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Abstract
For the most important periods in its 100-year history, Canberra, Australia, has been planned around the car, with eliminating traffic congestion the number one planning goal. During the last decade, this vision of Canberra has been increasingly questioned, with both Territory and Commonwealth planning bodies advocating a more ‘transit-oriented’ urban form. Trends in transport usage rates and mode shares have not, however, followed the new planning directions: the car remains dominant, while public transport usage rates remain much lower than those achieved in Canberra in past decades.
... The proposal centered on Capital Hill and was planned around three main axes: the first is the main axis from south to north, with the central triangular section of this axis as the center of the city, around which are arranged political, cultural, and artistic national buildings; the second is east-west through the Griffin Lake visual axis, with the western side of the Black Mountain as the opposite view; the third is the axis from Capital Hill to the city's commercial and service centers, forming a visual corridor. The third axis is the visual corridor from Capital Hill to the city's commercial and service centers, which also serves as one of the city's main transportation routes [17,18]. The scheme was influenced by the Washington planning, the 'city beautification movement', and the 'idyllic city', and used the topography to set up urban axes, with a network of polygons and radial roads to form a coherent whole. ...
In recent years, the development of urbanization in China has entered a new stage with “quality” as its core. In the process of sustainable urban development, urban planning and construction relics are precious historical warnings and educational resources, and in the stage of accelerated urbanization, social transformation, and industrial upgrading, urban sites face severe pressure and challenges for conservation. This paper presents a summary analysis of various international charters concerning historical and cultural heritage in recent times, and analyzes the urban spatial structure, urban functional zoning, and the differences and evolutionary characteristics of urban construction sites between the pseudo-Manchukuo Xinjing plan and other regions of the world in the same period from a global perspective. The city of Changchun is also used as an example to systematically analyze the existing relics in Changchun using a historical-geographical perspective and spatial analysis methods. The results show that, firstly, the conservation objects of Chinese relics are being enriched and the scope of protection is being expanded, but that there is a lack of protection and utilization of urban heritage and its surrounding environment. Secondly, that the road network system and spatial structure of the pseudo-Manchukuo Xinjing city planning are basically preserved, that the urban green space and functional zoning have been changed, and that the architectural relics show a spatial distribution trend of north-north-east. Thirdly, that the urban functional zoning has been used to construct an urban relics protection area in which three suggestions for the protection of urban relics have been put forward: to establish a holistic protection system for urban planning functional areas; to establish a “district-axis-point” trinity protection model to promote the effective function recovery of urban planning and construction functional areas; and to continue the effective functions of the city. This provides reference for the study of modern urban planning ideas and solutions for current sustainable urban development, upgrading of public service facilities, and green low-carbon urban transformation.
... Despite of these results, there is an ongoing debate on whether hard policies alone lead to reduced car use (Stopher, 2004), and on whether soft policies have a direct effect on reduced car use (Möser & Bamberg, 2008). In parallel to this, there are many promising TDM policy interventions, especially soft policies, applied both in small and large scale cases with successful results, mostly in the developed world (Mees, 2014;Richter et al., 2010). Therefore, it is believed that TDM policies offer noteworthy potentials (Bueno, Gomez, Peters, & Vassallo, 2017;Petrunoff, Wen, & Rissel, 2016). ...
Designed as an 'ideal city' and emblem of the nation, Canberra has long been a source of ambivalence for many Australians. In this charming and concise book, Nicholas Brown challenges these ideas and looks beyond the clichés to illuminate the unique, layered and often colourful history of Australia's capital. Brown covers Canberra's selection as the site of the national capital, the turbulent path of Walter Burley Griffin's plan for the city and the many phases of its construction. He surveys citizens' diverse experiences of the city, the impact of the Second World War on Canberra's growth and explores the city's political history with insight and wit. A History of Canberra is informed by the interplay of three themes central to Canberra's identity: government, community and environment. Canberra's distinctive social and cultural history as a centre for the public service and national institutions is vividly rendered.
The objective of current paper is to provide an impressionistic overview of 19 papers, taken from academic journals, that narrate histories of urban transport, and to consider how insights from this overview might be used in the construction of narratives of future urban transport. The selected papers provide narratives of specific cities as well as those of urban transport developments on broader scales (i.e. national and continental), and put particular emphasis upon changes in the transport system in the 1960s and 1970s, which was a period of great transition both in urban transport and in the wider economy more generally. Given the widely different geo-political trajectories of different world regions in this period, narratives are restricted to the (relatively homogenous) ‘western democracies’, covering (most of) Western Europe, North America and Australia. A distinction is made between the historical aspects of the papers (the events that are recounted by the narratives) and their historiographical aspects (how the histories are written). The paper concludes that it is the former that are more controversial when being used to help think about the future, and suggests that transport futures thinking can be enhanced by seeing the analogies between changes in the transport system in the 1960s/70s and potential changes in a future transition period associated with the ‘end of neoliberalism’.
Bus rapid transit (BRT) is increasingly advocated as a lower-cost, more flexible alternative to urban rail, with Ottawa hailed as the pre-eminent BRT success story. However, there has been little detailed analysis of the effectiveness of Ottawa's BRT system in bringing about a mode shift away from the car. This article seeks to address this deficiency by analysing the performance of the city's public transport and the role of BRT in this performance. We conclude that public transport in Ottawa can indeed be considered successful, but that BRT is not the main reason for this success. The cause was rather an integrated package of policies introduced in the 1970s, which changed the relative convenience of car and public transport travel. These policies, rather than the precise technology used for the trunk section of the public tranport system, should be the focus of planning for reduced automobile dependence.
Canberra will in a few years reach the limits of sensible urbanisation within the ACT. Urban policy for Canberra over the last two decades has taken on the perspectives of a city-state, not interested in the prospect of urban life beyond its walls. This might explain why ACT planners and administrators have embraced the urban consolidation fad so avidly as to foster a huge oversupply of medium-density dwellings against strong community resistance.
a b s t r a c t Public transport faces an increasingly intense conflict between patronage goals and coverage goals. Broadly speaking, patronage goals seek to maximize patronage of all types, while coverage goals lead to the provision of service despite low patronage – to achieve social inclusion objectives for example. The conflict between these goals follows inevitably from the underlying structure of the public transport product, including both its costs and geometry. The tradeoff between patronage and coverage is the type of value-judgment that elected officials are paid to make. The paper presents a means of quantifying the tradeoff, to facilitate public discussion and decisions on how to balance these priorities. These strategies are designed to ensure that the decision about how to balance social versus patronage goals is made consciously rather than inadvertently, with a clear understanding of the consequences of the choice.
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