Urban Research: May 2013

Friday, May 31, 2013

Assessment of development and regeneration urban projects: cultural and operational implications in metropolization context

by Roberto De Lotto

It has been worldwide demonstrated that metropolization phenomenon is changing in an indelible way the structure, the shape, the livability and the environment of contemporary cities. This phenomenon can not be circumscribe d in a specific national context but it involves the urban sphere of the entire planet.

Moreover, the suburban growth and the connected sprawl, have quite everywhere the same shape and present the same problems: the most critical concern the environmental issue, considered in an extensive meaning, that involves both na tural and anthropic elements.

Considering the ecological approach the paper explores cultural and operational implications of assessm ent methodologies able to control and address new developments to sustainability.

First the Metropolization phenomenon is analyzed throughout general data and specific thematic studies, considering the reasons of the birth and diffusion of the suburban model and the related critics; than the level of complexity that integrated assessment principles involve is connected to European Community proposals and to ethical concepts capable to guide aware plans.

Finally a case study is presented with reference to the Italian context and in particular to the city of Pavia in which a research, developed by the author, about renewal plans of urban dismissed area, permitted to define a set of integrated criteria that can support planners and designers in finding sub-optimal revitalization solutions.

more about Italy:

Measuring Socially Sustainable Urban Regeneration in Europe

Correlating Densities of Centrality and Activities in Cities: the Cases of Bologna (IT) and Barcelona (ES)

Street Centrality and Densities of Retails and Services in Bologna, Italy

The cost of sprawl: an Italian case study Laura Fregolent, Stefania Tonin

SIMULATING URBAN AND REGIONAL EVOLUTIONS: SCENARIOS OF DEVELOPMENT IN THREE STUDY CASES: ALGARVE PROVINCE (PORTUGAL), DRESDEN-PRAGUE TRANSPORT CORRIDOR (GERMANY-CZECH REPUBLIC) AND FRIULI-VENEZIA GIULIA REGION (ITALY)

Skyline photos of Venice, Italy 1

Public transportation in Venice, Italy

Institutions in urban planning and urban transport; an Amsterdam /Naples case study

Bike-sharing arrives in New York City via Citi Bike

By Elise Zevitz

New York City has joined the ranks of U.S. cities now offering bike-sharing systems. Sponsored by CitiBank and launched on Monday, Citi Bike offers residents, commuters, and visitors to the “Big Apple” an additional mobility and urban connectivity option, in the form of 6000 bicycles parked at 330 stations across Manhattan and Brooklyn — two of NYC’s five boroughs — making Citi Bike not only the newest, but also the largest bike-sharing system inaugurated in the US to date.

Mayor Michael Bloomberg called the Citi Bike program, “a big win for New York,” adding that the system will give New York residents, “another way to get around town by extending connectivity from subway and bus stops.” “It’s also going be great for our millions of visitors,” continued Bloomberg, “ allowing them another way to see the city, including making our incredible waterfront more accessible.”

read more

more about planning for bicycle:

The Impact of Bicycling Facilities on Commute Mode Share

A Review and Critique of NJ TRANSIT, Bicycle Access Policies

Walking and cycling for sustainable mobility in Singapore

Towards a Sustainable Transportation Environment: The Case of “Pedicabs” and Cycling in the Philippines

The World's 7 Most Bike-friendly Cities

TOWARDS A SUSTAINABLE URBAN TRANSPORT SYSTEM: PLANNING FOR NON-MOTORIZED VEHICLES IN CITIES

A “STEP” TOWARDS SUSTAINABLE TRANSPORT: A CASE STUDY OF PENANG, MALAYSIA

China’s Hangzhou Public Bicycle: Understanding Early Adoption and Behavioral Response to Bikesharing

Chinese bike-sharing dwarfs US and European programs

The influence of neighbourhood design on travel behaviour: Empirical evidence from North East England

by Paulus Teguh Aditjandra, Corinne Mulley, and John D. Nelson

This paper investigates the factors that affect travel behaviour within neighbourhoods in Tyne and Wear, North East England while accounting for differences in attitudes and perceptions. Ten different neighbourhoods have been carefully selected to characterise the two different types of traditional and suburban neighbourhood street layouts. A self-administered questionnaire has been delivered to 2200 households to capture neighbourhood design, travel patterns, travel attitudes and socio-economic characteristics. Multivariate analysis of cross-sectional data shows that some socio-economic variables as well as travel attitudes and neighbourhood design preferences can explain the differences in travel patterns between the two distinct neighbourhood designs. The results show additionally that the traditional neighbourhood group is more sensitive to factors of perception and attitudes in relation to neighbourhood design that lead to walking, cycling and public transport use travel patterns, suggesting that land-use policy designed to accommodate lower carbon-based travel together with measures to encourage active travel will have greater impact on the traditional group than the suburban group. This finding suggests that generic measures imposed by many governments, and certainly implied by current UK land-use policy, to promote sustainable mobility should be selectively targeted.

more about travel behavior:

Mobility biographies. A new perspective for understanding travel behaviour

How the Built Environment Influences Non-Work Travel: Theoretical and Empirical Essays

MODELING THE CHOICE CONTINUUM: AN INTEGRATED MODEL OF RESIDENTIAL LOCATION, AUTO OWNERSHIP, BICYCLE OWNERSHIP, AND COMMUTE TOUR MODE CHOICE DECISIONS

A Copula-Based Approach to Accommodate Residential Self-Selection Effects in Travel Behavior Modeling

The Impact of Bicycling Facilities on Commute Mode Share

UNDERSTANDING PERCEPTIONS OF ACCESSIBILITY AND MOBILITY THROUGH STRUCTURATION THEORY

Incremental Integration of Land Use and Activity-Based Travel Modeling: Workplace Choices and Travel Demand

Documentary film: Sprawling from Grace: The Consequences of Suburbanization

The influence of urban physical form on trip generation, evidence from metropolitan Shiraz, Iran

Urban Travel Route and Activity Choice Survey (UTRACS): An Internet-Based Prompted Recall Activity Travel Survey using GPS Data

URBAN TRANSPORT AND LOCAL GOVERNANCE IN ASIAN DEVELOPING COUNTRIES

New German community models car-free living

Wednesday, May 29, 2013

Mobility biographies. A new perspective for understanding travel behaviour

by Martin Lanzendorf

Changes in individual’s travel behaviour play a central role when assessing the impact of policies designed to affect the travel of persons or when forecasting the future demand for travel. Previous research has very much focused on daily travel and factors affecting this from a static perspective. However, dynamic changes are an important elment of travel behaviour (see Goodwin et al. 1987 and Goodwin 1998), and these dynamic effects cannot be captured with static models and cross-sectional data (Dargay 2001). We assume that travel behaviour research until now has been limited in its ability to understand individual’s behavioural changes because of at least three limitations which were important for the research design presented below: first, surprisingly little research has been carried out on the effect of long term decisions on travel behaviour (as an exception see for example Cervero and Landis 1992, Ommeren et al. 1999 on the impact of job relocations on commuting) although previous research showed that habits play a central role for the short-term decisions (Bamberg 1996, Axhausen et al. 2001; for leisure travel see Lanzendorf 2001). Therefore, the question how and when travel habits change becomes of interest and, thus, how decisions on a higher time scale affect the travel habits. Second, most frequently travel research is limited to the use of crosssectional instead of longitudinal data. Although panel studies are frequently suggested to overcome these deficits, the long duration of data collecting, high costs and high panel mortality rates limit their feasibility and reliability. Moreover, panels do not adjust flexibly enough to new research questions. Finally, travel research focuses more on statistical correlations between relevant factors than on causal relationships. To our knowledge the use of qualitative methods and the search for causal relationships between relevant factors is still very limited.
In this paper we present the theoretical framework of ‘mobility biographies’ with which we aim to address the limitations of previous research by using a life course approach. The life course approach has been put forward by demographic and housing researchers in various research fields. From this viewpoint people’s behaviour can be explained by its continuity over life time and by specific events that involve major changes in other domains of life. The term ‘mobility biography‘, then, refers to the total of an individual’s longitudinal trajectories in the mobility domain and assumes that events in these trajectories exist or, put in other words, that at certain moments in individual’s life the daily travel patterns, the car ownership or other mobility characteristics change to an important degree.

more about travel behavior:

UNDERSTANDING PERCEPTIONS OF ACCESSIBILITY AND MOBILITY THROUGH STRUCTURATION THEORY

How the Built Environment Influences Non-Work Travel: Theoretical and Empirical Essays

MODELING THE CHOICE CONTINUUM: AN INTEGRATED MODEL OF RESIDENTIAL LOCATION, AUTO OWNERSHIP, BICYCLE OWNERSHIP, AND COMMUTE TOUR MODE CHOICE DECISIONS

A Copula-Based Approach to Accommodate Residential Self-Selection Effects in Travel Behavior Modeling

The Impact of Bicycling Facilities on Commute Mode Share

URBAN TRIP DISTRIBUTION MODELS: ANALYSIS OF SPATIAL RESIDUAL ERRORS AND SOME IMPLICATIONS FOR TRANSPORTATION POLICY AND RESEARCH

A STUDY ON INTEGRATING PARATRANSIT AS A FEEDER SYSTEM INTO URBAN TRANSPORTATION AND ITS EFFECTS ON MODE CHOICE BEHAVIOR: A STUDY IN DEVELOPING COUNTRIES

Friday, May 24, 2013

UNDERSTANDING PERCEPTIONS OF ACCESSIBILITY AND MOBILITY THROUGH STRUCTURATION THEORY

by Mark Graham

Structuration theory in geography states that social systems are reproduced through the relationships between systems, structures, actors and their perceptions. Therefore, understanding the modes through which social systems are reproduced will allow for a clearer understanding of the nature of society. However, much of the relevant social theory has not been empirically tested. Thus, by empirically examining general perceptual differences between different built environments, on a macro and a micro level, it is hoped that the links between perceptions, social structures, and the built environment can be more fully understood. A better understanding of these links will, in turn, allow the relevant social theory (in this case, structuration theory) in geography to be advanced from a theoretical to an empirical stage. A clearer understanding of the links between perceptions, the built environment, and the reproduction of social systems will not only advance the field of geography, but will also have ramifications in the fields of psychology, sociology, economics, marketing, and urban planning.
The purpose of this study is to examine how structural differences between locations may result in differences in people’s perceptions about and interactions with the landscape. I hypothesize that there are fundamental differences in the way people perceive and interact with landscapes in Bowling Green, Kentucky, and Penzance, England, in part because of the broader structural and environmental differences between these settings. Specifically, I hypothesize that perceptions about preferred forms of transportation to leisure and retail activities will be significantly different between residents of locations that have a significant difference in the modes of transportation to such leisure and retail activities. Bowling Green and Penzance have been chosen as study sites because great differences exist between these cities in how transportation systems to leisure and retail activities are structured.

similar posts:

MODELING THE CHOICE CONTINUUM: AN INTEGRATED MODEL OF RESIDENTIAL LOCATION, AUTO OWNERSHIP, BICYCLE OWNERSHIP, AND COMMUTE TOUR MODE CHOICE DECISIONS

A Copula-Based Approach to Accommodate Residential Self-Selection Effects in Travel Behavior Modeling

Residential Self-Selection Effects in an Activity Time-Use Behavior Model

Residential self-selection and travel: The relationship between travel-related attitudes, built environment characteristics and travel behaviour

Saturday, May 18, 2013

How the Built Environment Influences Non-Work Travel: Theoretical and Empirical Essays

by Daniel Gregory Chatman

Characteristics of the built environment include the arrangement of land uses, transportation infrastructure, and neighborhood design. Built environment policies are hypothesized to influence congestion- and pollution-causing auto use by affecting the convenience of travel by different modes. But after decades of empirical research measuring the strength of built environment influences on travel, theories remain poorly articulated and empirical research contradictory.
In the first essay, I argue that the built environment can be expected to influence the quality, quantity and price of traveling to out-of-home activities. Travel choices depend crucially on how the built environment simultaneously affects characteristics of travel by all modes. The proposed theoretical framework provides a means of organizing common hypotheses about the built environment and travel, leading to an increased understanding of interrelationships, better interpretations of existing studies, and improved empirical strategies for future research.
The second essay is an empirical study on how development density influences out-of-home non-work activity participation and auto use, using data from a survey that I carried out in San Diego and the San Francisco Bay Area from November 2003 to April 2004. Density’s most significant influences are not on the ease of reaching activities on foot or via transit, but on the difficulty of using the auto and, to a lesser extent, on the quality of walking. Previous contradictory empirical findings likely suffer from omitted variable bias.
The third essay investigates the hypothesis that densely-developed neighborhoods with walking access to retail shops, good transit service, and finely-meshed street grids attract households who prefer to walk and take transit. If so, observed relationships between the built environment and travel may reflect a residential sorting process rather than an exogenous effect of the built environment on travel. I theorize that residential self-selection is imperfect with respect to non-work accessibility, and show that accounting for pre-existing travel-related preferences increases the explanatory power of statistical models but reveals relatively little bias in conventional analysis.

more about travel behavior research:

MODELING THE CHOICE CONTINUUM: AN INTEGRATED MODEL OF RESIDENTIAL LOCATION, AUTO OWNERSHIP, BICYCLE OWNERSHIP, AND COMMUTE TOUR MODE CHOICE DECISIONS

Residential Self-Selection Effects in an Activity Time-Use Behavior Model

Dynamic GPS-position correction for mobile pedestrian navigation and orientation

The impacts of telecommunication technologies on travel behavior

URBAN TRIP DISTRIBUTION MODELS: ANALYSIS OF SPATIAL RESIDUAL ERRORS AND SOME IMPLICATIONS FOR TRANSPORTATION POLICY AND RESEARCH

Incremental Integration of Land Use and Activity-Based Travel Modeling: Workplace Choices and Travel Demand

Documentary film: Sprawling from Grace: The Consequences of Suburbanization

QUALITATIVE METHODS IN TRAVEL BEHAVIOUR RESEARCH

Monday, May 13, 2013

A hundred years of town planning and the influence of Ebenezer Howard

by Max Steuer

The Garden City Association, now the Town and Country Planning Association (TCPA), was founded on the 10th of June 1899 by a group of men hoping to create a new way of living. They were led by Ebenezer Howard, the author of To-morrow! A Peaceful Path to Real Reform. Originally the TCPA planned to celebrate its centenar y by publishing a new edition of Howard’s book. Instead, the Association’s Chairman, Sir Peter Hall, and its former Environmental Education OfŽ cer, Colin Ward, have produced a commemorative volume in two parts. The Ž rst part consists of a detailed and interesting history of the life and works of Ebenezer Howard, and the inuence of his and related ideas on town planning during the past centur y. The second part of the book is a chronicle of Hall and Ward’s ideas about the best way to accommodate the proposed building of new houses in the UK over the next few decades. Not surprisingly, the authors want to show that Howard’s thinking is relevant to current housing and town planning issues. They struggle to do so, sometimes making big claims for Howard, and at other times getting on with their own ideas and leaving Howard to one side. This book is a pivotal publication which is intended to celebrate the achievements of the town planning movement. The centenary means one thing to the members of the town planning establishment, and quite another thing to outsiders, like myself, who come from the social science tradition.
Hall and Ward describe Howard’s life prior to writing Tomorrow!, later republished as Garden Cities of To-Morrow, as, ‘one of hard grind and personal failure’ (p. 4). Howard emigrated to America, where he tried unsuccessfully to make a go of farming. When disaster struck, he was able to rescue his family and earn a ver y modest living by moving to Chicago and working as a shorthand writer. He returned to London in 1876 and carried on with shorthand as a Parliamentary reporter. He had no particular educational background, but always took an interest in social movements, rejecting most, but being rather drawn to the economist Henry George and his single land tax. Howard appears to have been a decent enough fellow with something of a gift for orator y. He hardly seems to be the kind of person who would write a book which, in Hall and Ward’s phrase, ‘would change the course of history’.

Letschworth Garden City

Letschworth Garden City

Letschworth Garden City

more about Ebenezer Howard and Garden City:

INTRODUCTION: THE GARDEN CITY LEGACY

From Garden Cities to New Towns – An Integrative Planning Solution?

History of Letchworth Garden City

Howard Park and Howard Garden, Letchworth Garden City, Herts: Archaeological Desk Based Assessment

The Roots and Origins of New Urbanism

What is Green Urbanism? Holistic Principles to Transform Cities for Sustainability

Tuesday, May 7, 2013

MODELING THE CHOICE CONTINUUM: AN INTEGRATED MODEL OF RESIDENTIAL LOCATION, AUTO OWNERSHIP, BICYCLE OWNERSHIP, AND COMMUTE TOUR MODE CHOICE DECISIONS

by Abdul Rawoof Pinjari, Ram M. Pendyala, Chandra R. Bhat, and Paul A. Waddell

The integrated modeling of land use and transportation choices involves analyzing a continuum of choices that characterize people’s lifestyles across temporal scales. This includes long-term choices such as residential and work location choices that affect land-use, medium-term choices such as vehicle ownership, and short-term choices such as travel mode choice that affect travel demand. Prior research in this area has been limited by the complexities associated with the development of integrated model systems that combine the long-, medium- and short-term choices into a unified analytical framework. This paper presents an integrated simultaneous multi-dimensional choice model of residential location, auto ownership, bicycle ownership, and commute tour mode choices using a mixed multidimensional choice modeling methodology. Model estimation results using the San Francisco Bay Area highlight a series of interdependencies among the multi-dimensional choice processes. The interdependencies include: (1) self-selection effects due to observed and unobserved factors, where households locate based on lifestyle and mobility preferences, (2) endogeneity effects, where any one choice dimension is not exogenous to another, but is endogenous to the system as a whole, (3) correlated error structures, where common unobserved factors significantly and simultaneously impact multiple choice dimensions, and (4) unobserved heterogeneity, where decision-makers show significant variation in sensitivity to explanatory variables due to unobserved factors. From a policy standpoint, to be able to forecast the “true” causal influence of activity-travel environment changes on residential location, auto/bicycle ownership, and commute mode choices, it is necessary to capture the above-identified interdependencies by jointly modeling the multiple choice dimensions in an integrated framework.

Similar studies:

Examining the Impacts of Residential Self-Selection on Travel Behaviour: A Focus on Empirical Findings

Residential self-selection and travel: The relationship between travel-related attitudes, built environment characteristics and travel behaviour

Residential Self-Selection Effects in an Activity Time-Use Behavior Model

A Copula-Based Approach to Accommodate Residential Self-Selection Effects in Travel Behavior Modeling

by Chandra R. Bhat and Naveen Eluru

The dominant approach in the literature to dealing with sample selection is to assume a bivariate normality assumption directly on the error terms, or on transformed error terms, in the discrete and continuous equations. Such an assumption can be restrictive and inappropriate, since the implication is a linear and symmetrical dependency structure between the error terms. In this paper, we introduce and apply a flexible approach to sample selection in the context of built environment effects on travel behavior. The approach is based on the concept of a “copula”, which is a multivariate functional form for the joint distribution of random variables derived purely from pre-specified parametric marginal distributions of each random variable. The copula concept has been recognized in the statistics field for several decades now, but it is only recently that it has been explicitly recognized and employed in the econometrics field. The copula-based approach retains a parametric specification for the bivariate dependency, but allows testing of several parametric structures to characterize the dependency. The empirical context in the current paper is a model of residential neighborhood choice and daily household vehicle miles of travel (VMT), using the 2000 San Francisco Bay Area Household Travel Survey (BATS). The sample selection hypothesis is that households select their residence locations based on their travel needs, which implies that observed VMT differences between households residing in neo-urbanist and conventional neighborhoods cannot be attributed entirely to the built environment variations between the two neighborhoods types. The results indicate that, in the empirical context of the current study, the VMT differences between households in different neighborhood types may be attributed to both built environment effects and residential self-selection effects. As importantly, the study indicates that use of a traditional Gaussian bivariate distribution to characterize the relationship in errors between residential choice and VMT can lead to misleading implications about built environment effects.

Similar papers:

Residential Self-Selection Effects in an Activity Time-Use Behavior Model

Examining the Impacts of Residential Self-Selection on Travel Behaviour: A Focus on Empirical Findings

Residential self-selection and travel: The relationship between travel-related attitudes, built environment characteristics and travel behaviour

Residential Self-Selection Effects in an Activity Time-Use Behavior Model

by A. R. Pinjari, C. R. Bhat, and D. A. Hensher

This study presents a joint model system of residential location and activity time-use choices that considers a comprehensive set of activity-travel environment (ATE) variables, as well as sociodemographic variables, as determinants of individual weekday activity time-use choices. The model system takes the form of a joint mixed Multinomial Logit–Multiple Discrete-Continuous Extreme Value (MNL–MDCEV) structure that (a) accommodates differential sensitivity to the ATE attributes due to both observed and unobserved individual-related attributes, and (b) controls for the self selection of individuals into neighborhoods due to both observed and unobserved individual-related factors. The joint model system is estimated on a sample of 2793 households and individuals residing in Alameda County in the San Francisco Bay Area.
The model results indicate the significant presence of residential self-selection effects due to both observed and unobserved individual-related factors. For instance, individuals from households with more bicycles are associated with a higher preference for out-of-home physically active pure recreational travel pursuits (such as bicycling around in the neighborhood). These same individuals locate into neighborhoods with good bicycling facilities. This leads to a non-causal association between individuals’ time investment in out-of-home physically active pure recreational travel and bicycling facilities in their residential neighborhoods. Thus, ignoring the effect of bicycle ownership in the time-use model, would lead to an inflated estimate of the effect of bicycling facility density on the time invested in physically active pure recreational travel. Similarly, there are significant unobserved individual factors that lead to a high preference for physically active recreational activities and also make individuals locate in areas with good bicycling facilities. When such unobserved factors were controlled by the proposed joint residential location and time-use model, the impact of bicycling facility density on out-of-home physically active recreational activities ceased to be statistically significant (from being statistically significant in the independent time-use model). These results highlight the need to control for residential self-selection effects when estimating the effects of the activity-travel environment on activity time-use choices.

Similar papers:

Examining the Impacts of Residential Self-Selection on Travel Behaviour: A Focus on Empirical Findings

Residential self-selection and travel: The relationship between travel-related attitudes, built environment characteristics and travel behaviour

Thursday, May 2, 2013

Examining the Impacts of Residential Self-Selection on Travel Behaviour: A Focus on Empirical Findings

by XINYU (JASON) CAO, PATRICIA L. MOKHTARIAN, AND SUSAN L. HANDY

Numerous studies have found that suburban residents drive more and walk less than residents in traditional neighbourhoods. What is less well understood is the extent to which the observed patterns of travel behaviour can be attributed to the residential built environment (BE) itself, as opposed to attitude-induced residential self-selection. To date, most studies addressing this self-selection issue fall into nine methodological categories: direct questioning, statistical control, instrumental variables, sample selection, propensity score, joint discrete choice models, structural equations models, mutually dependent discrete choice models and longitudinal designs. This paper reviews 38 empirical studies using these approaches. Virtually all of the studies reviewed found a statistically significant influence of the BE remaining after self-selection was accounted for. However, the practical importance of that influence was seldom assessed. Although time and resource limitations are recognized, we recommend usage of longitudinal structural equations modelling with control groups, a design which is strong with respect to all causality requisites.

more about similar topics:

Residential self-selection and travel: The relationship between travel-related attitudes, built environment characteristics and travel behaviour

QUALITATIVE METHODS IN TRAVEL BEHAVIOUR RESEARCH

The Impact of Bicycling Facilities on Commute Mode Share

Travel mode choice: affected by objective or subjective determinants?

Measuring Perceived Accessibility to Urban Green Space: An Integration of GIS and Participatory Map

Journey-to-Work Patterns in the Age of Sprawl: Evidence from Two Midsize Southern Metropolitan Areas

Residential self-selection and travel: The relationship between travel-related attitudes, built environment characteristics and travel behaviour

by Wendy Bohte

Most national governments of Western countries aim to influence the travel patterns of households – at least to some degree – through the spatial planning of residential areas. Over time and between countries, the main aims of spatial policies have varied, from reducing congestion, reducing travel times, reducing environmental pollution, increasing liveability to preserving rural landscapes. Today, maintaining and improving accessibility for economic reasons, the depletion of fossil fuels and the reduction of carbon dioxide emissions to limit climate change are the major reasons for influencing travel behaviour (e.g. Hilbers et al., 2006; OECD, 2007; TRB, 2003; Van den Brink and Van Wee, 2001). In addition, health professionals have recently called on spatial planners to develop residential areas that promote walking and cycling (e.g. Frumkin et al., 2004; NICE, 2008).
Nonetheless, in most countries the extent to which policies are put into practice is limited. Over the last few decades, the Netherlands has probably had the most far-reaching mobility aims in its spatial planning policies. In the 1970s the Third National Policy Document on Spatial Planning aimed at reducing car mobility. Policies aimed to increase the use of slow modes and public transport through undertaking new developments in existing urban areas, providing high-quality public transport in the newly developed areas andmixed land use (housing, work and recreation) at the urban regional level. New employment locations were to be situated near railway stations. In 1973 the national government prohibited large-scale out-of-town retail developments to protect city centres and prevent an increase in car use (Evers, 2002).
Spatial policy aiming at urban concentration was intensified in the following two decades, with the introduction of the compact city policy. The Fourth Report on Spatial Planning Extra (Ministerie van Volkshuisvesting, Ruimtelijke Ordening en Milieubeheer, 1991) resulted in the development of so-called VINEX locations. These are large new residential areas situated within or adjacent to medium to large-sized cities, aiming to provide good accessibility by public transport and bicycle. Living, working and personal care was to take place at the level of the urban region to reduce mobility and protect rural areas (Snellen and Hilbers, 2007).

Amersfoort, Netherlands

Amersfoort, Netherlands

more about travel behavior:

Integrating Transport, Land-Use Planning and Environment Policy in European Countries

MODELLING AND PROSPECTS OF THE AUDIENCE MEASUREMENT FOR OUTDOOR ADVERTISING BASED ON DATA COLLECTION USING GPS DEVICES (ELECTRONIC PASSIVE MEASUREMENT SYSTEM)

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