Beruflich Dokumente
Kultur Dokumente
1. Global Urbanization
2. The Urban Form
3. Evolution of Transportation and Urban Form
4. Transportation and the Urban Structure
■ 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.
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
Port
Manufacturing District
District
CBD
■ 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.
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.
Streetcar line
Freeway
Walking
10 km Streetcar
Cycling
Automobile
Automobile with
freeways
■ 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.
A B C
Core activities Peripheral activities Major transport axis
Central activities Central area
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
40
35
30
25
Minutes
20
15
10
0
United States Western Europe Japan Other Asia Australia
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
Transport Spatial
Land Use
System Interactions
Ghetto LOOP
Two Plan
Area
Black Belt
Residential District
Bungalow
Section
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
Center Residential
Industrial / Manufacturing Transport axis
Commercial
© Dr. Jean-Paul Rodrigue
Land Rent and Land Use
B- Industry/
A- Retailing commercial
City limits
Distance
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