1 / 64

Topic 4 – Urban Transportation, Land Use and the Environment

Topic 4 – Urban Transportation, Land Use and the Environment. A – Urban Land Use and Transportation B – Environmental Impacts of the Transportation / Land Use System C – Case Studies. Urban Land Use and Transportation. A. 1. The Transportation / Land Use System

bryga
Télécharger la présentation

Topic 4 – Urban Transportation, Land Use and the Environment

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript


  1. Topic 4 – Urban Transportation, Land Use and the Environment A – Urban Land Use and Transportation B – Environmental Impacts of the Transportation / Land Use System C – Case Studies

  2. Urban Land Use and Transportation A • 1. The Transportation / Land Use System • 2. Transportation and Urban Form • 3. Transportation and Urban Structure

  3. Land Use and Transportation A-1 • Urban areas are transportation / land use systems • Complex entities with a multitude of functions. • System where locations and spatial accumulation form land uses. • Urban land use: • Expresses the attributes of the urban space. • Attempt to interpret spatial elements and their interrelations. • This system is highly complex and includes several relationships. • Each of them is part of a sub-system including the transport system, spatial interactions and land use.

  4. Land Use and Transportation A-1 • Conceptual Overview • The relationships between transportation and land use have been investigated for a long time and subject to numerous approaches. • Von Thunen regional land use model. • Burgess concentric land use model. • Sector and nuclei land use patterns. • Land rent theory.

  5. Formal and Functional Land Use A-1 Functional Land Use Formal Land Use Shopping center Commercial Factories Industrial Park Leisure Apartments High density residential Bungalows Low density residential

  6. The Transport / Land Use System A-1 Infrastructures (supply) Friction of Space Spatial Accumulation (demand) Transport System Spatial Interactions Land Use • Traffic assignment models • Transport capacity • Spatial interaction models • Distance decay parameters • Modal split • Economic base theory • Location theory • Traffic generation and attraction models

  7. Von Thunen’s Regional Land Use Model A-1 Modified Conditions Isolated State Central city Navigable river Market gardening and milk production Firewood and lumber production Crop farming without fallow Crop framing, fallow and pasture Three-field system Livestock farming

  8. The Burgess Urban Land Use Model A-1 Chicago, 1920s Model I - Loop (downtown) Single Family Dwellings Second Immigrant Settlement II - Factory zone Little Sicily III - Zone of transition LOOP Ghetto IV - Working class zone Two Plan Area Apartment Houses V - Residential zone Black Belt VI - Commuter zone Residential District Bungalow Section

  9. Sector and Nuclei Urban Land Use Representations A-1 Sector Nuclei 3 3 2 4 1 2 3 3 4 3 5 1 3 7 3 5 3 6 3 4 9 8 1 CBD 2 Wholesale and light manufacturing 3 Low-class residential 4 Middle-class residential 5 High-class residential 6 Heavy manufacturing 7 Sub business district 8 Residential suburb 9 Industrial suburb

  10. Theory of Land Rent A-1 1 Rent Industry/ commercial Apartments Single houses Retail Distance from downtown 2 3 Rent a Retailing b Industry/commercial c Apartments d Single houses a b a b c City limits d d c

  11. Transportation and Urban Form A-2 • Urban form • The form of a city greatly influences and is influenced by travel patterns, origins and destinations. • The dense urban cores of many European, Japanese and Chinese cities enable residents to make 30 to 60 percent of all trips by walking and cycling. • The dispersed urban form of Australian and American cities encourages reliance on the car. • There is a wide variety of urban forms and urban transportation systems. • Impact of the private car • An increasing number of cities worldwide seem to be developing at a scale that increases reliance on the privately owned automobile. • Dispersion is taking place in many different types of cities.

  12. Type I - Completely Motorized Network A-2 Road Highway Activity center

  13. Type II - Weak Center A-2 Road Highway Transit line Activity center

  14. Type III - Strong Center A-2 Road Highway Activity center Transit line

  15. Type IV - Traffic Limitation A-2 Road Highway Transit line Activity center

  16. Transportation and Urban Form A-2 • Major changes • The central business district (CBD): • Once the primary destination of commuters. • Serviced by public transportation. • Rendered obsolete by changing manufacturing, retailing and management practices. • Activities • Traditional manufacturing depended on centralized workplaces and transportation schemes. • Advanced technology has rendered modern industry more flexible. • As a result, job opportunities have shifted to the suburbs and the activity system of cities has been considerably modified.

  17. Evolution of the Activity System of a City A-2 Financial Retailing Wholesaling Financial Insurance Warehousing Industrial Warehousing Wholesaling Transportation Financial Retailing Transportation Wholesaling Industrial Transportation Warehousing A B C Core activities Central activities Peripheral activities

  18. Transportation and Urban Form A-2 • Evolution of transportation and urban form • Generally led to a change in most urban forms. • Dispersed urban land development patterns: • Dominant in North America. • Land is abundant • Transportation costs are low. • Economy dominated by service and technology industries. • Travel has become relatively inexpensive compared with land costs. • Households have an incentive to buy lower-priced housing at the urban periphery. • Similar patterns can be found in many European cities, but the change is occurring at a slightly slower pace.

  19. Evolution of Transportation and Urban Form A-2 • Decentralization of activities • Commuter journeys, many of which now occur from suburb to suburb, are shortened. • Usage of privately owned car rather than public transportation. • Most transit and road systems were developed to facilitate suburb-to-city, rather than suburb-to-suburb, commuting. • Suburban highways are often as congested as urban highways. • Consequences • The cost of building and operating urban transportation systems (highways, roads, transit, etc.) is becoming prohibitive. • Dispersed residential pattern makes transit systems less convenient for commuting. • In the developing world, unplanned and uncoordinated land use development has led to rapid expansion of the urban periphery. • Poorer residents, mainly living in shantytowns, do not have access to affordable and convenient public transportation.

  20. Evolution of Transportation and Urban Form, Technological Impacts A-2 I II III IV I - Walking-horsecar era (1800-1890) II - Streetcar era (1890-1920) III - Automobile era (1920-1945) IV - Freeway era (1945-)

  21. Transportation and Urban Structure A-3 • Strong variations • In the pre-automobile era, about 10% of the land of a city was devoted to transportation. • On average, 30% of the urban surface is devoted to roads while another 20% is required for off-street parking. • United States: • 155,000 square kilometers of the American territory are reserved for car use. • Urban transportation often accounts between 30 to 60% of the surface with infrastructures such as roads, highways and parking spaces. • About 10% of all arable land. • More land is used by cars than land devoted to housing. • For Western Europe roads account for between 15% and 20% of the urban surface and for Third World cities, this figure is about 10%.

  22. Space Consumption by Different Urban Transport Modes A-3

  23. Transportation and Urban Structure A-3 • Suburbanization • Diffusion of ubiquitous and cheap road transportation in urban areas after the Second World War. • Favored the emergence of a new and distinct urban environment. • Available and cheap road transport. • Low land costs and available land (large houses). • Environment (clean and quiet). • Safety. • Car-oriented services (shopping malls).

  24. Suburban Development along an Highway Interchange A-3 Retail Office Industrial Residential Highway Railway Core

  25. Transportation and the Urban Structure A-3 • Changes in urban structures • Fast urbanization processes. • Greater number of people living in cities. • Increased numbers of trips in urban areas. • Expanding the transportation supply. • New highways and/or transit lines. • Building more roads to accommodate an ever-growing number of vehicles • Creating new urban structures. • Ring roads • Facing the expansion of urban areas and the increasing importance of inter-urban movements several ring roads were built around major cities. • Important attribute of the spatial structures of cities, notably in North America.

  26. The Rationale of a Ring Road A-3 Avoiding the congested central area City Center Ring Road Secondary Center Structuring suburban development

  27. Environmental Impacts of the Transportation / Land Use System B • 1. Urban Transport Issues • 2. Land Requirement and Consumption • 3. Spatial Form, Pattern and Interaction

  28. Urban Transport Issues B-1 • Importance of the issue • Cities are places having a high level of accumulation and concentration of economic activities. • Complex spatial structures to be supported by transport systems. • The most important transport problems are often related to urban areas. • Urban productivity depends in part on the efficiency of its transport system, notably to move labor and merchandises between several origins and destinations. • Urban transportation is concerned about movements of people, goods and information within urban areas. • Cities are important generators and attractors of movements.

  29. Urban Transport Issues B-1 • Segregation • Differentiation between land uses is a generator of movements as people and freight move from several origins and destinations. • The more complex the land use patterns in a city the more complex movements will be. • Efficient and affordable transportation will enhance the segregation of land uses. • Agglomeration • Since cities benefit from agglomeration economies, they also decrease transport costs. • Activities are located nearby each-others so they are accessible. • Agglomeration of movements in a limited area creates traffic, which renders movements more expensive. • Can reach a point where the advantages of agglomeration are overthrown by congestion.

  30. Urban Transport Issues B-1 • Space Consumption • The main goal of transportation is obviously to overcome the friction of space. • Transportation is also a major consumer of space. • Space is the most expansive in urban areas, transport consumes a lot of space in those areas. • Private car: • Requires space to move around (roads). • Also spends 98% of its existence stationary in a parking space. • A significant amount of urban space must thus be allocated to accommodate the private car. • The structure of urban land use has an important impact over transport demand and over the capacity of transportation systems to answer such needs.

  31. Land Requirement and Consumption B-2 • Issue • The land requirement of human activities, particularly in urban areas, has considerably grown. • 30 to 60% of urban areas are taken by road transportation infrastructure alone (road and parking lots). • In extreme cases of dependency on road transportation such as Los Angeles, it reaches 70%. • City size • The notion of cities was replaced by the notion of metropolitan areas and urban regions along corridors. • Reclamation of vast amounts of land from rural activities towards urban use. • Duplication and generalization of infrastructure • Resulted in supplementary land requirements. • The general aim was to convey a high level of accessibility to answer mobility demand of vast areas.

  32. Land Requirement and Consumption B-2 • Density • The geographical growth of cities has not been proportional to the growth of population. • Lower densities and higher waste of space. • Such phenomena have not occurred in the same fashion and in the same proportion over the world. • Typically the case for North American cities. • An increase in the quantity of energy consumed and waste generated has been the outcome. • The urban land use and its transport system have expanded environmental impacts of cities. • The bulk of transport and the environment issues are linked with urban areas.

  33. Spatial Form, Pattern and Interaction B-3 • Spatial form • The spatial aspect of the city in terms of its extent. • Spatial pattern • The organization of the land use in terms of location. • Spatial interaction • The intensity of movements between spatial entities. • Spatial location of activities (residence, work, shopping, production and consumption). • Indications on the required travel demand and average distances between activities. • Specialized land use functions and a spatial segregation between economic activities, interactions are increasing in proportion. • The outward expansion of cities has given a relative uniform distribution of land use densities, notably in cities with a previously low level of density.

  34. Spatial Form, Pattern and Interaction and the Environmental Impacts of Transportation B-3 Form Pattern Interaction

  35. Morphology, Urban Transportation and OR B-3 g1(qij) Spatial strategies Optimization g2(qij) Transport strategies Transport Costs g3(qij) Traffic assignment

  36. Spatial Form, Pattern and Interaction B-3 • Residence / work separation • Becoming acute as well as the average commuting distance. • The average commuting time has climbed from 21.7 minutes in 1980 to 22.4 minutes in 1990. • Different urban concentrations are linked to different levels of energy consumption and environmental impacts. • Difficult to provide transportation services at an efficient cost. • Land use changes • A slow process. • Annual rates lower than 2% makes it difficult to establish sound transportation / land use strategies that could have effective impacts in a short period. • It took 30 to 50 years to North American, Australian and to some extent European cities to reach their current patterns. • May take the same amount of time to reach a new "equilibrium". • The environmental impacts of transportation and land use are likely to stay prevalent in the urban context for several decades.

  37. Integration of Urban Transportation Modes B-3 Passenger terminal Main transit line Parking area Highway Inner-city pedestrian area Primary ring road Suburban development corridor Secondary ring road

  38. Case Studies C • 1. The Chinese Context • 2. Urban Land Use Changes in China • 3. Urban Transportation in Shanghai • 4. Urban Transportation and Air Pollution in Shanghai • 5. Policies and Challenges

  39. Crude Oil Production and Consumption, United States, 1981-1998 (in 1,000 of barrels per day) C-1

  40. Crude Oil Production and Consumption, China, 1981-1998 (in 1,000 of barrels per day) C-1

  41. Pre 1980s Chinese City C-2 Transportation Land Use “Center of power” Main arterial Commercial / Institutional Rail Compact Transit-oriented Labor intensive industrial High density agricultural

  42. Pre 1980s Chinese City C-2 • Spatial structure • Work unit as basic organizational structure. • Compact and limited mobility needs. • Walking and cycling are dominant. • Several nucleus. • Locally oriented development. • Limited centrality. Resource and commercial hinterland Agricultural hinterland National Economy

  43. Post 1980s Chinese City Freeway Mass transit Compact motorized Administrative / commercial New industrial activities Development zones Terminals / logistical C-2 Transportation Land Use “Center of power” Main arterial Commercial / Institutional Rail Compact Transit-oriented Labor intensive industrial High density agricultural

  44. Post 1980s Chinese City C-2 • Spatial structure • Mixture of local and international actors. • Creation of a motorized space. • “Spatial stamping”. • Morphological “creative destruction”. • Emerging centrality / polynuclearism. Resource and commercial hinterland Agricultural hinterland Migration Global Economy National Economy

  45. Office Space Supply and Demand, Beijing 1984-2000 C-2

  46. Mode Used for All Trip Purposes, Shanghai 1995 C-3

  47. Main Modes Used for Commuting in the United States, 1995 C-3

  48. Evolution of Non-Pedestrian Modal Use, Shanghai 1981-1995 C-3

  49. Non-Pedestrian Modal Use, Shanghai 1995 C-3

  50. Performance of the Taxi Industry, Shanghai, 1991-1998 C-3

More Related