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Title: Interaction in Land Use and Transport: Based on Case Studies Curitiba and Singapore


1
Interaction in Land Use and Transport Based on
Case StudiesCuritiba and Singapore
  • Group 5
  • Oscar Millewski
  • Ahmed Mosa
  • Edson Asafu
  • Puspita Dirgahayani

2
Outline of Presentation
  • Urban Form and Transportation
  • Transportation and Sustainability
  • Study Cases of Integrating Land Use and
    Transportation Planning
  • Curitiba, Brazil
  • Singapore

3
URBAN FORM AND TRANSPORTATION
4
Urban Form and Transportation
  • The invention of means of transportation mainly
    the car had the biggest impact on the urban
    form than anything that came before it.
  • Before the means of transportation became widely
    available to the public, industrial cities sizes
    were determined by the walking distance from
    ones house to ones work place.
  • But along with means of transportation came new
    challenges for the urban forms. There was a
    sudden surge of uncontrolled development in the
    suburbs and other remote areas, often referred to
    as sprawl. Thus the geographical growth of
    cities has stopped being relevant to their
    population levels.
  • The basic, underlying reason for this was not the
    transportation itself directly but rather what
    today is called the Land Rent Rule.
  • The structure of land use has an important impact
    over transport demand and over the capacity of
    transport systems to answer such needs.
  • Though the main objective of transportation is to
    overcome the friction of space, it also is a
    great consumer of space which is most expensive
    in urban areas. In some cities as much as 60 of
    overall space is dedicated to road infrastructure
    (vs. 10 in the pre-automobile era).
  • At the urban level, demographic and mobility
    growth have been shaped by the capacity and
    requirements of urban transport infrastructures,
    let it be roads, transit systems or simply
    walkways. Consequently there is a wide variety of
    urban forms, spatial structures and associated
    urban transportation systems.


Rent
a Retailing b Industry/commercial c Apartments d
Single houses
a
b
City limits
d
c
5
Urban Form and Transportation
  • Urban form is determined by the spatial imprint
    of an urban transport system as well as the
    adjacent physical infrastructures and activities.
    Jointly, they confer a spatial arrangement of
    cities.
  • Since originally cities have been restricted by
    walking distances, their urban forms were
    compacted and activity nodes agglomerated. Many
    European and Asian cities inherited urban form
    under such circumstances.
  • Urban transportation is thus associated with a
    spatial form which varies according to models
    being used. Many cities in turn (mainly in
    America) develop a spatial structure that
    increases reliance on mechanized transportation.
  • There is also a strong and varying relationship
    between urban density and car use. For instance,
    between 1950 and 1990 while the population of
    Chicago grew by 38 its build area grew by 124.
  • Finally, transport technology plays a very
    important role in defining urban form, i.e.., the
    spatial extent of the build up area and the
    spatial pattern of various activities.
  • As a means of transportation, car has the lowest
    capacity and consumes the greatest amount of
    space since it lays idle for about 98 of its
    time but it also is the fastest, placing a
    heavily car dependant America at the top of the
    fastest commuters to work.

6
Urban Form and Transportation
  • The major components of the spatial imprint of
    urban transportation are pedestrian, roads and
    parking, cycling, transit systems, transport
    terminals. Large variations of the spatial
    imprint of urban transportation are observed
    between different cities as well as between
    different parts of a city, such as between
    central and peripheral areas.
  • Rapid and expanded urbanization occurring around
    the world involve a greater number of people
    living in cities and increased numbers of trips
    in urban areas. Cities have traditionally
    responded to growth in travel demand by expanding
    the transportation supply, by building new
    highways and/or transit lines. In the developed
    world, that has meant building more roads to
    accommodate an ever-growing number of vehicles,
    therefore creating new urban structures. Several
    urban spatial structures have emerged, with the
    reliance on the car being the most important
    discriminatory factor. Four major types can be
    identified at the metropolitan scale Thomson,
    1977
  • Type I Completely Motorized Network
    Representing a car-dependant city with limited
    centrality (ex Los Angeles).
  • Type II Weak Center Representing the spatial
    structure of many American cities where many
    activities are located in the periphery (ex
    Boston, Chicago)
  • Type III Strong Center Representing high
    density urban centers with well-developed urban
    transit systems, particularly Europe and Asia.
  • Type IV Traffic Limitation representing urban
    areas that have efficiently implemented traffic
    control and modal preference in their spatial
    structure. Commonly the central area is dominated
    by public transit. There cities were planned in
    advance to achieve just that, taking advantage of
    the funnel effect that is public transport
    is used in the central area, while individual
    transportation takes a greater importance in the
    periphery.

7
Urban Form and Transportation
  • The previously mentioned spatial structure can
    also be expressed at different scales where
    transportation systems influence the structure of
    communities, districts and the whole metropolitan
    area. For instance, one of the most significant
    impacts of transportation on the urban structure
    has been the clustering of activities near areas
    of high accessibility.
  • Facing the expansion of urban areas and the
    increasing importance of inter-urban movements,
    several ring roads were built around major
    cities. They became an important attribute of the
    spatial structures of cities, notably in North
    America. Highway interchanges in suburban areas
    are notable examples. The extension (and the
    over-extension) of urban areas have created what
    may be called peri-urban areas. They are located
    well outside the urban core and the suburbs, but
    are within reasonable commuting distances.

8
TRANSPORTATION AND SUSTAINABILITY
9
Transportation and Sustainability
  • How Can We Think?

Unstable Situation
Current Situation
To
Ao
Supply
Demand
Land use/Transport Approach
Land use/Transport Integration
Conventional Approach
Sustainability Limit
Reduce The Need to Travel
T2
A2
To
Ao
10
Transportation and Sustainability
Impact cycle
Sustainability Initials
Land Use/ Transport system
Feed Back
Land Use
Transport
Activity Location
Transport Demand
Sustainability Impact
Passenger Travel
Accessibility
Land Use
Transport Infrastructure
Mobility. Accessibility.
Internal Impact
External Impact
11
Transportation and Sustainability
  • Smart Growth Management for Planning
  • Smart growth is a general term for land use
    practices that create more accessible land use
    patterns which reduce the amount of travel needed
    to reach goods and services. (Mobility
    Management, GTZ 2003)
  • How Can We Achieve
  • 1. Create more self-contained communities (Reduce
    average trip distances, and encourage walking,
    cycling and transit travel, by locating schools,
    shops and recreation facilities in or adjacent to
    residential areas).
  • 2. Encourage quality, compact development. (Allow
    and encourage higher density development,
    particularly around transit and commercial
    centers. Demand high quality design to address
    problems associated with higher density).
  • 3. Concentrate activities. (Encourage walking and
    transit by creating nodes of high-density,
    mixed development linked by convenient transit
    service. Concentrate commercial activities in
    these areas. Retain strong downtowns and central
    business districts. Use access management to
    discourage arterial strip commercial
    development.)
  • 4. Encourage transit-oriented development.
    (Encourage dense development within walking
    distance (0.4 to 0.8 km) of transit stops, and
    provide high quality pedestrian and cycling
    facilities in those areas).

12
Transportation and Sustainability
Table Comparing Smart Growth and Sprawl
Development
Smart Growth Sprawl
Density Higher density. Lower density
Growth pattern Infill development Urban periphery (Greenfield) development
Land use mix Mixed land use Homogeneous land uses
Scale Human scale. Smaller buildings, blocks and roads. Careful detail, since people experience the landscape up close, as pedestrians Large scale. Larger buildings, blocks, wide roads. Less detail, since people experience the landscape at a distance, as motorists
Transportation   Multi-modal transportation support walking, cycling and public transit Automobile-oriented transportation and land use patterns, poorly suited for walking, cycling and transit
13
Transportation and Sustainability
Table Sustainability Impact of Sprawl and
Automobile Dependency
Economic Social Environmental
Reduced accessibility and higher transportation costs. Increased land devoted to roads and parking facilities. Increased costs to provide public services. Reduced regional business activity and employment. Reduced economies of agglomeration. Reduced economies of scale in transit and other alternative modes. Threats to environmentally- sensitive businesses (e.g. farming and resorts . Reduced accessibility for people who are transport disadvantaged. Reduced housing options. Increased external transportation costs (crash risk, pollution, etc.). Degraded public realm. Reduced neighborhood interaction and community cohesion. Reduced opportunities to preserve cultural resources. Reduced exercise by walking and cycling.       Increased impervious surface. Reduced green space and habitat. Increased energy consumption and pollution emissions. Aesthetic degradation. Increased water pollution. Increased heat island effects.                
14
Transportation and Sustainability
Table Sustainability Impact of Smart Growth
Planning.
Economic Social Environmental
Reduced development costs. Improved transport options and mobility, particularly for non-drivers. Green space habitat preservation.
Reduced public service costs. Improved housing options. Reduced air pollution.
Reduced transportation costs. Community cohesion. Increased energy efficiency.
Economies of agglomeration. Preserves unique cultural resources (historic sites, traditional neighborhoods, etc.) Reduced water pollution.
More efficient transportation. Reduced heat island effect.
Supports industries that depend on high quality environments (tourism, farming, etc.).  
15
Transportation and Sustainability
  • Impact of Land Use On Activity Participation

Binary Logit Model for Shopping Activity
Participation under income level 1 and car
available
Explanatory Variable B Wald df Sig
Household size -0.1087 10.0552 1 0.0015
No. of workers -0.6244 73.6895 1 0.0012
No. of children lt6 years -0.1609 4.821 1 0.0028
Female 0.8313 33.3023 1 0.0034
Age -0.0181 12.3023 1 0.0011
Population density -0.0521 40.1423 1 0.0043
Retail employment density 0.8781 53.2073 1 0.0000
Employment density -0.0031 12.3023 1 0.0000
Constant -1.1044 9.8402 1 0.0017
N 3655            
LOG LIKLE HOOD 2271.943            
Restricted log likelihood 3467.3253
16
INTEGRATING LAND USE AND TRANSPORTATION
PLANNINGCase Study I Curitiba, Brazil
17
Case Study I Curitiba, Brazil
18
Case Study I Curitiba, Brazil
Urban Planning-Urban Form
1943 - Agache Plan 1953 - Introduction of
Zoning 1965/66 - Serete Plan 1975 - Zoning
update 1985 - PMDU - Municipal Plan for Urban
Development 2000 - Master Plan update
19
Case Study I Curitiba, Brazil
Agache Plan Concentric Model
Traffic System - Plan of Avenues attempted to
organize traffic by defining main
avenues Zoning - Definition of functional
centers - Definition of Residential, Commercial
and Industrial Zones
20
Case Study I Curitiba, Brazil
Agache Plan Transportation System
  • Problem
  • a) In 1955, the quality of public transportation
    was very low.
  • b) There was no timetable established for the
    buses.
  • c) Conflict among the 150 bus owners, who were
    operating public transportation in the city.
  • Plan
  • Public transport system was not included in
    Agache Plan.
  • Implementation
  • Curitiba issued the following regulations
  • Fares, timetable and frequency of buses were to
    be established by the municipality
  • Municipality now responsible for the planning of
    the public transportation
  • The city was divided into 9 operation sectors
  • The 150 bus owner were to be grouped into 13
    companies and each company was given permission
    to operate with exclusivity in a portion of the
    city.
  • Results
  • a) With this system, anyone who wished to go to a
    sector operated by a different company, had to go
    to the center first, and there take another bus.
    One company could not circulate in another
    companys sector.
  • b) A consensus was reached among the companies.
  • c) The quality of transportation was improved.

2
1
3
9
4
8
6
7
5
21
Case Study I Curitiba, Brazil
Growth Increasing Problems
  • Plan of Avenues was not executed, traffic
    system was not improved
  • 2) Traditional Center
  • - concentration of 50 of business activites
  • - concentration of 50 of job places
  • - increasing traffic problems
  • 3) Scattered pattern of occupation
  • - low density (16 inhab/ha)
  • - elevated costs to provide infrastructure
  • 4) Zoning was not able to organize the
    occupation and distribution of activities
  • - no criteria for high rise buildings location
  • - industrial and commercial activities in
    residential areas
  • - uncontroled/illegal land development
  • 5) Populational growth rate 7/year

22
Case Study I Curitiba, Brazil
Serete Plan Linear Growth Model
  • 1) From a concentric model to a linear growth
    model, through structural axis.
  • STRUCTURAL AXIS structural corridors to guide
    development and growth of the city.
  • 2) Growth to be managed, based on
  • - Land use
  • - Traffic system
  • - Public transportation
  • 3) Policies for economic and social development,
    and environmental preservation.
  • Public transportation
  • 1) priority for mass transportation instead of
    private car
  • 2) priority for man, with the creation of
    pedestrian streets and historical preservation in
    the traditional central area, keeping its human
    scale.

23
Case Study I Curitiba, Brazil
Serete Plan Zoning
Zoning Map (2000) - Traditional Center high
rise building/ high density/ residential,commercia
l,service uses - Structural Axis high rise
building/ high density/ residential,commercial,ser
vice uses (compulsory existence of commercial
activities at street level) - Medium (ZR3/ZR4)
and Low (ZR1/ZR2) Density Zones - Industrial
District - Environmental Preservation
Zones Iguacu River and Passauna River water
supply
24
Case Study I Curitiba, Brazil
Serete Plan Traffic System
Hierarchy of Streets Hierarchy -
Pedestrian streets to organize traffic flow -
Local streets - Collector Roads to schedule
infrastructure - Express Roads
implementation - Rapid Roads
25
Case Study I Curitiba, Brazil
Serete Plan Transportation System
Transportation system was planned to
be implemented in the land use/traffic
system framework. - Main arteries along the
Structural Axis - Interchange stations - Feeder
lines (orange) - Perimetral lines -
Interdistrict(green) - Direct Lines - Speedy
(gray)
26
Case Study I Curitiba, Brazil
Serete Plan Structural Axis
3 Road System - Central Road with dedicated
lanes for buses - External Roads outbound and
inbound fast flow roads
27
Case Study I Curitiba, Brazil
Serete Plan Resulting Urban Landscape
28
Case Study I Curitiba, Brazil
Serete Plan Implementation Process
Scheduled Implementation and Continuous
Improvement 1974 - North-South Axis - Normal bus
(80 passengers) 1979 -
Perimetral Lines
(Interdistricts) 1980s - Articulated
bus (160 passengers) - Integration
29
Case Study I Curitiba, Brazil
Serete Plan Implementation Process
1991 Direct Line (Speedy) Tube Station
30
Case Study I Curitiba, Brazil
Serete Plan Implementation Process
1992 Bi-Articulated Bus (270 passengers) Tube
Stations in the Structural Axis 1995 Integration
to the Metropolitan Region 2001 Articulated
bus also in Feeder and Perimetral Lines
31
Case Study I Curitiba, Brazil
Serete Plan Elements of the system
32
Case Study I Curitiba, Brazil
Characteristics
RIT - Rede Integrada de Transporte (Integrated
Transportation Network) One Fare System -
Internal Cross subsidy Short distance travelers
pay for long distance travelers - Operational
Costs covered by fare revenues (Self-sustainable
system)
33
Case Study I Curitiba, Brazil
Characteristics
  • Environmental friendly Fuel (Alcohol Etilico
    Anidro Carburante (8.0) Co-solvente (2.6)
    Diesel Oil (89.4)
  • - Environmental Gain -35.0 Black smoke
  • - 2.6 CO2
  • - 1.0 CO
  • - 5.0 NO
  • - 8.0 Emission of Particles
  • -30.0 Emission of Smoke with particles

34
Case Study I Curitiba, Brazil
Characteristics
  • Transportation Capacity

35
Case Study I Curitiba, Brazil
Users satisfaction survey
36
INTEGRATING LAND USE AND TRANSPORTATION
PLANNINGCase Study II Singapore
37
Case Study II Singapore
  • Singapore has 3.6 million people living in a
    total area of just 646 square kilometers, making
    it one of the most densely populated and
    urbanized countries in the world.
  • Rapid industrialization and intensive development
    have required a corresponding growth in transport
    infrastructure.
  • Roads currently take up about 12 of total land
    area.
  • Given the scarcity of land, the push factor is to
    develop a comprehensive rapid transit network
    with dedicated rights of way, transporting large
    numbers of people to their destination quickly
    and reliably.

SINGAPORES CHALLENGE
38
Case Study II Singapore
SINGAPORES STRATEGY (1)
  • Singapore has chosen integrating the goals of
    transportation planning with land use planning
    which had been set out since the Concept Plan
    1971. As travel is always made with a purpose,
    the amount and number of travels can be reduced
    by means of effective land use and transport
    planning. For example, by proper location of
    homes, offices and other uses in relation to the
    transport system.
  • Singapores government used land banking,
    buying land around the metro rail transit system
    before and during construction, and re-selling
    some of this land at a profit which in turn
    financed the construction of high density
    moderate income housing around the MRT stations.
  • Singapores government also developed a network
    of bike and pedestrian paths to MRT stations, and
    provided extensive bicycle parking facilities at
    the MRT stations.

39
Case Study II Singapore
SINGAPORES STRATEGY (2)
  • In the 1991 Revised Concept Plan, transport
    considerations resulted two key land use planning
    strategies
  • Decentralizing commercial and other economic
    activities through the development of regional,
    sub-regional, fringe centers of MRT stations.
    This has resulted in better utilization of MRT
    network in both directions during peak hours.
    Therefore, Singapore aimed for a proper mix of
    residential, industrial, and even institutional
    developments, and the highest plot ratios at and
    around MRT stations (White Paper of
    Transportation Planning, 1996).
  • Reducing the need for people to travel by
    locating employment centers like in industrial
    estates, business park and commercial centers
    near residential areas. Specifically, more homes
    would be built in the western part of island
    while more employment centers would be created in
    the eastern part of the island.

40
Case Study II Singapore
  • Central to the success of Singapore model is high
    density urban development that is closely
    integrated around the transit system. Singapores
    basic urban structure plan shows a series of
    radial and circumferential mass transit and light
    rail lines with major and minor sub-center nodes
    developed at high densities around the
    intersection of all these lines (Kenworthy et
    al., 1994).
  • The success of Singapore in integrating
    development around their respective rail systems
    is shown by high percentage of citys total
    activities lying within walking distance of
    stations and the ease with which stations are
    reached either on foot or by transit.
  • The story of Singapores successful transit
    system is not without its battles, nor is it
    without the support of highly successful policies
    aimed at restraining car use, such as (i) Area
    Licensing Scheme (ALS) introduced in 1975 to
    reduce morning peak commuting into CBD (ii) long
    history of steep vehicle taxes and (iii) the
    more recent Certificate of Entitlement (COE)
    system, which requires would-be car owners to bid
    for the right to buy a vehicle. The price of COE
    varies continously, but in the early 1994 it was
    as high as US 47,000, on top of the car purchase
    price (Straits Times, December 17, 2003).

41
Case Study II Singapore
  • Table Integration of Land Use with Transit in
    Singapore

Descriptor Population/Passengers
Percentage of Singapore population living within walking distance of MRT station 30.0
Percentage of Singapore population living within 1 km of the line 50.0
Percentage of all businesses and industrial areas located near stations 40.0
Percentage of passengers who walk to and from MRT stations 65.0
Percentage of passengers who transfer to or from buses at MRT stations 35.0
TOTAL 100.0
  • Source Letter from Singapore MRT Ltd, July 5,
    1994, quoting Transit Link Figures, and
    Introduction to The MRT Story (Singapore MRT
    Corporation, 1988).

42
Case Study II Singapore
FUTURE EXPECTATIONS (1)
  • Singapore will continue to ensure high quality of
    living. The Concept Plan 2001 will provide a
    variety of housing choices and a comfortable
    living environment. The concept also includes
    initiatives to be flexible and responsive to the
    needs of businesses, to support value-added
    industries, and to provide for the growth of
    Singapore into an international business hub.
  • These future expectations will create
  • More intensification industries and businesses
    close to MRT stations to optimize the use of land
    around these important transport nodes. This will
    allow people to enjoy the convenience of working
    near an MRT station.
  • More jobs closer to homes more jobs will be
    provided in the North, North East, and East
    regions. In addition, there will be more housing
    in the West and in the city so that more can live
    to their workplace.

43
Case Study II Singapore
New Homes in Familiar Places
High-Rise City Living
More Choices For Recreation
Greater Flexibility for Businesses
A Global Business Centre
An Extensive Rail Network
44
Case Study II Singapore
FUTURE EXPECTATIONS (3)
  • Boundaries between businesses and services are
    blurring.
  • One of the key new ideas in the Concept Plan 2001
    is to have a new zoning system in the future New
    Business Zone and New White Zone.
  • Under the new zoning system, industrial and
    business activities will be grouped according to
    their impact on the surrounding environment. New
    business zones will be introduced, with B1 for
    non-pollutive uses and B2 for pollutive uses.
  • This new "impact-based" zoning approach will
    allow businesses to house different uses under
    one roof and change activities easily without
    rezoning.
  • A new white zone will be introduced, allowing all
    uses except pollutive ones.

45
Case Study II Singapore
FUTURE EXPECTATION (4)
The Concept Plan plans for new orbital and radial
lines in future. Radial lines will enable the
community to travel to the city directly. Orbital
lines will enable them to get from one place to
another outside the Central Area more quickly.
The existing 93 km of rail lines will increase to
about 500 km in future.
Singapores Extensive Rail Network
46
Case Study II Singapore
CONCLUSIONS FROM SINGAPORES LESSONS LEARNED
  • Intensifying developments around MRT stations
    alone is not sufficient to ensure good
    accessibility. Planners must fully integrate MRT
    stations with building developments and other
    transport modes.
  • Factors influence the success of creating a
    transit-based urban form which expected to
    overcome automobile dependence are
  • Developing Non-auto-dependent land uses
  • Favoring alternate modes
  • Utilizing economic penalties
  • Creating traffic calming
  • To follow the success of Singapore, it is
    necessary to build
  • Commitment to building up quality transit,
    preferably rail
  • Some preparedness to introduce physical and
    economic restraint on private transportation that
    support the investment in transit and
  • Investment in relatively inexpensive improvements
    in the environment for pedestrians and cyclists.

47
The End and Thank You
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