2. Walking Cities were (and are) dense, mixed use areas no more than 5km across. These were the major urban form for 8000 years. Transit Cities from 1850-1950 were based on trams and trains which meant they could spread 20 to 30 kilometres with dense clusters of corridors following the rail lines and stations. Automobile Cities from the 1950’s on could spread 50 kilometres in all directions and at low density.
4. Huge variation in car use/capita, which bears no consistent relationship to income. Car ownership has a closer link to wealth, but not car use. Wealthy Asian cities (Hong Kong, Singapore, Tokyo) are similar in car use to developing Asian cities (Bangkok, Manila, Surabaya, Jakarta, Seoul, KualaLumpur) but are ten times wealthier. Public Transport variations are even greater in extent, with Asian cities significantly higher than all other cities. Walking and cycling is highest in Asian and European cities and almost negligible in others. Density variations are enormous with Asian cities highest; European transitcities are medium density and Australian and American cities are uniformly low in density. Significantly, as far as policy is concerned, there is a clear difference between the average speed of traffic and the average speed of transit. The automobile dependent cities (mostly with bus-based transit) have traffic speeds 10 kph or more faster than transit. European cities and the wealthier Asian cities have faster transit than traffic. However developing Asian cities have slower transit than traffic even though this is very slow (eg Bangkok has average traffic speeds of 14 kph but transit speeds average just 9 kph). TRANSPORT&LAND USE PATTERN
5. 10 Myths about the Inevitability of Automobile Dependence Wealth Automobile dependence is an inevitable consequence of wealth. People will always buy cars and larger amounts of private urban space, thus alternative urban forms, publictransport and non-motorized modes will inevitably die out as people get richer. Climate Automobile dependence is inevitably induced by warm climates where people can enjoy low density suburban lifestyles, whereas compact, transit-oriented cities are mostly in cold climates. Space Automobile dependence is inevitably part of countries that are very spacious, whilst those with little space have compact cities.
6. Age Automobile dependence is an inevitable feature of modern life and thus new cities developed predominantly after 1945 show it more than old cities. Health and Social Problems Automobile dependence is inevitably created by the reaction to density and its health and social problems. Rural Lifestyles Automobile dependence is inevitably created by the attraction of rural lifestyles in the suburbs with their associated promise of withdrawal from the evils of city lifestyles. Road Lobby Automobile dependence is inevitably created by the powerful combination of road interests.
7. Land Developers Automobile dependence is inevitably created by the powerful interests of land speculators and developers and there is little that planning can do to stop them. Traffic Engineering Automobile dependence is an inevitable outcome of the standard processes of transportation planning. Town Planning Automobile dependence is inevitably regulated into cities by local town planning.
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10. GENDER: Travel behavior and pattern WOMEN Household/reproductive purpose traffic Trip chain (multiple purpose and multiple destination in single trip) Need Flexibility Low Cost Consumer Friendly Door to door service MEN Linear Origin/Destinations centered on employment Speed Reliability Road Safety Public Transport
11. Traffic in this perspective vehicle movement and speed are beneficial; congestion or inadequate roads are seen as the problem. The old roads-focussed approaches in rural transport could be seen as analogous to a traffic focus
12. Mobility the ability of a person or group of people to actually move if they wish. It depends on the transport system and on the characteristics of the person involved (Jones, 1981). mobility is not a measure of actual movement. high levels of travel imply that there must be a high ability to move and therefore indicators of actual travel (such as trips or person-kilometres) are often used in practice as measures of mobility.
13. Access people’s ability to reach opportunities, such as reaching a place or obtaining services or goods, etc. high levels of access by a person can come about via a combination of mobility and of proximity to whatever is to be reached. If the destination (or set of possible destinations to satisfy the need) is distant then access to it will require high mobility. If the destination or service is nearby (or if it can be delivered physically or electronically) then easy access may be possible with little or no actual personal movement. Barriers may also constrain mobility in certain directions (eg a river with no nearby bridge or steps for a wheelchair user) and hence reduce access even to nearby destinations.
14. Accessibility of a place the ease with which that place can be reached from elsewhere (Hansen, 1959). Note that ‘access’ above is something available to people (as a result of their spatial contexts) whereas ‘accessibility’ is an attribute of places (as a result of their spatial contexts). Accessibility is always relative to other places. Accessibility is sometimes used with respect to specific other places (as in ‘place A is highly accessible from place B but not from place C). It is a function of both the proximity between places and the quality of the transport connections (or barriers) between places. Thus A may be accessible from B because they are close together or because there is a good transport connection between them or both. More often, accessibility is relative to a set of places (a region) rather than just one place. That is, the word accessibility can be used to describe how easily a place can be reached from all other places
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18. Sustainability Issues T ransportation Impacts on Sustainability Economic Affordability Resource efficiency Cost internalization Trade and business activity Employment Productivity Tax burden Social Equity Human health Education Community Quality of life Public Participation Environmental Pollution prevention Climate protection Biodiversity Precautionary action Avoidance of irreversibility Habitat preservation Aesthetics Economic Traffic congestion Mobility barriers Crash damages Transportation facility costs Consumer transportation costs Depletion of non-renewable resources Social Inequity of impacts Mobility disadvantaged Human health impacts Community cohesion Community livability Aesthetics Environmental Air pollution Climate change Habitat loss Water pollution Hydrologic impacts Noise pollution
19. Transportation Demand Management Propose to create sustainable transportation Market Principles Efficient Land Use Efficient Transportation Comprehensive Market Reforms Road Pricing Parking Pricing Least Cost Planning Institutional Reforms Smart Growth Location Efficient Development New Urbanism Transit Oriented Development Access Management Walking and Cycling Improvements Transit Improvements Ridesharing HOV Priority Commute Trip Reduction
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23. Regional Travel Demand Daily distribution of journey to work trips with a destination and originating in the inner east sub region (1996)
24. Regional Travel Demand Modeled daily distribution of vehicle trips destination and originating in the inner east sub region (1998 & 2016)
44. Cheonggyecheon, Seoul Seoul Facts 1999: Pollution: 85.4% automobiles, 12.7% heating, 1.7%industry, 0.2%power How to control traffic ?? BEFORE
45. Traffic Chaos, Car Oriented City (168.000cars/day, 62.5% through traffic) ‘ Ugly’ Landscape Reject of original water stream Air pollution 6 km highway ! 5 medium bus lane 17 bridges, 5 pedestrian/cycling bridges Greenery, landscape, attractive Public Place Enhance surrounding building
46. Cheonggyecheon, Seoul Dismantling elevated highways Prioritizing buses and other public transport Restore original water stream Lower surface temperatures (3.6 ºC) AFTER
