geog 80 transport geography professor: dr. jean-paul rodrigue hofstra university, department of...
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GEOG 80 Transport GeographyProfessor: Dr. Jean-Paul Rodrigue
Hofstra University, Department of Global Studies & Geography
Topic 6 – Urban Transportation
A. Transportation and Urban FormB. Urban Land Use and TransportationC. Urban MobilityD. Urban Transport Problems
© Dr. Jean-Paul Rodrigue
A – TRANSPORTATION AND URBAN FORM
1. Global Urbanization2. The Urban Form3. Evolution of Transportation and Urban Form4. Transportation and the Urban Structure
© Dr. Jean-Paul Rodrigue
1. Global Urbanization
■ Urbanization• Dominant trend of economic and social change.• Especially in the developing world.• Growing size of cities.• Increasing proportion of the urbanized population:
• More than doubled since 1950.• 3.16 billion in 2005, about 49% of the global population.• 50 million urbanites each year, roughly a million a week. • By 2050, 6.2 billion people, about two thirds of humanity, will be urban
residents.• Due to demographic growth and rural to urban migration.
■ Urban mobility issues• Increased proportionally with urbanization.
© Dr. Jean-Paul Rodrigue
World Urban Population, 1950-2005 with Projections to 2020 (in billions)
1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 20200
500000
1000000
1500000
2000000
2500000
3000000
3500000
4000000
4500000World
Developed countries
Developing countries
© Dr. Jean-Paul Rodrigue
Cities of More than 10 Million Inhabitants, 2007
TokyoNew York
Mexico CityMumbai (Bombay)
São PauloDelhi
ShanghaiKolkata (Calcutta)
DhakaBuenos AiresLos Angeles
KarachiCairo
Rio de JaneiroOsaka-Kobe
BeijingManila
MoscowIstanbul
0 5 10 15 20 25 30 35 40
201520071950
© Dr. Jean-Paul Rodrigue
World at Night
© Dr. Jean-Paul Rodrigue
2. The Urban Form: Components of Urban Transportation
Urban transport modes Collective, individual and freight transportation.May complementary to one another or competing.Transit is an urban form of transportation (high ridership and short distances).
Urban transport infrastructures
Physical form used by modes.Consume space and structure the city.
Urban transport users Wide variety of socioeconomic conditions.Variety of spatial conditions.Urban transport as a choice or a constraint.
© Dr. Jean-Paul Rodrigue
Cities and Connectivity
Function Main Mode Nexus
Trade city Water transport (maritime and fluvial).
Waterfront.Heavy industries.Intermodal terminals.
Industrial city Railway Central stations.Rail terminals and railyards.
Mobile city Highways Shopping districts.Distribution clusters.
Network city Telecommunications Financial districts.High technology clusters.
© Dr. Jean-Paul Rodrigue
Nodes, Linkages and Urban Form
Accessibility node
Economic node
Built area Road / transit linkage
Rail linkage
Maritime linkage
Air linkage
CBD
Port DistrictManufacturing
District
© Dr. Jean-Paul Rodrigue
2. The Urban Form
■ Collective Transportation (public transit)• Provide publicly accessible mobility over specific parts of a city.• Benefiting from economies of scale.• Tramways, buses, trains, subways and ferryboats.
■ Individual Transportation• Includes the car, walking, cycling and the motorcycle.• People walk to satisfy their basic mobility.
■ Freight Transportation• Cities are dominant production and consumption centers.• Activities are accompanied by large movements of freight.• Delivery trucks converging to industries, warehouses and retail
activities.• Major terminals.
© Dr. Jean-Paul Rodrigue
2. The Urban Form
■ Density issues• Modern cities:
• Inherited an urban form created in the past.• Can be monocentric or polycentric (more common).• Movements are organized or disorganized.
• European, Japanese and Chinese:• Tend to be monocentric.• Movements tend to be organized.• 30 to 60% of all trips by walking and cycling.
• Australian and American cities:• Built recently and encourages automobile dependency.• Tend to be polycentric.• Movements tend to be disorganized.
© Dr. Jean-Paul Rodrigue
Possible Urban Movement Patterns
Monocentric Polycentric
Org
an
ized
Dis
org
an
ized
© Dr. Jean-Paul Rodrigue
3. Evolution of Transportation and Urban Form
■ Evolution of transportation• Led to a change in most urban forms.• New central areas expressing new urban activities (suburbs).• Central business district (CBD):
• Once the primary destination of commuters and serviced by public transportation.
• Challenged by changing manufacturing, retailing and management practices.
• Emergence of sub-centers in the periphery.• Manufacturing:
• Traditional manufacturing depended on centralized workplaces and transportation.
• Technology has rendered modern industry more flexible.
© Dr. Jean-Paul Rodrigue
One Hour Commuting According to Different Urban Transportation Modes
Streetcar lineFreeway
Walking
StreetcarCyclingAutomobileAutomobile withfreeways
10 km
© Dr. Jean-Paul Rodrigue
3. Evolution of Transportation and Urban Form
■ Contemporary changes• Dispersed urban land development patterns:
• Abundant land, low transportation costs, tertiary industries.• Strong relationship between urban density and car use.• Faster growth rate of built areas than population growth.
• Decentralization of activities:• Commuter journeys have remained relatively similar in duration.• Commuting tends to be longer and made by privately owned cars rather
than by public transportation.• Most transit and road systems were developed to facilitate suburb-to-city,
rather than suburb-to-suburb, commuting.• Suburban highways are often as congested as urban highways.
© Dr. Jean-Paul Rodrigue
A B C
Core activities
Central activities
Peripheral activities
Evolution of the Spatial Structure of a City
Central area
Major transport axis
© Dr. Jean-Paul Rodrigue
Railways
Centers
Roads
Suburb Towns
Suburb
New suburb
Main roads
Highways
CBD
A B C
D E
Transportation and the Constitution of Urban Landscapes
Walking Horsecar
© Dr. Jean-Paul Rodrigue
3. Evolution of Transportation and Urban Form
■ Constance in commuting time• Most people travel less than 30 minutes in order to get to work.• People are spending about 1.2 hours per day commuting.• Different transport technologies are associated with different
travel speeds and capacity.• Cities that rely primarily on non-motorized transport tend to be
different than auto-dependent cities.• United States:
• Lowest average commuting time in the world, around 25 minutes in 1990.
© Dr. Jean-Paul Rodrigue
Average Journey to Work Travel Time, 1990
United States Western Europe Japan Other Asia Australia0
5
10
15
20
25
30
35
40
Min
utes
© Dr. Jean-Paul Rodrigue
4. The Spatial Imprint of Urban Transportation
■ Land for transportation• Pre-automobile era:
• About 10% of the land of a city was devoted to transportation.• A growing share of urban areas is allocated to circulation.• Variations of the spatial imprint of urban transportation:
• Between different cities.• Between different parts of a city (central and peripheral areas).
• Private car:• Requires space to move around (roads).• Spends 98% of its existence stationary in a parking space.• Consumes a significant amount of urban space.• 10% of the arable land of the United States allocated for the car.
© Dr. Jean-Paul Rodrigue
4. The Spatial Imprint of Urban Transportation
Pedestrian areas Often shared with roads.In central areas, pedestrian areas tend to use a greater share of the right of way (whole areas may be reserved only for pedestrians).Most of pedestrian areas are servicing access to parked automobiles.
Roads and parking areas
On average 30% of the urban surface is devoted to roads.Another 20% is required for off-street parking.For each car there is about 2 off-street and 2 on-street parking spaces.Roads and parking lots: between 30 to 60% of the total urban surface.
Cycling areas Cycling mainly share road space.Attempts to create a space specific to the circulation of bicycles; reserved lanes and parking facilities.
Transit systems Buses and tramways are sharing road areas, which often impairs their efficiency.Subways and rail have their own infrastructures.Creation of road lanes reserved to buses.
Transport terminals Terminal facilities such as ports, airports, railyards and distribution centers.
© Dr. Jean-Paul Rodrigue
Dedicated Bicycle Parking Lot, Amsterdam, Netherlands
© Dr. Jean-Paul Rodrigue
Type I - Completely Motorized Network
Main Road Highway Activity center
Los Angeles, Phoenix, Denver and Dallas
© Dr. Jean-Paul Rodrigue
Type II - Weak Center
Main Road Highway Activity centerTransit line
Melbourne, San Francisco, Boston, Chicago and Montreal
© Dr. Jean-Paul Rodrigue
Type III - Strong Center
Main Road Highway Activity centerTransit line
Paris, New York, Shanghai, Toronto, Sydney and Hamburg
© Dr. Jean-Paul Rodrigue
Type IV - Traffic Limitation
Main Road Highway Activity centerTransit line
London, Singapore, Hong Kong, Vienna and Stockholm
© Dr. Jean-Paul Rodrigue
The Rationale of a Ring Road
SecondaryCenter
CityCenter
Avoiding the congestedcentral area
StructuringSuburbandevelopment
Spatial Structure Accessibility
510
105
5
10
10
5
A B
A to B = 30
A B5
10105
5
10
10
510 10
1010
A to B = 20
© Dr. Jean-Paul Rodrigue
B – URBAN LAND USE AND TRANSPORTATION
1. The Land Use - Transport System2. Urban Land Use Models
© Dr. Jean-Paul Rodrigue
1. The Land Use - Transport System
■ Urban land use• Nature and level of spatial accumulation of activities.• Human activities imply a multitude of functions:
• Production, consumption and distribution.• Activity system:
• Locations and spatial accumulation form land uses.• The behavioral patterns of individuals, institutions and firms will
have an imprint on land use.■ Land use relationships• Land use implies a set of relationships with other land uses.• Commercial land use:
• Relationships with its supplier and customers.• Relationships with suppliers: related with movements of freight.• Relationships with customers: movements of passengers.
© Dr. Jean-Paul Rodrigue
The Transport / Land Use System
Land UseTransportSystem
Spatial Interactions
• Accessibility• Traffic assignment
models• Transport
capacity
• Economic base theory
• Location theory• Traffic
generation and attraction
models
• Spatial interaction
models• Distance decay
parameters• Modal split
Infrastructures (Supply)
Friction of Space(Impendence)
Spatial Accumulation
(Demand)
© Dr. Jean-Paul Rodrigue
2. Urban Land Use Models
Concentric paradigm Land use of function of distance from a nucleus.The nucleus is the main force shaping land use.
Sector and nuclei paradigm
Influences of a transport axis and several nuclei on land use
Hybrid paradigm Try to integrate the strengths of each representation
Land rent paradigm Land use as a market where different urban activities are competing for land usage at a location.
© Dr. Jean-Paul Rodrigue
Burgess’ Urban Land Use Model
IV - Working class zone
V - Residential zone
VI - Commuter zone
I - Loop (downtown)
II - Factory zone
III - Zone of transition
LOOP
Little
Sicily
Apartment Houses
BungalowSection
Single Fam
ily D
wellings
Residential District
Ghetto
Two PlanArea
Second Im
migrant
Settlem
ent
Model Chicago, 1920s
Bla
ck B
elt
© Dr. Jean-Paul Rodrigue
2
3
4
4
5
3
3
1
3
3
3
1 CBD2 Wholesale and light manufacturing3 Low-class residential4 Middle-class residential5 High-class residential
12
3
4 53
3
6
7
89
6 Heavy manufacturing7 Sub business district8 Residential suburb9 Industrial suburb
Sector Nuclei
Sector and Nuclei Urban Land Use Models
2
© Dr. Jean-Paul Rodrigue
Hybrid Land Use Model
CenterIndustrial / ManufacturingCommercial
ResidentialTransport axis
© Dr. Jean-Paul Rodrigue
Rent
Distance
A- RetailingB- Industry/commercial
C - Apartments D - Single houses
1 – Bid rent curves
Land Rent and Land Use
2 – Overlayof bid rent
curves
City lim
its
© Dr. Jean-Paul Rodrigue
Population Density by Distance from City Center, Selected Cities
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 300
50
100
150
200
250
300
350
Beijing (1990)
Paris (1990)
Bangkok (1988)
Jakarta (1990)
Barcelona (1990)
New York (1990)
Los Angeles (1990)
Distance form city center (km)
Pers
ons
per h
ecta
re