GEOG 80 Transport Geography
Professor: Dr. Jean-Paul Rodrigue
Topic 6 – Urban Transportation
A.
B.
C.
D.
Transportation and Urban Form
Urban Land Use and Transportation
Urban Mobility
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
3
2.5
2
1.5
1
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
São Paulo
Mumbai (Bombay)
Mexico City
New York
Tokyo
2015
2007
1950
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
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
Port
District
Manufacturing
District
CBD
Built area
Accessibility node
Economic node
Road / transit
linkage
Rail linkage
Maritime linkage
Air 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
Central activities
Central area
Major transport axis
© Dr. Jean-Paul Rodrigue
Transportation and the Constitution of Urban
Landscapes
A
B
C
Centers
CBD
Walking
Horsecar
D
Railways
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
Minutes
30
25
20
15
10
5
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
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
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
5
Avoiding the congested
central area
A
5
10
10
10
5
10
B
5
City
Center
A to B = 30
Secondary
Center
Structuring
Suburban
development
5
10
A
5
10
10
10
10
10
5
5
10
B
10
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
(Supply)
Transport
System
• Accessibility
• Traffic assignment
models
• Transport capacity
Friction of Space
(Impendence)
Spatial
Interactions
• Spatial interaction
models
• Distance decay
parameters
• Modal split
Spatial Accumulation
(Demand)
Land Use
• Economic base
theory
• Location theory
• Traffic generation
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
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
Model
Chicago, 1920s
Ghetto LOOP
Black Belt
Two Plan
Area
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
3
2
3
4
3
3
3
1
3
5
4
3
3
5
3
2
1
2
4
7
6
9
1 CBD
2 Wholesale and light manufacturing
3 Low-class residential
4 Middle-class residential
5 High-class residential
8
6 Heavy manufacturing
7 Sub business district
8 Residential suburb
9 Industrial suburb
© Dr. Jean-Paul Rodrigue
Hybrid Land Use Model
Center
Industrial / Manufacturing
Commercial
Residential
Transport axis
© Dr. Jean-Paul Rodrigue
Land Rent and Land Use
1 – Bid rent curves
Rent
A- Retailing
B- Industry/
commercial
City limits
Distance
C - Apartments
2 – Overlay
of bid rent
curves
D - Single houses
© Dr. Jean-Paul Rodrigue
Population Density by Distance from City Center,
Selected Cities
350
Beijing (1990)
300
Paris (1990)
Bangkok (1988)
Persons per hectare
250
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