Article

Rethinking urban land use and transport planning – opportunities for transit oriented development in Australian cities case study Perth

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Abstract

This paper sets a context for a revised land use and transport planning approach in Australian cities, particularly Perth, Western Australia. It discusses the rationale for, and the key principles of, Transit Oriented Development (TOD) and how this particular planning approach has been applied in some strategic locations in Perth. It goes on to identify the most significant constraints to achieving TOD, which include existing, inflexible town planning schemes and inaccurate perceptions of market demand.

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... Then, Yang and Pojani [12], Falconer and Richardson [13], Renne [14], Huang and Shuai [15] deliberately explore what kind of needs for a city to be a transit-oriented city in Australia, the US, and China. A transit-oriented city involves in-tense, mixed development around transit nodes. ...
Article
This study undermines a recent development of joint-cooperation between Indonesia and China regarding the high-speed railway and its supporting constructions. New dedicated railway, train technology, and Transit-Oriented Development (TOD) are part of the initial project, which planned concurrently along the projected area. All of these new railways and TODs are new and distant from already built residences and business centers. This study breakdown how the Indonesia-China High-Speed Train project was initiated and explaining vital factors that surround it. Reflecting on how Korea and France dealt with KTX (Korean Train Express) project, the TODs, railways, and train technology compare to the Indonesia-China High-Speed Train project, the Indonesia-China project appears not sustainable and driven by another political and economical will.
... Adanya interkoneksi antarmoda yang baik, dari stasiun menuju rute lainnya atau sebaliknya akan menghidupkan pusat aktivitas dengan sebagian besar pejalan kaki merupakan salah satu prinsip pengembangan stasiun berbasis transit. [6] METODE Pada penelitian ini digunakan metode statistik deskriptif. Penelitian berlokasi di Stasiun MRT Lebak Bulus Grab, jenis data yang digunakan adalah data primer dan sekunder. ...
Article
Pembangunan Infrastruktur merupakan salah satu bagian penting dalam perkembangan suatu wilayah dan negara yang merupakan salah satu tugas dan kewajiban dari pemerintah baik pusat maupun daerah. MRT (mass rapid transportation) merupakan transportasi massa untuk perkotaan. Stasiun Lebak Bulus Grab yang berlokasi di Jakarta Selatan menjadi titik awal rute transportasi MRT hal ini dipicu oleh tingginya tingkat kemacetan di Jakarta selatan. Dalam Tata Kota lokasi yang paling ideal untuk membangun sarana transportasi adalah di pinggiran kota. Daerah Lebak Bulus Grab berbatasan langsung dengan Provinsi Banten sehingga masyakarat yang berada disekitar lingkar luar Jakarta dapat menjangkau transportasi MRT. Ada bebarapa cara untuk mencapai Stasiun Lebak Bulus seperti angkutan umum, kendaraan pribadi, bersepeda, berjalan kaki dan sebagainya. Tujuan penelitian ini adalah untuk mengetahui pola perpindahan antar moda dalam mencapai Stasiun MRT Lebak Bulus Grab. Metode penelitian menggunakan kuesioner dengan responden adalah pengguna MRT yang menuju Stasiun Lebak Bulus Grab. Berdasarkan analisis diperoleh preferensi orang untuk berjalan kaki sekitar 20%, angkutan umum online dan konvensional sekitar 75%, kendaraan pribadi sekitar 5%. Untuk fasilitas yang digunakan pengguna MRT dalam mencapai stasiun tersebut diperoleh ojek online 53%, ojek biasa 5%, angkot 4% busway 13%, metromini/kopaja 2%, sepeda 1%, jalan kaki 20%, kendaraan pribadi 2%.
... Hence, the proper balance between delivering sufficient development and preserving the local values could be realized. Each location has significant context while the basic principles of TOD are still kept [15]. ...
... Salah satu cara yang ditempuh dalam mengurangi pertambahan kendaraan bermotor di Kota Surabaya yaitu dengan adanya kereta api berbasis transit sebagai salah satu cara mengatasi kemacetan lalu lintas. Salah satu prinsip pengembangan stasiun berbasis transit adalah perencanaan transportasi umum dengan interkoneksi antar moda yang baik, dari stasiun menuju rute lainnya, hal ini akan menghidupkan kawasan sebagai pusat aktivitas dengan sebagian besar pejalan kaki dan pengguna publik transport [2]. Ukuran-ukuran aksesibilitas dapat dilihat dari dua aspek, yang pertama adalah aspek peluang yang akan dicapai. ...
... TODs are conceived as one of the best practice examples of integrated transport and land use planning, in which both transport services and urban development complement each other to maximise their own economic goals (e.g. increased ridership from urban development, value uplift from mass transit) (Cervero et al., 2004;Chen et al., 2019a;Curtis et al., 2009;Falconer and Richardson, 2010;Knowles, 2012;Pritchard and Frøyen, 2019). Research has also shown that this integration creates an environment conducive to achieving broader policy agendas such as climate change due to reduced emissions (Dou et al., 2016;Wang et al., 2017b), social sustainability due to enhanced interactions among residents (Kamruzzaman et al., 2014b), social sustainability due to enhanced interactions among residents (Langlois et al., 2016), urban vibrancy created by agglomeration of opportunities (Yang et al., 2021), and quality of life (Lang et al., 2020. ...
Chapter
Transit-oriented development (TOD) is a popular planning concept both in policy circles and in academia. The field has grown over the last 30 years with hundreds of research articles. However, a comprehensive review of the field in its entirety is missing in the literature. This chapter uses bibliometric analysis techniques and examines bibliographic data of 677 research outputs on TODs to explore: (a) the knowledge structure in TOD research in terms of its thematic evolution over time; (b) the various entities (author, journal, country) that are driving the field with greater productivity and influence; and (c) if a concerted effort has been made by the various entities to progress the field of research. Findings show that nine thematic research foci evolve in the TOD literature (e.g., various contextual effects of TODs, TOD design and behavioral outcomes, TOD typology and accessibility) with differential impacts on the field. The various factors that have a greater influence in the field include an overall productivity of authors, their capability to generate high quality publications, and the strength of their broader collaborative networks. However, evidence shows that most of the researchers have been working in silos and lack effective collaboration. The findings of this chapter provide a bird's eye view of the field for researchers interested in TOD.
... Transit-oriented development has been a key strategy for accommodating urban population growth in large Australian and New Zealand cities for at least the past two decades-a strategy associated with the idea of "building up, not out" (Janda, 2011;Lincoln Institute of Land Policy, 2015). Promoting TOD housing is now further underpinned by research that demonstrates that where higher density development promotes active transport (such walking and cycling), there are also positive health outcomes (Campoli, 2012;Ewing, Meakins, Hamidi, & Nelson, 2007;Falconer & Richardson, 2010). For example, research measuring the health benefits of higher density living in Perth came to the positive conclusion that: ...
Article
Full-text available
Larger cities in Australia and New Zealand have urban consolidation policies promoting higher-density development, justified on the grounds of enhancing urban sustainability. Despite evidence for persistent preferences for lower density, there has been a significant increase in the supply of higher-density housing over recent years. More recent iterations of urban growth management policies, however, are now justified on the grounds that higher-density will result in enhanced “liveability”. Reflecting on research findings from case studies of residents in medium density housing in Auckland, this paper examines the extent to which liveability is being enhanced in intensified suburban contexts. Using resident expressions of housing satisfaction as an indicator of liveability, the findings point to some positive outcomes. However, despite these perceptions, future housing aspirations tend to remain oriented to detached housing and lower densities, which raises policy issues for the promotion and management of urban consolidation and higher densities.
Preprint
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Recently, there has been a growing global interest in typology as an effective mechanism for streamlining contextual complexities and facilitating the implementation of Transit-Oriented Development (TOD), particularly in the vicinity of rail transportation systems. However, despite the precedence set by early adopters in the field of TOD, countries in the Middle East as newcomers lack comprehensive typological studies. Addressing this research gap, this paper endeavors to devise a TOD typology tailored to the geographical area encompassing a 400-meter radius around 33 active metro stations in Mashhad, Iran. Employing a systematic approach, the study constructs a spatial model integrating the 6D model (encompassing destination, distance, density, diversity, design, and demand management) alongside the k-means cluster analysis technique, thus contributing methodologically to the advancement of TOD typological methodologies. The findings delineate five discernible TOD archetypes, namely “urban neighborhoods,” “city commercial centers,” “specialized healthcare activity centers,” “recreational-educational activity centers,” and “transit centers.” Notably, the station areas categorized as “city commercial centers” exhibit the highest prevalence rate (78.78%). Nonetheless, the identification of the remaining four types bears significance, with the study notably introducing two novel typologies to the extant literature, namely the “specialized healthcare activity center” and the “recreational-educational activity center”, which hold applicability beyond the Iranian context. This research underscores the relevance of TOD typologies in informing urban development strategies and offers insights pertinent to transit-oriented planning endeavors.
Experiment Findings
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Open space and recreation planning
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The development of new high-density residential precincts in Australian cities, notably in association with new public transport nodes (Transit-Oriented Developments – TODs), presents challenges for planners in creating living environments, including provision for open space and recreation. The traditional ‘standards’ method and other existing approaches to planning for open space and recreation have significant limitations in coping with the challenges presented by high-density developments. It is argued in this paper that a planning approach focused on recreation participation as the key performance criterion can provide a solution. The Recreational Activity Benchmark (RAB) model is presented and shown to be capable of providing for appropriate levels of recreational activity while making savings in land requirements.
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This study undermines a recent development of joint-cooperation between Indonesia and China regarding high-speed railway and its supporting constructions. New dedicated railway, train technology, and Transit Oriented Development (TOD) are part of the initial project, which planned concurrently along the projected area. All of these new railway and TODs are new and distant from already built residences and business centers. These study breakdowns how the Indonesia-China High Speed Train project were initiated and explaining vital factors that surrounds it. Reflecting on how Korea and France dealt with KTX (Korean Train Express) project, the TODs, railways, and train technology compare to Indonesia-China High Speed Train project, Indonesia-China project appears not sustainable and driven by other political and economical will.
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A transit oriented development (TOD) approach for Perth, Western Australia has been employed as one means of reducing car dependency. Planning for Subiaco Station precinct, one of the first Perth TOD precincts, commenced two decades ago. Drawing on a resident survey, an analysis of the extent that TOD has influenced transport mode choice is provided. The findings reveal that, over time, public transport use has increased and car use decreased, but the latter remains the primary mode of transport. Further reductions in car use could be achieved by addressing “within precinct” factors including improving the quality of pedestrian infrastructure and reducing generous car parking standards; and “beyond precinct” by improving metropolitan wide public transport accessibility in order to better link the precinct to other destinations. In addition to precinct design, addressing attitudes towards car use is necessary in order to change behaviour.
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The aim of this article is to identify how residential location affects travel patterns, and specifically how peripheral residential relocation impacts on individual travel patterns. The current research presents findings from a case study of Northwood, the largest new peripheral residential development located on the northern rural/urban fringe of Christchurch, New Zealand. During the 1990s a large amount of rural land was rezoned for urban development in Christchurch, the environmental consequences of which have led to continued political conflict particularly between regional and local tiers of government. In the light of such conflict we investigate how new residential developments, such as Northwood, have influenced changes in modal choice and distances travelled for employment and other purposes. Overall results show a minimal change in travel mode, which remained heavily dominated by the car. However, there was a substantial lengthening of travel distances after residential relocation, although this was found to vary by the purpose of the trip.
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This daily mobility is sought for its own sake as well as to bridge the spatial distance that separates their homes from the work place, to accomplish their household's domestic needs and to undertake social journeys, such as visiting friends and taking holidays. As the world's urban population undertakes its daily mobility by a variety of transportation modes, an individual's mobility behaviour and mode-choice is governed by a complex matrix of physical and human, social and management indicators, measures and/or drivers. A literature review describes the current understanding of this complex matrix and concludes by identifying and defining a set of fundamental underlying measures that drive private motorised, public transport and non-motorised (walking and bicycling) mobility at national, city and household levels. As practical instruments, transportation models play an important role in providing decision-makers with analytical tools to help them understand their city's transportation and the different future scenarios it may face. While not necessarily producing foolproof information or predictions, models are still the best methods available to test the likely implications of alternative transportation policy decisions in a rapidly changing urban environment. Urban transport models are generally based on the notion that traffic can be modelled in aggregate measures through statistical data and predictive modelling techniques. In this research, dimensional analysis is used to derive sketch-plan models for private motorised, public transport and non-motorised mobility for any urban environment based on four-decades of detailed land-use and travel pattern data from a large international sample of cities. These models are developed on the basis of a set of fundamental underlying measures that are deemed to drive private motorised, public transport and non-motorised (walking and bicycling) mobility at the city level. Importantly, the models also embody three key attributes. They are: * easy to use, minimising user requirements and data inputs * policy-sensitive, capable of assessing a sufficient range of policy options * reliable and robust over time, so that the results can be consistently believed. The capacity of the sketch-plan models to predict personal mobility in an urban environment is statistically validated against an independent land-use and travel pattern data set for 83 cities located on five continents. Despite their simplicity and maintaining a consistent functional form over a time-series of four-decades and across all geographic and cultural regions, the private motorised mobility model can consistently explain up to 92% of the variance in private motorised urban mobility. The results for the public transport mobility model are less reliable and consistent, in particular when developing cities are part of the model. Results for developed or wealthier cities are much better. Reasons for these results and their inadequacies are discussed. The non-motorised modes mobility model is the least successful part of the modelling work. This can be attributed to a combination of inadequate data and, very likely, the more micro-level determinants of usage of these modes. The private motorised urban mobility sketch-plan model equation developed in this thesis is able to predict present and future trends of automobile use in individual cities to a high degree of statistical reliability. The model equation offers urban transport planners a focused direction on the fundamental measures that have the potential to control and deliver automobile restraint policies and strategies. A series of case studies shows that this model has wide applications in understanding past trends in private motorised mobility and in developing urban environmental strategy and policy through its ability to calculate and assess current and future motor vehicle emissions inventories in cities. The thesis makes suggestions for future work in this area of metropolitan level transport modelling, in particular, how to improve the public and non-motorised transport models so that total urban transport mobility can be better understood and modelled.
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As anyone who has flown into Los Angeles at dusk or Houston at midday knows, urban areas today defy traditional notions of what a city is. Our old definitions of urban, suburban, and rural fail to capture the complexity of these vast regions with their superhighways, subdivisions, industrial areas, office parks, and resort areas pushing far out into the countryside. Detractors call it sprawl and assert that it is economically inefficient, socially inequitable, environmentally irresponsible, and aesthetically ugly. Robert Bruegmann calls it a logical consequence of economic growth and the democratization of society, with benefits that urban planners have failed to recognize. In his incisive history of the expanded city, Bruegmann overturns every assumption we have about sprawl. Taking a long view of urban development, he demonstrates that sprawl is neither recent nor particularly American but as old as cities themselves, just as characteristic of ancient Rome and eighteenth-century Paris as it is of Atlanta or Los Angeles. Nor is sprawl the disaster claimed by many contemporary observers. Although sprawl, like any settlement pattern, has undoubtedly produced problems that must be addressed, it has also provided millions of people with the kinds of mobility, privacy, and choice that were once the exclusive prerogatives of the rich and powerful. The first major book to strip urban sprawl of its pejorative connotations, Sprawl offers a completely new vision of the city and its growth. Bruegmann leads readers to the powerful conclusion that "in its immense complexity and constant change, the city-whether dense and concentrated at its core, looser and more sprawling in suburbia, or in the vast tracts of exurban penumbra that extend dozens, even hundreds, of miles-is the grandest and most marvelous work of mankind." “Largely missing from this debate [over sprawl] has been a sound and reasoned history of this pattern of living. With Robert Bruegmann’s Sprawl: A Compact History, we now have one. What a pleasure it is: well-written, accessible and eager to challenge the current cant about sprawl.”—Joel Kotkin, The Wall Street Journal “There are scores of books offering ‘solutions’ to sprawl. Their authors would do well to read this book.”—Witold Rybczynski, Slate
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Physically inactive lifestyles are a major public health challenge, and research in the transportation field on influences on the choice to walk and bike may provide guidance toward solutions. In the interests of promoting effective collaboration among the transportation, planning, and health fields, the current paper was written to fulfill three purposes. The first purpose was to summarize the transportation and planning studies on the relation between community design and non-motorized ("active") transport and to interpret these studies from a health perspective. The second purpose was to summarize studies from the health literature that examine the relation between physical environmental variables and leisure-time physical activity that have relevance for transportation research. The third purpose was to promote more collaboration among transportation, planning, and health investigators by identifying opportunities for transdisciplinary research.
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To determine the association of baseline cardiorespiratory fitness to all-cause mortality across the range of blood glucose levels. Data from a prospective study of 8715 men (average age 42 yr), followed for an average of 8.2 yr (range 1-15 yr), were analyzed. Cardiorespiratory fitness was assessed by maximal-exercise treadmill testing. Men with evidence of clinical vascular disease or who did not achieve 85% of their age-predicted maximum heart rate during exercise testing were excluded from analyses. Age-adjusted death rates increased with higher levels, of fasting blood glucose. Regardless of glycemic status, fit men had lower age-adjusted all-cause death rates than their less fit counterparts. For men with fasting blood glucose greater than or equal to 7.8 mM or physician-diagnosed non-insulin-dependent diabetes mellitus (NIDDM), the age-adjusted death rates per 10,000 person-yr of follow-up in unfit and fit subjects were 82.5 and 45.9, respectively. The age-adjusted relative risk of death due to all causes was significantly elevated in the lower-fitness group within each of three glycemic status levels: fasting blood glucose less than 6.4 mM; relative risk (RR) = 1.93 (95% confidence interval [95% CI] 1.15-3.26); fasting blood glucose 6.4-7.8 mM; RR = 3.42 (95% CI 2.27-5.15); and fasting blood glucose greater than or equal to 7.8 mM or with NIDDM, RR = 1.80 (95% CI = 1.25-2.58). Multivariate analyses, controlling for risk factors of mortality (age, resting systolic blood pressure, serum cholesterol, body mass index, family history of heart disease, follow-up interval, and smoking habit) showed a higher risk of death due to all causes for unfit compared with fit men. Multivariate risks of death associated with low fitness, compared with higher fitness (RR), in the three glycemic status groups were: fasting blood glucose less than 6.4 mM, RR = 1.38 (95% CI 1.09-1.74); fasting blood glucose 6.4-7.8 mM, RR = 1.61 (95% CI 0.91-2.86); and fasting blood glucose greater than or equal to 7.8 mM or with NIDDM, RR = 1.92 (95% CI 0.75-4.90).
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Most prospective studies have shown physical activity to be associated with a reduced risk of stroke. The results of existing studies suggest that this benefit is seen in both men and women, in younger and older subjects and in subjects with and without pre-existing coronary heart disease. Sporting (vigorous) activity does not appear to be essential to achieve this benefit. Moderate levels of physical activity may be sufficient to achieve a significant reduction in stroke risk and overall cardiovascular risk.
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Physical activity is associated with better health; however, the optimal intensity of activity remains unclear. A total of 13, 485 men (mean age, 57.5 years) from the Harvard Alumni Health Study reported their walking, stair climbing, and sports/recreation in 1977. Between 1977 and 1992, 2, 539 died. After adjusting for the different activity components, distance walked and storeys climbed independently predicted longevity (p, trend = 0.004 and <0.001, respectively). Light activities (<4 multiples of resting metabolic rate (METs)) were not associated with reduced mortality rates, moderate activities (4–<6 METs) appeared somewhat beneficial, and vigorous activities (≧6 METs) clearly predicted lower mortality rates (p, trend = 0.72, 0.07, and <0.001, respectively). These data provide some support for current recommendations that emphasize moderate intensity activity; they also clearly indicate a benefit of vigorous activity. Am J Epidemiol 2000; 151: 293–9.
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In the 1950s evidence of an ongoing epidemic of lung cancer in the United States and Western Europe led researchers to examine the role of outdoor air pollution, which was considered by some to be a likely cause. Although epidemiologic research quickly identified the central role of cigarette smoking in this epidemic, and despite progress in reducing outdoor air pollution in Western industrialized countries, concerns that ambient air pollution is causing lung cancer have persisted to the present day. This concern is based on the fact that known carcinogens continue to be released into outdoor air from industrial sources, power plants, and motor vehicles, and on a body of epidemiologic research that provides some evidence for an association between outdoor air pollution and lung cancer. This article reviews the epidemiologic evidence for this association and discusses the limitations of current studies for estimating the lung cancer risk in the general population. It also identifies research needs and suggests possible approaches to addressing outstanding questions.
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Type 2 diabetes mellitus (DM) has been described as a new epidemic affecting the American pediatric population. This is coincident with an overall 33% increase in DM prevalence documented during the last decade. In 1992, type 2 DM was a rare occurrence in most pediatric centers. By 1994, it represented up to 16% of new cases in urban areas, and by 1999, the incidence of new type 2 DM diagnoses ranged between 8% and 45%, depending on geographic location. These patients have been observed primarily in African American, Mexican American, Native American, and Asian American children and youth. As in the adult population, type 2 DM in children and youth occurs as a result of insulin resistance coupled with relative beta-cell failure. While there appears to be a host of potential genetic and environmental risk factors for these aberrations, perhaps the most significant risk factor is obesity. Other risk factors include a family history of type 2 DM, puberty, intrauterine exposure to DM, sedentary lifestyle, female gender, and certain ethnicities. To date, few studies have addressed the role of physical activity and nutrition counseling in improving glycemic outcome, the most effective ways to reduce cardiovascular risk, or the most effective treatment regimens for this population. Once type 2 DM is established, the persistence of obesity often interferes with the response to treatment and exacerbates the comorbidities of hypertension, dyslipidemia, atherosclerosis, and polycystic ovarian syndrome (PCOS). Since fewer than 10% of youth with type 2 DM can be treated with diet and exercise alone, pharmacological intervention is generally required to achieve normoglycemic targets. In most surveys, practitioners prescribe insulin or an oral agent, most often metformin. Specific treatment algorithms for pediatric patients with type 2 DM need to be rigorously investigated.
TravelSmart + TOD = Sustainability and Synergy Paper presented at the Transit Oriented Development (TOD) conference ‘Making It Happen’ 6-8
  • Graham C Ashton
  • G John
  • T Radford
  • P Rampellini
Transport problems facing large cities New South Wales Parliamentary Library Research Service Briefing Paper No 6/ 08
  • T Edwards
  • S Smith
Transit oriented development: measuring benefits, analyzing trends, and evaluating policy Dissertation submitted to graduate program in Urban Planning and Policy Development
  • J Renne
Effects of TOD on housing
  • G Arrington
  • R Cervero
Modelling the impact of urban form and transport provision on transport-related greenhouse gas emissions Dissertation presented for Research Masters
  • L Chandra
Transport for sustainable cities Paper presented to the Western Australian Division of Engineers Australia 25 Available
  • E Richardson
  • P Newman