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Reducing automobile dependence
... The transit leverage effect is another benefit of transit in addition to energy consumption efficiency per passenger-kilometres than private cars. One passenger kilometre travelled (PKT) increase in public transport does not necessarily result in one vehicle kilometre travelled (VKT) decrease in private car travel per capita; rather, it decreases multiple VKT of private cars (Neff, 1996;Newman andKenworthy, 1999, 2015;Holtzclaw, 2017) (Dhar and Shukla, 2015;Kenworthy, 2018). Transit usage has some leverages that avoid ridership, which is otherwise travelled by private car riders. ...
... Trip chaining is another advantage of public transit. By trip chaining, a series of activities can be completed by one trip in public transit; however, it may take several private car trips to complete the series of activities (Newman, 2017;Kenworthy, 2018). The factor that indicates the kilometres (or miles) of the private car per capita is replaced by one passenger kilometre (or mile) transit is called transit leverage (Holtzclaw, 2017). ...
... The author also compared Walnut Creek to Danville-San Ramon city in 1991 and found transit leverage of 4. The difference between these two transit leverages between these two time periods was considered due to higher calculated VMT in Walnut Creek in the new study. Similarly, Newman (2017) concluded that usage of 1 km of public passenger transport can replace between 3 km to 7 km of car travel. The transit leverage by this author is between 3 and 7. ...
... Of course, the literature surveyed in the preparation of this paper proposes many examples of less dramatic actions. There are efficient policy options to reduce car use in cities (see, e.g., Pucher 1998, Newman 1996, and Newman and Kenworthy 1996 and to explore the potential of combining direct and indirect (fiscal) regulations with improved public transport (e.g., Kenworthy & Laube 1996, Newman 1996, Hall 1994and Hensher 1993. Often, such policies are implemented locally and on a basis of perceived local crises of transport and/or environment (Bratzel 1999). ...
... Of course, the literature surveyed in the preparation of this paper proposes many examples of less dramatic actions. There are efficient policy options to reduce car use in cities (see, e.g., Pucher 1998, Newman 1996, and Newman and Kenworthy 1996 and to explore the potential of combining direct and indirect (fiscal) regulations with improved public transport (e.g., Kenworthy & Laube 1996, Newman 1996, Hall 1994and Hensher 1993. Often, such policies are implemented locally and on a basis of perceived local crises of transport and/or environment (Bratzel 1999). ...
... However, many if not most authors argue a broader and more complex approach (see, e.g., Wootton 1999, Dutton 1998, Pucher 1998and Kay 1997. It should be noted that there are examples of successful policies (e.g., Pucher 1998, Newman 1996, and perhaps even more important, that there are considerable countrywise and citywise differences in mobility and mobility regimes (Newman & Kenworthy 1996, Newman 1996. Dunn (1981) contrasts US and European transport policy and concludes that there are three crucial differences: • the nature of the priorities given to certain transportation modes, • the scope accorded to market processes in the transportation sector, • the ends and means of authority exercised in that sector. ...
... Cities are moving away from a car-centric urban planning paradigm [1] towards more liveability. The urban fabric, the material reality created by certain urban lifestyles and functions [1], shall be transformed towards walkable inner city areas. ...
... Cities are moving away from a car-centric urban planning paradigm [1] towards more liveability. The urban fabric, the material reality created by certain urban lifestyles and functions [1], shall be transformed towards walkable inner city areas. These are characterized by a high density of people, social and economic activities, a variety of functions, short distances, high accessibility [1,2], a special urban quality [3] and principles of human dimension [2]. ...
... The urban fabric, the material reality created by certain urban lifestyles and functions [1], shall be transformed towards walkable inner city areas. These are characterized by a high density of people, social and economic activities, a variety of functions, short distances, high accessibility [1,2], a special urban quality [3] and principles of human dimension [2]. ...
Global urbanization processes expedite a growing demand for more sustainability and higher liveability in cities. New logistic concepts like cargo bike schemes can be a vital means towards this goal. In this respect, both logistics planning and urban planning need to address several aspects of the urban fabric, but show a lack of holistic planning tools. We develop a conceptual framework that combines planning objects and planning scales of logistics planning with urban planning. We demonstrate the application of the framework for the theoretical deployment of an urban transhipment facility (UTF). Drawing upon interdisciplinary expertise from urban logistics, urbanism, sociology and psychology, several interdependencies of an UTF implementation with the urban fabric become apparent. Regarding this, several practical recommendations for the use case can be derived. In general, we recommend the application of the framework as a guideline for urban and urban logistics planning purposes to practitioners and encourage scientists to further develop and enrich the framework.
... Many cities with high levels of automobile ownership including Zurich, Copenhagen, and Freiburg in Europe, and Portland in the United States, have curbed automobile dependence by controlling automobile use. On the other hand, automobile dependence is not controlled in Los Angeles, where in fact individual mobility is fostered, inevitably resulting in the increased use of private automobiles (Newman 1996). ...
... Cities are places where contemporary social processes including polarization between "haves" and "have-nots" are concentrated; growing cultural diversity leads to a changing understanding of community. Globally, urban landscapes are undergoing changes at an unprecedented pace reflected in both the urban form and spatial range of new landscapes (Conzen et al. 2012), with contemporary urban landscapes becoming increasingly fragmented, and new urban forms including "mutant" forms such as highly car-dependent edge cities (Newman 1996) and "privatopias," while a crisis of sustainability led to the emergence of a consciousness about the need of a sustainable development (Dear 2005). Though each city is a unique place, cities are increasingly integrated into the international urban system via globalization, although not all cities are impacted to the same degree. ...
... There are huge health, social, and environmental costs directly or indirectly generated by motor vehicles borne mostly by those people not using them, such as pedestrians or cyclists who are most often killed or injured, children being particularly vulnerable. People die or are seriously injured and permanently handicapped every year from traffic accidents (Newman 1996). Low-income groups are also vulnerable because they walk or bicycle most often. ...
Urban form is the physical organization of urban areas. Urban form is measured by residential and employment densities, activity distribution, degree of mixed use, centralization, and urban design. Various factors influence urban form. The US urban form is compared with that in Europe. Due to different historical development, the US metropolitan form is characterized by low development densities, dispersed population and employment, and a larger role for the private car. European metropolitan areas have higher densities and more centralized land-use patterns with lower car use and stronger land-use controls, which preserve compact urban form; with urban development occurring in rail corridors while in the United States suburban development reinforces vehicle dependence, leading to the inefficient use of scarce urban space. Planning in Europe and the United States, and land-use development tools are reviewed.
... These levels are nowhere near the car ownership levels found in cities in more developed countries. For example, in 2005For example, in -2006, cities in the US averaged 640 cars per 1,000 persons, Australian cities 647, Canadian cities 522, and European cities 463 per 1,000 persons (Newman & Kenworthy, 2015). Thus, Chinese provinces and cities, even during what could be called a rampant period of motorization, had by 2015 not even come close to car ownership rates in more automobile dependent regions, and were even less nationally than in some significantly less developed countries. ...
... It is set out showing how the decline is not caused by a decline in economic growth; on the contrary car use has declined during a period of substantial economic growth in Beijing. This is 'peak car' as seen in most developed cities and now clearly evident in Beijing, though a little delayed from the peak around 2004 in US and Australian cities (Newman & Kenworthy, 2015). ...
... The spatial distribution of the population plays an important role in per capita car use (Headicar, 2013). Usually the outer suburbs have much higher car use than the inner and central areas (Newman & Kenworthy, 2015). In Figure 7 the central city has remained static in population over the past decades but the inner and outer areas have both grown substantially. ...
Peak car has happened in most developed cities, but for the 1.5 °C agenda the world also needs emerging cities to go through this transition. Data on Beijing shows that it has reached peak car over the past decade. Evidence is provided for peak car in Beijing from traffic supply (freeway length per capita and parking bays per private car) and traffic demand (private car ownership, automobile modal split, and Vehicle Kilometres Travelled per capita). Most importantly the data show Beijing has reduced car use absolutely whilst its GDP has continued to grow. Significant growth in electric vehicles and bikes is also happening. Beijing’s transition is explained in terms of changing government policies and emerging cultural trends, with a focus on urban fabrics theory. The implications for other emerging cities are developed out of this case study. Beijing’s on-going issues with the car and oil will remain a challenge but the first important transition is well underway.
... As the White Paper demonstrates, many of the solutions to implement more sustainable urban transport systems are embedded in infrastructure (re-)designs and space (re-)allocation, an insight that has also been highlighted in other geographical and cultural contexts (Newman and Kenworthy 2015;Vasconcellos 2001). ...
... Urban public space is contested space, and its transformation involves issues of privatisation, commercialisation and securitisation (Bodnar 2015). Transport infrastructure may even represent the most contested public space, including roads, parking, sidewalks, tram tracks and bicycle lanes (Hutton 2013;Newman and Kenworthy 2015;Pucher and Buehler 2012;Vasconcellos 2001). Evidence suggests that different transport modes are favoured or disadvantaged in terms of space allocation and access (Newman and Kenworthy 2015;Pucher and Buehler 2012). ...
... Transport infrastructure may even represent the most contested public space, including roads, parking, sidewalks, tram tracks and bicycle lanes (Hutton 2013;Newman and Kenworthy 2015;Pucher and Buehler 2012;Vasconcellos 2001). Evidence suggests that different transport modes are favoured or disadvantaged in terms of space allocation and access (Newman and Kenworthy 2015;Pucher and Buehler 2012). Yet, historically, space allocation to different transport modes in cities has varied over time, mirroring changing ideals of city planning and design (Hall 2014). ...
In many cities of the world, road space is increasingly contested. Growing vehicle numbers, traffic calming and the development of new infrastructure for more sustainable transport modes such as bicycles have all contributed to pressure on available space and conflicts over the allocation of space. This paper provides the first assessment of urban transport infrastructure space distribution, distinguishing motorized individual transport, public transport, cycling and walking. To calculate area allocation, an assessment methodology was developed using high-resolution digital satellite images in combination with a geographical information system to derive area measurements. This methodology was applied to four distinctly different city quarters in Freiburg, Germany. Results indicate that space is unevenly distributed, with motorized individual transport being the favoured transport mode. Findings also show that if trip number to space allocation ratios are calculated, one of the most sustainable transport modes, the bicycle, is the most disadvantaged. This suggests that area allocation deserves greater attention in the planning and implementation of more sustainable urban transport designs.
... Nesse contexto, parte-se da premissa de que a concentração de pessoas e atividades diversificadas no entorno de serviços de transporte permite a convergência de demandas, maximizando a eficiência do sistema de transporte coletivo e reduzindo a necessidade de deslocamentos motorizados, em consonância com o conceito de desenvolvimento orientado do transporte públicotransit-oriented development -TOD (Newman, 1996;Lund, Cervero, Wilson, 2004;Petersen, 2004;Jabareen, 2006;Litman, 2008). ...
... Assim, a definição dessas categorias de análise fundamentaram-se no conceito de desenvolvimento orientado do transporte público (TOD) ao considerar que a concentração de pessoas e diversidade de usos são relevantes para garantir a eficiência do sistema de transporte coletivo concentrando demanda e oferta de serviços no mesmo local. Portanto, foram definidas a categoria 1, que se dedica a observação do zoneamento, enquanto previsão legal e planejamento, considerando como esse instrumento incentiva o não a diversidade, a observação da real diversidade de usos (categoria 2), demografiadensidade (categoria 3) e circulação de ônibuspólo gerador de tráfego (categoria 4) como elementos a serem verificados in loco para a elaboração de análises e conclusões (Newman, 1996;Lund, Cervero, Wilson, 2004;Petersen, 2004;Jabareen, 2006;Litman, 2008). Os resultados obtidos são apresentados na Tabela 02. ...
Esse artigo, decorrente de uma pesquisa mais abrangente, tem por objetivo analisar como se apresentam os padrões de desenho urbano nas adjacências de terminais do sistema BRT, considerando que estes equipamentos podem influenciar o seu entorno imediato, evidenciando distintos padrões de ocupação em relação a sua localização na estrutura urbana. Seguindo procedimentos metodológicos de múltiplas técnicas, a análise volta-se à cidade de Curitiba (Brasil) no entorno de terminais localizados na área central, comparativamente àqueles situados em zonas periféricas, considerados vetores de expansão urbana e metropolitana. Os resultados obtidos evidenciam que, embora os terminais periféricos estudados encontrem-se em situações urbanísticas supostamente similares, o padrão de ocupação no seu entorno é distinto, evidenciando lógicas da produção do espaço na escala metropolitana, resultantes da complexidade do fenômeno urbano. O reconhecimento desses padrões no entorno de equipamentos de uso intensivo pode contribuir com o planejamento e gestão pública, otimizando recursos e a qualidade espacial.
This article, based on a more comprehensive research, aims to analyze how urban design patterns are presented in the environs of BRT terminals, considering that these equipments can influence their immediate surroundings, evidencing different occupancy patterns in relation to their urban structure. Following methodological procedures of multiple techniques, the analysis is done in the city of Curitiba (Brazil) nearby terminals located in the central area, compared to those located in peripheral zones, considered vectors of urban and metropolitan expansion. The results show that, although the peripheral terminals studied are located in supposedly similar urban situations, the pattern of occupation close by these terminals is distinct, evidencing logics of space production in the metropolitan scale, resulting from the complexity of the urban phenomenon. The recognition of these standards in the environment of intensive equipment can contribute to public planning and management, optimizing resources and spatial quality.
... The planning and implementation of efficient public transport requires a systems perspective, and local and regional transport and land use planning should be integrated so that planning at all levels strengthens the attractiveness of public transport and its long-term competitiveness vis-à-vis car traffic. This includes giving public transport priority compared to other transport modes on specific corridors (Nielsen et al. 2005;Newman & Kenworthy, 2015). ...
... Many cities and countries have now formulated policy goals regarding a shift from road traffic to trains, trams, and busses (Newman & Kenworthy, 2015). However, to implement the type of measures described above, and thereby create efficient public transport systems has proven difficult (Santos et al. 2010;Holmberg 2013, Dickinson andWretstrand 2015). ...
Creating efficient public transport systems that attract users is a
challenging task in contexts where the control of public transport is divided between various actors. Recent research on public transport has therefore seen increasing focus on issues like coordination, collaboration and steering in complex governance settings. However,
more is known about what needs to be done than how to implement the necessary changes. This paper presents a systematic literature review with a focus on developing the understanding on how to improve the conditions for public transport. The reviewed articles are analysed for increasing the understanding of the critical challenges in the planning and implementation of measures to increase public transport travel; the working practices for dealing with problems described in the literature; and the advantages and disadvantages of different working practices. Based on the analysis an analytical framework is developed that can be used to study and evaluate working practices for managing critical challenges. The framework consists of three interconnected factors (i) actors, (ii) institutions (laws and rules that govern the interaction of the actors), and (iii) work processes (phases in the interaction between the actors). Drawing on the results of the systematic review a number of key issues for establishing working practices for dealing with the challenges are emphasized for each of the factors.
... Genom att införa skatt på bränsle frigjordes resurser för att finansiera motorvägsutbyggnaden och tekniska innovationer gjorde inte bara bilen billigare och mer tillgänglig för den stora allmänheten utan gav också upphov till drömmar om oberoende och status, som tagit sig uttryck i filmgenrer som "road movies" och genom att skapa begär efter snabba lyxbilar med hög prestanda (Brown et al. 2009, Paterson 2007. Bilen kom att bli symbol för det "moderna" (Böhm et al. 2006, Newman & Kenworthy 2015. Böhm, John, Land och Paterson (2006) diskuterar i inledningen till antologin Against Automobility, att bilen representerar så mycket mer än ett fordon. ...
... Listan kan göras lång, men av ovan förda resonemang framgår det tämligen tydligt att bilens status och bilens roll i planeringen har varit och fortfarande är stark. Det är konsekvenserna med bilen i centrum och därmed en ohämmad stadsutbredning av urbana områden som är både energikrävande, bränsleberoende och innebär kostnader i termer av dagliga förflyttningar (Newman & Kenworthy 2015) för medborgare som måste transportera sig mellan olika målpunkter, som dagens planering försöker hantera och i vilken cykeln har kommit att framstå som ett attraktivt alternativ i planeringen för transporter i stadsmiljön. ...
Detta working paper jämför cykelplaneringen i fyra svenska städer: Malmö, Mölndal, Norrköping och Örebro. För att öka cykelns status i transporthierarkin behöver planeringsfrågor kopplade till cykel finnas med på strategisk nivå. Om cykelandelen ska höjas behöver den kommunala transportplaneringen ta höjd för den bredd av cyklister som ska samsas på den idag befintliga cykelinfrastrukturen, utrymme behöver överföras från den motoriserade trafiken till cykeln och resurser fördelas mer lika i planeringen av olika transportslag. Det har städer som Örebro och Malmö tagit fasta på men mer behöver göras.
... Eventually, convenient last mile transportation, mass production of automobiles, lowered prices, and more roads made cars the most dominant form of transportation in the United States and Europe (Fuller, 2008). Dependence and ownership of cars intensified after World War II, transforming cities through the physical spread of activities and the rise of urban suburbs (Newman P. , 1996). Urban researchers, authors, and progressive city managers later realised that cars and the highways they require resulted in traffic congestions, societal damage, and environmental pollution. ...
Nigerian cities are planned in a car-centric manner that prioritises private vehicle mobility and discourages walking with profound implications for citizens’ safety and wellbeing. The necessity placed on cars for convenient mobility excludes non-car owners from equitably accessing the city. To minimise this and other problems, this paper proposes the pedestrianisation of Abuja by designing walkable streets in selected areas of Wuse II District. A walkable street is one where walking is safe, pleasant, and encouraged through accessible pedestrian infrastructure and the relegation of extensive car traffic. The proposal draws global inspiration from the pedestrianisation of city-centres in Berlin, Copenhagen, and Venice; and regional inspiration from the observation of car-free days in Addis-Ababa, Kampala, and Kigali. Data from AGIS, Google Maps and Street View, and field observations were used to establish the existing physical form of the selected streets and adjacent buildings. New street design proposals were prepared using CAD software including AutoCAD, SketchUp, Lumion, and Photoshop. The design proposes complete streets with lighting and security systems, tactile paving, and landscape elements to improve security and inclusivity that is expected to lead to place attachment and reductions in (the fear of) crime. With reference to the eyes-on-the-street theory and scientifically established relationships between pedestrian density and on-street crime, this paper posits that the pedestrianisation of streets, as proposed by the walkable street design will potentially reduce urban crime in Abuja.
... Pada tahun 1960, VKT kota-kota Australia 'tumbuh sebesar 4,5 persen per tahun, sebesar 2,3 persen di tahun 1970 dan 1,2 persen pada 1980-an. (Newman, 1996) ...
Transportasi merupakan infrastruktur utama yang menjadi bagian penting dalam pemenuhan aktivitas manusia. Kota Bogor merupakan salah satu kota dengan jumlah kendaraan tinggi. Berdasarkan data dari dari badan pusat statistik, diketahui bahwa jumlah kendaraan bermotor di Kota Bogor pada tahun 2019 adalah berjumlah 480.100 kendaraan dan pertumbuhan kendaraan bermotor meningkat rata – rata sebesar 15%. Semakin berkembangnya pertumbuhan kendaraan di Kota Bogor akan semakin meningkatkan konsumsi bahan bakar minyak serta memberikan kontribusi terhadap pencemaran udara. Dalam mengantisipasi dampak buruk yang ditimbulkan, diperlukan suatu konsep pengembangan transportasi yaitu green transportation yang merupakan suatu konsep untuk mewujudkan transportasi ramah lingkungan dalam upaya memenuhi kebutuhan transportasi masyarakat. Tujuan penelitian ini adalah untuk mengkaji penerapan konsep pengembangan green transportation yang sesuai dalam pengembangan transportasi berkelanjutan di Kota Bogor. Dalam penulisan ini metode yang dilakukan adalah metode kualitatif, sedangkan untuk cara analisis yang akan dilakukan peneliti menggunakan suatu metode deskriptif komparatif, dimana dilakukan suatu kajian perbandingan literatur yang akan digunakan untuk melihat pengembangan konsep green transportation.Hasil yang didapatkan menunjukkanbahwa penerapan green transportation Kota Bogor masih belum dapat diterapkan dengan baik, karena kondisi transportasi di Kota Bogor belum memenuhi seluruh indikator dari green transportation.
... Sugere, portanto, certos conceitos de desenho sustentável, como o incentivo a deslocamentos a pé, alta densidade residencial, mistura de usos (residenciais, comerciais, institucionais, entre outros (Audirac;Shermyen, 1994;Nasar, 2003). Outro princípio aliado a esta corrente neotradicionalista consiste no trasit oriented development -TOD, que parte da premissa de que a concentração de pessoas e atividades diversificadas no entorno de serviços de transporte permite a convergência de demandas, maximizando a eficiência do sistema de transporte coletivo e reduzindo a necessidade de deslocamentos motorizados (Newman, 1996;Lund;Cervero;Wilson, 2004;Jabareen, 2006;Litman, 2016). Portanto, verifica-se que algumas questões são relevantes na prática do desenho urbano enquanto produção de espaços sustentáveis, como diversidade, usos mistos, densidade, entre outros. ...
Este projeto de pesquisa fundamenta-se na discussão da relação entre plano e projeto urbano, considerando o processo de construção do espaço a partir da concepção de Milton Santos. O objetivo central deste estudo consiste em avaliar como as diretrizes de planejamento influenciam o desenho urbano, partindo da hipótese de que há limitações no processo de planejamento que refletem práticas de desenho insustentáveis ao não considerar sua repercussão territorial. Assim, o aprofundamento desta discussão poderia evidenciar oportunidades de construção de espaços mais inclusivos e sustentáveis. Nesse sentido, a pesquisa volta-se a análise da cidade de Curitiba, Brasil, que teve seu planejamento fundamentado na relação entre uso do solo, sistema viário e transporte coletivo. Com base em estruturação metodológica de múltiplas técnicas, pretende-se obter como resultado uma síntese analítica, de modo a verificar a hipótese da pesquisa, contribuindo com o instrumental de planejamento e desenho urbano.
This research project is based on the discussion of the relationship between plan and urban project, considering the process of space construction from the conception of Milton Santos. The central objective of this study is to evaluate how planning guidelines influence urban design, based on the hypothesis that there are limitations in the planning process that reflect unsustainable design practices by not considering its territorial repercussion. Thus, the deepening of this discussion could highlight opportunities for building more inclusive and sustainable spaces. In this sense, the research returns to the analysis of the city of Curitiba, Brazil, whose planning was based on the relationship between land use, road system and collective transportation. Based on methodological structuring of multiple techniques, we intend to obtain as a result an analytical synthesis, in order to verify the hypothesis of the research, contributing with the instruments of urban planning and design.
... But the high rate of vehicle growth is not matched by adequate road construction, so that too many vehicles and inadequate roads cause congestion which is detrimental to society. Therefore, road construction or widening is needed in order to reduce congestion [1]. Construction or widening of the highway to reduce congestion requires careful planning and must be in accordance with needs. ...
span lang="EN-US">Indonesia is a country with a high population, especially in big cities. The road always crowded with various types of vehicles. Sometimes the growth of vehicles is not matched by road construction. During peak hours, too many vehicles can cause traffic jams on the road. The road is needed to be widened to accommodate the number of vehicles that pass each day. In order for road widening to be precise at locations that frequently occur in traffic jams, data on the number and classification of vehicles passing is required. Therefore, a system that can calculate and recognize the type of vehicle that passes is needed. The development of various studies on artificial intelligence especially about object detection can classify and calculate the type of vehicle. In this study, the authors used the you only look once (YOLO) object detection system using a convolution neural network (CNN) method to classify and count vehicles that pass automatically. The author uses a dataset of 600 images with 4 classes which are car, truck, bus, and motorbikes that pass through the road. The results showed that the YOLO object detection system can recognize objects consistently with accuracy more than 80% on CCTV video that installed on the road.</span
... O " TOD" , ao adensar e diversifi car o uso do solo, permite uma concentração das demandas e a maximização da efi ciência do transporte coletivo, reduzindo a necessidade de deslocamentos motorizados individuais ( Newman, 1996;Lund et al. 2004;Petersen, 2004;Cervero, 2005;Jabareen, 2006;Litman, 2008 ). Para maiores informações sobre o TOD, consultar os Capítulos 5, 8 e 9 deste livro. ...
Resumo Este capítulo busca caracterizar a mobilidade verde e sua importância dentro do desen-volvimento sustentável. Ressalta o papel da acessibilidade nas distintas escalas espaciais, na promoção de condições que favoreçam uma mobilidade verde, considerando uma abordagem não só local e restrita ao sistema viário, mas também mais abrangente e articulada a outros setores, como o de transportes e uso do solo. Caracteriza os limites da abordagem tradicional e apresenta propostas alternativas para o planejamento e a qualidade ambiental. Sugere alguns indicadores de mobilidade verde, com base na revisão bibliográfi ca, e possíveis relações com estratégias voltadas para a acessibilidade. Apresenta exemplos que prezam por uma mobilidade verde, realçando casos de sucesso adotados em alguns países. Palavras-chave : mobilidade verde , indicadores , indicadores de mobilidade verde , estratégias , acessibilidade , qualidade ambiental. 14.1. Caracterização da mobilidade verde A mobilidade verde representa o deslocamento através de meios de transporte e condi-ções operacionais ambientalmente corretos, com a utilização de energia limpa e redução da poluição atmosférica e sonora, com menor consumo energético e baixa emissão de gases de efeito estufa (GEE) (Porter et al ., 2013). O aumento signifi cativo da população mundial, que segundo Somik (2013) tende a dobrar entre 2000 e 2030, associado à concentração das pessoas nos grandes centros urbanos, vêm afetando os padrões atuais de mobilidade urbana com uma crescente taxa de motorização, principalmente através do transporte individual. Os impactos gerados atingem toda a população mundial e, segundo Drumm et al. (2014) , afetam não só a saúde humana, os ecossistemas, o clima e o patrimônio histórico cultural, como apresentam elevados custos sociais, econômicos e ambientais. Neste contexto, a mobilidade verde assume grande importância ao influenciar de maneira positiva a sustentabilidade do planeta, principalmente ao se destacar as consequências desastrosas da emissão de poluentes gerados a partir da queima de C0070.indd 289 C0070.indd 289
... Getting to work is an arduous task in most of Africa's cities as a result of the dysfunctional urban transport system. The cost of traffic congestion amount to billions of US dollars and cities with congestion problem lose investment to less congested areas (Newman 1996;Bamwesigye and Hlavackova 2019). ...
Africa is rapidly urbanizing and its population is growing exponentially. The United Nations has predicted Africa will have the fastest global population growth, with over half of its populace residing in urban areas by 2050. This is concerning given Africa's current infrastructural deficits which compromise liveability in these urban areas. Education, health, and transport are core areas of challenge in Africa and currently, no research is known to have analyzed if the infusion of smart city technology in these core areas will make a difference, a gap this paper fills. This work reviews the literature on smart city technology using Singapore as a model to make inferences and ascertain the adaptability of the technology to the African situation. It seeks to investigate the prospects of enhancing the aforementioned core areas of challenge using smart city technology and determine the prospects for Africa's development. Findings indicate Africa's current state of development is an advantage here as infusing core areas with digital technology would proactively help address Africa's urbanization challenges. African nations are encouraged to embrace digital technology to address core development issues while putting adequate measures in place to maintain the security and privacy of citizens.
... Leur approche est surtout spatiale (Héran, 2001) (Newman & Kenworthy, 1989b). (Newman & Kenworthy, 1989b) Le terme de dépendance a été ensuite souvent utilisé dans leurs publications (Newman, 1996;Newman et al., 1995;Newman & Kenworthy, 1996. Toutefois, cette notion, limitée aux espaces, reste vague (Héran, 2001) sans qu'elle soit centrale (Motte-Baumvol, 2006). ...
Le système des déplacements de personnes au Liban se caractérise par une triple crise de congestion, financement et durabilité. Cette crise se traduit par un système de transport non performant : niveau d’embouteillages élevé et récurrent et absence quasi-totale d’alternatives fiables à la voiture privée. L’objectif de cette thèse est d’éclairer le concept de dépendance automobile au prisme des pratiques de mobilité, des modalités de gouvernance du secteur de transport et des caractéristiques territoriales et socio-économiques au Liban. Elle vise à expliquer cette dépendance dans une approche systémique et elle propose des solutions pour la modérer. L’analyse systémique considère que la dépendance s’explique par l’interaction de plusieurs facteurs : l’organisation territoriale du pays, les facteurs socio-économiques et culturels, l’offre de transport et les modalités de la gouvernance du secteur de transport. Ensuite, la thèse explore les enjeux de la modération de la dépendance automobile. Il s’agit, tout d’abord, de mettre en exergue les coûts économiques, sociaux et environnementaux liés à l’utilisation excessive de la voiture. Enfin, les perspectives d’une possible modération de la dépendance automobile au Liban et ses orientations pratiques sont explorées.
... This section discusses these trends, shows how they have impacted urban mobility and compares them across our four important cities in emerging economies. Based on the published literature, the starting hypothesis is that mobility (especially personal mobility in private vehicles): (a) is linked to per-capita incomes [9][10][11][12], but maybe changing as cities adopt new priorities over the value of car use [16]; (b) is inversely related to density [13]; (c) can be reduced through the better design and increasing diversity of land use [14]; and (d) will increase if road space is increased as the major priority in managing such mobility [15;16]. Many developed cities, mostly in Europe, have reduced their dependence on cars through a package of complementary transport and land-use policies that have increased both the direct costs (vehicle registration taxes, green taxes) and indirect costs (slower speeds, less parking, congestion) of car use while improving the safety, convenience and feasibility of walking, cycling and public transport [17]. ...
The chapter explores the mobility trends from four cities of Beijing, Cape Town, Delhi and Sao Paulo and also examines how emerging technologies like shared and on-demand mobility and electric vehicles have fared in these cities
... Despite the ongoing debate on 'peak car' (Goodwin and Van Dender, 2013;Newman and Kenworthy, 2015), motorisation and car use are still increasing globally (Pojani and Stead, 2017), and passenger mobility in developed countries remains car dependent (Jeekel, 2013), although with considerable variation between spatial contexts. While much is made of the rise of alternative fuels and powertrains, most of the private motor vehicle fleet still consists of internal combustion engine technology running on fossil fuels -with e.g. ...
In high-motorisation, car-dependent countries, transport affordability is intimately linked to the price of oil derived motor fuels, which may become increasingly volatile in the future due to global oil price movements and environmental taxation. The negative impacts of fuel price spikes in terms of increased household expenditure and economic stress are unevenly spatially and socially distributed. Previous research has found that vulnerability to fuel price increases is higher in peripheral, peri-urban and rural areas, and that low income tends to be co-located with high car dependence and low vehicle fuel efficiency, with a compounding effect on vulnerability. The goal of this article is to test these hypotheses for England, providing new evidence on spatial patterns of vulnerability to fuel price increases at the small-area level. We propose a composite vulnerability indicator combining data on income, accessibility, vehicle inspection and vehicle registration for 2011. Within English city-regions, we find little evidence of the socially regressive patterns previously identified in the literature. This is explained by the persistent concentration of poverty in urban cores, as well as by the poor fuel economy of the vehicle fleet in wealthier areas, due to the prevalence of powerful vehicles there. On the other hand, our analysis suggests that the impacts of fuel price increases would be very unequal between city-regions, as the least sensitive metropolitan area (Greater London) is also characterised by high levels of adaptive capacity. We conclude by setting out an agenda for future research on spatial vulnerability to fuel price increases.
... Even though various systems of sustainable transportation indicators have been proposed in the literature, and despite differences among various authors, rail-based systems are typically considered more sustainable than wheel-based ones among public transit modalities (Hickman, 2016;Newman, 1996). The sustainability advantages of rail transportation in terms of sustainability are highlighted by indicators such as fossil fuel consumption, CO 2 , and other climate change and air pollutant emissions, noise pollution, traffic crash injuries and deaths, average commute travel time, service frequency, average speed, and the effects on traffic congestion (Knowles, 1992;Topalovic, Carter, Topalovic, & Krantzberg, 2012). ...
In addition to positive externalities, hallmark events can generate negative social and environmental effects, giving rise to significant sustainability issues. Thus, sustainability is often a necessary constraint to containing damage. The aim of this article is to investigate the existence and the extent of a positive reciprocal influence between event sustainability and sustainable transportation. On one hand, visitors using sustainable urban transportation can enhance events’ environmental and social sustainability, while on the other hand, sustainable events that urge attendees to use public transit can contribute to economic sustainability of a green means of transportation. A method to measure the extent of this positive mutual relationship has been proposed using the main hallmark events held in Perugia, Italy, and that city’s urban light rail transit (LRT) as a case study. Performing a statistical regression model, the additional LRT tickets sold due to these events are quantified, allowing us to estimate both the CO2 savings and the effect on the LRT costs and revenues. The results suggest that sustainability can be seen from a win–win perspective, demonstrating that sustainable events can offer a significant contribution towards the economic sustainability of transport modes with a low environmental and social impact.
... Thus, emerges the idea that energy does not regard only with the consumption-side, but it is a means to pursue the best urban living conditions, land use, and environmental protection and valorisation. An important contribution to the theme of energy integration in spatial planning is given by the authors Newman and Kenworty [40][41][42], which reinterpret the energy integration concept from the transport and mobility side. The work, published in a trilogy since the late 1980s, is the result of years of research in which was developed the "car-oriented city" concept as the generator of urban sprawl and energy waste. ...
The aim of the article is to analyse the evolution of spatial and energy planning integration, seen as a mean to foster local development, from the birth of the theme to the current prospects of shared sustainability and Decentralised Energy System (DES) solutions. The paper is a review of the evolution of the spatial and energy planning integration, exploring weaknesses and future opportunities. After an initial period of intense theoretical elaboration, the relationship between energy and city physical-functional organization and planning is still far from finding an implementation. The article explains this lack of integration through the analyses of significant steps in the last 50 years with the aim to outline current obstacles in achieving a more comprehensive vision of energy and spatial planning. The experiences selected highlight critical aspects concerning the trend towards the divergence of energy planning from systemic urban and spatial planning, also due to the low consideration of energy as a factor for local development. From the processes of decentralization and energy localism, some perspectives emerge which converge on the eco-energy district as a projection of the local energy community and which seem to enhance a more systemic and strategic dimension of planning.
... In the US, peak car was reached in June 2005 and by 2015 total vehicle-kms were down to 1994 levels. UK and Germany had their peaks in 2007, and Japan peaked as early as 1999 (Newman and Kenworthy, 2015). The cause of this phenomenon is not clear, but it is affecting rich and poor alike, and so far, it does not seem to be strongly linked to economic cycles. ...
The paper examines the possible future greenhouse gas impact of the unfolding mobility revolution, i.e. the advent of self-driving, electric and shared vehicles. It also surveys EU policy action in this area. The conclusion is that these new technologies can reduce overall greenhouse gas emissions but only if smart policies are implemented. Without vigorous intervention, transport activity and related GHG emissions may increase as a result of this revolution.
... In addition, Sydney city planners can also improve the friendly bicycle lanes separated from car driving lanes in CBD, and set up tailored bicycle sharing systems and parking bays combining with cell phone app, like Boris Bikes in Landon and Mobike in Shanghai, to solve the "last mile problem". There are signs that cities are moving towards the end of automobile dependence and Sydney must also invest towards backing this trend (Newman and Kenworthy, 2015). ...
Suburbs have naturally become a focal point of carbon mitigation for cities undergoing rapid suburbanization. This has created a debate over which urban form can more effectively lead to lower household carbon footprints (CF). Previous suburban-scale studies using economic input-output life cycle assessment with national average carbon intensities have demonstrated the mitigation potentials in households via urban planning. However, there is a need for suburban-scale multiregional input-output (MRIO) tables to model suburb-specific carbon intensities and thus to account for the heterogeneity of both production and consumption in different suburbs. This study explores the case of Sydney, Australia, and its many suburbs. The CF of households is broken down into 111 sectors and 248 spatial divisions of Greater Sydney by employing a suburban-scale MRIO model. The impact of domestic and overseas migration on household CFs is modelled during 2009–2010, and the CFs are allocated to different ethnic groups. The results suggest that residents in the densely populated city core have a comparable CF to residents living in outer city suburbs, thus contradicting previous studies supporting the notion that densely populated inner-city areas yield relatively lower CFs. The rapid growth of population increases household CFs in inner western suburbs. According to the study findings, the ongoing Sydney metropolitan development plan may therefore not be sufficient to provide a sustainable carbon emissions reduction strategy, if suburb density is increased without any constraints on resident consumption patterns. Urban planners need to consider policies to direct the investment brought by immigration towards a lower-carbon economy and infrastructure and also may take advantage of the sharing economy to change consumption behaviour.
... Data on travel mode choice for some specific high-income cities also reveal a decrease in the share of trips by car and an increase in the mode share of walking, bicycling, and public transport over the past two decades (Cervero, 1998;Newman & Kenworthy, 2015;UN Habitat, 2013). Vienna, Austria, for example, reduced car mode share by a third-13 percentage points-more than any other major city in Western Europe for which travel surveys are available over the past 25 years (see Figure 1). ...
Vienna, Austria reduced the car share of trips by a third between 1993 and 2014: from 40% to 27%. The key to Vienna's success has been a coordinated package of mutually reinforcing transport and land-use policies that have made car use slower, less convenient, and more costly, while improving conditions for walking, cycling, and public transport. During 32 in-person interviews in Vienna in May 2015, a wide range of politicians, transport planners, and academics almost unanimously identified the expansion of the U-Bahn (metro) and parking management as the most important policies accounting for the reduction in car mode share since 1993. Implementation of sustainable transport policies in Vienna has been a long-term, multi-staged process requiring compromises, political deals, and coalition-building among political parties and groups of stakeholders. This consensual approach to policy development has been time-consuming. Vienna has not been the first city to introduce any particular policy, but it has masterfully adopted successful policies from other cities. The continuity of social democratic governments in Vienna since 1945 has provided a crucial political basis for long-term implementation. The Greens have vigorously pushed for accelerating implementation of sustainable transport policies since becoming part of the ruling coalition government in 2010. The progressive political environment in Vienna has been essential to its increasingly sustainable transport system. Other major cities in Western Europe have also reduced the share of trips by car since 1990. Together with Vienna, they provide useful lessons for other cities throughout the world on how to reduce car dependence.
... After a long century of triumph, cars, finally and only recently, appear to have lost their unbeatable attraction for the urban dweller [15,23,20], as cities reach "the end of car dependence" [18]. This is achieved after decades of implementing modal shift strategies. ...
We present a structured discussion of the concept of driverless car as a major Ubicomp project, and particularly of its hypothetical integration into the fabric of city. The analytical framework is borrowed from the Transportation and Urban research domains, which provides us with a list of agreed-upon subject matters when accounting for car mobility in urban design. We pose concrete questions about each of these subjects as how self-driven personal vehicles could have a positive or negative impact on them. Out of the six discussed topics, this initial examination showed that driverless car could have a negative impact on five, suggesting smoke detected, and thus the need for broadening such inspections.
... Data on travel mode choice for some specific high-income cities also reveal a decrease in the share of trips by car and an increase in the mode share of walking, bicycling, and public transport over the past two decades (Cervero, 1998;Newman & Kenworthy, 2015;UN Habitat, 2013). Vienna, Austria, for example, reduced car mode share by a third-13 percentage points-more than any other major city in Western Europe for which travel surveys are available over the past 25 years (see Figure 1). ...
Vienna, Austria reduced the car share of trips by a third between 1993 and 2014: from 40% to 27%. The key to Vienna’s success has been a coordinated package of mutually reinforcing transport and land-use policies that have made car use slower, less convenient, and more costly, while improving conditions for walking, cycling, and public transport. During 32 in-person interviews in Vienna in May 2015, a wide range of politicians, transport planners, and academics almost unanimously identified the expansion of the U-Bahn (metro) and parking management as the most important policies accounting for the reduction in car mode share since 1993.
Implementation of sustainable transport policies in Vienna has been a long-term, multi-staged process requiring compromises, political deals, and coalition-building among political parties and groups of stakeholders. This consensual approach to policy development has been time-consuming. Vienna has not been the first city to introduce any particular policy, but it has masterfully adopted successful policies from other cities.
The continuity of Social Democratic governments in Vienna since 1945 has provided a crucial political basis for long-term implementation. The Greens have vigorously pushed for accelerating implementation of sustainable transport policies since becoming part of the ruling coalition government in 2010. The progressive political environment in Vienna has been essential to its increasingly sustainable transport system.
Other major cities in Western Europe have also reduced the share of trips by car since 1990. Together with Vienna, they provide useful lessons for other cities throughout the world on how to reduce car dependence.
... Data on travel mode choice for some specific high-income cities also reveal a decrease in the share of trips by car and an increase in the mode share of walking, bicycling, and public transport over the past two decades (Cervero, 1998;Newman & Kenworthy, 2015;UN Habitat, 2013). Vienna, Austria, for example, reduced car mode share by a third-13 percentage points-more than any other major city in Western Europe for which travel surveys are available over the past 25 years (see Figure 1). ...
Vienna, Austria reduced the car share of trips by a third between 1993 and 2014: from 40% to 27%. The key to Vienna's success has been a coordinated package of mutually reinforcing transport and land-use policies that have made car use slower, less convenient, and more costly, while improving conditions for walking, cycling, and public transport. During 32 in-person interviews in Vienna in May 2015, a wide range of politicians, transport planners, and academics almost unanimously identified the expansion of the U-Bahn (metro) and parking management as the most important policies accounting for the reduction in car mode share since 1993. Implementation of sustainable transport policies in Vienna has been a long-term, multi-staged process requiring compromises, political deals, and coalition-building among political parties and groups of stakeholders. This consensual approach to policy development has been time-consuming. Vienna has not been the first city to introduce any particular policy, but it has masterfully adopted successful policies from other cities. The continuity of social democratic governments in Vienna since 1945 has provided a crucial political basis for long-term implementation. The Greens have vigorously pushed for accelerating implementation of sustainable transport policies since becoming part of the ruling coalition government in 2010. The progressive political environment in Vienna has been essential to its increasingly sustainable transport system. Other major cities in Western Europe have also reduced the share of trips by car since 1990. Together with Vienna, they provide useful lessons for other cities throughout the world on how to reduce car dependence.
... Data on travel mode choice for some specific high-income cities also reveal a decrease in the share of trips by car and an increase in the mode share of walking, bicycling, and public transport over the past two decades (Cervero, 1998;Newman & Kenworthy, 2015;UN Habitat, 2013). Vienna, Austria, for example, reduced car mode share by a third-13 percentage points-more than any other major city in Western Europe for which travel surveys are available over the past 25 years (see Figure 1). ...
Vienna, Austria reduced the car share of trips by a third between 1993 and 2014: from 40% to 27%. The key to Vienna's success has been a coordinated package of mutually reinforcing transport and land-use policies that have made car use slower, less convenient, and more costly, while improving conditions for walking, cycling, and public transport. During 32 in-person interviews in Vienna in May 2015, a wide range of politicians, transport planners, and academics almost unanimously identified the expansion of the U-Bahn (metro) and parking management as the most important policies accounting for the reduction in car mode share since 1993.
Implementation of sustainable transport policies in Vienna has been a long-term, multi-staged process requiring compromises, political deals, and coalition-building among political parties and groups of stakeholders. This consensual approach to policy development has been time-consuming. Vienna has not been the first city to introduce any particular policy, but it has masterfully adopted successful policies from other cities.
The continuity of Social Democratic governments in Vienna since 1945 has provided a crucial political basis for long-term implementation. The Greens have vigorously pushed for accelerating implementation of sustainable transport policies since becoming part of the ruling coalition government in 2010. The progressive political environment in Vienna has been essential to its increasingly sustainable transport system.
Other major cities in Western Europe have also reduced the share of trips by car since 1990. Together with Vienna, they provide useful lessons for other cities throughout the world on how to reduce car dependence.
... The average New Yorker emits 7.1 tonnes of greenhouse gases, while the average American emits 24.5 tonnes (Owen 2009). Much research in this area has focused on the inverse relationship between density and fossil fuel use by transportation (Kenworthy 2006;Newman 1996 and. The basic finding of this research is that density reduces reliance on private automobile use and improves the effectiveness of public transit, which means less CO 2 emitted into the atmosphere. ...
We engage a tension in the urban environment literature that positions cities as both drivers of environmental destruction and loci of environmental protection. We argue that the traditional binary view of cities as either harmful or beneficial is too simplistic; we advance a more nuanced understanding of cities to study their internal and external metabolic effects in terms of carbon emissions from on-road transportation at the county-level across the continental United States between 2002-2007. First, utilizing satellite imagery from the National Land Cover Database, we create a novel measure of population density by quantifying the number of people per square mile of impervious surface area. Second, we develop a measure of metropolitan adjacency from the rural classifications datasets published by the USDA. In spatial regression models, we find that while higher density reduces emissions, counties that are geographically isolated from metropolitan areas actually have lower per capita emissions, all else equal. We elaborate on the conceptual, methodological, and practical implications of our study in the conclusion.
... tradition d'analyse empirique comparée, qui tente de situer la Chine dans un « modèle asiatique » aux contours flous mais prétendument vertueux en matière d'intégration (Newman, Kenworthy, 1989 ;Bertaud, 2007 ;Cervero, Murakami, 2009). Contrairement à Singapour (Yang, Lew, 2009) ou Hong Kong (Loo, Chen, Chan, 2010), le cas chinois ne se laisse pourtant pas appréhender facilement. ...
... Other factors include the natural setting (and its influence on the need for buildings to be heated or cooled and on the spatial distribution of production and residences) and the functional role or the historical context of the neighbourhood or city (especially in regard to what productive activities drove the city's development). The compactness of the city and the extent of a commitment to public transport over the last 50 years has a major influence on the extent of private automobile use and hence of average greenhouse gas emissions per personto the point where there can be a three-to five-fold difference in gasoline consumption per person between cities with comparable levels of affluence (Newman, 1996). But different cities and communities also react differently to the challenges they face. ...
This article compares and contrasts the environmental problems faced by low-middle- and high-income cities and what this implies for each in meeting the environmental goals of sustainable development. It reviews the evidence in regard to bow air, water and waste problems differ according to cities' average incomes. This shows that household and neighbourhood level problems such as indoor air pollution and inadequate provision for household water supplies, sanitation and waste removal are most severe in low-income cities, and that their burdens fall primarily on the urban poor. Affluent cities contribute much more to global stresses such as carbon emissions and aggregate waste generation, whose burdens fall far more widely and are more likely to affect future generations. The article also discusses other important influences on the severity of cities' environmental burdens-in particular intra-urban inequality and the quality of governance. The article ends with a discussion of whether the environmental interests of the currently deprived are complementary to or in conflict with those of future generations, and the potential role of an environmental justice framework in reconciling these interests.
El libro ofrece once perspectivas y experiencias sobre movilidad activa. Perspectivas que desde diferentes disciplinas ponen su atención en la salud pública, el medio ambiente, el diseño viario, la forma urbana, la gobernanza, la participación ciudadana, el urbanismo táctico, en nuevas fuentes de datos y en áreas urbanas históricas. Las experiencias traen estudios de caso apoyados en ciudades del ámbito nacional e internacional: Ámsterdam, Barcelona, Copenhague, Estocolmo, París, Pontevedra, San Sebastián, Sant Cugat del Vallès, Sevilla, Vic y Vitoria.
El presente trabajo pone de relieve los múltiples beneficios en torno a la movilidad a pie o en bici y aporta ideas de proyecto, estrategias y políticas para transitar de un modelo de movilidad motorizado privado hacia otro modelo de movilidad más sostenible.
La inauguración del túnel bajo la avenida Kennedy en octubre de 2017 en Santiago, transformó en vía expresa el último tramo de la autopista oriente-poniente de la ciudad que aún mantenía ciertas características de vía local. Con ello, se puso fin a la primera etapa de autopistas urbanas que entraron en funcionamiento hace ya 20 años y que han sido cuestionadas desde distintos frentes. Este trabajo busca profundizar en el análisis de los efectos (positivos y negativos) que la actual red de autopistas urbanas tiene en los barrios adyacentes, usando el marco teórico y metodológico de la sintaxis espacial.Para ello se analizaron las cuatro autopistas que penetran en el tejido urbano (Autopista Central, Costanera Norte, Acceso Sur a Santiago y Américo Vespucio), y tres escenarios: situación base, ciudad gratuita, y ciudad tarificada, considerando un buffer de 500 metros desde cada autopista para el análisis.Los resultados mostraron que la integración global o accesibilidad global de la red de calles, varió fuertemente en las cuatro autopistas analizadas, mientras que la integración local (accesibilidad a nivel de barrio) no muestra mayores cambios. Las variaciones a nivel global se explican por la forma en que fue intervenida la trama de calles vecinas a las autopistas: mientras en algunos casos se hizo un esfuerzo por generar continuidad entre ambos lados de la vía donde antes no la había (por ejemplo, Costanera Norte donde se construyeron nuevos puentes sobre el río Mapocho); en otros la intervención de las autopistas sobre la trama de calles tendió a dividir barrios que antes eran uno solo (por ejemplo Acceso Sur).Lo anterior muestra que los efectos negativos de las autopistas en los barrios pueden ser mitigados (en gran medida), con un adecuado diseño de las conexiones en sus bordes. Pasados 20 años desde la primera autopista urbana en Santiago, parece necesario que estas infraestructuras comiencen a ser evaluadas como proyectos urbanos con consecuencias en sus entornos.
This Little Book examines whether it is possible for cities to function in the future without cars. The book examines what is a car, what the car-system is and how it works, and whether it is possible to ensure that the uses and benefits of cars could be realised without millions of moving and parked cars and their associated infrastructures. It also presumes that any radical change in the system should not reduce human wellbeing.
The Book begins with briefly documenting the history of the car system and how it became central to most cities over the course of the last century. Following this it is shown how this system resulted in very significant personal, social, economic and environmental costs. It is then noted that there are many significant ‘cracks’ appearing in this system. One response to these is to ‘wedge’ them open through the worldwide development of car-free initiatives, which we briefly document. Many of them stemmed from the anti-car, anti-roads social movement as well as from major shifts in public policy. We consider whether a massive shift is occurring in the place of cars within the urban fabric. The paper ends with a sociotechnical re-engineering of Birmingham (UK) including designs for car-free areas near the city centre.
Different studies have estimated cities’ contribution to total greenhouse gas (GHG) emissions at between forty and seventy percent. According to the so-called Compact City Approach, high density and centrality should lead to low GHG. This study compares the effect of the urban density and spatial structure (monocentrism, polycentrism, and dispersion) of the main U.S. cities on their greenhouse gas emissions from mobility and housing. The estimated models include control variables in order to improve the statistical adjustment, these variables are grouped into three categories: basic controls as temperature and Gross Domestic Product (GDP); historical-demographic controls since 1900; and geographic-urban planning controls. The results detect an environmentally positive effect, albeit a moderate one, associated with monocentric and polycentric spatial structures as compared to dispersed structures. Within the tradition of urban planning, these results can be used as an argument to stop the dispersed decentralization of cities. However, the efficacy of some policies encouraging density should be accompanied by specific policies which increase the energy efficiency of housing and promote the use of public transport.
Urban mobility is in transformation. Examples of drivers underpinning this ongoing transformation are need for sustainable and clean solutions, urbanization, health concerns, growth of e-commerce, new types of vehicles, digitalization, sharing economy, exploitation of big data, artificial intelligence induced disruptions, etc. Overall, the current trends place high demands regarding introduction of new and changed mobility solutions that are embracing novel technologies and adequate (public) planning and management of those.
Adequate public planning includes the introduction - and regulatory implications – of new types of business models (generically often coined as “mobility as service” etc.). With new solutions, the efficiency and interplay of the transportation technologies may be improved but for a realized impact it is generally required that this be combined with behavioural change. Given the complexity of the area, a systemic approach is required including cross-disciplinary and cross-sectorial facilitation.
One key component to handle the ongoing transformation is to educate, upskill and empower stakeholders including present and future professionals and citizens. This, in turn, imposes challenges for the existing educational bodies, public authorities in terms of both meeting volume and content demands. This may include adjusting education policy frameworks, educational formats, methods and scope, qualification frameworks, stakeholder engagement processes by challenging the present structure in terms of disciplines and traditions. Anticipating future educational needs based on labor market needs is about responding to structural changes in demand for labor and of competence structures with agile training solutions. Given the complexity of urban spaces, the identification of skill gaps and corresponding actions require a close and continuous alignment of needs, objectives and efforts of all key actors in the field or urban mobility: educational institutions, municipalities, transport service providers, industry, legislators and the community.
The authors propose to a set of critical skills for future urban mobility taken into consideration the emergence of civic laboratories that reinventing the cities from bottom up through open data and open source platforms.
Public transport in low-income Asian (LIA) cities is often of poor quality, fails to meet people’s needs, generates high GHG emissions and worsens social exclusion. After bus rapid transit (BRT) projects were successful in Bogota and Curitibá, LIA countries promoted BRT in their large- to medium-sized cities. However, the political and institutional structure distinctive to LIA cities makes it challenging to implement BRT projects. This chapter presents the complexities of urban transport in LIA cities and explains why multi-level governance (MLG) is needed to analyse the complexities of BRT policies and projects in Indonesia.
Walkability is not a hot topic in car-choked African megacities. However, the ever-rising dependence on cars that continues to turn cities like Addis Abeba into gridlocked nightmares could be spurring a rethink among city officials and transportation planners.
Addis Abeba’s first ever car-free day and call for more public spaces by Deputy Mayor Takele Uma mark a watershed moment in a revolution that may transform not just the transport sector but the city itself.
Addis Abeba’s nascent yet burgeoning mass transit is giving envy to many cities in Africa, not least Nairobi where Governor Mike Sonko’s ban on minibus taxis from the Central Business District snarled up traffic, spawning one of the worst traffic headaches in the city’s daily traffic jams. Now, a group of Kenyan intellectuals want Addis Abeba’s Light Rail System to be emulated. But still we have a long way to go when it comes to reining in the city’s messy car debacle.
The flaws of urban road design that plague Addis Abeba streets are not unfamiliar. The city’s roads have narrow sidewalks, almost no appropriate street trees, many wide traffic lanes and most sordid of all, high-speed traffic.
But the traffic problems and car-based transportation planning can be ameliorated by just implementing a few key physical changes...
These guidelines are one of the outcomes of a research program about the relationships between architecture, urban design and pedestrian mobility. The Department of Urban Planning of the School of Architecture, at the Polytechnic University of Madrid, developed this program during 2006-2008, while the Spanish Ministry of Public Works and Transport (“Ministerio de Fomento”) sponsored it . Its aim was to understand the influence of urban planning, urban design and architecture on pedestrian behavior.
Today pedestrian trips are declining in almost every country and city. The reasons for this decline are various and complex, but almost anybody doubts about the importance of urban and architectural features on it. For decades, they have yield a growth in intra-urban distances paired with the creation of really unfriendly pedestrian environments. Sprawl, low densities, zoning or open plan design can be considered among the main clues to understand the growth of motorized trips and the reduction of pedestrians ones.
Consequently, it is considered that promoting walking through an intelligent and considered design should be a primer goal not only for urban planning, but for urban design and architectural projects.
This paper is an attempt to analyse the perception on private minibus transport service quality provided in Asansol-Durgapur Development Authority (ADDA) area with an aim to search out the attributes explicitly act upon the service. These attributes effectively enhance the quality of service enjoyed by its users. The Importance-Performance Analysis (IPA) upgraded by confidence interval has been used in this investigation as a methodology. In a time span of March to April 2018, perception of
180 passengers who use minibus transport service has been analysed in the study. Importance- Performance of 30 service quality attributes has been measured with the structured questionnaire schedule and analysed with the application of the SPSS software. The methodology is universally accepted one and has been used for measuring the importance of the service sectors of various cities.
This paper provides an overview of development of urban rail systems in Indian cities and their noteworthy characteristics such as project structuring and financing. It discusses and compares the financing of existing urban rail transit systems in India, by studying the case of Delhi Metro (Public-Owned) and Rapid Metro Gurgaon (Privately-Owned). The impact of Delhi Metro on improved accessibility, exchequer savings, carbon-credits, use of solar energy and safety are also briefly discussed. The paper uses three best-known practices in urban rail, the Hong Kong Metro, New York Subway and London Underground, to highlight their evolution, project structuring and financing, as a basis of learning for newly developing urban rail projects in India and also in the developing world. The potential of land value capture, which is now seen as an essential component, to finance, sustain and expand urban rail projects provides the main focus of the paper and the biggest opportunity yet to be fully taken by urban rail in India.
The paper deals with the issue of creation of new public spaces in emerging residential areas in rural settlements and small towns. The developers of the new residential zones currently pursue their private interests and the specific rural structure is complemented by isolated residential complexes without relation to the centre of the settlement and structure of the main public spaces. The hypothesis that the efficient residential structure can be achieved even at a higher percentage of active and vibrant public spaces is verified at eleven case studies in three selected settlements (Bernolákovo, Brezno, Chorvátsky Grob – Čierna Voda). The examined proposals (case studies) showed that despite the wide application of social and recreational public spaces and the large percentage of green area per capita, the site coverage coefficient was comparable and the population density was even higher than the current standards of development. In conclusion, it is possible to say, that the creation of public spaces in a residential zone does not adversely affect the efficiency of the new development. On the contrary, it brings a lot of benefits.
Sustainability ensures a better quality of life and more sustainable world environment now and in the future. Our climate is constantly changing due to some human induced factors. These changes have negative effects on the environment and human life. Lasting solutions to this global problem can only be achieved by sustainability.
Climate change is acknowledged as a serious environmental problem. In recent years, researchers have found a close link between climate change and cities. On the one hand, it is a threat to quality of life in cities by increasing the pressure on cities where cities are exposed to adverse effect of climate change. On the other hand, cities are major contributors to climate change. They are responsible for greenhouse gas (GHG) emission.
Cities can be an important part of the solution to decrease adverse effects of climate change. They must grow and expand sustainably to adapt to and mitigate the impacts of climate change.
The term "sustainability" is mentioned together with the concept of urban form in planning literature. Urban form is encountered as an important tool for managing effects of climate change. It has a profound impact on a city’s energy needs, and consequently, its greenhouse gas (GHG) emissions.
This study aims to emphasize importance of design concepts derived from sustainable urban forms which help to reduce the effects of climate change and determine if growth and development of Gaziantep is sustainable or not by using these design concepts that are compactness, sustainable transportation, and mixed land uses.
Não é intuitiva a relação entre densidade urbana e qualidade de vida. Mas é fato que o projeto de revitalização da região portuária do Rio de Janeiro tem por foco promover o adensamento da região. Por que esse adensamento é desejável, tendo em vista que, nos últimos anos, o processo de urbanização de muitas cidades brasileiras – como o Rio de Janeiro – tem sido caracterizado por baixas densidades urbanas? E, dando um passo à frente, por que vale a pena revitalizar áreas degradadas centrais? Para responder a essas perguntas, este texto não só traça as principais características da urbanização dispersa, o custo social que ela representa, e as principais características de áreas degradadas que tornam propícios esforços de revitalização, como também investiga a história de revitalizações urbanas no Brasil, buscando identificar como a discussão de densidade urbana se insere nas “rodadas” que esses projetos de revitalização experimentaram. Por fim, analisa os instrumentos jurídicos utilizados para promover revitalizações urbanas voltadas a proporcionar o adensamento urbano no Brasil.
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