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GEOG 80 Transport Geography

Professor: Dr. Jean-Paul Rodrigue

Topic 6 – Urban Transportation

A. Transportation and Urban Form


B. Urban Land Use and Transportation
C. Urban Mobility
D. Urban Transport Problems

Hofstra University, Department of Global Studies & Geography


A – TRANSPORTATION AND URBAN
FORM

1. Global Urbanization
2. The Urban Form
3. Evolution of Transportation and Urban Form
4. 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)

4.5
World
4 Developed countries
Developing countries
3.5

2.5

1.5

0.5

0
1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020
© Dr. Jean-Paul Rodrigue
Cities of More than 10 Million Inhabitants, 2007

Istanbul
Moscow
Manila
Beijing
Osaka-Kobe
Rio de Janeiro
Cairo
Karachi
Los Angeles
Buenos Aires
Dhaka
Kolkata (Calcutta)
Shanghai
Delhi
2015
São Paulo
Mumbai (Bombay) 2007
Mexico City 1950
New York
Tokyo
0 5 10 15 20 25 30 35 40

© 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 Physical form used by modes.
infrastructures 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 Waterfront.
fluvial). 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

Port
Manufacturing District
District

CBD

Built area Road / transit Maritime linkage


Accessibility node linkage
Air linkage
Economic node Rail linkage
© 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

Organized
Disorganized

Monocentric Polycentric
© 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 line
Freeway

Walking
10 km Streetcar
Cycling
Automobile
Automobile with
freeways

© 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


Evolution of the Spatial Structure of a City

A B C
Core activities Peripheral activities Major transport axis
Central activities Central area

© Dr. Jean-Paul Rodrigue


Transportation and the Constitution of Urban
Landscapes

A B C Centers

CBD

Walking Horsecar
Railways

D E Suburb Towns

Roads

Main roads

Highways

Suburb

New suburb
© 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

40

35

30

25
Minutes

20

15

10

0
United States Western Europe Japan Other Asia Australia

© 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 On average 30% of the urban surface is devoted to roads.
areas 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
Los Angeles, Phoenix, Denver and Dallas

Main Road Highway Activity center


© Dr. Jean-Paul Rodrigue
Type II - Weak Center
Melbourne, San Francisco, Boston, Chicago and Montreal

Main Road Highway Transit line Activity center


© Dr. Jean-Paul Rodrigue
Type III - Strong Center
Paris, New York, Shanghai, Toronto, Sydney and Hamburg

Main Road Highway Transit line Activity center


© Dr. Jean-Paul Rodrigue
Type IV - Traffic Limitation
London, Singapore, Hong Kong, Vienna and Stockholm

Main Road Highway Transit line Activity center


© Dr. Jean-Paul Rodrigue
The Rationale of a Ring Road

Spatial Structure Accessibility

Avoiding the congested 5


central area
5 10 10 5
A 10 B
10

5
City A to B = 30
Center
Secondary
5 10
Center 10

5 10 10 5
A 10 B
Structuring 10
Suburban
10 10
development 5
A to B = 20

© Dr. Jean-Paul Rodrigue


B – URBAN LAND USE AND
TRANSPORTATION

1. The Land Use - Transport System


2. 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

Infrastructures Friction of Space Spatial Accumulation


(Supply) (Impendence) (Demand)

Transport Spatial
Land Use
System Interactions

• Accessibility • Spatial interaction • Economic base


• Traffic assignment models theory
models • Distance decay • Location theory
• Transport capacity parameters • Traffic generation
• Modal split and attraction models

© 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 Influences of a transport axis and several nuclei on land use
paradigm
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

Model Chicago, 1920s

Ghetto LOOP

Two Plan
Area

Black Belt
Residential District

Bungalow
Section

I - Loop (downtown) IV - Working class zone


II - Factory zone V - Residential zone
III - Zone of transition VI - Commuter zone
© Dr. Jean-Paul Rodrigue
Sector and Nuclei Urban Land Use Models

Sector Nuclei
2 3 3

4 1
2
3
3 5
3 4
1 3 3 7
5
3
6
3 4
2
9 8

1 CBD 6 Heavy manufacturing


2 Wholesale and light manufacturing 7 Sub business district
3 Low-class residential 8 Residential suburb
4 Middle-class residential 9 Industrial suburb
5 High-class residential
© Dr. Jean-Paul Rodrigue
Hybrid Land Use Model

Center Residential
Industrial / Manufacturing Transport axis
Commercial
© Dr. Jean-Paul Rodrigue
Land Rent and Land Use

1 – Bid rent curves 2 – Overlay


of bid rent
Rent curves

B- Industry/
A- Retailing commercial

City limits
Distance

C - Apartments D - Single houses

© Dr. Jean-Paul Rodrigue


Population Density by Distance from City Center,
Selected Cities
350

Beijing (1990)
300
Paris (1990)
Bangkok (1988)
250
Persons per hectare

Jakarta (1990)
200 Barcelona (1990)
New York (1990)
150
Los Angeles (1990)

100

50

0
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 30
Distance form city center (km)
© Dr. Jean-Paul Rodrigue

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