Land Use and Transport: European Research Towards Integrated Policies
... Assessments indicate that new fuels and new technologies may only be able to contribute to around half of the required reduction in CO 2 emissions by 2050 . In short, sustainable mobility requires not only new fuels and new technology but also a fundamental behavioural change and a transformation of the conventional land use and transport planning paradigm towards initiatives that lead to modal shift and/or reduced travel demand, with less or shorter trips , Banister & Marshall, 2008. ...
... A main barrier is thus related to the need to gain public confidence and acceptance among key stakeholders (Banister, 2008;Jones, 1998;Whittles, 2003). Early involvement of citizens and stakeholders in the planning and implementation process, as well as good communication skills, are issues of critical importance for successful policy implementation (Banister, 2008;Isaksson & Richardson, 2009;Little, 2011). ...
... A main barrier is thus related to the need to gain public confidence and acceptance among key stakeholders (Banister, 2008;Jones, 1998;Whittles, 2003). Early involvement of citizens and stakeholders in the planning and implementation process, as well as good communication skills, are issues of critical importance for successful policy implementation (Banister, 2008;Isaksson & Richardson, 2009;Little, 2011). Another related issue is the lack of dialogue between customers and innovators/companies that produce new fuels and/or new vehicles. ...
In the White Paper - Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system – (European Commissions, 2011) ten goals are described which aim to reduce GHG emission from the transport sector by 60%. Four of those goals are being addressed in the TRANSFORuM project; Goal number 1 - urban transport, goal number 3 - long distance freight, goal number 4 - high speed rail and goal number 8 - multimodal transport information. In more detail the goals focus on the following areas:
Goal number 1 “Halve the use of ‘conventionally‐fuelled’ cars in urban transport by 2030; phase them out in cities by 2050; achieve essentially CO2‐free city logistics in major urban centres by 2030”.
Goal number 3 “30% of road freight over 300 km should shift to other modes such as rail or waterborne transport by 2030, and more than 50% by 2050, facilitated by efficient and green freight corridors. To meet this goal will also require appropriate infrastructure to be developed”.
Goal number 4 “By 2050, complete a European high‐speed rail network. Triple the length of the existing high‐speed rail network by 2030 and maintain a dense railway network in all Member States. By 2050 the majority of medium‐distance passenger transport should go by rail”.
Goal number 8 “By 2020, establish the framework for a European multimodal transport information, management and payment system”. (European Commission, 2011, page 10-11).
The overall aim of the TRANSFORuM project is to facilitate the implementation of these goals. Thus, one important task for the Transforum project is to produce concrete implementation-oriented outputs, including recommendations and roadmaps of joint actions for key actors and stakeholders involved in the shaping of the European transport system.
The Transforum project is therefore dependent upon a correct and adequate understanding of the barriers related to the four White Paper goals in focus. This is of key importance for the development of relevant recommendations and roadmaps that can facilitate a successful implementation.
The aim of this work package was to investigate the most important barriers which might prevent, or slow down, the implementation of the White Paper goals 1, 3, 4 and 8. The method used was a literature review. The main results can be summarized as follows:
Goal number 1: Many of the barriers are on the political and institutional level including EU but also the national, regional and the local level. On the national level funding/finance to support the necessary infrastructures is many times in short supply. On the regional level decision makers might support the overall goal of sustainable mobility but at the same time not always having clear plans to implement the same or indeed being reluctant to replace the car-based paradigm with a more sustainable one. There is also an uncertainty about how to engage with the public and get them to accept a more fundamental transformation that is necessary to reach this goal. This is an important issue since it is difficult for politicians to develop policies without the support from their voters. Another important barrier is on the technical level and the uncertainties related to new fuels and corresponding new technologies. The literature suggests that there is a shortage of data which clearly show the potential and performance of alternative fuels and technologies. This will also influence customers and their willingness to buy a vehicle using sustainable fuels.
Goal number 3: In this case an important barrier is the lack of an integrated approach. For instance on a European level transport policy faces a range of barriers including the diversity of transport infrastructure, equipment and regulation across Member States which prevent full interoperability of the rail network. Similar problems can also be seen on a national level since some rail lines have not enough capacity left over to cater for more freight. When it comes to waterborne transport, there is a great need for more integrated planning approaches in order to release the potential of inland waterways. The sometimes poor quality of transhipment possibilities and/or intermodal services is a barrier which is not compensated by a lower cost. There are other barriers related to delays and lack of flexibility, which for the
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industry could be very costly. An important barrier is the willingness and ability to pay for infrastructure investment and other technical amendments. Furthermore, the railways, waterborne and intermodal operators need to become more efficient and more customer friendly policies.
Goal number 4: In some respect the barriers related to this goal are similar to Goal number 3. Large investments are needed to develop the infrastructure but also to finance its operation and maintenance. The development of HSR is dependent on subsidies since it very rarely makes any profit. At least not in the short term using conventional cost benefit analysis. Public acceptance therefore becomes very important but in some parts of Europe the opposite can be seen, with protest movements opposing HSR. The argument is not only about cost but also the impact new lines will have on the landscape. Politicians are therefore under strong pressure and have actually stopped, or at least put a halt, further development. The lack of international standardization discussed in relation to Goal 3, also apply to this goal, especially if we consider HSR to be international rather than national. The advantage with HSR is that it is fast but that raises another issue related to location. A barrier could be that the total journey time is not much shorter than conventional trains, if it is located in an inconvenient place.
Goal number 8: This goal is about information, management and payment systems which should make the use of multimodal transport more (cost)-efficient and thus more attractive. In order to achieve this goal access to and exchange of reliable data is vital. The lack of a common EU standard which would support the integration of different information and management systems is regarded as an important barrier. Data privacy and security represent other barriers which have to be addressed. This is further highlighted by the large number of
... The framework is used to study the processes of land use/transport integration that take place horizontally, within regional government, and vertically, between regional and local government. This subnational focus was adopted because LUTI is considered an inherently regional enterprise, as mobility issues predominantly manifest themselves at this level (Curtis, 2008;Hatzopoulou & Miller, 2008;Marshall & Banister, 2007;OECD, 2014;Straatemeier, 2008), and because regions are considered to be "the principal implementers of integrated land use and transport strategies" (Marshall & Banister, 2007, p. 373). ...
... This study identified a total of seventeen policy instruments used to promote LUTI. Many of these instruments have been reported in previous studies, such as the use of broad strategic concepts (Marshall & Banister, 2007), regional planning structures or umbrella organizations (Macario et al., 2005;Marsden & May, 2006;Mu & de Jong, 2016;UN-Habitat, 2013), integrated transport projects (Heeres et al., 2012;Lahdenperä, 2012;Lenferink, Tillema, & Arts, 2013) and cross-sectoral teams (Geerlings & Stead, 2003). Furthermore, it stands out that this study exclusively identified governance-oriented procedural instruments. ...
Governments have widely established policy goals, which span the domains of land use and transport. Despite these integrated ambitions, government action often remains fragmented. This study adopts an instrumental perspective to encourage land-use and transport integration (LUTI). So far, the existing literature on this subject has adopted a single-instrument perspective and has been primarily focused on technical, rather than governance-oriented, instruments. Using a comprehensive analytical framework derived from combining policy integration and policy instrument theory, this in-depth multiple case study of the Dutch provinces of Friesland, Overijssel and North Brabant investigates how governments use a mix of policy instruments throughout the policy process to achieve LUTI in collaboration with municipalities. These instruments are compared based on how they structure interaction — i.e., the transfer of resources — across horizontal and vertical boundaries. The study finds that there is not one right tool to achieve LUTI. Instead, it is about finding the right mix of instruments, which, in line with LUTI goals, helps overcome government fragmentation by structuring interaction patterns across horizontal and vertical boundaries. Interestingly, each province adopts a unique mix of instruments that reflects a specific approach, typical to the case.
... In metropolitan areas around the world, there is a growing interest in a more coordinated approach to the integration of public transport systems and land use developments , Tan 2013, Bertolini 2017. Central to this approach is the fundamental question of how to improve land use and urban planning and to strengthen the links with sustainable urban transport, in order to address the environmental and socio-economic challenges that are associated with mobility systems dominated by individual motorized transport (Marshall and Banister 2007). Apart from concepts such as 'smart growth', 'new urbanism' and 'the compact city' (see Section 1.2.1), this 'paradigm shift' from planning for mobility to planning for accessibility (Banister 2008) has crystallized under the banner of 'transit oriented development' (TOD) (originally Calthorpe 1989, Bernick 1996, Cervero 1998. ...
... It is generally acknowledged that a better integration of the transport and land use policy domains is crucial to achieve more sustainable urban mobility outcomes (Meyer andMiller 2001, Marshall andBanister 2007). One of the ways in which this policy integration can be pursued is by means of 'transit oriented development' (TOD). ...
In recent years, the public debate about a future vision for spatial development in Flanders has been alive and at times intense. According to the Flemish Government, the railway network has a key role to play in the transition to more sustainable daily travel patterns in the region, and the urban development strategy of 'transit oriented development' (TOD) or 'knooppuntontwikkeling' is put forward as one of the means to reach this higher goal. Reasoning from the assumption that TOD has the potential to live up to this promise, a series of key questions arise: how, where and what development opportunities can be identified for which railway stations? This dissertation zooms in on the 'how' of this pursuit and examines the suitability of a particular methodological framework in supporting planning debates around railway station (area) development in Flanders: the 'node-place model'. The empirical material that was developed and validated as part of this work ultimately crystallized into an open and interactive webtool coined 'StationsRadar'.
... The concept of quality of life dates back to philosophers like Aristotle (384-322 BC) who wrote about "the good life" and "living well" and the role of public policy to pursue quality of life. Also, in 1889, Seth wrote: "we must not regard the mere quantity, but also the quality of "life" which forms the moral end" (Marshall and Banister 2007). Quality of urban life has been the focus of several contemporary studies based on different theoretical perspectives and views such as, "the satisfaction in your life comes from having good health, comfort, good relationship etc., rather than from money", or "The personal satisfaction (or dissatisfaction) is with the cultural or intellectual conditions under which one lives" (Heind 2004). ...
... Within a context of time, place and society, specific values contribute to enhance the quality of life. In other words, people's needs and the fulfilment of their desires can be defined within a specific socio-cultural context: there are elements of quality of life commonly shared a cultural group and/or the members of a society (Marshall and Banister 2007). Generally, health and education are included in most QOUL's factors. ...
During the second half of the 20 th century Qatar has beheld its first urbanization period, which was caused by the increase of oil's production. At present, national development strategies have led to an extensive urban transformation process. The rapid urban growth of Qatar presents a challenge to policy makers and planners for involving environmental-behavior researchers in the process. Namely, studies focusing on the 'Quality of Urban Life' (QOUL) provide such opportunities by analyzing the settings and people's satisfaction of existing neighborhoods. The aim of this research study is to assess the QOUL of neighbourhoods in Qatar through an analysis of the built environment and residents' satisfaction. Namely, QOUL of New-Salata's neighborhood in Doha was explored through residents' perception of the (A) physical environment, (B) the social and (C) perceptual factor. The relevant data was collected through site visits, field observation, walk through assessments and in-depth interviews with residents. The findings reveal that (1) residents spend most of their spare-time in the public park and/or sport fields offered by local clubs; (2) the neighborhood doesn't provide sufficient recreational spaces or pedestrian pathways; (3) residents are highly satisfied with the neighborhood's sense of security, privacy and belonging; (4) residents are not satisfied about the areas provided for physical exercises and/or leisure activities. Therefore, the suggested recommendations for implementing the settings of the neighborhood are based on the (A) provision of areas and facilities encouraging physical activities and (B) implementation of green spaces and/or public realm. In turn, the findings provide a tool to policy makers, urban planners and designers for the enhancement of the QOUL of neighborhoods in Qatar.
... Modern cities face several challenges, including inaccessible public space and unattractive street environment (Cervero et al., 2017), intense traffic congestion (Rode et al., 2017), road accidents (Ziakopoulos and Yannis, 2019), urban sprawl (Rubiera-Morollón and Garrido-Yserte, 2020), noise, air pollution and health hazards (Bouguerra and Bhar Layeb, 2019). These insufficient conditions are partially a result of a caroriented transport planning rationale (Marshall and Banister, 2007). ...
Effective transportation planning necessitates the consideration of all road network users and their needs. Towards this goal, the integration of accessibility in planning and the development of tools that enable the assessment and measurement of accessibility within urban areas becomes essential. This study aims to contribute to the accessibility assessment process of urban areas by developing two accessibility indices: the infrastructure and the opportunity accessibility index, which use an infrastructure-based and distance-based approach, respectively. Four types of users and their needs are considered: pedestrians, People with Disabilities (PWD), cyclists and public transport users. Data for modeling the accessibility indices are collected by: 1) an infrastructure audit, 2) a user survey, and 3) geographic information systems. The proposed method is applied in a district in central Athens, Greece, which is characterized by high population density and high level of activities. The Infrastructure Accessibility Index (IAI) measures accessibility for sidewalks, crosswalks, bikeways and public transport stops. The IAI results indicate moderate accessibility levels for pedestrians and PWD, for sidewalks and crosswalks. The Opportunity Accessibility Index (OAI) measures the share of different types of users that reach different opportunities within a time threshold. The accepted time threshold per user type is estimated based on the survey responds, for seven different opportunities: green spaces, recreational spaces, education buildings, health buildings, public service building, commercial uses and public transport stops. Compared to the IAI, the majority of users reach different opportunities within the estimated time threshold. The study concludes with recommendations to improve accessibility levels at local level.
... Due to these functions, highspeed railway (HSR) stations commonly act as an incentive for large-scale urban regeneration projects which aim to spur the economy, boost property value and put forward a series of urban planning projects (Willigers and Van Wee 2011). To bring the potential social, environmental and economic benefits, integrated development of these functions is crucial for a successful railway station area (Peek et al. 2006, Marshall and Banister 2007, Trip 2008, Cervero and Murakami 2009. ...
The rapid high-speed railway development in China has faced many institutional challenges for the integrated development of transport and land use in station areas. This paper aims to gain insight into the institutional rules that structure the actors’ interactions and how they influence the integrated development in station areas. The Institutional Analysis and Development framework has been applied to a specific action situation, named Lanzhou West HSR station area in China. The findings from interviews, document analysis, and field visits reveal that Chinese institutional rules obstruct interactions between actors, thereby hampering the integrated development of functions in HSR station areas.
... Several studies (Marshall and Banister 2007;Kenworthy, 2010;Hickman and Banister, 2014) have focused on various aspects of integration policies, highlighting the role of land use patterns in improving accessibility and increasing the use nonmotorized means of transport. ...
The most innovative research contributions, both in the field of urban and transport studies, proposes a plenty integrated approach to land use and transport planning. In particular, several researches deal with the relationship between the settlement forms and mobility behaviors to provide an acceptable level of accessibility and mobility for the inhabitants.
Starting from these contributions this paper briefly argues about the need to address urban and mobility planning, toward to an integrated approach, assuming a specific point of view oriented to locate mixed use functions along transit corridors.
This perspective is discussed here also referring to the case study of Catania, a medium sized metropolitan city, in Southern Italy, were recent investments on the railway networks, as well as the ongoing revision of the city land use plan, are changing considerably the mobility of the entire metropolitan area.
The contribution focuses on the adopted planning criteria with the aim to activate new patterns for land use and transport integration in order to reduced private car dependence. The challenge of the proposal presented is to define a set of specific rules that can virtuous urban transformations by contextualizing these general and widely accepted principles to local conditions.
... Several studies (Marshall and Banister 2007;Kenworthy 2010; Hickman and Banister 2014) have focused on various aspects of integration policies, highlighting the role of land use patterns in improving accessibility and increasing the use non-motorized means of transport. ...
Fundamental goals of urban green spaces investment and management are to provide natural features and man-made facilities and amenities that offer people satisfying leisure activities and nature experience by providing near-natural habitats and protecting biodiversity. The concept of human well-being is now attracting increasing attention in environmental science, policy, and management
due to the inclusion of people and human societies in definitions of ecosystem. To improve human health and well-being, it requires that planners and policy makers generate a better understanding of the benefits provided by Ecosystem Services. A correct, explicit, and appropriate method for valuing natural and non market goods and services is necessary. Within the current paper, the focus is to
generate an overall understanding of identifying ways of measuring Ecosystem Services provided by urban nature in the context of Cost-Benefit Analysis. It looks at their different evaluation measures and focuses to address the limitations and the challenges.
... Several studies (Marshall and Banister 2007;Kenworthy 2010; Hickman and Banister 2014) have focused on various aspects of integration policies, highlighting the role of land use patterns in improving accessibility and increasing the use non-motorized means of transport. ...
This book gathers the latest advances, innovations, and applications in urban and regional planning processes and science, as presented by international researchers at the 11th International Conference on Innovation in Urban and Regional Planning (INPUT), held in Catania, Italy, on September 8-10, 2021. The overarching theme of the conference INPUT 2021 was “Integrating Nature-Based Solutions in Planning Science and Practice”, with contributes focusing on functionality of urban ecosystems toward more healthier and resilient cities, planning solutions for socio-ecological systems, technologies and hybrid models for spatial planning, geodesign, urban metabolism, computational planning, ecosystems services, green infrastructure, climate change adaptation and mitigation, rural landscapes, cultural heritage, and accessibility for urban planning. The conference brought together international scholars in the field of planning, civil engineering and architecture, ecology and social science, to build and consolidate the knowledge and evidence on NBS in urban and regional planning.
... To avoid this situation, where cities would experience serious sustainability problems, experts assessed the effectiveness of different policies and policy packages. Several of these policies are not directly focused on the implementation of AVs but can be applied, and in fact are already applied in multiple cities, with the aim of achieving a better future (see for example Geerlings and Stead (2003) and Marshall and Banister (2007)). These include, on the mobility side, the promotion of active modes of transport, supporting their prioritization or providing them with more and better itineraries, the improvement of public transport services and infrastructures and restrictions on motorised vehicle circulation in urban centres. ...
The future implementation of Autonomous Vehicles (AVs) in cities can have significant impacts, both positive and negative, on their sustainability. The objective of this research is to investigate those impacts and evaluate which policies could be most effective in achieving the desired city scenario through a backcasting planning methodology. To this end, a survey among experts was carried out in which they expressed their opinions on the potential consequences of AVs in cities and on the effectiveness of various policy packages focused on achieving a more sustainable mobility and land use planning. The results obtained show that the experts consulted were sceptical about the positive impacts of AVs, arguing that they could induce an increase in car trips and urban sprawl. The policies that could be most effective in mitigating these effects, leading to a city more aligned with the planned objectives would be: to strengthen active (foot, bicycle) and public transport modes, to restrict access of motorised modes to central urban areas and to use freed spaces for alternative modes of transport, green areas and public facilities. A cluster analysis also showed that most of the experts consulted considered that the policy packages presented could be effective or very effective in reaching the most desirable scenario. Therefore, it is important that the implementation of AVs does not subordinate to, but enhances, the sustainable mobility and land use policies already being developed in many urban areas.
... In the Mobility section of the survey we observed some aspects of sustainability patterns in the population and their views or satisfaction with services and the situation in the local environment. Sustainable mobility has some well-known objectives, such as a decrease in individualised means of transport; a balanced structure of means of transport; reduced use of fossil fuels; a combination of different means of transport; use of modern technology to manage mobility (Marshall, 2007;Holden, 2016) mainly with the aim of a better flow and access to goods, people and services; mitigation of the negative impact of transport on the environment; more energy and time efficient routes; increased safety of all members, and generally higher quality of living. Targeting strategies include direct and short-term measures to manage mobility (through built infrastructure, new transport services, regulated transport cost, etc.) as well as measures that are indirect and long-term (spatial planning of services and activities, changing the population's habits, subsidies for public transport, etc.). ...
The proposed paper discusses the sustainable efficiency and quality of Slovenian neighbourhoods in the Mediterranean region of Karst with the focus to the sustainability awareness and travel habits of their residents. The empirical study was carried out as an empirical pilot of the broader theoretical research project dealing with the modular urban renewal. The empirical survey (n = 112) refers to the typical patterns of behaviour, convictions and habits in relation to everyday activities condensed around the notion of dwelling and their impact on the social and natural environment. This article focuses on certain, geo-locally and thematically-referenced results brought about by the survey, with highlighted attention to the residents of the Komen municipality and their mobility patterns. The results of the survey contribute to the repository of knowledge, enlightening current trends and tendencies regarding sustainable behaviour of the residents of specific Mediterranean regions and coastal regions. From the perspective of the existing available data at the level of neighbourhoods (or similar spatial scales), the results, although thematically selective, represent a welcome contribution, not only for the evaluation of sustainable efficiency, but also in terms of the perceived quality of living by the residents of this region, their attitudes and opinions towards some of the contemporary issues in the local and temporal context.
... It is generally acknowledged that a better integration of the transport and land use policy domains is crucial to achieve more sustainable urban mobility outcomes (Meyer and Miller 2001;Marshall and Banister 2007). One of the ways in which this policy integration can be pursued is by means of 'transit oriented development' (TOD). ...
Node-place modeling concepts, assumptions and outcomes are rarely tested and validated in close dialogue with the indended end users of the conducted analyses and developed tools. This is surprising, since the majority of studies touch upon the interface between planning practice and planning research, and foreground, or at least hint towards, the usefulness of their empirical outcomes for (a variety of) stakeholders involved in station (area) (re)development planning processes. In order to help bridge this gap between node-place modeling research and practice, we adopted an experiential research strategy and organized a series of workshops in which we put the recently developed, node-place based, StationRadar tool to the test. More specifically, by drawing on the concepts of 'usefulness', 'usability' and 'utility' of planning support systems, we validated StationRadar in the context of three recently established 'transport regions' in Flanders: Gent, Aalst and Leuven. Data collection methods included focus groups, participatory observation and Likert-scale surveys. This paper draws together the main findings of the full experiential learning process, and illustrates to what extent and in which way StationRadar has the potential to become a useful tool to particular stakeholders actively involved in the transport region partnership.
... A review of approaches to modeling is presented by Batty M. [2] and Mironowicz I. [3]. The author focuses on planning modeling, in particular based on establishing interdependencies between the development of the transport system and changes in land use [4] and the role of nodal places in the crystallization of the spatial structure of the city [5]. ...
The subject of the author's research is planning and urban aspects of modelling the spatial structure of cities being in the metropolitan development phase, with particular emphasis on the problems typical of their inner city. The research approach consists in an attempt to define the main elements forming the urban structure of this structure. It is assumed that these are nodal locations and development corridors, i.e. points and bands distinguished by accessibility by transport, diversity and intensity of land use, increased investment traffic and significance for the urban composition of the city. The purpose of research is to define the basis of spatial policy for particular types of development corridors and the corresponding nodal sites, also called urban centres. The article presents the assumptions of the method of identification, classification and parameterization of these elements. The criteria and factors were derived from the following assumptions and experiences: a) there is a close relationship between spatial development policy and transport policy, where pedestrian and bicycle traffic is becoming a higher priority, b) metropolitan centres are shaped in places with the highest availability of collective transport, and these places form a network of public spaces of the contemporary city, c) the importance of ecological, architectural and urban quality factors increases, as well as the values that create the identity of particular spaces that build the metropolis, d) the main corridors of spatial development should integrate sensitive and strategic areas, including areas requiring revitalization and areas of intense and spontaneous transformations. Conclusions from the research based on the example of Krakow allowed for the refinement of factors assessing the potential of activation and integration of development corridors.
... The perception of time can also change if the experience provided during the journey is more fulfilling. This emphasizes the need for a better and more integrated transport planning, so that cities can develop physically in a way that supports sustainable mobility (e.g., Banister and Marshall 2008;Cervero 2004). ...
To reduce car usage, several strategies are needed, one of which focuses on social psychological factors. The aim of this study was to predict and explain bus usage using the theory of planned behaviour and the transtheoretical model of change in a sample of 983 residents. The study also evaluated the effect of providing a group of regular car users (n = 34) with a free travel pass, to be used on busses and trains in the region. A regression analysis showed that the theory of planned behaviour (TPB) explained 26% of the variance in intention to use the bus, increasing to 59% when past behaviour was added. The use of the free travel pass resulted in a more positive attitude towards bus usage, with a large number having either changed or having started to change their behaviour. When the same people were contacted three months later, 50% still used public transport. The conclusion is that negative attitudes and travel habits can be altered by experience. Although, a reduction of car use can only be achieved if several measures are implemented that make car driving less attractive and sustainable modes of transport more attractive.
... In our study this inequality appears to be one of the underlying reasons why collaboration in the Regional Development Agendas is still predominantly infrastructure-oriented and money-driven. This may be considered problematic, as in the literature the key role of regional governments in implementing integrated transport policies is emphasised (Curtis, 2008;Hatzopoulou and Miller, 2008;Marshall and Banister, 2007). ...
Formal and informal institutions help shape processes of planning, as ‘rules of the game’. However, institutions do not always align. As a result of changes in strategy and operation, institutional incongruence can emerge as old and new institutions conflict or as actors perceive and apply institutions in a different manner. In this article, we aim to gain insight in the concept of institutional incongruence and the way it shapes transport planning policy and implementation. To this end, we analyse the role of institutional congruence in the case of land use transport integration (LUTI) in the Netherlands. Although LUTI creates opportunities for beneficial synergies and helps avoid unwanted consequences, such as project time and project cost overruns, examples of successful deployment remain scarce. Through an institutional analysis of the Dutch national Planning, Programming and Budgeting (PPB) System for road infrastructure, we assess the ways in which LUTI is enabled or obstructed by formal and informal institutions. The one-year research project involves a triangulation of literature research, policy analysis, 22 expert interviews, focus groups and workshops. The findings illustrate that strategy and operation each present distinct formal and informal institutional incongruence that negatively influence land-use transport integration. We conclude that institutional incongruence is several instances of institutional incongruence can be found throughout the Dutch national planning process. These are partly inevitable because institutional change occurs gradually to reflect developments in society and manifests itself in both formal and informal rules. Therefore we recommend that, in order to achieve LUTI, the full institutional configuration of formal and informal rules, at strategic and operational level should be analysed, redesigned and aligned.
... La complessità sempre crescente dei sistemi urbani e metropolitani, impone una visione strategica integrata che tenga in debito conto i temi della mobilità e accessibilità e le loro ripercussioni sull'ambiente urbano, per perseguire la quale, si rende necessario il definitivo superamento delle regole classiche del progetto urbanistico, in favore di nuove modalità di progetto dello spazio urbano che tengano conto della necessità di pensare a nuove forme di accessibilità, superando definitivamente il dualismo mobilità -usi del suolo in favore di una piena integrazione. Sebbene la letteratura scientifica, in entrambi i campi della pianificazione urbana e dei trasporti, già da tempo teorizzi la necessità di una piena integrazione e convergenza di intenti, (Kenworthy, 2010;Marshall and Banister 2007;Newman & Kenworty, 1996) la prassi disciplinare, in particolar modo in Italia, stenta ancora ad identificare metodi e strumenti per il progetto integrato. Alcuni recenti studi sul tema dell'integrazione tra usi del suolo e trasporti, suggeriscono inoltre di fare riferimento al concetto di accessibilità, legato alle opportunità fornite dal sistema dei trasporti, ma anche riferito alla possibilità di accedere fisicamente a servizi, merci, attività e destinazioni (Geurs & van Eck, 2001;Litman, 2012). ...
Il presente contributo argomenta brevemente sulla necessità di affrontare in modo integrato, politiche localizzative e progetti di mobilità, assumendo un punto di vista specifico orientato all'individuazione di funzioni di scala urbana da localizzare in aree interessate dal passaggio di un'infrastruttura per la mobilità. Questa prospettiva è qui accennata facendo anche riferimento ad un'esperienza concreta di pianificazione urbanistica: la revisione del piano regolatore della città di Catania, città principale di una vasta conurbazione che risente di una condizione di elevata congestione a seguito della carenza di sistemi di trasporto pubblico efficienti. In questo contesto, in occasione della redazione del Prg, sono state individuate precise strategie progettuali finalizzate alla piena integrazione delle scelte urbanistiche contenute nel piano e le scelte di mobilità conseguenti ai processi in atto di trasformazione e ampliamento del sistema di trasporto su ferro. Parole chiave trasporto pubblico, accessibilità, riqualificazione urbana. 1. Piani urbanistici e di mobilità. Nuovi scenari di integrazione I temi della mobilità urbana, dell'accessibilità e dell'integrazione tra usi del suolo urbani e mobilità, sono da tempo divenuti prevalenti, nel campo degli studi urbani e dei trasporti, in quanto temi centrali che interessano il progetto della città contemporanea. La complessità sempre crescente dei sistemi urbani e metropolitani, impone una visione strategica integrata che tenga in debito conto i temi della mobilità e accessibilità e le loro ripercussioni sull'ambiente urbano, per perseguire la quale, si rende necessario il definitivo superamento delle regole classiche del progetto urbanistico, in favore di nuove modalità di progetto dello spazio urbano che tengano conto della necessità di pensare a nuove forme di accessibilità, superando definitivamente il dualismo mobilità-usi del suolo in favore di una piena integrazione. Sebbene la letteratura scientifica, in entrambi i campi della pianificazione urbana e dei trasporti, già da tempo teorizzi la necessità di una piena integrazione e convergenza di intenti, (Kenworthy, 2010; Marshall and Banister 2007; Newman & Kenworty, 1996) la prassi disciplinare, in particolar modo in Italia, stenta ancora ad identificare metodi e strumenti per il progetto integrato. Alcuni recenti studi sul tema dell'integrazione tra usi del suolo e trasporti, suggeriscono inoltre di fare riferimento al concetto di accessibilità, legato alle opportunità fornite dal sistema dei trasporti, ma anche riferito alla possibilità di accedere fisicamente a servizi, merci, attività e destinazioni (Geurs & van Eck, 2001; Litman, 2012). Il concetto di accessibilità prevede dunque, non solo il miglioramento del sistema dei trasporti, ma anche un più efficiente uso del suolo che permetta di minimizzare le distanze da compiere per accedere a servizi e attività all'interno del sistema urbano. L'uso del suolo diviene quindi componente sostanziale dell'accessibilità in ambito urbano.
... This is because land-use planning reflects the (1) rational allocation of space (Jordhal, Jr. 1984;Stewart et al. 2004); (2) the systematic assessment of land-use (FAO 1993); (3) community consensus on debated issues about development and infrastructure, etc. (Kaiser & Godschalk 1995); and (4) management of urban growth and change (Burby et al. 2000;Godschalk 2004;HLURB 2006). Consequently, scholars have explored the linkages between land-use planning and a wide variety of concerns, including ecology, wildlife and conservation, natural resources, welfare economics, transport, disaster and hazards, sustainable development, and lately, CCA (Cheshire & Sheppard 2002;Marshall & Banister 2008;Kaswamila & Songorwa 2009;Tang et al. 2009;Wang 2012;Silberstein & Maser 2013;Gottlieb 2014;Schmitz et al. 2015).Table 1Examples of mainstreaming by sector ...
Mainstreaming climate change adaptation (CCA) is an approach that links adaptation and sustainable development goals by integrating climate change information, concerns, and considerations into existing development planning, and policy- and decision-making processes. However, a gap exists in the operationalisation of mainstreaming, mainly because the tools and methodologies in mainstreaming neglect the institutional reforms needed in the approach. This thesis focused on mainstreaming CCA into local land-use planning, and asked “How can mainstreaming of CCA into local land-use planning be understood?” and “How can the challenges in the operationalisation of mainstreaming be overcome?” To answer these questions, a four-stage mixed methodology was devised and successfully applied in examining the challenges in mainstreaming CCA into local land-use planning in Albay, Philippines. Local land-use planning in Albay is a “critical case” because it presents evidence of institutional capacity for long-term adaptation to climate change, with indication of transformational opportunities for mainstreaming. The methodology applied the mixed method, case study, and scorecard approaches, and it involved triangulation by data technique (i.e., document review, interview, survey, and key informant consultations). By using this methodology, the research generated 20 quantitative “mainstreaming indicators” and produced qualitative assessments of the state-of-play and the challenges in local mainstreaming of CCA. Analyses revealed that (1) mainstreaming challenges exist within a spectrum, with barriers and opportunities for adaptation representing the extreme ends of this spectrum; (2) barriers can be overcome and can transcend into opportunities for
mainstreaming CCA; (3) barriers can be classified according to varying levels of severity; and (4) barriers themselves are interconnected, but to differing degrees. Also, the research showed that mainstreaming operationalisation involves a network of interacting institutions and institutional arrangements that transcend across governance scales. Likewise, the challenges in mainstreaming CCA encompass a chain of interactions or interplays within the network (of institutions). Accordingly, overcoming mainstreaming challenges necessitates broad institutional reforms that go beyond the institutional setting where CCA is to be integrated. A deep understanding of these concerns can help scholars, practitioners, planners, and decision-makers anticipate the types of challenges to be encountered during the mainstreaming process; determine the severity of the impacts of these challenges; and formulate strategies that will overcome the challenges.
... The financial viability of New York City's Interborough Rapid Transit (IRT) system, for instance, was predicated on the stimulation of transit supportive urban development around the new stations (Ward & Zunz, 1997). Transport and spatial planning practitioners have been trying to analyse the way in which land use characteristics affect public transport viability, and gained real traction with Zupan and Pushkarev's book, Public transportation and land use policy, in 1977 (Marshall & Banister, 2007). Zupan and Pushkarev created a set of "land use thresholds" that they determined would be required to make different modes of public transport financially viable (Badoe & Miller, 2000). ...
The successful integration of public transport and land development planning is likely to be central in determining how effectively the cities in the 'global south' manage the mounting pressures from rapid urbanization, population growth and rising income inequality. While a number of Sub-Saharan African cities, particularly in South Africa, have commenced large scale public transport reform, little research has been undertaken to date on appropriate public transport-land use integration in these contexts. As a result, both of the initial phases of BRT corridor implementation, in Cape Town and Johannesburg, have been found to be financially unsustainable in their current urban forms. The major decisions regarding the design of land use environments and public transport networks, in the context of rapidly developing cities, still occur without due consideration for each other. The aim of this study is to investigate the relationships between land use characteristics, network features and viable public transport services in the South African context and at a corridor scale. The study utilises a public transport corridor operating cost model that was created to simulate the effects of variation in four land use characteristics (population density, density distribution, land use mix and destination accessibility) and two public transport network features (mode technology and service configuration) on the financial viability of services. The corridor operating cost model consists of cascading land use, transport and costing sub-models for which the output of one supplies the input of the next. Gross population density was found to have the weakest causal relationship with financial viability. Density distribution was shown to have a very significant effect on the average passenger trip length, and financial viability as a result. When the majority of the population is articulated adjacent to the public transport trunk corridors, at a higher density, far fewer inefficient feeder services are required. Additionally, the chosen non-motorised transport mode for those accessing the trunk service directly had a considerable effect as the higher speed of bicycles increases the catchment area within which a feeder service is usually not required. Bicycle-based density articulation was able to halve the total cost of the public transport network in one of the cases, relative to the conventional pedestrian-based variety. Land use mix had a strong connection to public transport financial viability, through substantial effects on peak passenger volume. The final land use characteristic, destination accessibility, was represented by distance to the Central Business District (CBD), as well as dictating the length of the transport corridor. It was found to have a substantial influence on financial viability and affordability, especially in the context of a distance-based fare system. Passenger volume is the key determinant of mode technology choice and is influenced by population density, as well as the other three land use characteristics to a lesser degree. Low population densities intuitively favour smaller vehicles, while high densities or economies of scale promote the use of suburban rail and other capital intensive modes. Long public transport corridors with unsupportive land use environments favour larger vehicles, such as the BRT and non-BRT articulated bus modes. Fewer of these large vehicles are required to meet the demand and they can efficiently operate over longer distances than their smaller competitors. Whereas, short corridors and supportive land use environments favour the space priority that the conventional and articulated BRT modes possess. The higher speed that the segregated lanes allow the vehicles to reach over the shorter route distance also decreases vehicle requirements due to the higher rate of trips per hour per vehicle. The trunk-feeder and direct service configurations reacted similarly to the changes in land use characteristics, when the optimum modes are chosen to minimise costs. The results of the study suggest that a detailed land use development plan is necessary for each major public transport corridor, with unique targets for population density, density articulation and land use mix. It also demonstrated that, in the South African context, to achieve a high public transport modal split and sustainable public transport service requires high population densities, high articulation, mixed land uses, small corridor catchment areas and minimal feeder services.
... Despite integration and coordination between land use planning and transport planning is a recurrent feature in urban planning discourse, the gap between this discourse and reality remains substantial (Marshall & Banister, 2007, Desjardins, Maulat & Sykes, 2014). This is true also for TOD: notwithstanding many success cases all over the world, both formal and informal context-specific barriers impede a simple 'copy and paste' transferral of lessons learnt elsewhere (Tan, Bertolini & Janssen-Jansen, 2014). ...
In the last twenty years, Transit oriented development (TOD) has received increasing attention all over the world. It is recognized as a planning approach that allows to pursue, on the one hand, more sustainable mobility patterns that are less dependent on car and more based on rail usage; on the other hand, it is in line with strategies that promote polycentric development in contrast to urban sprawl. In this sense, it seems quite suitable to be applied to Italian metropolitan areas, where recently many suburban railways have been reorganized as integrated Metropolitan railway systems (MRSs), and polycentric development is often set as a strategic issue in regional planning. The paper examines the provincial coordination territorial plans (PTCPs) of nine Italian Provinces in order to verify if and how they adopt a TOD approach to support their MRSs. The selected PTCPs are analyzed in terms of promoted settlement model, role assigned to the MRS, rules and recommendations concerning new residential developments and the localization of manufacturing activities and metropolitan tertiary functions. The results show that in most PTCPs TOD approach is referred in generic terms, and is not systematically applied or operationally defined; furthermore, in locating metropolitan tertiary functions, PTCPs often prefer accessibility by road rather than by rail. The only – but relevant – exception is represented by the PTCP of Bologna, where a TOD approach has been adopted to mutually support the sustainability of mobility patterns and a polycentric densification, with positive effects on both rail ridership and containment of urban sprawl.
... However, not always are TOD's promises fulfilled. During TOD planning and implementation, governance problems may pop up due to decentralization, division of responsibilities, and the growing number of cross-sectoral tensions on urban planning and infrastructure management (Stead, 2008;Sorensen and Longva, 2011); the increasing interdependence between governmental and non-governmental organizations, as well as private enterprises; and as a result a growing number of actors involved in the planning and policy-making processes of transport and land use (Marshall and Banister, 2007:1, Dittmar and Ohland, 2004:43). These transitions add significant challenges to TOD because of the inter-governmental and inter-sectoral complexities for collaboration and interest/goal conflicts evoked in multi-actor decisionmaking settings. ...
... Indeed, the interface between the transport project and territorial planning domain is commonly the focus of considerable debates that often develop into conflicting decision contexts which are characterized by a high level of complexity. In the past, transport investments in cities were possible through debate on the basis of growth allocation and were the main means to promote economic development and revitalization of depressed areas (Marshall and Banister 2007). This topic has now been broadened to embrace new aspects, such as the growing awareness and concern about sustainability (Hickman and Banister 2014; Whitehead et al. 2006), for which a balance between social, ethical, environmental, financial and operational criteria is needed with both short-and long-term considerations (Bond et al. 2008(Bond et al. , 2010Hahn 2014). ...
Large freight or passenger transport projects are problematic and controversial because many financial, technical, environmental and social aspects need to be considered. Indeed, the interface
between the transport project and territorial planning domains is generally the focus of considerable heated debates, which often develop into conflicting decision contexts characterized by a high level of complexity. This paper presents a possible response to these difficulties through an innovative approach that integrates the analytic network process and the interactive visualization tool. The approach is intended to be deployed as problem structuring method, with a view to creating a common language for the actors involved and a shared basis for generating fruitful discussions. The proposed approach was applied in the context of the German section of the Genoa–Rotterdam railway corridor within the Interreg IVB NWE Project “Code24”. The reported application shows how the combination of visualization and real-time interaction with spatial data provided effective decision support to a multinational stakeholder group. More generally, the application presented in this paper aims to demonstrate the potential of the approach for the selection of a transport improvement strategy within the content of territorial transformation.
... To analyse the urban system, and its sub-systems, have been studied in detail the interactions between urban context, and mobility, in order to better understand the mutual relationships between activity system, residential system, transport system, etc.. To achieve a complete and efficient urban model, it is required a detailed knowledge of the "city system", with its components, actors, interactions, classifications, evolutions over time, etc.. In particular, we highlight some aspects deemed important for the present study: mutual interactions between land-use and transport system (Banister and Marshall, 2007;Wegener and Fürst, 1999); urban development models (Burgess, 1925;Hoyt, 1939); urban change processes (Wegener, 2004); classification of urban spatial structures (Rodrigue et al., 2006). A systematic and integrated approach, which aims to solve a problem of urban mobility, must consider these aspects. ...
The world is inexorably becoming urban. Since 2008, urban population is higher than the rural population. Therefore, cities are increasingly important systems for contemporary society. Phenomena such as urbanization and globalization have contributed to make urban centers more and more complex. One of the most important aspects is urban freight transportation, which is affected also by the spatial distribution of activities and residences. It follows that role of decision-makers is increasingly difficult due to limited economic and space resources that concern the urban areas. Besides, recent trends promoted by European Commission in the field of sustainable development require a profound reflections concerning the choice of transportation policies, and design of infrastructures. On the path towards to cities sustainability, local authorities have to make important decisions related to urban freight distribution.
... The 1990s brought a new interest in urban land-use transport models: in the United States the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 triggered a new wave of applications of urban land-use transport models. In Europe, the European Commission funded a number of studies employing urban land-use transport models (Marshall and Banister, 2007). Several urban land-use transport models, such as MEPLAN (Echenique et al., 1990), TRANUS (de la Barra, 1989), DELTA (Simmonds, 1999), UrbanSim (Waddell, 2002) and PECAS (Hunt and Abraham, 2005), were applied to a growing number of metropolitan areas. ...
Urban development in the last two centuries has been driven by an unprecedented growth in mobility made possible by abundant and cheap energy. Yet this trend will not continue forever. Despite technological innovation, finite fossil fuel reserves will in the long run lead to increasing costs of transport. Moreover, to fight global warming many governments have set ambitious greenhouse gas reduction targets, and to achieve them fossil fuels must become more expensive either through market developments or by political intervention. This paper gives an overview about the drivers, feedbacks and constraints of urban mobility and location in a possible future in which transport energy will no longer be abundant and cheap. It asks whether current urban models are able to adequately model the impacts of significantly higher transport costs and demonstrates by an example how it can be done.
... This is a particular difficult task for less populated areas like LPA, since high quality public transport (in terms of frequency, cost, time, new vehicles and customer information) requires a minimum number of faithful users to be feasible, whereas customers require a high quality public transport before becoming faithful users. In addition, a number of academics (see Marshall and Banister, 2007) agree that in order to reduce the use of the car, thus encouraging the use of public transport, it is also compulsory to increment the cost of the use of the car with higher fuel taxes, parking restrictions/pricing and/or toll roads. ...
The land use and transport relationship has been largely discussed in both directions. Most empirical research projects have taken metropolitan and central areas as case study areas, where more and more transport infrastructures have been built and where transport management is now the key issue to satisfy travel demand. In fact, there is a general agreement that transport infrastructure shape land use patterns, but they do not necessarily generate an increased rate of development. Peripheral areas within developed countries share some trends, although at a different scale and intensity, with central areas, such as sprawl processes, but they also have some particularities, namely large spatial imbalances, low development and accessibility rates and so on. Consequently, they require an independent approach both in the analysis phase (because of the different behaviour of variables throughout the territory) and in the policy suggestion phase (because of spatial dissimilarities, weaker transport system, socioeconomic and financial difficulties, etc.).
In the first section of this paper, we briefly describe the state of the art of the land use and transport relationship with particular reference to peripheral areas; we perform a short review of the numerous tools which have been developed to tackle spatial analysis; and we establish the criteria to choose the case studies, which are Doncaster and Lincoln areas in the United Kingdom. Section 2 deals with the analysis of their internal accessibility and residence-to-work flows, using tools from the graph theory mainly. We complement the analysis with some indicators of city-size distribution and sprawl based on population and land use data to set the basis for particular land use and transport policy suggestions for this kind of areas. Finally, we summarize the main findings of our research regarding the differences in the spatial pattern and daily mobility of a motorway-connected peripheral area and a motorway-free one.
... (see, Geerlings and Stead, 2003 for an extensive review of the reports). For example, two recent studies (Nakamura et al., 2004;Marshall and Banister, 2007), the earlier printed by WCTR (World Conference on Transport Research) and ITPS (Institute for Transport Policy Studies) and the latter based on a EU project, were an international perspective on land use, transport and environment comparing policy issues and countermeasures in world cities. ...
The spatial and transport planning have geographical, economic and environmental constraints and are closely linked to the social and political conditions of each country as well as are well under the influence of globalization forces. This makes it all a highly complex issue and requires a better understanding of the background and products of policies and the interaction of a number of key determinant factors in policy-making and implementation. Within this large picture, the long-term review of different cases may provide useful discussions for the guidance and reinforcement of policy assessment. Therefore, the primary aim of this study is to critically analyze the planning in the Netherlands through examining the issues of governing structure, spatial policy-making, and transport re-structuring. The leading characteristic of the Netherlands is the scarcity of usable land that has raised high and early awareness on spatial development issues and its connections with natural and environmental protection. The functioning of planning systems, and policy aims and measures within the planning documents since the end of the 1950s, have been reviewed and the key planning concepts have been examined by bringing in general and current discussions on the issues. The success and failure in past policy-making and implementations have been highlighted. The policies of the current spatial and transport planning documents have been evaluated by their main policy titles such as compact city, network of cities and sustainable mobility. There is a general consensus that the Netherlands has been developed into a well planned and organized society and has designed leading policies such as the ABC firm location policy. However, a number of issues such as increasing vehicle kilometres, urban decline and sprawl, and some gaps in policy making remain to be the critical planning challenges.
... New environmental legislation in the US, such as the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 required that cities applying for Federal funds for transport investments demonstrate the likely impacts of their projects on land use and the environment. In Europe the European Commission initiated a large research programme in which in several projects integrated land-use transport models were applied (Marshall and Banister, 2007 ). Several integrated landuse transport models, such as MEPLAN (Echenique et al., 1990), TRANUS (de la Barra, 1989), DELTA (Simmonds, 1999) and UrbanSim (Waddell, 2002) were applied in a growing number of metropolitan areas, and the first such models, TRANUS and UrbanSim, were made available as Open Source on the Internet. ...
This paper discusses the usefulness of the trend towards microsimulation in urban transport and land‐use modelling for the planning practice. It starts with a history of urban transport and land‐use models and observes a trend towards increasing conceptual, spatial and temporal resolution stimulated by improved data availability, higher computer speed and better theories about mobility and location of individual behaviour. While recognizing these advances, the paper calls attention to the problems of disaggregate models in terms of data requirements, computing time and stochastic variation and shows that in the light of new challenges cities are facing environmental problems, such as energy scarcity and climate change, not further refinement but more focus on basic needs and constraints is needed to make the models useful for the planning practice. As a possible solution to the macro–micro debate, it calls for a theory of multi‐level models according to which for each planning task there is an appropriate level of conceptual, spatial and temporal resolution. The paper closes with an example of a multi‐level land use, transport and environment model ranging from the European to the grid cell level.
... Government Support Risk [58] 4.8. Regional & Lanscape Risk [59]; [60]; [61]; [62] 4.9. Permission Risk [63] 5. Design Risk [64]; [65] 5.1. ...
The development of toll road infrastructure in Indonesia is still slow down, if we compare the growth of toll road before crisis from 1978 until 1998 was 13.66% and after the crisis from 1999 to 2010 was 2.14%. Otherwise, the length of toll road in Indonesia until now has 742 km, operated by State Owned Enterprise (Jasa Marga) is 78% and private is 28%.The fact of that data above that toll road investment in Indonesia is not interesting to private investor because investment in toll road development riskier than other infrastructure investment. At this paper, we try to explain the development and toll road infrastructure risks in Indonesia.
El fenómeno de la dispersión urbana está modificando el modelo de ocupación del suelo de las
ciudades españolas propiciando así que ciudades tradicionalmente compactas hayan
experimentado un crecimiento disperso, que a la larga resultará ser poco sostenible. Como
solución a esta problemática se consideran los sistemas policéntricos.
Se realiza una comparación basada en el índice de Nelson de la jerarquía urbana de Cantabria
a partir de servicios y centros de trabajo, y de las relaciones de dependencia intermunicipal
para acceder al comercio y servicios. Los resultados han servido para proponer un sistema
territorial equilibrado rompiendo la progresiva tendencia de litoralización de la población y
actividades.
Finalmente se plantean medidas que fomenten la integración de las políticas de transporte, de
planificación urbanística y de ordenación del territorio, basándose en la coordinación y
cooperación administrativa y de los agentes sociales, y en la definición de estrategias a medio
y largo plazo.
At the beginning of the twenty-first century, we can glimpse several modern global challenges that emphasize the importance of attention that focuses largely on the human dimension, as achieving the vision of creating cities full of life, security, safety, sustainability and health has become an urgent matter, and this is of course the case in the Egyptian case, In the same context, the Egyptian state has embarked on the establishment of the fourth generation of cities after we have three generations of existing cities, in an effort to provide a decent, safe and secure life for all members of society, as the housing problem is not a quantitative problem, but a quality problem. A shelter where they can live but want an environment that meets their needs and aspirations for the future.
The quality of life studies have become the focus of attention of urban planners and designers when creating/improving (new/existing) residential communities alike. The aim of the research paper is to scrutinize and define the term quality of life and its dimensions in the urban environment, as well as formulating a model for indicators of quality of life in urban environments. , through the analysis of three theses of the global experiences of urban theorists in this regard, which sought to provide a quality of life for community members in the urban environment, and is a useful guide for participants in the design process / policy makers in urban affairs.
En las últimas décadas se viene constatando que los espacios urbanos densos, compactos y complejos en usos y funciones favorecen el desplaza-miento a pie, en bicicleta y en transporte público, menores emisiones de carbono, menores costes de infraestructura y mantenimiento o mayores beneficios a la salud, al contrario que los espacios urbanos con baja densidad y bajo grado de compacidad y diversidad (Newman y Kenworthy, 1989; CEC, 1990; Rueda, 2010; Pouyanne, 2010; Banister, 2011; Rode y Floater, 2014; Stevenson et al., 2016; Inturri et al., 2017; Ewing y Cervero, 2017). Estas evidencias reconocen además de la interrelación entre la movilidad y la forma urbana, la necesidad de coordinar las políticas del transporte y del planeamiento urbanístico de cara a impulsar la sostenibilidad, la resiliencia y la habitabilidad de los asentamientos humanos (ONU, 2013; 2017; Newman, 2014).
A pesar de estas certidumbres la situación actual se caracteriza por tres paradojas. En primer lugar, la huella urbana continúa creciendo a través de estructuras urbanas difusas y multipolares, apoyándose en una alta demanda de energía no renovable, generando crecientes emisiones de Gases de Efecto Invernadero, otorgando un papel predominante a la movilidad motorizada privada y generando grandes costes de urbanización, infraestructura y mantenimiento, entre otros. (Camagni, Gibe-lli y Rigamonti, 2002; Seto, Guneralp y Hutyra, 2012; OECD, 2018). En segundo lugar, la teorización de modelos urbanos a escala local y supralocal —comarcal, metropolitana— presenta resultados contradictorios con relación a la influencia o efecto que tiene la estructura/forma urbana sobre los patrones de movilidad, ¿a partir de qué tamaño y/o superficie la ciudad compacta y continua deja de tener ventajas en los desplazamientos a pie, en bicicleta o transporte público? ¿en qué medida una estructura urbana policéntrica permite una movilidad más autocontenida en los nodos y en trans-porte público entre ellos? ¿qué rasgos morfológicos deben tener los nodos de un esquema policénrico para reducir el uso en vehículo privado? ¿una adecuada estructura territorial y forma urbana es suficiente para asegurar una movilidad sostenible? ¿qué implicaciones tiene en la movilidad la política de vivienda o la elección personal a la hora de establecer la vivienda? En tercer lugar, sigue existiendo una descoordinación entre la planificación del transporte, el planeamiento urbanístico y la ordenación del territorio (CE, 2007; ONU, 2013; UITP, 2019). Marshall y Banister (2007:1) argumentan que las disciplinas de la planificación de los usos del suelo y la planificación del transporte nunca han estado tan bien integradas como debieran, en parte debido a una división interprofesional entre ambas disciplinas y a inadecuados canales de comunicación entre investigadores, planificadores y los políticos.
Como respuesta a este contexto el presente capítulo plantea el siguiente hilo de reflexión. En primer lugar, desde los nuevos paradigmas de la sostenibilidad y el nuevo urbanismo se aborda la discusión sobre la ciudad compacta y la ciudad difusa, en tanto que se han convertido en dos modelos a confrontar para analizar la interacción entre forma urbana (estructura urbana) y movilidad (transportes) y evaluar sus implicaciones en el plano ambiental, de la salud, socioeconómico y territorial. En segundo lugar, se destaca la importancia de la Nueva Agenda Urbana Española (Ministerio de Fomento, 2019) en tanto que constituye un hito fundamental para avanzar hacia planificación urbana integral.
Rapid urbanization in developing countries enforces authorities to assess the sustainability and balanced development of urban cities from multiple perspectives and recommend appropriate solutions for policy and decision-makers. This study proposes spatial-based disaggregate accessibility to land use to figure out the influencing factors and key indicators that enable a comprehensive categorization of cities’ subdivisions from the perspectives of urban land use and road transport network. A general GIS and statistical software programs-based methodology is adopted and validated in the case example of Kandahar City, located in Afghanistan. The methodology involves five major steps; 1) limited primary and secondary data collection regarding road network and land uses, 2) calculation of urban land uses weights, 3) identifying critical centers of neighborhood land uses, 4) estimation of origin-destination cost matrix, and; 4) formulating and modeling accessibility measures. The statistical and theoretical significances have been illustrated in the result. The final accessibility measures have divided the subdivisions of Kandahar City (case study) into three different categories, namely, a) high-level municipal districts (CBD), b) medium-level municipal districts (semi-urban), and; c) peripheral municipal districts. The research has incorporated qualitative and quantitative approaches for sustainable and balanced urban development.
This paper provides an analysis of the influence of an urban spatial planning policy on the living standards and the costs of living of the city’s residents and on the costs borne by the municipality. In the analysis, two scenarios for the development of spatial planning of a selected city (of approx. 350,000 residents and 176 km²) were compared: the so-called ‘compact city’ and ‘diffuse city’. A city transport demand model was also used in the analysis. It was developed by the authors for different time horizons of the forecast period. The key objective of the housing policy described in this paper should be to manage the spatial development of the city in the most beneficial way. This requires a thorough multiple-criteria assessment of a number of development scenarios using state-of-the-art IT tools, such as ‘transport demand models’ used by the authors, and the results of market research into the residents’ preferences.
Electric vehicle technologies are attractive alternatives to traditional vehicles towards achieving sustainable transportation. The adoption of these technologies has a great potential in reducing road transportation externalities. As Qatar aims to achieve 10% electric vehicles by 2030, this research reveals the macro-level environmental, social, and economic impacts and benefits of electric vehicles in Qatar. The studied vehicle technologies are, gasoline vehicle (ICV), hybrid electric vehicle (HEV), plug-in hybrid electric vehicle (PHEV), and battery electric vehicle (BEV). In this regard, we quantified 9 macro level indicators using Multi regional input-output (MRIO)-based life cycle sustainability assessment (LCSA) framework and compared the vehicles accordingly. The results show that, electric vehicles are better options in terms of Global Warming Potential (GWP), Particulate Matter Formation (PMF), and Photochemical Ozone Formation (POF) impacts. In addition to that, the results demonstrated that electric vehicles are more cost effectives than the traditional ones, while they are worse than traditional vehicles in terms of employment, operating surplus, and Gross Domestic Product (GDP) impacts.
The constant increase of private vehicular traffic and its arrogant pervasiveness worsened the urban environment liveability in many Italian cities and destroy more and more their true essence. Only in the last thirty-year period, in Europe, there was a marked acceleration in scientific research and policymaking for defining and experimenting traffic calming strategies and measures aimed at improving the level of safety and accessibility, creating more shared spaces and increasing quality of life, especially in neighbourhoods. Lagging behind other European countries, also Italy started to relate the slow speed principle to the liveable district notion; thanks to the New Traffic Code, the concept of «Environmental Island» was introduced: a «single urban zone delimited by the main road network, aimed at restoring urban spaces’ liveability». The «Environmental Island» can then be meant as a possibility not only for reorganizing vehicular mobility but also for upgrading residential urban areas and satisfying dwellers’ daily life needs. The analysis of limits and possibilities of application demonstrated that the used methodology could take from both scientific and operative viewpoints to interesting results, defining actions’ location, priority and range and providing administrations with advice on the opportunity to act. It is indeed the tight interlace between design process, involving technicians, and public consultation process, involving citizens and local administrations, that can achieve success. In order to ensure the effectiveness of this work, a widespread awareness of the need of changing rooted habits, regarding urban space use, has to be developed; this becomes then the best occasion to implement a type of collective education that leads to a more responsible behaviour from the overall sustainability viewpoint. For years, the topic here presented was faced, also featuring pilot studies in Rome, and now is going to become an applied research; indeed, thanks to the collaboration with various stakeholders, a participation process, aimed at defining the implementation of an Environmental Island in one of the oldest and most central districts of Roma: Rione Monti, is currently underway.
O tema da mobilidade urbana no Brasil foi recentemente destacado com a promulgação em 2012 da Política Nacional de Mobilidade Urbana (PNMU), em que municípios definidos pelo porte populacional e inserção em região metropolitana são obrigados a elaborar um Plano de Mobilidade Urbana (PMU) até 2015. No entanto, a efetividade da política tem sido contestada principalmente a partir de medidas provisórias que estendem o prazo para a elaboração do PMU, com o intuito de garantir maior adesão dos municípios alvo à política. O artigo dedica-se à avaliação de variáveis determinantes para a adesão dos municípios à PNMU, verificada neste estudo por meio da elaboração do PMU. O agrupamento de variáveis permitiu a formulação de novos critérios para a determinação de municípios mais aptos a elaborarem o plano, com a finalidade de criar novos cenários e contribuir para o avanço da política e dos programas federais que apoiam a mobilidade urbana em cidades brasileiras.
The development of strategic transport infrastructure needs to be accompanied through dedicated processes, enabling both the discussion and sharing of the expected positive and negative impacts and externalities. According to the different scales of intervention, spatial strategies can assume different shapes and require the involvement of a different range of experts and stakeholders. The topic of involvement and long-lasting collaboration, in these cases, touches several dimensions: the actual physical and geographical distance between some of the actors; different cultural backgrounds and languages; the difficulty of reading outputs.
The study presents a Collaborative Assessment Workshop designed in order to allow different forms of interaction between the participating actors and enabling them to contributing referring to both their knowledge as local stakeholders and experts’ skills. The first step of the assessment is structured through an approach integrating Analytic Network Process (ANP) and Interactive Visualization Tool (InViTo) in order to create a shared basis for generating discussion. The second step is constituted by a Collaborative Assessment assuming the perspective of strategy design processes as peer learning practice. The Collaborative Assessment Workshop aims at identifying a shared spatial and infrastructural development strategy for the regions connected through the railway Corridor 24 Genoa-Rotterdam.
The relationship between urban development and transport is not simple and one way but complex and two way and is closely linked to other urban processes, such as macroeconomic development, interregional migration, demography, household formation, and technological innovation. In this chapter, one segment of this complex relationship is discussed: the two-way interaction between urban land use and transport within urban regions. The chapter looks at integrated models of urban land use and transport, i.e., models that explicitly model the two-way interaction between land use and transport to forecast the likely impacts of land use and transport policies for decision support in urban planning. The discussion starts with a review of the main theories of land-use transport interaction from transport planning, urban economics, and social geography. It then gives a brief overview of selected current operational urban models, thereby distinguishing between spatial-interaction location models and accessibility-based location models, and discusses their advantages and problems. Next, it reports on two important current debates about model design: are equilibrium models or dynamic models preferable, and what is the most appropriate level of spatial resolution and substantive disaggregation? This chapter closes with a reflection of new challenges for integrated urban models likely to come up in the future.
Analyzing the impact of mixed land use on pattern citizens' shopping travels (case study: Narmak and Tehranpars neighborhoods)
Resumen : La movilidad, motor de crecimiento económico y de expansión urbana, ha devenido desde hace más de medio siglo en un obstáculo al desarrollo sostenible y la calidad de vida en las ciudades. No es un fenómeno nuevo, pero continúa siendo el modelo de movilidad vigente, el cual se caracteriza por el crecimiento individual y global de los viajes, el aumento de las distancias recorridas y la dependencia del vehículo privado para uso individual. La movilidad en modos motorizados por carretera es uno de los principales factores generadores de externalidades para la sociedad y el entorno en la actualidad, destacando algunos de especial trascendencia global como el cambio climático. La congestión es otro efecto pernicioso derivado de este patrón de movilidad urbana, que además agrava el resto de costes externos. La movilidad recurrente por motivo trabajo encarna este modelo insostenible, a causa de sus particulares características (recurrencia diaria, concentración horaria, fragmentación espacial de usos residenciales y de actividad económica...) y la Comunidad de Madrid es un caso paradigmático que lo ilustra con perfección. Como reacción, planteamientos y directrices que tampoco resultan novedosos: una decidida estrategia de movilidad urbana sostenible, amplia en propuestas, pero con un pilar de acción ineludible: el reequilibrio espacial de los usos urbanos, a través de la planificación integrada del territorio. En la Comunidad de Madrid está prácticamente todo por hacer en este sentido; comenzando por un giro total del modelo de planificación territorial, de competencia autonómica, según el ordenamiento constitucional español. Palabras clave: movilidad urbana, movilidad al trabajo, movilidad sostenible, congestión, externalidades, planificación integrada, usos del suelo, estructura urbana.
Lernziele Modelle sind in der Raumplanung von zentraler Bedeutung: Als theoretische Abbil-der der Wirklichkeit sind sie überall dort unentbehrlich, wo ein Experimentieren mit der Realität zu teuer oder unmöglich ist. Besonders in einer Zeit, in der die Raum-planung auf langfristige Entwicklungen wie Bevölkerungsrückgang, Alterung, Klima-wandel und Energieverknappung reagieren muss, sind wissenschaftlich begründete, politisch vermittelbare Methoden der Zukunftserkundung unabdingbar. In der Veran-staltung soll ein Überblick über den internationalen Stand von Modellen in der Raumplanung gegeben werden und das Potential solcher Modelle am Beispiel kon-kreter Anwendungen diskutiert werden. Folgende Lernziele sollen erreicht werden: -Kennenlernen der wichtigsten Theorieansätze und Methoden zur Modellierung der Raumentwicklung und der Wirkungen von Maßnahmen zu ihrer Steuerung, -Kennenlernen ausgewählter vorhandener Modelle in der Raumplanung und ihrer Ergebnisse anhand von Praxisbeispielen, -Kennenlernen der zur Entwicklung und Anwendung von Modellen in der Raumpla-nung erforderlichen Fähigkeiten und Voraussetzungen. Lerninhalte Die Veranstaltung geht von den im Fach "Theorien und Modelle der Raumentwick-lung" behandelten Theorieansätzen aus. Im Wintersemester 2008/2009 werden Mo-delle zur Beschreibung und Erklärung der Raumentwicklung behandelt, in denen ganze Regionen oder Teilgebiete innerhalb einer Stadtregion betrachtet werden: -Regionalentwicklung: Modelle der regionalen Wirtschaftsentwicklung, regionale In-put-Output-Modelle, räumliche Diffusionsmodelle, Erreichbarkeitsmodelle, Bevöl-kerungsprognosemodelle, Wanderungsmodelle. -Stadtentwicklung: Modelle der Entwicklung von Städtesystemen (Metropolen, Zentrale Orte, Polyzentralität), Phasenmodell der Stadtentwicklung (Erreichbarkeit, Dichte, Flächenverbrauch), integrierte Modelle der räumlichen Stadtentwicklung (Flächennutzung, Verkehr). Hinweise Die Veranstaltung ist der erste Teil eines zweisemestrigen Veranstaltungszyklus im Fach Systemtheorie und Systemtechnik in der Raumplanung. Beide Teile zusam-men decken die Inhalte des Prüfstoffkomplexes S+S III ab. Im Sommersemester 2009 werden Mikroansätze behandelt, mit denen das Verhalten einzelner Akteure (Unternehmen und Haushalte) modelliert wird.
Urban quality of life is a notion that has been discussed recently in various studies as a response to many problems facing the new towns all over the world as well as in Egypt. The purpose of this paper is to decompose the term urban quality of life into other more precise terms such as quality, quality of life and urban/urban planning. The paper also aims to address the notion of sustainable development and tries to understand its relationship with the notion of quality of life. Further, it deduces urban quality of life definition and dimensions. On the other hand this paper discusses contemporary urban planning theories and approaches raised in the late of twentieth century in order to provide a high and sustainable quality of life and protect the natural environment. Finally, a matrix concluding the relationship between the principles of these contemporary urban planning theories and approaches and urban quality of life dimensions is developed, in order to achieve a set of principles that address environmental, physical, mobility, social, psychological, economical and political concerns called urban quality of life principles. These principles represent a guide useful for participants of the design process and for policy makers.
The concept of sustainable development has led to a paradigm shift in urban planning in European cities. In recent years air pollution, traffic noise and loss of open space and more recently energy scarcity and climate change have become leading issues of urban planning. This paper looks into the achievements and challenges of transport and land use planning in European cities today. It starts with an overview on current policies at the European level to promote a better integration of transport and land use planning in European cities, summarises the results of studies on integrated transport and land-use strategies and presents examples of successful best practice in this field in European cities. To demonstrate the magnitude of the challenge, it presents results of the EU project STEPs (Scenarios for the Transport System and Energy Supply and their Potential Effects), which examined the impact of different scenarios of fuel price increases, resulting market responses and different combinations of transport and land use policies on regional economic development, travel patterns and the environment in metropolitan areas using several European and urban/regional simulation models.
Core participants Lena Neij (Prof, International Institute for Industrial Environmental Economics, IIIEE) PhD student (IIIEE; 50%; app. 2 years) Eva Ericsson (Ass. Prof, Traffic Planning, Department of Technology and Society) Annika Nilsson (Ass. Prof., Faculty of Law) PhD student (Faculty of Law; 50%; app. 2 years) Lars-Olof Olander (Prof., Department of Social and Economic Geography) Karl-Johan Lundquist (Ass. Prof., Department of Social and Economic Geography) Summary The objective of this work package (WP2) is to analyse urban and regional planning and changes in infrastructure as a mean for reducing CO 2 emissions; the knowledge gained will be used to create tools, instruments and recommendations that supports the implementation of LETS and more sustain-able planning. Three research areas will be approached: (1) Regional and local planning -Transport, mobility and accessibility -The focus will be on analysing different factors in the built-up environ-ment and the transport system which promote accessibility to functions and activities while keeping a low mobility. (2) Planning Tools for reducing energy demand in the Built Environment -The objec-tive here is to analyze potential development and combinations of legal instruments and complemen-tary local and regional tools targeting energy use in the built environment. (3) Industrial and re-gional development -structural change and climate constraints-The focus is on how radical changes may affect competitiveness of various industries, structural change and regional development: possi-ble corporate adjustments and regional policy change will be evaluated. The research approach of WP2 will also aim at finding efficient methods for researcher-practitioner dialogue to improve and engage local actor participation in the process mitigating and adapting of climate change.
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