@comment{{This file has been generated by bib2bib 1.91}}
@comment{{Command line: /usr/bin/bib2bib -ob keyword_roadspace_reallocation.bib -c 'keywords: "roadspace reallocation"' ref.bib}}
@techreport{BurLag99,
author = {Dan Burden and Peter Lagerway},
title = {Road Diets: Fixing the Big Roads},
year = 1999,
month = mar,
institution = {Walkable Communities Inc.},
address = {High Springs, FL, USA},
url = {http://www.walkable.org/download/rdiets.pdf},
keywords = {transport planning, streets, roadspace reallocation},
status = {read}
}
@article{CaiAtkGoo02,
author = {Sally Cairns and Stephen Atkins and Phil Goodwin},
title = {Disappearing traffic? {T}he story so far},
year = 2002,
journal = {Municipal Engineer},
volume = 151,
number = 1,
pages = {13--22},
keywords = {transport planning, streets, roadspace reallocation},
url = {http://www.ucl.ac.uk/transport-studies/tsu/disapp.pdf},
status = {read},
abstract = {
Reallocating roadspace from general traffic, to improve conditions
for pedestrians or cyclists or buses or on-street light rail or
other high-occupancy vehicles, is often predicted to cause
major traffic problems on neighbouring streets. This
paper reports on two phases of research, resulting in
the examination of over 70 case studies of roadspace
reallocation from eleven countries, and the collation
of opinions from over 200 transport professionals
worldwide. The findings suggest that predictions of
traffic problems are often unnecessarily alarmist, and
that, given appropriate local circumstances,
significant reductions in overall traffic levels can
occur, with people making a far wider range of
behavioural responses than has traditionally been
assumed. Follow-up work has also highlighted the
importance of managing how schemes are perceived by
the public and reported in the media, with various
lessons for avoiding problems. Finally, the
findings highlight that well-designed schemes to
reallocate roadspace can often contribute to a
multiplicity of different policy aims and
objectives.
}
}
@article{CooBatDal98,
author = {Denvil Coombe and John Bates and Martin Dale},
title = {Modelling the Traffic Impacts of Highway Capacity Reductions},
journal = {Traffic Engineering and Control},
volume = 39,
number = {7/8},
year = 1998,
month = jul,
pages = {430--433},
keywords = {transport modelling, roadspace reallocation},
status = {read}
}
@article{GooHasCai98,
author = {Phil Goodwin and Carmen Hass-Klau and Sally Cairns},
title = {Evidence on the Effects of Road Capacity Reductions on Traffic
Levels},
journal = {Traffic Engineering and Control},
volume = 39,
number = 6,
year = 1998,
month = jun,
pages = {348--354},
keywords = {transport modelling, transport planning, roadspace reallocation},
status = {read}
}
@article{HunBroSte02,
author = {John Douglas Hunt and Alan T.~Brownlee and Kevin J.~Stefan},
title = {Response to {C}entre {S}treet {B}ridge closure: where the
``disappearing'' travellers went},
year = 2002,
journal = {Transportation Research Record},
volume = 1807,
keywords = {induced travel, canada, transport modelling, streets, roadspace reallocation },
url = {http://www.ucalgary.ca/\%7Ejabraham/Papers/centrest/TRB_CENT.pdf},
status = {read},
abstract = {
An ongoing topic of interest in urban transportation engineering is
the impact of changes in road network capacity upon the amount
of vehicle travel made in the urban area. In many cases the
debate focuses on the potential increases in vehicle travel
occurring with increases in road capacity - the phenomenon of
``induced demand''. Some studies have also looked at the effects
of reductions in roadway capacity, and found that in many of
these cases reductions in vehicle travel occur, generally
confirming that a relationship exists between roadway capacity
and vehicle travel.
This paper provides additional information on this subject, in
a North American context.
The City of Calgary, in Alberta, Canada is a thriving major
urban centre with a population of over 850,000, and a Downtown
employment of over 100,000. Centre Street Bridge is a major
road bridge across the Bow River connecting Downtown Calgary to
the residential area in the north part of the City. The bridge
carries over 34,000 vehicles per day, with heavy peak period
flows. In August of 1999 the Centre Street Bridge was closed to
car and truck traffic for a period of 14 months for major
repairs.
A detailed study was undertaken of changes in weekday traffic,
transit and pedestrian flows changes that took place in weekday
travel patterns during the closure. This included both analysis
of observed count data before and during the closure; and an
interview survey with over 1,300 car users of the Centre Street
Bridge and the other bridges serving the north side of the
Downtown.
This paper summarizes the major findings of this study.
Particular emphasis is placed on explaining what happened to
the vehicle trips that used the Bridge before the closure.
},
annote = {
While I'm not pleased with the results they report, I'm not too
surprised. I imagine some of this can be attributed to the fact
that it's car-addicted Calgary, but it's still a disappointing
result: very little mode shift (<10\%). On the upside, the city
didn't stop working during the bridge closure; drivers just had to
shift their travel times and routes. This isn't very politically
acceptable, though; many would feel hard done by if this occurred
during a Burrard Bridge lane closure.
}
}
@book{Bal99,
author = {Peter C.~Baldwin},
title = {Domesticating the street: the reform of public space in
{H}artford, 1850--1930},
year = 1999,
publisher = {Ohio State University Press},
address = {Columbus, OH, USA},
keywords = {streets, history, urban politics, street design, roadspace reallocation, zoning}
}
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