URBAN TRANSPORTATION PLANNING CONCEPTS (PART 2)
Transport networks
Networks are a rather stable component of urban dynamics, as transport infrastructures are built for the long term. This is particularly the case for large transport terminals and subway systems that can operate for decades.
Freight Transportation
These movements are mostly characterized by delivery trucks moving between industries, distribution centers, warehouses, and retail activities as well as from major terminals such as ports, railyards, distribution centers, and airports.
Population and housing
They act as the generators of movements because residential areas are generators of commuting flows
Pendulum movements
These are obligatory movements involving commuting between locations of residence and work. They are highly cyclical since they are predictable and recurring regularly, most of the time a daily occurrence.
Personal movements
These are voluntary movements linked to the location of commercial activities, which includes shopping and recreation.
Institutional activities
This activity system is related to an urban environment where links are occurring irregularly and according to the lifestyle (students, sports, leisure, etc.) or special needs (health).
Modal split
This implies the use of a series of transportation modes for urban trips, which is the outcome of a modal choice.
The Walking-Horsecar Era
(1800s - 1890s) An Era where walking cities were typically less than 5 kilometers in diameter, making it possible to walk from the downtown to the city edge in about 30 minutes.
The Electric Streetcar or Transit Era
(1890s - 1920s) An era where the invention of the electric traction motor created a revolution in urban travel.
The Automobile Era
(1930s - 1950s) The automobile was introduced in European and North American cities in the 1890s, but only the wealthy could afford this innovation.
The Freeway Era
(1950s - 2010s) The emergence of the suburb created a new landscape in which public transit did not fit well with few services being offered to these new residential areas
The Integrated Mobility Era
(2010s onward) An era where emerging urban mobility systems are gaining from a higher level of integration, resulting in better levels of asset utilization.
Trip destination
Changes in the spatial distribution of economic activities in urban areas have caused important modifications to trip destination, notably those related to work. Activity-based considerations are essential since each economic activity tends to be associated with a level of trip attraction.
Individual Transportation
Includes any mode where mobility is the outcome of a personal choice and means such as the automobile, walking, cycling, or the motorcycle.
Spatial interactions
The assumption is that mobility between locations is mainly related to a function of spatial impedance, which reflects friction of distance
Bid rent curve function
The combination of land prices and distances among which the individual (or firm) is indifferent. It describes the price range that a household (or firm) would be willing to pay at various locations in order to achieve a given level of satisfaction (utility/ profits).
Movements
The most dynamic component of the system since the mobility of passengers and freight reflects almost immediately changes in the supply or demand
Functional zoning
The most prevalent form of zoning where land use zones are defined according to their function, such as commercial, residential, or industrial.
Land use
The most stable component of urban dynamics, as changes are likely to modify the land use structure over a rather long period of time.
highly heterogeneous space
The urban land use is a _______________, and this heterogeneity is in part shaped by the transport system.
Hybrid models
These are an attempt to include the concentric, sector, and nuclei behavior of different processes in explaining urban land use.
Urban areas
characterized by social, cultural, and economic activities taking place at separate locations forming an activity system.
Cellular automata
dynamic land use models developed on the principle that space can be represented as a grid where each cell is a discrete land use unit.
Weber's industrial location model
A model developed in 1909, dealt with industrial location, in an attempt to minimize the total transportation costs of accessing raw materials and moving the output to the market, which indicated an optimal location for the activity to take place.
Burgess concentric model
A model that was among the first attempts to investigate spatial patterns at the urban level in the first quarter of the 20th century.
Rent
A surplus (profit) resulting from some advantages such as capitalization and accessibility. It is based on the capability to pay and a function of economic activity.
Form-based zoning
Define zones according to their physical characteristics, mostly from an urban identity perspective, such as the downtown area.
Intensity zoning
Defines land use zones by the permitted intensity level, such as the number of residential units per unit of surface or allowed commercial surface.
Land use
It can be defined using different classification criteria.
Production activities
It involve a complex network of relationships between firms, such as management, distribution, warehousing, and sub-contracting. This activity system can be linked to a specific urban environment, but also to a region, nation, or even the world.
Rent gradient
It is a representation of the decline in rent with distance from a point of reference, usually the central business district.
Touristic movements
It is important for cities having historical and recreational features. They involve interactions between landmarks and amenities such as hotels and restaurants and tend to be seasonal or occurring at specific moments.
Mobility
It is linked to specific urban activities and land use, with each type involving the generation and attraction of an array of movements.
Transport system
It is mainly composed of infrastructures conferring a level of transport supply, from which accessibility levels can be derived.
Urban mobility
It is organized into three broad categories of collective, individual, and freight transportation.
Von Thunen's regional land use model
It is the oldest representation based on a central place, the market town, and its concentric impacts on surrounding agricultural land use. The model was initially developed in the early 19th century (1826) for the analysis of agricultural land use patterns observed in Germany.
Transportation and land use interactions
It mostly consider the retroactive relationships between activities, which are land use related, and accessibility, which is transportation-related.
Formal land use
It refers to the qualitative attributes of space, functional land use indicates its socioeconomic function.
Land rent theory
It was developed to explain land use as an outcome of a market where different urban activities are competing to secure a footprint at a location. The theory is strongly based on the market principle of spatial competition where actors are bidding to secure and maintain their presence at a specific location.
Collective Transportation
Its purpose is to provide publicly accessible mobility over specific parts of a city.
Incentive zoning
Often part of revitalization or development plans where developers are allowed to build residential, commercial, or industrial (manufacturing, warehousing) projects in specific areas by providing various incentives such as tax abatement or basic infrastructure (road, utilities, public transport services).
Bus transit
One of the most common forms of urban transit that includes vehicles of various sizes (from small vans to articulated buses) offering seating and standing capacity along scheduled routes and services.
Distribution movements
These are concerned with the distribution of freight to satisfy consumption and manufacturing requirements. They are mostly linked to transport terminals, distribution centers, and retail outlets.
Professional movements
These are movements linked to professional, work-based activities such as meetings, repair, maintenance, and customer services, dominantly taking place during work hours
Alternative transit
Refer to transit systems that were developed to cope with specific conditions (or niche markets) using alternative modes.
Hybrids
Represent cities that have sought a balance between transit development and automobile dependency.
Adaptive transit
Represent cities where transit plays a marginal and residual role and where the automobile accounts for the dominant share of movements.
Adaptive cities
Represent transit-oriented cities where urban form and urban land use developments are coordinated with transit developments.
Land use
Represents the level of spatial accumulation from which transport demand is derived.
Trip assignment
Routing ; Involves which routes will be used for trips within the city.
Burgess concentric model
This model is conceptually a direct adaptation of the Von Thunen's model to urban land use since it deals with a concentric representation, which considers a transportation trade-off between the cost of commuting and the cost of renting housing.
Obligatory
Urban mobility is either ____________ when it is linked to scheduled activities (such as home-to-work trips)
voluntary
Urban mobility is either ____________ when those generating it are free to decide of their scheduling (such as leisure).
Taxi systems
Usually private for-hire vehicles such as automobiles, jitneys or rickshaws to offer point to point services
Rail transit
Vehicles of fixed guideways that usually have their own right of way.
Transit systems
made up of many types of services, each suitable to a specific set of market and spatial context.
Formal land use
representations are concerned with qualitative attributes of space such as its form, pattern, and aspect and are descriptive in nature.
Functional land use
representations are concerned with the economic nature of activities such as production, consumption, residence, and transport, and are mainly a socioeconomic description of space.
