples of poor planning overall.
Boarnet \& Chalermpong's 2001 study of toll roads in Orange County
shows an example of a simple highway project providing access to an
otherwise inaccessible region. If there was a comparable example of
rail providing access to an empty hinterland (like streetcars at
the turn of the century), it might make a fair comparison.
For this reason, I'd like to look closer at Haider \& Miller's study
in Toronto. It's a context where both modes are quite viable: rail
and highways both attract significant customers. Absence of
highways does not mean absence of access, since transit can fill that
void; and vice versa.
That said, the conclusions the author draws about highway impacts
and transit impacts are somewhat fair. I would perhaps expand the
field of impact of rail beyond the narrow corridor she ascribes
to it---with feeder bus systems, a rail line can have impacts well
beyond its immediate corridor.
The one argument I would like to pursue further is the author's
claim that transit systems should have a decentralising effect
similar to highways, since they provide access and allow people to
access the centre quickly from a distance. From a theoretical
perspective considering a single rail line, I agree with this;
however, it ignores two important points: the focussing effect of
transit, and the accessibility peaks at intersecting facilities.
Mutually supportive transit+land use involves a concentration of
activities along the transit corridor, focusing
origins/destinations within a linear region. Highways do also have
some focusing effects---hence the higher land values near
interchanges. However, since the transit feeder mode is usually foot
rather than car, a transit facility will tend to have a stronger
focusing effect. This is not a direct argument against
decentralisation, but it is a partial argument: the transit
facility may allow radial decentralisation, but it will
simultaneously encourage circumferential centralisation.
Finally, when multiple transportation facilities intersect, there
is a peaking of accessibility, providing a single focal point. This
can be seen at the intersection of freeways, or the intersection of
transit lines. It is here that transit can encourage radial
centralisation: if multiple transit facilities intersect at the
city centre, the accessibility peak created at that location could
potentially counter the decentralising effects of the individual
transit lines. Transit probably has more potential for centralising
than highways do, since more than two transit facilities can
intersect in close geographic proximity---or, as in many North
American city centres, multiple transit facilities and a highway
could converge on the downtown.
}
}
@article{GorKumRic89,
author = {Peter Gordon and Ajay Kumar and Harry Richardson},
title = {The Influence of Metropolitan Spatial Structure on Commuting
Time},
year = 1989,
journal = {Journal of Urban Economics},
volume = 26,
pages = {138--151},
keywords = {urban form, urban planning, transport planning, transport modelling, land use transport link},
status = {read},
annote = {
A reasonable paper, but I'm skeptical of the data. The authors used
highly aggregated metropolitan-level data to draw inferences about
travel behaviour, which seems a bit dubious. They did at least
include a variable summarizing how ``monocentric'' each area was,
but did not otherwise disaggregate the data at all. I'm not
convinced that behaviour can be analysed meaningfully at that scale.
}
}
@article{Gre03,
author = {Michael J.~Greenwald},
title = {The Road Less Travelled: {N}ew {U}rbanist Inducements to
Travel Mode Substitution for Nonwork Trips},
year = 2003,
journal = {Journal of Planning Education and Research},
volume = 23,
number = 1,
pages = {39--57},
status = {read},
doi = {10.1177/0739456X03256248},
keywords = {urban planning, urban form, land use transport link, transport planning, pedestrian planning},
annote = {
I haven't fully absorbed the meaning of this author's models yet.
}
}
@article{Hal97,
author = {Peter Hall},
title = {The Future of the Metropolis and its Form},
year = 1997,
journal = {Regional Studies},
volume = 31,
number = 3,
pages = {211--220},
status = {read},
keywords = {land use transport link, urban form},
annote = {
Some interesting discussion of the British experience in urban
planning, drawing from Stone (1973). On the basis of cost, Stone
recommended settlements of about 250,000 people instead of a huge
monocentric city. Hall draws comparisons between the British
experience of heavy land use regulation and the American
experience, and finds that while British planning restricted land
supply and raised housing prices, any solution today would require
massive releases of land in high pressure areas, causing a
dismemberment of the land use planning system. He discussed
European sustainable urban development policies (pedestrian zones,
traffic calming, and road pricing), but argues that by focusing on
the centre they may be transferring the problem to the suburbs. He
includes some interesting discussion of late 1990s planning efforts
in France to provide radial transit to the inner
suburbs of Paris (ORBITALE) and extensions of the RER system
(LUTECE). He also discusses the Dutch ABC system (EXTRA).
},
quality = 3
}
@article{HanBoaEwiKil02,
author = {Susan L.~Handy and Marlon G.~Boarnet and Reid Ewing and
Richard E.~Killingsworth},
title = {How the built environment affects physical activity: Views from
urban planning},
year = 2002,
journal = {American Journal of Preventive Medicine},
volume = 23,
number = {2S},
pages = {64--73},
status = {read},
keywords = {urban form, land use transport link, urban planning, active transportation}
}
@article{HanCaoMok06,
author = {Susan L.~Handy and Xinyu Cao and Patricia L.~Mokhtarian},
title = {Self-Selection in the Relationship Between the Built
Environment and Walking: Empirical Evidence from {N}orthern
{C}alifornia},
year = 2006,
journal = {Journal of the American Planning Association},
volume = 72,
number = 1,
quality = 4,
status = {read},
pages = {55--74},
keywords = {pedestrian planning, bicycle planning, land use transport link},
annote = {
An excellent article investigating the role of attitudes in walking
and biking. Most importantly, they attempted a quasi-longitudinal
method. They discussed the feedbacks between the act of walking and
attitudes about walking, although their method is not sophisticated
enough to examine those feedbacks.
Some of the numbers are scary. For the average suburban respondent,
the minimum distance to any establishment was about 550m, versus
250m for an urban respondent. The distance to any household
maintenance establishment (e.g., groceries, drugstore, etc.) was
800m versus 400m for urban. No wonder no one walks!
Their cycling model had a surprisingly high R-squared value,
0.258---most disaggregate cycling models that I've seen are much
lower. Cervero \& Duncan had about 0.13; Krizek had about 0.22. Mind
you, this could just be a result of their model structure, which is
quite unusual.
Regarding their actual models, I'm mildly concerned by the
pro-bike/walk and pro-transit attitude variables in their cycling
model. While the signs are plausible, the variables are fairly
highly correlated; is it possible that the parameters are therefore
misestimated? (Mind you, a correlation of 0.3 isn't that high, at
the end of the day.) More importantly, what is the
``alternatives factor''? I'm guessing that it refers to the ``PA
options'' factor, but it's not clear. Finally, why is a change in
the ``socializing behaviour'' in the new neighbourhood associated
with greater cycling? This isn't explored in the paper, but I could
imagine that it means ``more other people out cycling''---the classic
``safety in numbers'' hypothesis from the cycling literature.
},
url = {http://www.ndsu.edu/ndsu/xinyu/JAPA_Walking.pdf}
}
@article{Hua96,
author = {Herman Huang},
title = {The Land-Use Impacts of Urban Rail Transit Systems},
year = 1996,
journal = {Journal of Planning Literature},
volume = 11,
number = 1,
pages = {17--30},
status = {read},
quality = 4,
annote = {
A brief survey of literature on Toronto, San Francisco, Washington,
Boston, Cleveland, Atlanta, Calgary, Edmonton, Portland and San Diego.
Many, many good references.
},
keywords = {urban planning, transit, transport planning, land use transport link, urban form, canada}
}
@article{KenLau99,
author = {Jeffrey R.~Kenworthy and Felix B.~Laube},
title = {Patterns of automobile dependence in cities: an international
overview of key physical and economic dimensions with some implications
for urban policy},
year = 1999,
journal = {Transportation Research A},
volume = 33,
pages = {691--723},
keywords = {transport planning, urban planning, land use transport link, urban form},
status = {read},
quality = 5,
annote = {
An excellent summary of the dataset collected in their 1999 book,
with useful analysis. It's presented in a much more neutral,
distanced light than some of their earlier work. The methodology
still undoubtedly has problems, such as the use of Metro Toronto
instead of the Greater Toronto Area for the city definition. That
introduces some massive bias into all references to Toronto, since
it excludes all of the sprawling suburbs, including Mississauga
(which now has a population over 600,000 and was already quite large in
1990).
While it might not suit their agenda, I would like to see
housing costs included in the analysis. There is a clear
relationship between density and greater competition for limited
land and housing, and any analysis of regional economic
competitiveness really has to take housing costs into account.
Newman and Kenworthy's core argument that land use influences
transport has a clear converse, but they seem to have chosen to
ignore it here.
}
}
@article{KitMokLai97,
author = {Ryuichi Kitamura and Patricia L.~Mokhtarian and Laura Laidet},
title = {A Micro-Analysis of Land Use and Travel in Five Neighborhoods
in the {S}an {F}rancisco {B}ay {A}rea},
year = 1997,
journal = {Transportation},
volume = 24,
number = 2,
pages = {125--158},
status = {read},
keywords = {land use transport link, travel behaviour},
annote = {
An interesting foray into the ``self-selection'' debate, my first
reading there. I'm not yet convinced of the overall argument. Is it
really surprising that transit use is associated with a positive
attitude towards transit, and that that attitude can be used to
explain transit use well? That's just the ``rational actor''
theory---if you don't like it, you don't use it. It's a much more
direct measurement of your likelihood to use and be aware of the
positives/negatives of transit than land use is. The question is
about the direction of causation---does use of transit change your
attitude? Does living in a transit-supportive area change your
attitude? This paper doesn't yet get to the heart of the problem.
}
}
@article{Kri03,
author = {Kevin J.~Krizek},
title = {Residential relocation and changes in urban travel: does
neighborhood-scale urban form matter?},
year = 2003,
journal = {Journal of the American Planning Association},
volume = 69,
number = 3,
pages = {265--281},
status = {read},
quality = 4,
keywords = {urban planning, transport planning, land use transport link, travel behaviour},
annote = {
An interesting study. He makes the useful note that a panel survey
where some people choose to move is not strictly a random sample;
there was some underlying reason why those people chose to move, so
you have a self-selected samples (p. 271). I don't fully buy his
assumption that movers were in equilibrium with neighbourhood prior
to moving; it's a major assumption, which he acknowledges and tests
towards the end of the paper. However, it's still a useful
experiment: even if the movers were trying to self-select, if the
move allows them to reduce/increase VMT, it suggests that urban
form is an enabler for desired travel behaviour, a necessary
condition for behaviour change.
All told, a very methodologically cautious paper, with some good
insights.
}
}
@article{KriLev05,
author = {Kevin J.~Krizek and David M.~Levinson},
title = {Teaching Integrated Land Use-Transportation Planning: Topics,
Readings and Strategies},
year = 2005,
journal = {Journal of Planning Education and Research},
volume = 24,
number = 3,
pages = {304--316},
keywords = {land use transport link, transport planning, urban form, urban planning},
status = {read},
annote = {
A very useful article regarding the land use-transport link. They
examined courses taught on the subject, and their syllabi. The key
books were MooTho94 and Dow92/Dow04, and Cer96b was a key article,
as was the debate between Ewi97 and GorRic97. Other publications
included Giu95, Cra98, and Lev99.
}
}
@article{LevIna04,
author = {Jonathan Levine and Aseem Inam},
title = {The market for transportation-land use integration: do
developers want smarter growth than regulations allow?},
year = 2004,
month = nov,
journal = {Transportation},
volume = 31,
number = 4,
pages = {409--427},
status = {read},
keywords = {urban planning, land use transport link, equity, zoning},
abstract = {
Transportation and land use research of the past decade has focused
in large part on the question of whether manipulating land uses in
the direction of ``smart growth'' alternatives can reduce vehicle
miles traveled (VMT) or otherwise improve travel behavior. Yet the
notion of ``manipulating'' land uses implies that the alternative
is somehow self-organized or market-based. This view appears to
underestimate the extent to which current planning interventions in
the United States---largely focused on lowering development
densities, mandating ample road and parking designs, and separating
land uses---impose an auto-oriented template on most new
development. Rather than a market failure, the paucity of ``smart
growth'' alternatives may be a planning failure---the result of
municipal regulatory exclusion. This problem definition would shift
the burden of proof for policy reform, as uncertainty in
travel-behavior benefits would hardly justify the continuation of
exclusionary regulations. If municipal regulations in fact
constrain alternatives to low-density auto-oriented development,
one would expect developers to perceive unsatisfied market interest
in such development. This article studies, through a national
survey (676 respondents), US developers' perceptions of the market
for pedestrian- and transit-oriented development forms. Overall,
respondents perceive considerable market interest in alternative
development forms, but believe that there is inadequate supply of
such alternatives relative to market demand. Developer-respondents
attribute this gap between supply and demand principally to local
government regulation. When asked how the relaxation of these
regulations would affect their product, majorities of developers
indicated that such liberalization woud lead them to develop in a
denser and more mixed-use fashion, particularly in close-in
suburban locales. Results are interpreted in favor of land-policy
reform based on the expansion of choice in transportation and land
use. This view contrasts with a more prevalent approach which
conditions policy interventions on scientific evidence of
travel-behavior modification.
},
annote = {
An excellent article, rebutting the claims of many others in the
research community. The abstract is an excellent summary of the
points made in this article. References BoaCra01, EwiCer01, Cra99
and Dow92. The latter is quoted: ``[T]he belief that sprawl is
caused primarily by market failures is based on the false
assumption that there is a freely operating land use market in US
metropolitan areas. No metropolitan area has anything remotely
approaching a free land use market because of local regulations
adopted for parochial political, social and fiscal purposes.''
}
}
@article{LevInaTor05,
author = {Jonathan Levine and Aseem Inam and Gwo-Wei Torng},
title = {A Choice-Based Rationale for Land Use and Transportation
Alternatives: Evidence from {B}oston and {A}tlanta},
year = 2005,
journal = {Journal of Planning Education and Research},
volume = 24,
pages = {317--330},
doi = {10.1177/0739456X04267714},
keywords = {land use transport link, equity, travel behaviour, zoning},
quality = 5,
annote = {
Some great equity context, including the Tiebout hypothesis.
}
}
@book{MeyMil01,
author = {Michael D.~Meyer and Eric J.~Miller},
title = {Urban Transportation Planning: A Decision-Oriented Approach},
edition = {2nd},
year = 2001,
publisher = {McGraw-Hill},
address = {New York City, NY, USA},
status = {read},
keywords = {transport planning, transport modelling, land use transport link},
annoteurl = { http://davidpritchard.org/sustrans/MeyMil01 }
}
@techreport{MilKriHun98,
author = {Eric J.~Miller and David S.~Kriger and John Douglas Hunt},
title = {Integrated urban models for simulation of transit and land use
policies: guidelines for implementation and use},
type = {Report},
number = 48,
institution = {Transit Cooperative Research Program, Transportation
Research Board},
year = 1998,
address = {Washington, D.C., USA},
keywords = {transport modelling, ilute, transit, land use transport link},
status = {read},
url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_48.pdf}
}
@techreport{MilKriHun98b,
author = {Eric J.~Miller and David S.~Kriger and John Douglas Hunt},
title = {Integrated urban models for simulation of transit and land use
policies},
year = 1998,
type = {Web Document},
number = 9,
institution = {Transportation Cooperative Research Program,
Transportation Research Board},
address = {Washington, D.C., USA},
url = {http://faculty.washington.edu/pwaddell/Models/Tcrp-rep.pdf},
keywords = {transport modelling, ilute, transit, land use transport link},
status = {read},
annoteurl = { http://davidpritchard.org/sustrans/MilKriHun98b/index.html }
}
@techreport{MilSob03,
author = {Eric J.~Miller and Richard M.~Soberman},
title = {Travel Demand and Urban Form},
year = 2003,
institution = {Neptis Foundation},
type = {Issue Paper},
number = 9,
url = { http://www.neptis.org/library/cf_download.cfm?file=travel_demand_nip9.pdf\&path=\\ },
keywords = {transport planning, canada, urban planning, transit, land use transport link, urban form},
status = {read},
annote = {
A good report, with a realistic and progressive vision for the
future. I found the maps comparing Toronto, Square One and Pearson
trip ends extremely interesting (figures II.7 - II.9).
}
}
@article{MinRavSal04,
author = {Orit Mindali and Adi Raveh and Ilan Salomon},
title = {Urban Density and Energy Consumption: A New Look at Old
Statistics},
year = 2004,
month = feb,
journal = {Transportation Research A},
volume = 38,
number = 2,
status = {read},
pages = {143--162},
keywords = {urban form, land use transport link, energy},
annote = {
They looked at the NewKen89 data using a different statistical
technique, and claimed to find poor statistical support for the
density correlation to energy use, at least for North American and
Australian cities. European cities showed a significant relation to
inner city and CBD density. I remain skeptical overall, though. I
need to read more about their statistical methods before making any
conclusions, though.
}
}
@inproceedings{MoeSchWeg02,
author = {Rolf Moeckel and Carsten Sch{\"u}rmann and Michael Wegener},
title = {Microsimulation of Urban Land Use},
year = 2002,
booktitle = {Proceedings of the 42nd Congress of the European Regional
Science Association},
publisher = {European Regional Science Assocation},
address = {Dortmund, Germany},
url = {http://www.raumplanung.uni-dortmund.de/rwp/ersa2002/cd-rom/papers/261.pdf},
abstract = {
The project ILUMASS (Integrated Land-Use Modelling and
Transportation System Simulation) aims at embedding a
microscopic dynamic simulation model of urban traffic flows
into a comprehensive model system incorporating both changes of
land use and the resulting changes in transport demand.
The land-use component of ILUMASS will be based on the land-use
parts of an existing urban simulation model, but is to be
microscopic like the transport parts of ILUMASS.
Microsimulation modules will include models of demographic
development, household formation, firm lifecycles, residential
and non-residential construction, labour mobility on the
regional labour market and household mobility on the regional
housing market. These modules will be closely linked with the
models of daily activity patterns and travel and goods
movements modelled in the transport parts of ILUMASS developed
by other partners of the project team. The design of the land
use model takes into account that the collection of individual
micro data (i.e. data which because of their micro location can
be associated with individual buildings or small groups
of buildings) or the retrieval of individual micro data
from administrative registers for planning purposes is neither
possible nor, for privacy reasons, desirable. The land use
model therefore works with synthetic micro data which can be
retrieved from generally accessible public data.
ILUMASS is a group project of institutes of the universities of
Aachen, Bamberg, Dortmund, Cologne and Wuppertal under the
co-ordination of the Transport Research Institute of the German
Aerospace Centre (DLR). Study region for tests and first
applications of the model is the urban region of Dortmund. The
common database will be compiled in co-operation with the City
of Dortmund. After its completion the integrated model is to be
used for assessing the impacts of potential transport and land
use policies for the new land use plan of the city.
The paper will focus on the land-use parts of the ILUMASS
model. It will present the underlying behavioural theories and
how they are made operational in the model design, explain how
the synthetic population is generated, show first model results
and demonstrate the potential usefulness of the model for the
planning process.
},
status = {read},
annote = {
Interesting. They've adapted the IRPUD land use project for a new
integrated model. They do some major rasters (200 000 cells) for
some of their lookups, although they're also interested in
environmental indicators as well as transport results. They don't
operate on a parcel-level due to local privacy legislation; instead
they work on a zonal level, combined with a density plot of unknown
detail.
},
keywords = {transport modelling, spatial modelling, land use transport link}
}
@techreport{MooTho94,
author = {Terry Moore and Paul Thorsnes},
title = {The Transportation/Land Use Connection},
year = 1994,
month = jan,
institution = {American Planning Association},
address = {Chicago, IL, USA},
edition = {1st},
number = {448/449},
keywords = {urban economics, transport planning, urban planning, congestion pricing, transportation demand management, transit, land use transport link, zoning },
rating = 5,
status = {read},
annoteurl = { http://davidpritchard.org/sustrans/MooTho94/index.html }
}
@incollection{Mul86,
author = {Peter O.~Muller},
title = {Transportation and Urban Form: Stages in the Spatial Evolution
of the {A}merican Metropolis},
year = 1986,
booktitle = {The Geography of Urban Transportation},
editor = {Susan Hanson},
edition = {1st},
chapter = 2,
publisher = {Guildford Press},
address = {New York City, NY, USA},
pages = {26--52},
status = {read},
keywords = { urban form, land use transport link, history },
annote = {
An interesting take on a classic topic. (See also: MooTho94,
NewKen96, etc.) I found the discussion of class interesting:
dispersed development (initially in the form of streetcar suburbs,
later in the form of auto suburbs) allowed the middle-class to
achieve something that had previously been reserved for the
upper-class: income segregation. Prohibition was part of this
process: dry districts were partly intended to keep out the working
classes. Streetcars also opened up enough space to allow the
formation of ethnic neighbourhoods for the first time, which is
certainly evident in a city like Toronto. The period from 1920--1930
was the ``point im time, many geographers and planners would agree,
that intrametropolitan transportation achieved its greatest level
of efficiency---the burgeoning city truly `worked.' '' Muller cites
some great studies: Bae78 shows the evolution of land uses along a
Minneapolis freeway corridor from 1953--1976 as a new `downtown'
emerged along the freeway.
}
}
@article{NewKen89b,
author = {Peter W.G.~Newman and Jeffrey R.~Kenworthy},
title = {Gasoline Consumption and Cities: A Comparison of {U.S.}~Cities
with a Global Survey},
year = 1989,
journal = {Journal of the American Planning Association},
volume = 55,
number = 1,
pages = {24--37},
status = {read},
keywords = { transport planning, urban planning, canada, energy, land use transport link, urban form, transit },
rating = 4,
annote = {
This was the first I read by these authors; this article and their
1989 book are classic texts in the field.
It's an ambitious and impressive effort, although I doubt that
anyone will ever completely believe either their data or their
results. Nevertheless, the data collection effort is laudable,
especially when they include information on parking and relative
speeds. Since reading this, I've improved my stats quite a bit, and
I'd like to revisit it (or their 1999 followup) and see if I buy
their results and conclusions. I'd also like to look into the
econometric models they criticised.
One choice quote: ``Toronto has a much stronger transit system
(50?? vehicle miles of service per capita) than do U.S. or
Australian cities, a feature with its dense land use; its provision
for automobiles is also much less than that in U.S. and Australian
cities. The diversity of its transit systems, which include
commuter rail, subway, modern trams on-street and new LRT on
separated tracks, electric trolleys, and diesel buses (as well as
comprehensive cycle ways), provides a powerful comparison to nearby
Detroit, which has an almost complete commitment to the automobile.
The per capita gasoline consmuption in Detroit is double that in
Toronto; transit use is 0.8 percent of total passenger miles in
Detroit, compared with 16.7 percent in Toronto. However, the
difference in gasoline consumption in Detroit and Toronto cannot be
explained simply by the difference in transit use. For example, if
all of Toronto's transit users transferred to car the per capita
use of gasoline would increase by 53 gallons, making Toronto's
usage still 184 gallons per capita lower than that of Detroit. The
Toronto transit system is part of an overall more energy-efficient
city, despite Toronto having lower gasoline prices in 1980 and less
fuel-efficient vehicles than the U.S. Indeed, Toronto is one of the
few cities in the world with well-developed policies for
transportation energy conservation based on land use strategies.''
}
}
@article{NewKen96,
author = {Peter W.G.~Newman and Jeffrey R.~Kenworthy},
title = {The land use-transportation connection: an overview},
year = 1996,
month = jan,
journal = {Land Use Policy},
volume = 13,
number = 1,
pages = {1--22},
keywords = {urban planning, transport planning, canada, land use transport link, urban form},
abstract = {
There is a growing international movement, ``The New Urbanism'',
which seeks to reconnect transport with land use and in particular
to establish transit-oriented development where higher-density,
mixed-use areas built around high-quality transit systems provide a
focused urban structure that can help to loosen the grasp of
automobile dependence. There are many case studies around the
world of cities which demonstrate this process of reconnecting
land use and transport. The cases of Singapore, Hong Kong,
Zurich (Switzerland), Copenhagen (Denmark), Freiburg (Germany),
Toronto and Vancouver (Canada), Portland, Oregon (USA) and Perth
(Australia) are briefly described here to show the various
levels of achievement in very different environments around the
world.
},
rating = 4,
status = {read},
annoteurl = { http://davidpritchard.org/sustrans/NewKen96/index.html }
}
@book{NewKen99,
author = {Peter W.G.~Newman and Jeffrey R.~Kenworthy},
title = {Sustainability and Cities: Overcoming Automobile Dependence},
year = 1999,
publisher = {Island Press},
address = {Washington, D.C., USA},
status = {read},
rating = 5,
keywords = {general interest, transport planning, urban planning, canada, land use transport link, urban form, energy, sustainability},
annoteurl = { http://davidpritchard.org/sustrans/NewKen99/index.html }
}
@techreport{ParCerHowZup96c,
author = {{Parsons Brinckerhoff Quade \& Douglas, Inc.} and
Robert Cervero and {Howard/Stein-Hudson Associates, Inc.} and
Jeffrey Zupan},
title = {Transit and Urban Form: A Guidebook for Practitioners},
type = {Report},
number = {16 Volume 2 Part III},
institution = {Transit Cooperative Research Program, Transportation
Research Board},
year = 1996,
address = {Washington, D.C., USA},
status = {read},
keywords = {transit, transport planning, urban planning, urban form, land use transport link},
url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_16-3.pdf}
}
@book{PusZup77,
author = {Boris S.~Pushkarev and Jeffrey M.~Zupan},
title = {Public Transportation and Land Use Policy},
year = 1977,
publisher = {Indiana University Press},
address = { Bloomington, IN, USA },
keywords = {transport planning, urban planning, urban form, transit, land use transport link},
status = {read},
rating = 5,
annoteurl = { http://www.davidpritchard.org/sustrans/PusZup77/index.html }
}
@article{Sch96,
author = {Paul Schimek},
title = {Household Motor Vehicle Ownership and Use: How Much Does
Residential Density Matter?},
year = 1996,
journal = {Transportation Research Record},
volume = 1552,
pages = {120--125},
status = {read},
keywords = {transport modelling, transport planning, urban form, land use transport link}
}
@article{SchMok05,
author = {Tim Schwanen and Patricia L.~Mokhtarian},
title = {What affects commute mode choice: neighborhood physical
structure or preferences towards neighborhoods?},
year = 2005,
journal = {Journal of Transport Geography},
volume = 13,
number = 1,
pages = {83--99},
status = {read},
keywords = {land use transport link, travel behaviour},
annote = {
A very useful classification of residents: by urban/suburban
mismatch. Those living in the city but preferring suburbia
(``dissonant'') behave those who both live in and prefer the city
(``consonant''). Of the dissonants, urban-dwellers are claimed to be
better off than suburban-dwellers, since urban dissonants can still
drive, while suburban dissonants can't really do much about
inadequate transit service / walking environment.
}
}
@inproceedings{Tim03,
author = {Harry J.P.~Timmermans},
title = {The Saga of Integrated Land Use-Transport Modeling: How Many
More Dreams Before We Wake Up?},
year = 2003,
month = aug,
booktitle = {Proceedings of the 10th International Conference on Travel
Behavior Research},
address = {Lucerne, Switzerland},
url = {http://www.ivt.baum.ethz.ch/allgemein/pdf/timmermans.pdf},
keywords = {transport modelling, ilute, land use transport link},
status = {read},
annote = {
He makes some very valid criticisms of integrated
transportation/land use models. He has four things in particular
that he'd like to see done: induction of principles of spatial
behaviour; development of context and domain-specific behavioural
models, where he complains about the use of multinomial logit
models for residential location decisions, despite the fact that
most households have very limited information and housing
literature gives better models; development of truly integrated
models, instead of cobbling together existing models and all of
their assumptions; modelling of spatial planning and its effects on
urban form, including P3s.
}
}
@article{Wac84,
author = {Martin Wachs},
title = {Autos, Transit, and the Sprawl of {L}os {A}ngeles: the 1920s},
year = 1984,
journal = {Journal of the American Planning Association},
volume = 50,
number = 3,
pages = {297--310},
keywords = { history, land use transport link, transit },
annote = {
A different take on Los Angeles than I'd heard before. Wachs
describes a city that was distinct from an early age. Its initial
trajectory was not so different from Vancouver: a population of
only 6000 in 1870, linked to the railroad in 1876. But it exploded
from there, to 50,000 by 1890, up to 320,000 by 1910, and 1.2
million by 1930---and already 780,000 cars by that date. The city
motorized extremely early, aided by the California climate and
local conditions. The immigrants were quite well-to-do, mostly
born in the USA and raised with American values, and settled in a
very dispersed pattern well before the arrival of the automobile,
mostly aided by streetcars.
The city developed in parallel with communications technology (the
telephone) and at the height of the City Beautiful movement. Also,
building heights were constrained by city laws after the 1906 San
Francisco earthquake. Already by 1924, 48 percent entering the CBD
came by car. The decisive stroke in favour of automobiles, however,
was the decision to proceed with an incremental roads and highway
plan (1924), and the failure to adopt a proposed high-cost transit
plan (1926).
},
quality = 4
}
@article{Wad02,
author = {Paul Waddell},
title = {Urban{S}im: Modeling Urban Development for Land Use, Transportation
and Environmental Planning},
year = 2002,
journal = {Journal of the American Planning Association},
volume = 68,
number = 3,
pages = {297--314},
annote = {
Interesting. Waddell gives a nod to Miller's 98 TRCP paper, generally
agreeing that it's a good description of an ``ideal model.'' Waddell's
model definitely tries to do a better job than earlier models, but the
simulation may still be too coarse to achieve its goals. There is no
modelling of the household, or much modelling of decision-making
procedures within the household. They use the same one-year timestep as
Miller, but only a five-year timestep for calculation of the
transportation network. Their ability to deal with other modes is
seriously limited - while disaggregation brings the scale down to a
reasonable level, they don't model automobile ownership, one of the key
decisions. They note the difficulty of validation against historical
data; even with a relatively stable period (1980-1994, little job
or pop changes), there's a fair bit of difference between their model
and others' models. And of course they can't hope to predict big changes -
like Weyerhaueser closing a plant. They're also still fairly cellular
automata based - transition rules instead of behavioural modelling.
},
keywords = {transport modelling, transport planning, urban planning, land use transport link},
status = {read}
}
@incollection{WadUlf04,
author = {Paul Waddell and Gudmundur F.~Ulfarsson},
title = {Introduction to Urban Simulation: Design and Development of
Operational Models},
year = 2004,
booktitle = {Handbook in Transport},
volume = {5: Transport Geography and Spatial Systems},
editor = {P.~Stopher and K.~Button and K.~Kingsley and D.~Hensher},
publisher = {Pergamon Press},
address = {Elmsford, NY, USA},
pages = {204--236},
annote = {
Interesting background notes on the municipal interest in modeling -
lawsuits from Sierra Club and others. I should compare Figure 3 vs.
ILUTE's structure. Lots of good background on different modeling
strategies. Claims that there is no evidence that aggregate data is
less error-prone than disaggregate data. They show a very rough
breakdown into submodels.
},
keywords = {transport modelling, land use transport link},
status = {read}
}
@article{Wil95,
author = {Richard W.~Willson},
title = {Suburban parking requirements: a tacit policy for automobile
use and sprawl},
year = 1995,
journal = {Journal of the American Planning Association},
volume = 61,
number = 1,
pages = {29--42},
status = {read},
quality = 4,
annote = {
One of the better parking papers that I've read, and one which
makes the connection to urban form explicit.
One sentence was phrased in a way that struck me: he notes that each
site is required to have adequate space to meet peak demands---rather
than allowing one ``peak'' site for the area. Existing parking
standards insist that parking must be provided exactly at the
destination, even for rare peak demands.
},
keywords = {transport planning, parking, land use transport link}
}
@phdthesis{Abr00,
author = {John Edward Abraham},
title = { Parameter Estimation in Urban Models: Theory and Application
to a Land Use Transport Interaction Model of the {S}acramento,
{C}alifornia Region},
year = 2000,
school = {University of Calgary, Department of Civil Engineering},
address = {Calgary, AB, Canada},
keywords = {transport modelling, ilute, land use transport link },
url = {http://www.ucalgary.ca/~jabraham/Papers/jeadissertation.pdf/JEADissertation.pdf}
}
@article{BadMil00,
author = {Daniel A.~Badoe and Eric J.~Miller},
title = {Transportation land-use interaction: empirical findings in
{N}orth {A}merica, and their implications for modeling},
year = 2000,
journal = {Transportation Research D},
volume = 5,
number = 4,
pages = {235--263},
keywords = {transport modelling, ilute, land use transport link}
}
@article{Bae78,
author = {T.J.~Baerwald},
title = {The emergence of a new ``downtown.''},
year = 1978,
journal = {Geographical Review},
volume = 68,
pages = {308--318},
keywords = { urban form, land use transport link }
}
@article{Baj83,
author = {Vladimir Bajic},
title = {The effects of a subway line on housing prices in
{M}etropolitan {T}oronto},
year = 1983,
journal = {Urban Studies},
volume = 20,
number = 2,
pages = {147--158},
keywords = { transport planning, canada, land use transport link },
annote = {
Sounds interesting---looks at the impacts on real estate around the
Spadina line.
}
}
@article{Bar00,
author = {L.~Barr},
title = {Testing for the significance of induced highway travel demand
in metropolitan areas},
year = 2000,
journal = {Transportation Research Record},
volume = 1706,
pages = {1--8},
keywords = {induced travel, land use transport link}
}
@article{Ber96,
author = {M.A.~Berman},
title = {The transportation effects of neo-traditional development},
year = 1996,
journal = {Journal of Planning Literature},
volume = 10,
number = 4,
pages = {347--363},
keywords = {land use transport link, urban planning}
}
@article{BerleCKap05,
author = {Luca Bertolini and Frank {le Clercq} and L.~Kapoen},
title = {Sustainable accessibility: a conceptual framework to integrate
transport and land use plan-making. Two test-applications in the
{N}etherlands and a reflection on the way forward},
journal = {Transport Policy},
year = 2005,
volume = 12,
number = 3,
pages = {207--220},
keywords = {accessibility, land use transport link}
}
@article{Boa98,
author = {Marlon G.~Boarnet},
title = {Spillovers and locational effect of public infrastructure},
year = 1998,
journal = {Journal of Regional Science},
volume = 38,
number = 3,
pages = {381--400},
keywords = {transport planning, urban planning, land use transport link}
}
@article{BoaCha01,
author = {Marlon G.~Boarnet and S.~Chalermpong},
title = {New highways, house prices, and urban development: a case
study of toll roads in {O}range {C}ounty, {CA}},
year = 2001,
journal = {Housing Policy Debate},
volume = 12,
number = 3,
pages = {575--605},
keywords = {transport planning, urban planning, land use transport link}
}
@book{BoaCra01,
author = {Marlon G.~Boarnet and Randall Crane},
title = {Travel by design: the influence of urban form on travel},
year = 2001,
publisher = {Oxford University Press},
address = {New York City, NY, USA},
keywords = {transport planning, transport modelling, urban planning, land use transport link},
annote = {
The chapter I've read (2) was a fairly technical look at modelling
the impacts of land use changes on travel demand.
}
}
@article{BoaCra01b,
author = {Marlon G.~Boarnet and Randall Crane},
title = {The influence of land use on travel behavior: empirical
strategies},
year = 2001,
journal = {Transportation Research A},
volume = 35,
pages = {823--845},
keywords = {land use transport link}
}
@article{BoaSar98,
author = {Marlon G.~Boarnet and S.~Sarmiento},
title = {Can land-use policy really affect travel behavior: a study of
the link between non-work travel and land-use characteristics},
year = 1998,
journal = {Urban Studies},
volume = 35,
pages = {1155--1169},
keywords = {land use transport link, urban form, transport planning, urban planning }
}
@article{Bon96,
author = {P.~Bonsall},
title = {Can induced traffic be measured by surveys?},
year = 1996,
journal = {Transportation},
volume = 23,
pages = {17--34},
keywords = {induced travel, land use transport link}
}
@incollection{Bou00,
author = {M.E.~Bouwman},
title = {Changing mobility patterns in a compact city: Environmental
impacts},
year = 2000,
booktitle = {Compact Cities and Sustainable Urban Development: A
critical assessment of policies and plans from an international
perspective},
editor = {G.~{de Roo} and D.~Miller},
publisher = {Ashgate},
address = {Aldershot, UK},
keywords = {urban form, energy, transport planning, land use transport link},
annote = {
Allegedly finds very little differences in energy use across a
range of spatial settings in the Netherlands.
}
}
@incollection{Boy76,
author = {D.~Boyce},
title = {Impact of Rapid Transit on Residential Property Sales Prices},
year = 1976,
booktitle = {Space Location and Regional Development},
editor = {M.~Chatterjee},
pages = {145--153},
publisher = {Pion},
address = {London, UK},
keywords = {land use transport link, transport planning, transit, urban planning, urban form}
}
@techreport{BurLowDolGalDowSesStiMoo02,
author = {Robert Burchell and George Lowenstein and William R.~Dolphin
and Catherine C.~Galley and Anthony Downs and Samuel Seskin and
Katherine Gray Still and Terry Moore},
title = {Costs of Sprawl 2000},
type = {Report},
number = 74,
institution = {Transit Cooperative Research Program, Transportation
Research Board},
year = 2002,
publisher = {National Academy Press},
address = {Washington, D.C., USA},
keywords = {land use transport link, urban form, urban planning},
url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_74-a.pdf}
}
@techreport{BurShaLisPhiDowSesDavMooHelGal98,
author = {Robert Burchell and Naveed A.~Shad and David Listokin
and Hilary Phillips and Anthony Downs and Samuel Seskin and
Judy S.~Davis and Terry Moore and David Helton and Michelle Gall},
title = {Costs of Sprawl Revisited},
type = {Report},
number = 39,
institution = {Transit Cooperative Research Program, Transportation
Research Board},
year = 1998,
publisher = {National Academy Press},
address = {Washington, D.C., USA},
keywords = {land use transport link, urban form, urban planning},
url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_39-a.pdf}
}
@article{CamLyoKen04,
author = {I.~Cameron and T.J.~Lyons and Jeffrey R.~Kenworthy},
title = {Trends in vehicle kilometers of travel in world cities,
1960--1990: underlying drivers and policy responses},
year = 2004,
month = jul,
journal = {Transport Policy},
volume = 11,
number = 3,
pages = {287--298},
keywords = {land use transport link, transport planning}
}
@article{Cer84,
author = {Robert Cervero},
title = {Light Rail Transit and Urban Development},
year = 1984,
journal = {Journal of the American Planning Association},
volume = 50,
number = 2,
pages = {133--147},
keywords = {urban planning, transit, transport planning, rail, land use transport link}
}
@article{Cer88,
author = {Robert Cervero},
title = {Land Use Mixing and Suburban Mobility},
year = 1988,
month = jul,
journal = {Transportation Quarterly},
pages = {429--446},
volume = 42,
number = 3,
keywords = { urban planning, transport planning, urban form, land use transport link },
url = {http://www.uctc.net/scripts/countdown.pl?003.pdf}
}
@article{Cer89,
author = {Robert Cervero},
title = {Jobs-Housing Balance and Regional Mobility},
year = 1989,
journal = {American Planning Association Journal},
volume = 55,
number = 2,
pages = {136--150},
keywords = { urban planning, transport planning, land use transport link, urban form },
url = {http://www.uctc.net/scripts/countdown.pl?050.pdf}
}
@book{Cer89c,
author = {Robert Cervero},
title = {America's Suburban Centers: The Land Use-Transportation Link},
year = 1989,
publisher = {Unwin-Hyman},
address = {Boston, MA, USA},
keywords = {transport planning, urban planning, land use transport link }
}
@article{Cer91,
author = {Robert Cervero},
title = {Land uses and travel at suburban activity centers},
year = 1991,
journal = {Transportation Quarterly},
volume = 45,
pages = {479--491},
keywords = { urban planning, transport planning, land use transport link }
}
@article{Cer91c,
author = {Robert Cervero},
title = {Congestion relief: the land use alternative},
year = 1991,
journal = {Journal of Planning Education and Research},
volume = 10,
pages = {119--129},
keywords = {urban form, urban planning, transport planning, land use transport link}
}
@techreport{Cer93,
author = {Robert Cervero},
title = {Ridership Impacts of Transit-Focused Development in
{C}alifornia},
year = 1993,
type = {Monograph},
number = 45,
address = {Berkeley, CA, USA},
institution = {Institute of Urban and Regional Development, University
of California},
keywords = {transit, urban form, land use transport link, urban planning, transport planning}
}
@article{Cer93c,
author = {Robert Cervero},
title = {Assessing the impacts of urban rail transit on local real
estate markets using quasi-experimental comparisons},
year = 1993,
journal = {Transportation Research A},
volume = 27,
number = 1,
pages = {13--22},
keywords = {transport planning, urban planning, land use transport link}
}
@techreport{Cer95b,
author = {Robert Cervero},
title = {{BART @ 20}: Land Use and Development Impacts},
year = 1995,
type = {Monograph},
number = 49,
address = {Berkeley, CA, USA},
institution = {Institute of Urban and Regional Development, University
of California},
keywords = {transit, urban planning, land use transport link, transport planning}
}
@article{Cer96,
author = {Robert Cervero},
title = {Mixed Land-Uses and Commuting: Evidence from the {A}merican
Housing Survey},
year = 1996,
journal = {Transportation Research A},
volume = 30,
number = 5,
pages = {361--377},
keywords = { transport planning, urban planning, land use transport link, urban form },
abstract = {
Past research suggests that mixed land-uses encourage non-auto
commuting; however, the evidence remains sketchy. This paper
explores this question by investigating how the presence of
retail activities in neighborhoods influences the commuting
choices of residents using data from the 1985 American Housing
Survey. Having grocery stores and other consumer services
within 300 feet of one's residence is found to encourage
commuting by mass transit, walking and bicycling, controlling
for such factors as residential densities and vehicle ownership
levels. When retail shops are beyond 300 feet yet within 1
mile of residences, however, they tend to encourage
auto-commuting, ostensibly because of the ability to
efficiently link work and shop trips by car. The
presence of nearby commercial land-uses is also
associated with relatively low vehicle ownership rates
and short commuting distances among residents of a
mixed-use neighborhood. Overall, residential densities
exerted a stronger influence on commuting mode choices
than levels of land-use mixture, except for walking and
bicycle commutes. For non-motorized commuting, the
presence or absence of neighborhood shops is a better
predictor of mode choice than residential densities.
}
}
@incollection{Cer01,
author = {Robert Cervero},
title = {Integration of Urban Transport and Urban Planning},
editor = {M.~Freire and R.~Stren},
booktitle = {The Challenge of Urban Government: Policies and
Practices},
year = 2001,
pages = {407--427},
address = {Washington, D.C., USA},
publisher = {The World Bank Institute},
keywords = {urban planning, transport planning, land use transport link}
}
@article{Cer02,
author = {Robert Cervero},
title = {Built Environments and Mode Choice: Toward a Normative
Framework},
year = 2002,
journal = {Transportation Research D},
volume = 7,
number = 4,
pages = {265--284},
keywords = {urban form, land use transport link}
}
@article{CerGor95,
author = {Robert Cervero and R.~Gorham},
title = {Commuting in transit versus automobile neighborhoods},
journal = {Journal of the American Planning Association},
year = 1995,
volume = 61,
number = 2,
pages = {210--225},
keywords = {urban planning, transit, land use transport link }
}
@article{CerHan02,
author = {Robert Cervero and M.~Hansen},
title = {Induced travel demand and induced road investment: a
simultaneous-equation analysis},
year = 2002,
journal = {Journal of Transport Economics and Policy},
volume = 36,
number = 3,
pages = {469--490},
keywords = {induced travel, transport planning, land use transport link}
}
@techreport{CerRad95,
author = {Robert Cervero and Carolyn Radisch},
title = {Travel choices in pedestrian versus automobile oriented
neighborhoods},
year = 1995,
month = jul,
type = {Working Paper},
institution = {University of California Transportation Center},
number = 281,
keywords = {pedestrian planning, urban planning, urban form, urban design, land use transport link},
url = {http://www.uctc.net/scripts/countdown.pl?281.pdf}
}
@article{CerRad96,
author = {Robert Cervero and Carolyn Radisch},
title = {Travel choices in pedestrian versus automobile oriented
neighborhoods},
journal = {Transport Policy},
year = 1996,
volume = 3,
pages = {127--141},
keywords = {pedestrian planning, urban planning, urban form, urban design, land use transport link},
annote = { Apparently fairly important - shows benefits of traditional
neighbourhood design. }
}
@techreport{CerSes95,
author = {Robert Cervero and Samuel Seskin},
title = {The Relationship Between Transit and Urban Form},
year = 1995,
type = {Research Results Digest},
number = 7,
institution = {Transit Cooperative Research Program, Transportation
Research Board, National Research Council},
address = {Washington, D.C., USA},
keywords = {transit, land use transport link, transport planning, urban planning, urban form}
}
@article{ConLaw02,
author = {Sonny Conder and Keith Lawton},
title = {Alternative futures for integrated transportation and land use
models contrasted with ``{T}rend-{D}elphi'' models: {P}ortland
{O}regon {M}etro results},
year = 2002,
journal = {Transportation Research Record},
volume = 1805,
address = {Washington, D.C., USA},
keywords = {land use transport link, transport modelling}
}
@article{Cra96,
author = {Randall Crane},
title = {The influence of uncertain job location on urban form and the
journey to work},
year = 1996,
journal = {Journal of Urban Economics},
volume = 39,
number = 3,
pages = {342--358},
keywords = {transport planning, urban form, land use transport link, location choice}
}
@article{Cra96c,
author = {Randall Crane},
title = {On form versus function: will the {N}ew {U}rbanism reduce
traffic, or increase it?},
year = 1996,
journal = {Journal of Planning Education and Research},
volume = 15,
number = 2,
pages = {117--126},
keywords = {urban planning, land use transport link, new urbanism}
}
@article{Cra98,
author = {Randall Crane},
title = {Travel by design?},
journal = {Access Magazine},
year = 1998,
volume = 12,
pages = {2--7},
keywords = {land use transport link}
}
@article{Cra00,
author = {Randall Crane},
title = {The impacts of urban form on travel: an interpretive review},
year = 2000,
journal = {Journal of Planning Literature},
volume = 15,
pages = {3--23},
keywords = {land use transport link, urban form, transport planning, urban planning}
}
@article{DamLer80,
author = {D.~Damm and A.~Lerman},
title = {Response of Urban Real Estate Values in Anticipation of the
{W}ashington {M}etro},
year = 1980,
journal = {Journal of Transport Economics and Policy},
volume = 1,
number = 3,
pages = {315--335},
keywords = {urban planning, transport planning, land use transport link}
}
@inproceedings{DasWeb92,
author = {M.~Dasgupta and F.~Webster},
title = {Land Use/Transport Interaction: Policy Relevance of the
{ISGLUTI} Study},
year = 1992,
booktitle = {Proceedings of the Sixth World Conference on Transport
Research},
address = {Lyon, France},
publisher = {World Congress on Transport Research},
keywords = {land use transport link, urban planning, transport planning}
}
@article{Dea75,
author = {M.~Dear},
title = {Rapid Transit and Suburban Residential Land Uses},
year = 1975,
journal = {Traffic Quarterly},
volume = 29,
number = 2,
pages = {223--242},
keywords = {land use transport link, transit, urban planning, transport planning}
}
@article{Dew76,
author = {Donald Dewees},
title = {The effect of a subway on residential property values in
{T}oronto},
year = 1976,
journal = {Journal of Urban Economics},
volume = 3,
number = 4,
pages = {357--369},
keywords = {canada, transport planning, land use transport link}
}
@article{Din78,
author = {D.~Dingemans},
title = {Rapid Transit and Suburban Residential Land Use},
journal = {Traffic Quarterly},
year = 1978,
volume = 32,
number = 2,
pages = {289--306},
keywords = {urban planning, transport planning, land use transport link, transit}
}
@techreport{Don82,
author = {P.~Donnelly},
title = {Rail Transit Impact Studies: {A}tlanta, {W}ashington, and
{S}an {D}iego},
year = 1982,
institution = {Urban Mass Transportation Administration, U.S.
Department of Transportation},
address = {Washington, D.C., USA},
keywords = {transit, urban planning, transport planning, land use transport link}
}
@article{DonMarZeg06,
author = {Perdo Donoso and Francisco Mart{\'i}nez and Christopher
Zegras},
title = {Potential Use of Clean-Development Mechanism in Structuring
Cities for Carbon-Efficient Transportation},
year = 2006,
journal = {Transportation Research Record},
volume = 1983,
pages = {158--166},
keywords = {climate mitigation, land use transport link, urban planning, urban form}
}
@techreport{Dor75,
author = {D.~Dornbush},
title = {{BART}-Induced Changes in Property Values and Rents: Land Use
and Urban Development Projects, Phase I, {BART} Impact Study},
year = 1975,
institution = {U.S. Department of Transportation and U.S. Department of
Housing and Urban Development},
address = {Washington, D.C., USA},
keywords = {transit, land use transport link, urban form, transport planning, urban planning}
}
@book{Ewi97b,
author = {Reid Ewing},
title = {Transportation \& Land Use Innovations: When you can't pave
your way out of congestion},
year = 1997,
publisher = {American Planning Association},
address = {Chicago, IL, USA},
keywords = {land use transport link, urban planning, transport planning}
}
@techreport{EwiBarWinWalChe07,
author = {Reid Ewing and Keith Bartholomew and Steve Winkelman and
Jerry Walters and Don Chen},
title = {Growing Cooler: The Evidence on Urban Development and Climate
Change},
year = 2007,
institution = {Urban Land Institute},
url = {http://www.uli.org/AM/Template.cfm?Section=Search§ion=Policy_Papers2&template=/CM/ContentDisplay.cfm&ContentFileID=32909},
keywords = {land use transport link, climate mitigation}
}
@article{ForGleWar96,
author = {D.~Forrest and J.~Glen and R.~Ward},
title = {The impacts of a light rail system on the structure of house
prices: a hedonic longitudinal study},
year = 1996,
journal = {Journal of Transport Economics and Policy},
volume = 30,
number = 1,
pages = {15--30},
keywords = {land use transport link, transport planning}
}
@article{Fra94,
author = {Lawrence D.~Frank},
title = {Impacts of Mixed Used and Density on Utilization of Three
Modes of Travel: Single-Occupant Vehicle, Transit, Walking},
year = 1994,
journal = {Transportation Research Record},
volume = 1466,
pages = {44--52},
keywords = {land use transport link, urban form}
}
@article{Fra00,
author = {Lawrence D.~Frank},
title = {Land use and transportation interaction: implications on
public health and quality of life},
journal = {Journal of Planning Education and Research},
year = 2000,
month = sep,
volume = 20,
number = 1,
pages = {6--22},
keywords = {urban planning, transport planning, active transportation, land use transport link},
url = {http://www.act-trans.ubc.ca/documents/Frank\%20-\%20JPER\%20-\%202000.pdf},
abstract = {
Increases in per capita vehicle usage and associated emissions have
spawned
an increased the examination of the ways in which our communities and
regions are developing. Associated with increased vehicle usage are
decreased levels of walking and biking, two valid forms of physical
activity. The Surgeon General's 1996 report, Physical Activity and
Health, highlights the increasing level of physical inactivity as a
growing cause of mortality. The costs and benefits of contrasting land
development and transportation investment practices have been the
subject of considerable debate in the literature. Findings have
been refuted based on methodological grounds and inaccurate
interpretation of data. Several of these studies, their methodological
approaches, and their critiques are analyzed. While most agree that the
built environment influences travel, considerable disagreement exists
over the likely impacts of increased density, mix, and street
connectivity on air quality, transportation system performance, and
household activity patterns.
}
}
@inproceedings{Fra02,
author = {Lawrence D.~Frank},
title = {Land Use and Transportation},
year = 2002,
booktitle = {Proceedings of the Conference on Environment Research Needs in
Transportation},
publisher = {Transportation Research Board},
pages = {127--137},
keywords = {urban planning, transport planning, land use transport link}
}
@techreport{FraEng00,
author = {Lawrence D.~Frank and Peter O.~Engelke},
title = {An Annotated Bibliography of Research on Land Development and
Transportation Practices that Impact Physical Activity and Health},
year = 2000,
month = jan,
institution = {Active Community Environments},
type = {Working Paper},
number = 2,
keywords = {urban planning, transport planning, active transportation, urban form, land use transport link, urban planning},
url = {http://www.cdc.gov/nccdphp/dnpa/pdf/aces-workingpaper2.pdf}
}
@article{FraEng01,
author = {Lawrence D.~Frank and Peter O.~Engelke},
title = {The built environment and human activity patterns: exploring
the impacts of urban form on public health},
year = 2001,
month = nov,
journal = {Journal of Planning Literature},
volume = 16,
number = 2,
pages = {202--218},
keywords = {active transportation, urban planning, transport planning, urban form, land use transport link},
url = {http://www.act-trans.ubc.ca/documents/Frank\%20and\%20Engelke\%20-\%20JPL\%20-\%202001.pdf},
abstract = {
An increasing body of evidence suggests that moderate forms of
physical activity (such as walking and bicycling), when engaged
in regularly, can have important beneficial effects on public
health. This article reviews current public health, planning,
and urban design research to determine, first, how walking and
bicycling might be critically important exercise behaviors for
improving public health, second, how urban form affects the
frequency of walking and bicycling as a form of physical
activity, and third, how the public health considerations
outlined in this article might reorient planners' thinking
toward the realization of health-promotive environments. The
current lack of emphasis on the interdependencies between built
form and overall quality of life, as measured by health,
safety, and welfare considerations, suggests the need for a
rethinking of public policy approaches to transportation
investment and land development.
}
}
@article{FraEng04,
author = {Lawrence D.~Frank and Peter O.~Engelke},
title = {Multiple Impacts of Urban Form on Public Health},
year = 2004,
journal = {International Regional Science Review},
keywords = {active transportation, urban planning, transport planning, urban form, land use transport link}
}
@book{FraEngSch03,
author = {Lawrence D.~Frank and Peter O.~Engelke and Thomas L.~Schmid},
title = {Health and Community Design: The Impacts of the Built
Environment on Physical Activity},
publisher = {Island Press},
address = {Washington, D.C., USA},
year = 2003,
keywords = {active transportation, urban planning, pedestrian planning, bicycle planning, urban form, transport planning, land use transport link}
}
@techreport{FraEngSchKil01,
author = {Lawrence D.~Frank and Peter O.~Engelke and Thomas L.~Schmid
and Richard E.~Killingsworth},
title = {How Land Use and Transportation Systems Impact Public Health:
A Literature Review of the Relationship Between Physical Activity
and Built Form},
year = 2001,
institution = {Active Community Environments},
number = 1,
type = {Working Paper},
keywords = {urban planning, transport planning, active transportation, land use transport link, urban form},
url = {http://www.cdc.gov/nccdphp/dnpa/pdf/aces-workingpaper1.pdf}
}
@article{FraStoBac00,
author = {Lawrence D.~Frank and Brian Stone and William Bachman},
title = {Linking land use with household vehicle emissions in the
{C}entral {P}uget {S}ound: Methodological framework and findings},
year = 2000,
month = may,
journal = {Transportation Research D},
volume = 5,
number = 3,
pages = {173--196},
keywords = {urban planning, transport planning, urban form, land use transport link},
url = {http://www.act-trans.ubc.ca/documents/Frank\%20et\%20al\%20-\%20TR\%20-\%202000.pdf},
abstract = {
A leading cause of air pollution in many urban regions is mobile
source emissions that are largely attributable to household
vehicle travel. While household travel patterns have been
previously related with land use in the literature (Crane, R.,
1996. Journal of the American Planning Association 62
(1, Winter); Cervero, R. and Kockelman, C., 1997.
Transportation Research Part D 2 (3), 199--219), little
work has been conducted that effectively extends this
relationship to vehicle emissions. This paper describes a
methodology for quantifying relationships between land use,
travel choices, and vehicle emissions within the Seattle,
Washington region. Our analysis incorporates land use measures of
density and mix which affect the proximity of trip origins to
destinations; a measure of connectivity which impacts the
directness and completeness of pedestrian and motorized
linkages; vehicle trip generation by operating mode; vehicle
miles/h of travel and speed; and estimated household vehicle
emissions of nitrogen oxides, volatile organic compounds, and
carbon monoxide. The data used for this project consists of the
Puget Sound Transportation Panel Travel Survey, the 1990 US
Census, employment density data from the Washington State
Employment Security Office, and information on Seattle's
vehicle fleet mix and climatological attributes provided by the
Washington State Department of Ecology. Analyses are based on a
cross-sectional research design in which comparisons are made
of variations in household travel demand and emissions across
alternative urban form typologies. Base emission rates from
MOBILE5a and separate engine start rates are used to calculate
total vehicle emissions in grams accounting for fleet
characteristics and other inputs reflecting adopted
transportation control measures. Emissions per trip are based
on the network distance of each trip, average travel speed, and
a multi-stage engine operating mode (cold start, hot start, and
stabilized) function.
}
}
@article{FulMesNolTho00,
author = {L.~Fulton and D.~Meszler and R.~Noland and J.~Thomas},
title = {A statistical analysis of induced travel effects in the
{U.S.~M}id-{A}tlantic region},
year = 2000,
journal = {Journal of Transportation and Statistics},
volume = 3,
number = 1,
pages = {1--14},
keywords = {induced travel, land use transport link}
}
@article{GanDea72,
author = {C.~Gannon and M.~Dean},
title = {Rapid Transit and Office Development},
year = 1972,
journal = {Traffic Quarterly},
volume = 29,
number = 2,
pages = {223--242},
keywords = {transit, urban planning, land use transport link}
}
@article{GatSmi93,
author = {D.~Gatzlaff and M.~Smith},
title = {The impact of the {M}iami {M}etrorail on the value of
residences near station locations},
year = 1993,
journal = {Land Economics},
volume = 69,
number = 1,
pages = {54--66},
keywords = {land use transport link, transit, transport planning}
}
@article{Giu89,
author = {Genevieve Giuliano},
title = {New directions for understanding transportation and land use},
year = 1989,
journal = {Environment and Planning A},
volume = 21,
pages = {145--159},
keywords = {transport planning, urban planning, land use transport link}
}
@article{Giu95,
author = {Genevieve Giuliano},
title = {The Weakening Transportation-Land Use Connection},
year = 1995,
journal = {Access Magazine},
volume = 6,
pages = {3--11},
keywords = {transport planning, urban planning, urban form, land use transport link}
}
@article{GiuSma93,
author = {Genevieve Giuliano and Kenneth A.~Small},
title = {Is the journey to work explained by urban structure?},
year = 1993,
journal = {Urban Studies},
volume = 30,
pages = {1485--1500},
keywords = {transport planning, urban planning, urban form, land use transport link}
}
@article{Goo96,
author = {Phil Goodwin},
title = {Empirical Evidence on Induced Traffic},
year = 1996,
journal = {Transportation},
volume = 23,
number = 1,
pages = {35--54},
keywords = { induced travel, land use transport link }
}
@article{GorRic89,
author = {Peter Gordon and Harry Richardson},
title = {Gasoline Consumption and Cities: A Reply},
year = 1989,
journal = {Journal of the American Planning Association},
volume = 55,
number = 3,
pages = {342--345},
keywords = {urban planning, urban form, transport planning, energy, land use transport link}
}
@inproceedings{HaiMil99,
author = {Murtaza Haider and Eric J.~Miller},
title = {Effects of Transportation Infrastructure and Locational
Elements on Residential Real Estate Values},
year = 1999,
month = jan,
booktitle = {Proceedings of the Annual Transportation Research Board
Conference},
address = {Washington, D.C., USA},
keywords = {spatial modelling, ilute, urban planning, land use transport link},
url = {http://www.regionomics.com/Research/trb_99.PDF}
}
@article{HaiMil00,
author = {Murtaza Haider and Eric J.~Miller},
title = {Effects of Infrastructure and Locational Elements on
Residential Real Estate Values: An Application of Autoregressive
Techniques},
year = 2000,
journal = {Transportation Research Record},
volume = 1722,
pages = {1--8},
abstract = {
Proximity to transportation infrastructure (highways and public
transit) influences residential real estate values. Housing
values also are influenced by propinquity to a shopping
facility or a recreational amenity. Spatial autoregressive
(SAR) models were used to estimate the impact of locational
elements on the price of residential properties sold during
1995 in the Greater Toronto Area. A large data set consisting
of 27,400 freehold sales was used in the study. Moran's I was
estimated to determine the effects of spatial autocorrelation
that existed in housing values. SAR models, using a combination
of locational influences, neighborhood characteristics, and
structural attributes, explained 83\% variance in housing
values. Using the ``comparable sales approach,'' a spatiotemporal
lag variable was estimated for every property in the database.
This research discovered that SAR models offered a better fit
than nonspatial models. This study also discovered that in the
presence of other explanatory variables, locational and
transportation factors were not strong determinants of housing
values. On the other hand, the number of washrooms and the
average household income in a neighborhood were found to be
significant determinants of housing values. Stepwise regression
techniques were used to determine reduced spatial hedonic
models.
},
keywords = {ilute, canada, urban planning, land use transport link}
}
@book{Hal88,
author = {Peter Hall},
title = {Cities of Tomorrow: An Intellectual History of Urban Planning
and Design in the Twentieth Century},
year = 1988,
publisher = {Basil Blackwell Limited},
address = {Oxford, UK},
keywords = {history, urban planning, land use transport link},
annote = {
In the chapter I read (#9), there was some mildly interesting
background, although mostly material I'd seen
before elsewhere. There's some discussion of Harland Bartholomew,
the planner who laid out Vancouver's street grid, although he's
claimed to belong to the same camp as Robert Moses. The most
interesting part of the chapter was the way he highlighted the
impossibility of effective land planning in the American regulatory
system, how that came about, and how it differs from Europe.
},
priority = 2
}
@article{Han92,
author = {Susan L.~Handy},
title = {Regional versus local accessibility: neo-traditional
development and its implications for non-work travel},
year = 1992,
journal = {Built Environment},
volume = 18,
number = 4,
pages = {253--267},
keywords = { urban planning, transport planning, land use transport link }
}
@article{Han96,
author = {Susan L.~Handy},
title = {Urban form and pedestrian choices: study of {A}ustin
neighborhoods},
year = 1996,
journal = {Transportation Research Record},
volume = 1552,
pages = {135--144},
keywords = {urban form, urban planning, pedestrian planning, land use transport link}
}
@article{Han96b,
author = {Susan L.~Handy},
title = {Understanding the link between urban form and nonwork travel
behavior},
year = 1996,
journal = {Journal of Planning Education and Research},
volume = 15,
pages = {183--198},
keywords = {land use transport link, urban form, transport planning}
}
@article{Han96c,
author = {Susan L.~Handy},
title = {Methodologies for exploring the link between urban form and
travel behavior},
year = 1996,
journal = {Transportation Research D},
volume = 1,
pages = {151--165},
keywords = {land use transport link, methodology}
}
@techreport{HanWesSonLanTer02,
author = {Susan L.~Handy and Lisa Weston and Jumin Song and K.~Maria
D.~Lane and Jennifer Terry},
title = {The education of transportation planning professionals},
year = 2002,
institution = {Southwest Regional University Transportation Center},
address = {Austin, TX, USA},
keywords = {transport planning, land use transport link}
}
@article{HanHua97,
author = {M.~Hansen and Y.L.~Huang},
title = {Road Supply and Traffic in Urban Areas: A Panel Study},
year = 1997,
journal = {Transportation Research A},
volume = 31,
pages = {205--218},
keywords = {transport planning, induced travel, land use transport link}
}
@article{Hea97,
author = {K.~Heanue},
title = {Highway capacity and induced travel: Issues, evidence and
implications},
year = 1997,
journal = {Transportation Research Circular},
volume = 418,
pages = {33--45},
keywords = {induced travel, land use transport link}
}
@article{Hee68,
author = {W.~Heenan},
title = {The Economic Effect of Rapid Transit on Real Estate
Development},
year = 1968,
journal = {The Appraisal Journal},
volume = 36,
pages = {212--224},
keywords = {transit, transport planning, urban planning, land use transport link, canada}
}
@article{Hil96,
author = {P.~Hill},
title = {What is induced traffic?},
year = 1996,
journal = {Transportation},
volume = 23,
pages = {5--16},
keywords = {induced travel, land use transport link}
}
@techreport{Hol94,
author = {John Holtzclaw},
title = {Using residential patterns and transit to decrease auto
dependence and costs},
year = 1994,
institution = {Natural Resources Defense Council},
address = {San Francisco, CA, USA},
keywords = {urban planning, transport planning, urban form, land use transport link}
}
@techreport{Hua94,
author = {William Huang},
title = {The Effects of Transportation Infrastructure on Nearby
Property Values: A Review of the Literature},
year = 1994,
institution = {Institute of Urban and Regional Development, University
of California, Berkeley},
address = {Berkeley, CA, USA},
type = {Working Paper},
number = 620,
keywords = {land use transport link, transport planning, urban planning}
}
@inproceedings{Jen00b,
author = {S{\o}ren Underlien Jensen},
title = {Land use and cycling},
year = 2000,
booktitle = {Proceedings of Velo Mondiale 2000},
address = {Amsterdam, The Netherlands},
keywords = {bicycle planning, urban form, land use transport link},
url = {http://www.velomondial.net/velomondiall2000/PDF/UJENSEN3.PDF}
}
@inproceedings{JouFraBacSto00,
author = {R.~Joumard and Lawrence D.~Frank and Brian Stone and William
Bachman},
title = {Testing urban design and air quality relationships in the
{A}tlanta region},
year = 2000,
booktitle = {Proceedings of the 9th Symposium on Transport and Air
Pollution},
pages = {263--270},
keywords = {transport planning, urban form, urban planning, land use transport link},
abstract = {
This study presents evidence that households, located in areas of
the Atlanta Region with moderately high levels of street
connectivity and compactness, drive and pollute less on a daily
basis. This analysis employs a rigorous methodology to assess
the emissions per household on a per trip basis accounting for
cold start cycles, speed, hot stabilized operation, distance,
and regional fleet characteristics. Emissions per household are
cross-sectionally correlated with the land use patterns at the
place of residence. These findings support the argument that a
``nexus'' exists between land use policies implemented through
local government development regulations and household travel
behavior (ie mode choice, travel distance, travel time, and
vehicle emissions). This research provides an initial
and very critical step that is required to lend credibility to
the argument that major metropolitan regions should consider
alternatives to current land and travel intensive development
patterns to meet future air quality objectives.
}
}
@article{Kel94,
author = {Eric Kelley},
title = {The Transportation-Land Use Link},
year = 1994,
journal = {Journal of Planning Literature},
volume = 9,
number = 2,
pages = {128--145},
keywords = {land use transport link, transport planning, urban planning}
}
@article{Ken91,
author = {Jeffrey R.~Kenworthy},
title = {The land use/transit connection in {T}oronto: Some lessons for
{A}ustralian cities},
year = 1991,
journal = {Australian Planner},
volume = 29,
number = 3,
pages = {149--154},
keywords = {urban planning, transport planning, canada, urban form, land use transport link, transit}
}
@article{KenLau02,
author = {Jeffrey R.~Kenworthy and Felix B.~Laube},
title = {Urban transport patterns in a global sample of cities and their
linkages to transport infrastructure, land use, economics and
environment},
year = 2002,
journal = {World Transport Policy and Practice},
volume = 8,
number = 3,
pages = {5--19},
keywords = {transport planning, urban planning, urban form, transit, land use transport link, energy},
url = {http://www.eco-logica.co.uk/wtpp08.3.pdf}
}
@book{KenLauNewBarRaaPobGui00,
author = {Jeffrey R.~Kenworthy and Felix B.~Laube and Peter W.G.~Newman and
Paul Barter and Tamim Raad and Chamlong Poboon and Benedicto
{Guia~Jr.}},
title = {An International Sourcebook of Automobile Dependence in Cities
1960--1990},
year = 2000,
publisher = {University Press of Colorado},
abstract = {
This sourcebook provides the most comprehensive set of time series
data and analyses on these important subjects that is available
today. It spans 46 cities in the US, Australia, Canada, Europe
and Asia, covering the widest possible range of data on the
land use and transportation systems, energy use, and economic
and environmental impacts of transportation that has been
assembled to date. It also contains a set of coloured maps for
each city outlining territorial boundaries, the extent of
urbanisation, and all rail, busway and freeway systems. A must
for every individual and organisation wanting to better
understand and respond to the urban transportation debate.
},
keywords = { data, transport planning, urban planning, transit, urban form, land use transport link}
}
@article{KenNew94,
author = {Jeffrey R.~Kenworthy and Peter W.G.~Newman},
title = {{T}oronto---paradigm regained},
year = 1994,
journal = {Australian Planner},
volume = 31,
number = 3,
pages = {137--147},
keywords = {urban planning, transport planning, canada, urban form, transit, land use transport link}
}
@article{KenNewLyo89,
author = {Jeffrey R.~Kenworthy and Peter W.G.~Newman and T.~Lyons},
title = {Urban planning and traffic congestion},
year = 1989,
journal = {Urban Policy and Research},
volume = 7,
number = 2,
pages = {67--80},
keywords = {urban planning, transport planning, urban form, land use transport link}
}
@inproceedings{KenBarNewPob94,
author = {Jeffrey R.~Kenworthy and Paul Barter and Peter W.G.~Newman and
Chamlong Poboon},
title = {Resisting automobile dependence in booming economies: A case
study of {S}ingapore, {T}okyo and {H}ong {K}ong within a global
sample of cities},
year = 1994,
month = jul,
booktitle = {Asian Studies Association of Australia Conference},
address = {Perth, Australia},
keywords = {transport planning, urban planning, urban form, land use transport link}
}
@techreport{KniTry77,
author = {Robert L.~Knight and Lisa L.~Trygg},
title = {Land use impacts of rapid transit},
year = 1977,
month = aug,
institution = {U.S.~Department of Transportation},
number = {DOT-TPI-10-77-29},
address = {Washington, D.C., USA},
keywords = {land use transport link, urban planning, transport planning}
}
@article{KniTry77b,
author = {Robert L.~Knight and Lisa L.~Trygg},
title = {Evidence of Land use impacts of rapid transit systems},
year = 1977,
journal = {Transportation},
volume = 6,
number = 3,
pages = {231--247},
keywords = {land use transport link, urban planning, transport planning}
}
@article{Kri00,
author = {Kevin J.~Krizek},
title = {Pretest-posttest strategy for researching neighborhood scale
urban form and travel behavior},
year = 2000,
journal = {Transportation Research Record},
volume = 1722,
pages = {48--55},
keywords = {urban form, land use transport link, urban design}
}
@article{LanCer99,
author = {John D.~Landis and Robert Cervero},
title = {Middle age sprawl: {BART} and urban development},
year = 1999,
journal = {Access},
volume = 14,
pages = {2--15},
keywords = {land use transport link, transport planning}
}
@article{LeeKleCam99,
author = {D.~Lee and L.~Klein and G.~Camus},
title = {Induced traffic and induced demand},
year = 1999,
journal = {Transportation Research Record},
volume = 1659,
pages = {68--75},
keywords = {induced travel, land use transport link}
}
@article{Lev99,
author = {Jonathan Levine},
title = {Access to choice},
year = 1999,
journal = {Access Magazine},
volume = 14,
pages = {16--19},
keywords = {land use transport link}
}
@book{Lev05,
author = {Jonathan Levine},
title = {Zoned Out: Regulation, Markets and Choices in Transportation
and Metropolitan Land Use},
year = 2005,
month = oct,
publisher = {Resources For the Future Press},
keywords = {land use transport link, zoning}
}
@article{LevFra07,
author = {Jonathan Levine and Lawrence D.~Frank},
title = {Transportation and Land Use Preferences and residents'
neighborhood choices: the sufficiency of compact development in the
{A}tlanta region},
year = 2007,
journal = {Transportation},
keywords = {land use transport link}
}
@article{LevWyn67,
author = {H.~Levinson and F.~Wynn},
title = {Effects of density on urban transportation requirements},
year = 1967,
journal = {Highway Research Record},
volume = 2,
pages = {38--64},
keywords = {transport planning, urban form, land use transport link}
}
@article{LevWyn63,
author = {H.~Levinson and F.~Wynne},
title = {Effects of Density on Urban Transportation Requirements},
year = 1963,
journal = {Highway Research Record},
volume = 2,
pages = {38--64},
keywords = {urban form, transport planning, urban planning, land use transport link}
}
@article{LouBan00,
author = {Anastasia Loukaitou-Sideris and Tridib Banerjee},
title = {The {B}lue {L}ine blues: why the vision of transit village may
not materialize despite impressive growth in transit ridership},
year = 2000,
journal = {Journal of Urban Design},
volume = 5,
number = 2,
pages = {101--125},
keywords = {urban planning, transit-oriented development, transport planning, land use transport link}
}
@techreport{LunCerWil04,
author = {Holly M.~Lund and Robert Cervero and Richard W.~Willson},
title = {Travel Characteristics of {T}ransit-{O}riented {D}evelopment in
{C}alifornia},
year = 2004,
month = jan,
institution = {Cal Poly Ponoma / UC Berkeley / San Francisco BART},
address = {Sacramento, CA, USA},
keywords = {land use transport link, transport planning, transit-oriented development}
}
@techreport{McGNewKen91,
author = {G.~Mc{G}lynn and Peter W.G.~Newman and Jeffrey R.~Kenworthy},
title = {Towards better cities: Reurbanisation and transportation
energy scenarios},
year = 1991,
institution = {Australian Commision for the Future},
month = oct,
keywords = {transport planning, urban planning, energy, urban form, land use transport link}
}
@article{McNRya93,
author = {M.G.~Mc{N}ally and S.~Ryan},
title = {A comparative assessment of travel characteristics for
neotraditional developments},
year = 1993,
journal = {Transportation Research Record},
volume = 1400,
pages = {67--77},
keywords = {urban form, land use transport link}
}
@book{MarBan07,
editor = {Stephen Marshall and David Banister},
title = {Land Use and Transport: {E}uropean Research Towards Integrated
Policies},
year = 2007,
publisher = {Elsevier},
keywords = {land use transport link}
}
@incollection{Mil03b,
author = {Eric J.~Miller},
title = {Land Use - Transportation Modelling},
year = 2003,
booktitle = {Transportation System Planning Methods and Applications},
editor = {K.G.~Goulias},
chapter = 5,
pages = {5-1--5-24},
publisher = {CRC Press},
address = {Boca Raton, FL, USA},
keywords = {land use transport link, transport modelling}
}
@incollection{Mil04b,
author = {Eric J.~Miller},
title = {Integrated Land-Use/Transport Model Requirements},
year = 2004,
editor = {D.A.~Hensher and K.J.~Button and K.E.~Haynes and
P.R.~Stopher},
booktitle = {Handbook of Transport Geography and Spatial Systems},
series = {Handbooks in Transport},
volume = 5,
publisher = {Elsevier Science},
address = {Amsterdam, The Netherlands},
pages = {147--166},
keywords = {transport modelling, land use transport link}
}
@inproceedings{MilHun02,
author = {Eric J.~Miller and John Douglas Hunt},
title = {{I}ntegrated {L}and {U}se, {T}ransportation and {E}nvironment
({ILUTE}) Modeling in {C}anada},
year = 2002,
month = jul,
booktitle = {Presented at the {T}hird {O}regon {S}ymposium on Integrated
Land Use and Transport Models},
address = {Portland, OR, USA},
keywords = {transport modelling, ilute, land use transport link},
url = { http://www.odot.state.or.us/tddtpau/symposium.html#3rdPresentations }
}
@article{MilIbr98,
author = {Eric J.~Miller and A.~Ibrahim},
title = {Urban form and vehicular travel: some empirical findings},
year = 1998,
month = jan,
journal = {Transportation Research Record},
volume = 1617,
pages = {18--27},
address = {Washington, D.C., USA},
keywords = {urban planning, transport planning, canada, urban form, land use transport link},
abstract = {
Some empirical findings are presented on the relationship between
urban form and work trip commuting efficiency, drawn from the
analysis of 1986 work trip commuting patterns in the greater
Toronto area. Work trip commuting efficiency is measured with
respect to the average number of vehicle kilometers traveled
(VKT) per worker in a given zone. Preliminary findings include
VKT per worker increases as one moves away from both the
central core of the city and from other high-density employment
centers within the region; job-housing balance, per se, shows
little impact on commuting VKT; and population density, in and
of itself, does not explain variations on commuting VKT once
other urban structure variables have been accounted for.
}
}
@article{MilKriHun99,
author = {Eric J.~Miller and David S.~Kriger and John Douglas Hunt},
title = {A research and development program for integrated urban
models},
year = 1999,
journal = {Transportation Research Record},
volume = 1685,
pages = {169--176},
abstract = {
The case is presented for a new, coordinated research and
development (R\&D) program designed to improve significantly
the operational state of practice in integrated urban modeling.
First, the authors' view of an ``ideal'' integrated urban
modeling system is described. If developed, this modeling
system should be capable of incorporating the best possible
understanding of transportation and land use interactions and
of addressing planning and analysis needs. Also discussed
briefly are current operational modeling capabilities as
related to the proposed ideal model. Finally, a multiyear R\&D
program that was designed to move current practice
significantly toward the operationalization of the ideal model
is detailed.
},
keywords = {transport modelling, ilute, land use transport link, transit}
}
@techreport{MilSha00,
author = {Eric J.~Miller and Amer Shalaby},
title = {Travel in the {G}reater {T}oronto {A}rea: Past and Current
Behaviour and Relation to Urban Form},
year = 2000,
institution = {Neptis Foundation},
address = {Toronto, ON, Canada},
keywords = {canada, transit, transport planning, urban planning, land use transport link}
}
@techreport{MilSteJea90,
author = {Eric J.~Miller and G.N.~Steuart and D.~Jea},
title = {Understanding Urban Travel Growth in the {G}reater {T}oronto
{A}rea},
volume = {III: Future Travel Trends and their Implications for
Transportation Policy in the Greater Toronto Area},
number = {TDS-90-07},
address = {Toronto, ON, Canada},
institution = {Ministry of Transportation Ontario, Research and
Development Branch},
year = 1990,
month = nov,
keywords = {canada, transit, transport planning, urban planning, land use transport link, urban form}
}
@book{MitRap54,
author = {R.~Mitchell and C.~Rapkin},
title = {Urban Traffic: A Function of Land Use},
year = 1954,
address = {New York City, NY, USA},
publisher = {Columbia University Press},
keywords = {urban form, urban planning, transport planning, land use transport link}
}
@article{Mog85,
author = {M.J.H.~Mogridge},
title = {Transport, land use and energy interaction},
year = 1985,
journal = {Urban Studies},
volume = 22,
number = 6,
pages = {481--492},
keywords = {land use transport link, energy}
}
@article{MogHolBirTer87,
author = {M.J.H.~Mogridge and D.J.~Holden and J.~Bird and G.C.~Terzis},
title = {The {D}owns/{T}homson Paradox and the Transportation Planning
Process},
year = 1987,
journal = {International Journal of Transport Economics},
volume = 14,
number = 3,
pages = {283--311},
keywords = {transport planning, land use transport link, induced travel}
}
@article{Mog97,
author = {M.J.H.~Mogridge},
title = {The self-defeating nature of urban road capacity policy: A
review of theories, disputes and available evidence},
year = 1997,
journal = {Transport Policy},
volume = 4,
number = 1,
pages = {5--23},
keywords = {transport planning, land use transport link, induced travel}
}
@article{Mum58,
author = {Lewis Mumford},
title = {The Highway and the City},
year = 1958,
month = apr,
journal = {Architectural Record},
volume = 123,
pages = {179--186},
keywords = {urban planning, transport planning, land use transport link}
}
@techreport{NewHog87,
author = {Peter W.G.~Newman and T.~Hogan},
title = {Urban density and transport: a single model based on three
city types},
year = 1987,
type = {Transport Research Paper},
number = {1/87},
institution = {Environmental Science, Murdoch University},
address = {Perth, Australia},
keywords = {transport planning, urban planning, urban form, land use transport link}
}
@book{NewKen89,
author = {Peter W.G.~Newman and Jeffrey R.~Kenworthy},
title = {Cities and Auto Dependency: A Sourcebook},
year = 1989,
publisher = {Gower Publishing Co.},
address = {Aldershot, UK},
keywords = {urban planning, transport planning, urban form, land use transport link, energy}
}
@techreport{NewKen91,
author = {Peter W.G.~Newman and Jeffrey R.~Kenworthy},
title = {Towards a more sustainable {C}anberra: an assessment of
{C}anberra's transport, energy and land use},
year = 1991,
institution = {Institute for Sustainability and Technology Policy, Murdoch
University},
address = {Perth, Australia},
keywords = {transport planning, urban planning, energy, urban form, land use transport link}
}
@article{NolLem02,
author = {Robert B.~Noland and Lewison L.~Lem},
title = {A review of the evidence for induced travel and changes in
transportation and environmental policy in the {US} and the {UK}},
year = 2002,
journal = {Transportation Research D},
volume = 7,
number = 1,
pages = {1--26},
abstract = {
This paper reviews recent research into the demand inducing effects
of new transportation capacity. We begin with a discussion of
the basic theoretical background and then review recent
research both in the UK and the US. Results of this research
show strong evidence that new transportation capacity induces
increased travel, both due to short run effects and long run
changes in land use development patterns. While this topic has
long been debated amongst transportation planners, the
fundamental hypothesis and theory has long been apparent in
studies of transportation economics and planning that evaluated
different issues (e.g. travel time budgets and urban economic
development effects). We summarize much of this work
and relate the theoretical issues to recent empirical research.
We then proceed to examine recent changes in transportation and
environmental policy in the US and the UK. The role of the new
knowledge of induced travel effects would be expected to lead
to changes in the conduct of transportation and environmental
policy. Changes in policy and implementation of those policies
are still occurring and we provide some suggestions on how to
move forward in these areas.
},
keywords = { induced travel, land use transport link }
}
@techreport{ParCerHowZup96d,
author = {{Parsons Brinckerhoff Quade \& Douglas, Inc.} and
Robert Cervero and {Howard/Stein-Hudson Associates, Inc.} and
Jeffrey Zupan},
title = {Transit and Urban Form: Public Policy and Transit Oriented
Development: Six International Case Studies},
type = {Report},
number = {16 Volume 1 Part IV},
institution = {Transit Cooperative Research Program, Transportation
Research Board},
year = 1996,
address = {Washington, D.C., USA},
keywords = {transit, transport planning, urban planning, canada, land use transport link},
url = {http://gulliver.trb.org/publications/tcrp/tcrp_rpt_16-4.pdf},
annote = {
I found their description of Houston interesting. I'd heard a lot
about Houston's laissez-faire no-zoning policies, but I'd never
read anything about the details. It sounds like they still suffer
from the same social exclusion effects as many U.S. residential
areas, but they use deed restrictions to enforce the exclusion
instead of zoning laws. The authors give a surprisingly positive
review to the HOV system overall, quite different from what I'd
heard about HOV lanes in the present day context. Overall,
Houston sounds like a depressing place to live or work. The
complete rejection of land use control and the overwhelming
dominance of the automobile turn me off. The Washington, D.C. case
study wasn't very interesting to me, focusing mainly on
transit-oriented development plans. The Portland section was
slightly more interesting, again focusing on how land use goals
are achieved by the agencies involved. The Vancouver section was
mostly familiar, but did contain some interesting details that were
new to me. There are some strange comments, though---they
claim that the ``European and Asian heritage of the region has also
made the Vancouver community more accepting of transit'' and
characterise Vancouver as very unique within Canada. That's
total rubbish---Canadian cities generally have an accepting attitude
towards transit and a diverse cultural mix, and American cities
have as much of a ``European heritage'' as Canadian ones. Sure,
Vancouver is younger---but that should put it in the same boat as
other young west coast cities, like Seattle. Some of their
discussion regarding the history of SkyTrain is interesting,
however, especially the idea that the Expo line was deliberately
run through empty industrial areas to reduce NIMBY resistance and
to allow new, denser transit-oriented development. They also note
that TransLink does not own the land under the SkyTrain, allowing
existing owners to make good use of the land, building towers
around the tracks, etc. This is vastly better than the freeway
model, where the land underneath and nearby is just dead space.
Interestingly, they note that both Canadian and American government
agencies put out a Request For Proposals (RFP) for a low-cost site,
but only Canadian agencies can make location a requirement---i.e.,
requiring a site on the SkyTrain line.
I'm a bit dubious about their Ottawa section. They speak in glowing
terms about many of the details of the system, and it doesn't
always jibe with my experience when I lived there. Granted, I lived
in a lousy area (far from the transitway) with a poor commute
pattern. But there was a huge chunk of underserviced city where I
lived, and I did see how the policies were working out on the
ground. However, the policies sound like good ideas, at the least.
They started with a bizarre statistic to make Ottawa look good:
``Passengers per route mile in the first year,'' a statistic
biased towards bus systems, before development associated with a
fixed rail system is completed. It's nice that (like Vancouver)
they officially prioritise transit over road improvements, and that
they consider it an official service. Their policy of building
early in suburban areas is also an excellent idea, as is the policy
of forcing regional shopping centres to be within 5 minutes walk of
a transit station. (I have to wonder if that applies to big box
zones, though---they were certainly abundant in the Ottawa area
when I lived there. The abhorrent South Keys development all
happened under these policies.) The Transitway design is clever,
since they left enough room to allow later conversion to a
rail system. One telling quote: ``These services are adapted to,
and as a result, help reinforce, the region's suburban landscape.
In Ottawa-Carleton, it is accepted that low-density living
environments are preferred by most residents, and that transit
programs should in no way seek to alter this settlement
pattern, but rather to serve it.'' To be fair, that pattern
may be changing now---the condo boom has definitely hit Ottawa.
I suspect some of these sentences reflect the suburban American
audience of this report. Ottawa also has taken a serious attitude
towards directing job growth to transit corridors, in a manner
similar to the Dutch ABC system. They also route buses through
subdivision collector roads instead of arterial streets, to make
for easier pedestrian access and avoiding the fight to access
buses on arterials. (This may explain some of my confusion with
the bus system, since I was more accustomed to the Toronto
approach. It may also explain why buses were often poor choices
for reaching retail areas, usually located on the arterials. It
sounds like that was mostly political bad luck, though, not
design---developers have insisted on siting commercial development
on the arterials, not the planners' first choice.) Their reduction
in downtown parking is admirable, with a 15\% reduction from
1975 to 1984, a period of regression for most cities. They
don't really comment much on the fact that many Transitway stations
are built in parkland with no adjacent development, but they do
note that future stations are being built in advance of development,
with an aim to integrate better with mixed-use neighbourhoods. They
claim pessimistically that the high-density transit-oriented
residential demand had reached saturation point (!!) in Ottawa by
1993. At the end of the day, they've had difficulty achieving their
goals, with regional employment share near transit stations
remaining fairly static from 1986--1991. But they're still far
ahead of most of North America.
}
}
@techreport{PayBla80,
author = {{Payne-Maxie Consultants} and {Blaney-Dyett, Urban and
Regional Planners}},
title = {The land use and urban development impacts of beltways},
year = 1980,
number = {DOT-OS-90079},
institution = {U.S. Department of Transportation and Departmen tof
Housing and Urban Development},
address = {Washington, D.C., USA},
keywords = {land use transport link, urban planning, transport planning}
}
@incollection{Pil88,
author = {Juri Pill},
title = {Toronto: thirty years of transit development},
year = 1988,
editor = {W.~Attoe},
booktitle = {Transit, Land Use and Urban Form},
publisher = {Center for the Study of American Architecture},
address = {Austin, TX, USA},
pages = {57--62},
keywords = {canada, transport planning, urban form, land use transport link}
}
@inproceedings{PobKen97,
author = {Chamlong Poboon and Jeffrey R.~Kenworthy},
title = {Bangkok's traffic disaster: An international comparative
assessment of transportation and land use in {B}angkok with its
implications for air quality},
year = 1997,
month = jun,
booktitle = {Paper presented to Pathways to Sustainability Conference},
address = {Newcastle, Australia},
keywords = {transport planning, urban planning, urban form, land use transport link}
}
@inproceedings{PusHolMil00,
author = {Anna O.~Pushkar and Brian Hollingworth and Eric J.~Miller},
title = {A Multivariate Regression Model for Estimating Greenhouse Gas
Emissions from Alternative Neighborhood Designs},
year = 2000,
month = jan,
booktitle = {Presented at the 79th Annual Meeting of the
Transportation Research Board},
address = {Washington, D.C., USA},
keywords = {sustainability, land use transport link}
}
@book{Put83,
author = {S.~Putman},
title = {Integrated Urban Models: Policy Analysis of Transportation and
Land Use},
year = 1983,
publisher = {Pion},
address = {London, UK},
keywords = {transport modelling, land use transport link}
}
@article{Ram05,
author = {Stuart Ramsey},
title = {Of Mice and Elephants},
year = 2005,
month = sep,
journal = {Institute of Transportation Engineers Journal},
publisher = {Institute of Transportation Engineers},
volume = 75,
number = 9,
pages = {38--41},
keywords = {transport modelling, land use transport link, urban form}
}
@techreport{RCUMR87,
author = {{Rice Center for Urban Mobility Research}},
title = {Assessment of Changes in Property Values in Transit Areas},
year = 1987,
institution = {Rice Center for Urban Mobility Research},
address = {Houston, TX, USA},
keywords = {land use transport link, urban planning, transit}
}
@article{RodJoo04,
author = {Daniel A.~Rodr{\'i}guez and Joonwon Joo},
title = {The relationship between non-motorized mode choice and the
local physical environment},
year = 2004,
journal = {Transportation Research D},
volume = 9,
number = 2,
pages = {151--173},
abstract = {
By estimating multinomial choice models, this paper examines the
relationship between travel mode choice and attributes of the
local physical environment such as topography, sidewalk
availability, residential density, and the presence of walking
and cycling paths. Data for student and staff commuters to the
University of North Carolina in Chapel Hill are used to
illustrate the relationship between mode choice and the
objectively measured environmental attributes, while accounting
for typical modal characteristics such as travel time, access
time, and out-of-pocket cost. Results suggest that jointly
the four attributes of the local physical environment
make significant marginal contributions to explaining
travel mode choice. In particular, the estimates reveal
that local topography and sidewalk availability are
significantly associated with the attractiveness of
non-motorized modes. Point elasticities are provided
and recommendations given regarding the importance of
incorporating non-motorized modes into local
transportation planning and in the study of how the
built environment influences travel behavior.
},
keywords = {pedestrian planning, bicycle planning, urban design, transport planning, transport modelling, land use transport link}
}
@article{RyaMcN95,
author = {S.~Ryan and M.G.~Mc{N}ally},
title = {Accessibility of neotraditional neighborhoods: a review of
design concepts, policies, and recent literature},
year = 1995,
journal = {Transportation Research A},
volume = 29,
number = 2,
pages = {87--105},
keywords = {land use transport link, accessibility}
}
@book{SchScl80,
author = {K.~Schaeffer and E.~Sclar},
title = {Access for All: Transportation and Urban Growth},
year = 1980,
publisher = {Columbia University Press},
address = {New York City, NY, USA},
keywords = {transport planning, urban planning, urban form, land use transport link, history}
}
@article{SchDijDie04,
author = {Tim Schwanen and Martin Dijst and Frans M.~Dieleman},
title = {Policies for Urban Form and their Impact on Travel: the
{N}etherlands Experience},
year = 2004,
month = mar,
journal = {Urban Studies},
volume = 41,
number = 3,
keywords = {urban planning, transport planning, land use transport link}
}
@techreport{ShaMil00,
author = {Amer S.~Shalaby and Eric J.~Miller},
title = {Travel in the {G}reater {T}oronto {A}rea: Past and current
behaviour and relation to urban form},
year = 2000,
month = jan,
type = {The {N}eptis {F}oundation Study},
institution = {University of Toronto},
address = {Toronto, ON, Canada},
keywords = {transport planning, urban planning, ilute, canada, urban form, land use transport link}
}
@article{Smi84,
author = {W.~Smith},
title = {Mass Transit for High-Rise, High-Density Living},
journal = {Journal of Transportation Engineering},
volume = 110,
number = 6,
year = 1984,
pages = {521--535},
keywords = {urban planning, transport planning, transit, land use transport link, urban form}
}
@book{SouBen97,
author = {Michael Southworth and Eran Ben-Joseph},
title = {Streets and the Shaping of Towns and Cities},
year = 1997,
publisher = {McGraw-Hill},
edition = {1st},
address = {New York City, NY, USA},
keywords = {urban form, streets, urban planning, land use transport link}
}
@book{SouBen03,
author = {Michael Southworth and Eran Ben-Joseph},
title = {Streets and the Shaping of Towns and Cities},
year = 2003,
publisher = {Island Press},
edition = {2nd},
address = {Washington, D.C., USA},
keywords = {urban form, streets, urban planning, land use transport link}
}
@article{SteMar01,
author = {Dominic Stead and Stephen Marshall},
title = {The Relationships between Urban Form and Travel Patterns: An
International Review and Evaluation},
year = 2001,
journal = {European Journal of Transport and Infrastructure Research},
volume = 1,
number = 2,
pages = {113--141},
url = {http://ejtir.tudelft.nl/issues/2001_02/pdf/2001_02_01.pdf},
annote = {
This looks like an excellent summary of other land use/transport
papers
},
keywords = { land use transport link }
}
@techreport{SteArmBaySteDelGiuGauGiuLavLevPucReiScoTarZup01,
author = {Les Sterman and David J.~Armijo and David Bayliss and Stephen
J.~{Del Giudice} and Helen E.~Gault and Genevieve Giuliano and Charles
A.~Lave and Herbert S.~Levinson and John R.~Pucher and Jack M.~Reilly and
Beverly A.~Scott and Joel A.~Tarr and Jeffrey M.~Zupan},
title = {Making Transit Work: Insight from {W}estern {E}urope,
{C}anada, and the {U}nited {S}tates},
year = 2001,
institution = {Transportation Research Board},
address = {Washington, D.C., USA},
type = {Special Report},
number = 257,
keywords = {transit, urban form, land use transport link, canada, history},
priority = 5,
quality = 5,
url = {http://trb.org/publications/sr/sr257.pdf},
annote = {
Some excellent insights into the reasons why transit ridership is
so low in the United States. A particularly interesting note
regards the historical growth in Europe and the US: European
cities have experienced relatively little growth during the age of
the automobile, which goes a long way towards explaining their
limited suburbanisation. The comparison between Canada and US is
more apt, since both have experienced similar growth levels during
the automobile age.
}
}
@article{Voi93,
author = {R.~Voith},
title = {Changing capitalization of {CBD}-oriented transprotation
systems: evidence from {P}hiladelphia},
year = 1993,
journal = {Journal of Urban Economics},
volume = 33,
pages = {361--376},
keywords = {land use transport link, transport planning, urban planning}
}
@inproceedings{WadUlf03b,
author = {Paul Waddell and Gudmundur F.~Ulfarsson},
title = {Accessibility and Agglomeration: Discrete-Choice Models of
Employment Location by Industry Sector},
year = 2003,
booktitle = {Presented at the 2003 Meeting of the
Transportation Research Board},
address = {Washington, D.C., USA},
keywords = {land use transport link, location choice, firm behaviour}
}
@article{WalEwiSch00,
author = {G.~Walters and Reid Ewing and W.~Schroeer},
title = {Adjusting computer modeling tools to capture effects of smart
growth, or poking at the project like a lab rat},
year = 2000,
journal = {Transportation Research Record},
volume = 1722,
pages = {17--26},
keywords = {land use transport link, transport modelling}
}
@article{Wil98,
author = {A.G.~Wilson},
title = {Land-use/transport interaction models: past and future},
year = 1998,
journal = {Journal of Transport Economics and Policy},
volume = 32,
number = 1,
pages = {3--27},
keywords = {land use transport link, transport modelling}
}
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