GEOG 80 Transport Geography Professor: Dr. Jean-Paul Rodrigue Hofstra University, Department of...

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


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.


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


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


World at Night


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.


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.


Nodes, Linkages and Urban Form

Accessibility node

Economic node

Built area Road / transit linkage

Rail linkage

Maritime linkage

Air linkage

CBD

Port DistrictManufacturing

District


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.


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.


Possible Urban Movement Patterns

Monocentric Polycentric

Org

an

ized

Dis

org

an

ized


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.


One Hour Commuting According to Different Urban Transportation Modes

Streetcar lineFreeway

Walking

StreetcarCyclingAutomobileAutomobile withfreeways

10 km



■ 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

Central activities

Peripheral activities

Evolution of the Spatial Structure of a City

Central area

Major transport axis


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



■ 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.


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


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.


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.


Dedicated Bicycle Parking Lot, Amsterdam, Netherlands


Type I - Completely Motorized Network

Main Road Highway Activity center

Los Angeles, Phoenix, Denver and Dallas


Type II - Weak Center

Main Road Highway Activity centerTransit line

Melbourne, San Francisco, Boston, Chicago and Montreal


Type III - Strong Center


Paris, New York, Shanghai, Toronto, Sydney and Hamburg


Type IV - Traffic Limitation


London, Singapore, Hong Kong, Vienna and Stockholm


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


B – URBAN LAND USE AND TRANSPORTATION

1. The Land Use - Transport System2. Urban Land Use Models


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.


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)


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.


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


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


Hybrid Land Use Model

CenterIndustrial / ManufacturingCommercial

ResidentialTransport axis


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


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

GEOG 80 Transport Geography Professor: Dr. Jean-Paul Rodrigue Hofstra University, Department of...

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