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Showing posts with label Urban Infrastructure. Show all posts
Showing posts with label Urban Infrastructure. Show all posts

Sunday, January 26, 2025

Spanning History: How Bridges Transformed Cities

 

Bridges are more than feats of engineering; they’re symbols of connection and progress that have fundamentally shaped the urban world. They link people, fuel economies, and transform landscapes. Two iconic examples, the Brooklyn Bridge in New York City and the Golden Gate Bridge in San Francisco, illustrate how these structures redefine cities and their futures.


The Brooklyn Bridge: A Gateway to New York’s Future

Completed in 1883, the Brooklyn Bridge was an unprecedented achievement in engineering. It was the first steel-wire suspension bridge and, at the time of its opening, the longest suspension bridge in the world, stretching 1,595 feet across the East River. Before the bridge, Brooklyn and Manhattan relied on ferries to connect their residents, a method that was often unreliable and slow. The bridge revolutionized this connection, paving the way for Brooklyn to become part of New York City in 1898.

The construction of the bridge wasn’t without challenges. It took 14 years to complete, costing $15 million—equivalent to nearly $400 million today—and the lives of at least 27 workers, including its original designer, John A. Roebling. However, the payoff was immense. By the early 20th century, Brooklyn emerged as a major industrial hub, and the bridge facilitated the daily commute of thousands. Today, the bridge carries approximately 120,000 vehicles, cyclists, and pedestrians daily, serving as both a vital transport link and a global icon.

The Golden Gate Bridge: Opening the Bay Area

The Golden Gate Bridge, completed in 1937, had a similarly transformative effect on San Francisco and its surrounding areas. Spanning 4,200 feet, it was the longest suspension bridge in the world at the time and remains an engineering marvel. Its construction cost $35 million (around $700 million in today’s dollars), and its vibrant International Orange color was chosen to enhance visibility in the Bay Area’s infamous fog.

Before the bridge, the only way to travel between San Francisco and Marin County was via ferry—a time-consuming and limited option. The bridge slashed travel times, opening up Marin County and the northern Bay Area for development. Suburban areas flourished, and economic activity surged as businesses and residents gained easier access to the city. Today, the bridge carries over 100,000 vehicles daily, making it a lifeline for the region.

Beyond the Icons: The Broader Impact of Bridges

Bridges have left a mark on cities around the world. The Tower Bridge in London, completed in 1894, not only became an iconic landmark but also addressed the challenges of increasing traffic during the Industrial Revolution by allowing both vehicles and ships to pass. In modern times, the Danyang-Kunshan Grand Bridge in China, which stretches an astonishing 102 miles, connects key cities along the Beijing-Shanghai High-Speed Railway, promoting regional development.

However, bridges come with challenges. The environmental impact during construction, such as habitat disruption, and long-term maintenance costs pose ongoing issues. For example, the Brooklyn Bridge has undergone several renovations over the years, with recent projects costing upwards of $800 million. Similarly, the Golden Gate Bridge requires constant upkeep to combat the corrosive effects of saltwater and fog, costing millions annually.

Bridges as Cultural Icons

In addition to their functional roles, bridges often become cultural symbols. The Brooklyn Bridge has been featured in countless films, books, and artworks, symbolizing innovation and resilience. The Golden Gate Bridge, with its unique color and sweeping vistas, is one of the most photographed structures in the world.

Conclusion: Building Futures

From uniting boroughs in New York to connecting regions in San Francisco, bridges are not just structures; they’re agents of transformation. They link people, spur economic growth, and redefine landscapes. As cities continue to grow, bridges will remain vital in shaping urban futures, proving that the path to progress is often a bridge away.

More about San Francisco:

How Public Markets Shaped Cities

Sunday, April 28, 2013

Green Alley Programs: Planning for a sustainable urban infrastructure?

by Joshua P. Newell, Mona Seymour, Thomas Yee, Jennifer Renteria, Travis Longcore, Jennifer R. Wolch, and Anne Shishkovsky


Revitalization of urban alleys, underway in cities and towns in North America, Europe, and other regions, can be seen as a manifestation of a broader movement among city agencies, planners, and community groups to expand green urban infrastructure and promote sustainability. This article analyzes alley greening programs in seven cities in the United States using the lens of sustainability planning. Study results indicate that most alley greening programs are narrowly oriented toward stormwater management. An in-depth exploration of the alley greening program in the city of Los Angeles illustrates how a more robust commitment to sustainability – through the adoption of goals related to environmental protection, economic development, and social equity – might be actualized in the context of alley greening efforts. The article also considers the role of collaboration in developing integrative sustainability programs around alleys.

more about sustainable city:

Wednesday, June 20, 2012

Promoting Sustainable Transport in Latin America through Mass Transit Technologies

by Jorge ROGAT, Miriam HINOSTROZA and Kamala ERNEST

The decisions made today regarding transport infrastructure and land use will affect long-term travel behaviour and the ability to curb unnecessary emission growth. Transport planning and mobilizing investments towards sustainable transport development should focus on delivering structural changes to transport networks that yield significant long-term benefits and positive impacts. The rapid urbanization and economic growth in Latin American cities beginning in the 70s has led to, among other things, growing mobility and demand for transportation. The lack of efficient, reliable and safe public transport systems has led to the switch away from buses and trains towards private cars. Some of the impacts of a steadily increasing car fleet have been increased congestion, number of accidents and environmental deterioration. Bus rapid transit (BRT) along with complementary policy measures became the answer in a number of Latin American cities. The successful experiences of Curitiba in Brazil and Bogotá in Colombia have served as the source of inspiration for other cities in Latin America, Asia, Europe and the USA. This paper discusses some of the Latin American experiences by analyzing its achievements and drawbacks in an effort to raise awareness on the model approaches to promote sustainable transport.

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TransMilenio - Bogotá, Colômbia

TransMilenio - Bogotá, Colômbia, by EMBARQ Brasil

TransMilenio - Bogotá, Colômbia

TransMilenio - Bogotá, Colômbia, by EMBARQ Brasil

TransMilenio - Bogotá, Colômbia

TransMilenio - Bogotá, Colômbia, by EMBARQ Brasil

TransMilenio - Bogotá, Colômbia

TransMilenio - Bogotá, Colômbia, by EMBARQ Brasil


more about urban transportation in Latin America:

Urban Transport Sector in Developing Countries

A Car Becomes a Weapon in Brazil; Pedestrians Shortchanged in Detroit

Evaluated Model of Pedestrian Movement Based on Space Syntax, Performance Measures and Artificial Neural Nets

SÃO PAULO’S URBAN TRANSPORT INFRASTRUCTURE

SUSTAINABLE TRANSPORT PLANNING: A METHODOLOGICAL APPROACH

Sustainable human settlements development in Latin America and the Caribbean

by Lucy Winchester

This document presents an overview of the regional progress made towards the targets and commitments derived from implementation plans and programmes for the main agreements of the Johannesburg Summit and Agenda 21 regarding human settlements thematic cluster in Latin America and the Caribbean. It has been submitted as part of the preparatory process for the twelfth session of the United Nations Commission on Sustainable Development, held in May 2004. A previous summary of this report was validated by the XII General Assembly of Ministers and Highest Authorities of Housing and Urban Development (MINURVI) held in La Paz, Bolivia, during November 2003.
The report addresses the principal social, economic and environmental issues in the region, as well as the challenges and opportunities for sustainable development in the region, highlighting advances made in the implementation of policies, reforms, programmes and projects in this area.

read more 
Mexico City from above
Mexico City, by eeliuth
montevideo, uruguay
Montevideo, Uruguay, by Felipe Stahlhoefer

more about Latin America:

Skyline photos of Mexico City (1)

Graffiti photos of Santiago, Chile

Capturing Sao Paulo's Sidewalks

SÃO PAULO’S URBAN TRANSPORT INFRASTRUCTURE

Inequality and Urban Shrinkage: A Close Relationship in Latin America

MEXICO: Capital Badly in Need of Urban Regeneration

Land development, land use, and urban sprawl in Puerto Rico integrating remote sensing and population census data

Tuesday, April 10, 2012

Putting the American Commitment to High-Speed Rail in Context

by Yonah Freemark

Under the supervision of Transportation Secretary Ray LaHood, the Obama Administration has been making a big deal of its efforts to promote livable communities where people don’t have to drive to get everywhere. At the Netroots Nation conference last week in Las Vegas, Mr. LaHood was especially vocal about his goals. “Americans like their automobiles,” he said. “One of the reasons they like ‘em is because it is in some places in the country the only form of transportation, particularly in rural America.”
He promotes an alternative. Americans would act more like Europeans and Asians when it comes to transportation choice, the Transportation Secretary implied, had President Eisenhower made a commitment to high-speed rail when he advanced his Interstate Highway System in the 1950s. “That’s the kind of vision that President Obama and Vice President Biden [now] have for America,” he said. Mr. LaHood suggested that after 25 years of spending, “80% of America will be connected” to intercity rail.
Yet all evidence suggests that despite Mr. LaHood’s statements — the most honest (and exciting) about the future of American commuting by any U.S. transport secretary ever, as far as I know — there is no way that his goals will be implemented unless there is a massive transformation in the way American politicians think about transportation.
There are two principal explanations for this problem: one, a lack of long-term planning in favor of alternative transportation options; and two, a lack of funding.

photo by Global X

more about rail transportation:

Los Angeles Streetcars: A Push To Bring Back The Rich History Of Streetcars Begins In Downtown LA

Spatial Network Analysis of Public Transport Systems: Developing a Strategic Planning Tool to Assess the Congruence of Movement and Urban Structure in Australian Cities

GROWING PATRONAGE - THINK TRAM?

Germany's Longest Subway, Billions Upon Billions for Berlin-Munich Bullet Train

What's In A Name: Branding Rail Travel

Thursday, April 5, 2012

The Management of Intermodality in Urban Transportation

by Ioan Cuncev

The central idea of this paper is to promote the management of intermodality in urban transportation. The continuous management of intermodality, starting at strategic level with intermodality policy management and then, at all the decision making levels until final users, could become invisible the transshipment from a transport mode to the other. The politicians, infrastructure managers, operators and the final users including the passengers, are both the decision-makers and the target of the intermodality management. The management of intermodality must become a tool for optimal control of the large dynamic system of urban transportation according to a multicriterial objective.


more about intermodal transportation:

The New Urban Acupuncture: Intermodal Nodes between Theory and Practice

Spatial Network Analysis of Multimodal Transport Systems: Developing a Strategic Planning Tool to Assess the Congruence of Movement and Urban Structure

Friday, February 24, 2012

Commuter Commotion: 6 Futuristic Mass Transit Concepts


City buses have never been the sexiest form of transportation, but they get you from one place to the next. The Superbus Project aims to bring luxury, on-demand, eco-friendly mass transit to the Netherlands with a bus that happens to look a lot like a stretch limo. With 16 gull wing doors, a pile of safety features and the ability to hit speeds up to 155 MPH, this is definitely not your typical bus. The best part? You can wait inside your home for this bus since it has no set route but instead makes stops after being summoned via web or SMS.
Along with the development of cars that can drive themselves has come the possibility of freeway convoys. An EU-funded project called SARTRE is based around the idea that commuters will happily give up control of their cars on the way to work in order to have a bit of free time during the commute. A lead car would be piloted by a professional driver who would be able to take control of and then release control of personal vehicles, all based on signals given by the driver. When in the convoy, the individual cars in the “train” are all controlled by the lead car, and as such their drivers can simply sit back and enjoy the ride.


more about public transportation:

Increasing the Quality of Public Transport in Prague

Dortmund Light Rail Developments, Germany

Sydney: monorail soon to be scrap metal?

Back to Basics for Detroit Light Rail

Tehran and the challenges of a metropolis in the millennium

 

Wednesday, February 15, 2012

Understanding the Impact of Transportation on Economic Development

by RANDALL EBERTS

The interface between transportation investment and economic development has broad ramifications that go beyond transportation’s basic purpose of moving goods and people from one place to another. Whereas there is no doubt that transportation is essential in the operation of a market economy, much still needs to be understood about ways in which an efficient transportation system can improve the productivity of the economy.
Transportation also has a broader role in shaping development and the environment  Policy concerns in the next millennium will increasingly focus on the effects of transportation on where people live and on where businesses locate; and on the effects that these location decisions have on land use patterns, congestion of urban transportation systems, use of natural resources, air and water quality, and the overall quality of life. Issues of urban sprawl, farmland preservation, and air and water quality have already pushed their way to the forefront of policy debates at both the national and local levels. To make prudent decisions, policy makers must be equipped with the best information and analysis possible about the interactions among these various factors.
The questions asked by policy makers are two sided. Not only do they want to know the effect of transportation on additional economic development, they also want to know the transportation needs of future growth. Transportation analysts must tackle more complex questions than they did in the past. As the nation’s transportation system has matured and competition for government funds has intensified, the issue is not simply where to build another segment of highway or which airport needs to be expanded. The questions have become more complex. What mode of transportation is most cost-effective in meeting a region’s transportation needs? How should a state department of transportation prioritize its highway dollars to maximize economic growth? What is the trade-off between additional growth in an urban area and the cost of expanding transportation systems to accommodate greater growth? What effect does the expansion of transportation systems have on the need to invest in other types of infrastructure? Four factors are important in examining the relationship between transportation and economic development: (a) relevant type of transportation investment, (b) data necessary to analyze the economic effect of the investment, (c) appropriate methodology to analyze the economic effect, and (d) the proper dissemination of the results and education of professionals as to the economic effects of transportation investment.


similar reading materials:

New German community models car-free living

URBAN TRANSPORT AND LOCAL GOVERNANCE IN ASIAN DEVELOPING COUNTRIES

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

TRAVEL DEMAND FORECASTING FOR URBAN TRANSPORTATION PLANNING

BEST PRACTICE IN FACILITATING AND PROMOTING ACTIVE TRAVEL

Sunday, January 22, 2012

Dortmund Light Rail Developments, Germany


Aside from plentiful services on the IC/ICE networks centred on the soon-to-be rebuilt Dortmund Hauptbahnhof (handling 150,000 daily); heavy rail routes provide much local transport through DB's S-Bahn and regional operations. However, higher frequencies and closer stops are available on the commuter services of the local utilities group, Dortmunder Stadtwerke AG, branded as DSW21.
With so many interests in the area, including 'Dortmund Airport 21', 13km (8 miles) to the east and the suspended H-Bahn system at Dortmund University, DSW21 has a clear view of its role: "To set the city in motion. Over 127 million customers use the well-structured network of buses, trams and trains every year".
Less overtly anti-car than is normal when public transport is being promoted, the authority operates a parking guidance system to direct drivers to one of 7,600 parking places in 14 multi-storey or underground car parks.

Inside a Dortmunder U-Bahn wagon, line 42, Grevel-Hombruch, developed in 1980s
INFRASTRUCTURE

DSW21's rail-based transport is of two standard gauge types. The majority stems from the attempt in the 1960s to establish an inter-urban light rail system (Stadtbahn) to connect and pass through the centres of adjoining cities in the Rhein-Ruhr region.
Although not realised on the regional front, as with fellow NRW city Düsseldorf, the scheme did yield a core high-floor 'supertram' operation largely devoid of road conflicts and only emerging from tunnels (totalling 17.5km) when away from the city centre.
Routes are on two in-tunnel lines that cross at Stadtgarten Interchange in central Dortmund, linked at the southern end near the Westfalenhallen and Westfalenstadion (Signal Iduna Park) entertainments area just to the south. This link avoids reversal, with routes switching identities as they return along the tunnel opposite that on which they arrived. Branches from the two core lines provide six 'U'-designated Stadtbahn routes.
The other mode is represented by the two tram routes on a branching double-track section on an east-west axis, survivors of a vastly bigger system. Segregated from the Stadtbahn except at the common Dorstfeld depot, the 403/404 services (to be re-designated as U43/U44) are due to be being rerouted in 2008 via a new 2.3km (1.4 mile) tunnel between Ostentor and and Heinrichstrasse. 


more about Germany:

The Münster Application for the European Green Capital Award

Bicycle policies of the European principals: continuous and integral

Artbase Grabowsee – Urban Art Festival

The International Doctorate Programme European Urban Studies (IPP-EU), Bauhaus University, Weimar, Germany

The streets of central city of Aachen, Germany

The pedestrian streets of Bochum central city

BEYOND GROWTH – URBAN DEVELOPMENT IN SHRINKING CITIES AS A CHALLENGE FOR MODELING APPROACHES

Thursday, January 12, 2012

What solutions does public transport provide to reduce the effects of excessive urban development?


Considering the importance of the tram route and especially its infrastructure in the overall transportation system in cities and metropolitan areas, when new lines are built or old ones are modernised, it is necessary to follow certain European regulation principles by implementing proper constructive solutions, which can provide a high level of reliability and environmental protection, economic solutions with minimum impact on the infrastructure.
Due to the excessive urban development of the last few years, cities face an increase in population density and freight volumes. However, the development of the infrastructure necessary to cover these demands is limited in many cities by the lack of space. That is why decision-makers outline the fact that the applications of the Intelligent Transport Systems (ITS) are no used sufficiently in order to provide an efficient urban mobility management or they are developed without considering the interoperability factor.
The European Commission stresses the fact that the public authorities should ensure investments in infrastructure and in the existing rolling stock fleet, as well as its maintenance, and even in replacing the old fleet in order to provide safe urban transport services. To that end, it is necessary to develop the cooperation at local, regional, national and European level, as well as among the population which should ensure the fair payment of the service provided, seeing as the citizens would be willing to pay for quality public transport services.

Cooperation at regional and national level
The public transport sector benefits from the necessary capacity and ambition to improve the urban environment, both for the citizens and the activities undertaken. This can be observed in many urban centres. A fair and efficient transport infrastructure management can have a positive impact on safety and on the environment. The access to a public transport system is defined by the quality of urban mobility provided to the population, in terms of infrastructure and transport services.
 
Heavy rail subway beneath the highway leads to downtown Kyiv, Ukraine, photo by thisisbossi

more about public transit:

Friday, December 2, 2011

BENEFITING FROM GLOBALISATION: TRANSPORT SECTOR CONTRIBUTION AND POLICY CHALLENGES

Introductory Reports and Summary of Discussions, 25-27 October 2006, BERLIN

A set of reports and papers in 470 pages.
Here you read the introduction to the first paper:

This paper provides an overview of recent trends in international trade and transportation. The goal is two-fold. First, changes in international trade and integration are documented, that have particularly interesting consequences for transportation demand. Second, we see how international transportation demand itself has changed, and provide a forward look to likely future changes. The basic insights of the paper are these. International trade has grown rapidly, driven primarily by growth in manufactures, and growth in the “extensive” and “quality” margins of trade. The composition of trade has changed in important ways that affect transportation demand. Goods are lighter, and manufacturing exports embody a growing share of foreign inputs. But for all the talk about a new era of globalisation, trade frictions remain significant: most firms serve only domestic markets; borders still matter; distance maintains a surprisingly strong grip on trade; and trade spells are very short, especially for “new” and small-valued flows.
While ocean cargo continues to dominate tonnages shipped, airborne cargo is growing rapidly and, despite its much greater cost, represents a remarkably large and growing share of trade by value. Why has air transport grown so rapidly? Four factors seem especially important. Timely delivery has become more valuable, the absolute and relative cost of air shipping has declined precipitously, oods are getting lighter, and consumer incomes are rising, especially at the upper end of the income distribution. Looking forward, airplanes will become only more useful because of their particular value in accomplishing four goals: coordinating far-flung production processes; reaching distant markets and the interior regions of geographically large countries; hedging uncertain demand and testing “new markets”.


more about globalization:

Boredom in a Globalized World

URBAN SOCIOLOGY IN THE 21ST CENTURY

Cities on the Prowl

Cross-national Lesson Drawing for Planning – Taking Advantage of Globalization

Thursday, November 10, 2011

Building More Roads Does Not Ease Congestion


Congestion is not an easy beast to tame for cities around the world. Building more roads and increasing the capacity of public transport does little to improve congestion, according to new research conducted in American cities and published by economists at the University of Toronto. The authors expand upon the classic “law of peak-hour traffic congestion,” published by Anthony Downs in 1962, which states that “on urban commuter expressways, peak-hour traffic congestion rises to meet maximum capacity.” The University of Toronto researchers believe that the law can be applied to all major urban roads, not just expressways. Drivers in São Paulo, Beijing and Los Angeles would likely agree.
Despite this research, many cities are still trying to relieve congestion and accommodate higher rates of car ownership by building even more roads exclusively for cars. But as the former mayor of Bogota, Enrique Peñalosa, said, “Trying to solve traffic problems by building more roads is like putting out a fire with gasoline.” The main issue is the intense demand for space on roads. When a new space is opened, either by building new roads or incentivizing drivers to switch to public transport, the road space vacated is soon occupied by more cars. 


Congestion in Sao Paolo, photo by Fernando Stankuns

Traffic congestion in Sao Paolo, by Fernando Stankuns

Traffic congestion in Sao Paolo, by Fernando Stankuns

more about urban transportation:

Visualizing, Analyzing Vienna's Traffic Patterns

Tehran and the challenges of a metropolis in the millennium

California’s Policy Model to Reduce Oil Use and Vehicle Emissions

SÃO PAULO’S URBAN TRANSPORT INFRASTRUCTURE

Tuesday, November 8, 2011

Sydney is Planning to Spread Out … Is It Sustainable?

by Paul Adkinson

Australians have followed the American dream: A 3 bedroom house, an SUV, a big backyard and 10 paces from the house to any other property to keep neighbours at bay. Our overgrown houses are now the largest among the world’s detached dwellings – and we pay the price. All of Australia’s major cities are in the top listed expensive cities of the world to live in, with Sydney ranking 7th in the world.
The cost of living in Sydney, however, is not limited to the price of a house. Sydney has the highest average commute time in Australia, at 4 hours and 48 minutes. But rather than encourage greater density around employment centres as the Metro Strategy suggests, local councils are fighting for what they believe their residents want and therefore should continue to have: wide, green streets with large front and back gardens and nothing above 2-3 storeys. Australians don’t have a front garden culture – we’re out the back with the kids or the barbecue, which means the remaining green space is purely for visual purposes. Those with children will be intimately aware of just how unsustainable this is, with many more now living with parents into their late 20s. But a willingness to change planning controls could deliver three times the housing we have in many of Sydney’s suburbs
Sydney’s North Shore offers fine examples of spacious, wasteful planning controls. Frenches forest is a planned major centre in the Metro Strategy and 12 km from the CBD.

read more

Collaroy beach near Sydney. Downtown Sydney is seen in the picture, by sebr
Sydney skyline, photo by Simon_sees

more about Sydney, Australia:

7 Ways to Improve Sydney’s E-Ticketing System

QUANTIFYING THE QUALITATIVE: an evaluation of urban ambience

Sydney Cycle Strategy: Building a Bicycle Friendly City

Skyline photos of Sydney, Australia 1

Wednesday, November 2, 2011

Book Review: Waiting on a Train


“Waiting on a Train” by James McCommons details the author’s experiences travelling around the country on Amtrak throughout 2008. The book reads partially as a travelogue, but more importantly as an analysis of the history, current state, and future prospects of inter-city rail in the United States.  McCommons deftly describes his experiences riding the train and speaking with those who work in the business of trains, bringing to light just what a large challenge creating a viable rail network will be, but also what the amazing benefits are as well.Throughout the book, McCommons examines every facet of the rail experience.
He portrays both sides of the Amtrak passenger experience; we see that an Amtrak journey can be both thrilling and frustrating. Captivating views and unexpected connections with other passengers are contrasted with delays of several hours, malfunctioning air-conditioning, and dining cars that seem to always run out of food. He shows that the railroad industry is a diverse group populated by passengers, train enthusiasts (referred to as “foamers” because trains make them metaphorically foam at the mouth), advocates, “hard-assed” businessmen from both passenger and freight companies, and politicians, among others.
Where the book really excels, for those of us interested in the future of inter-city train travel,  is in sharing the conversations that McCommons has with this diverse group of stakeholders all over the country. Included are conversations with railroad passenger advocates, freight rail executives, Alex Kummant (the former president of Amtrak), Michael Dukakis (the former governor of Massachusetts and presidential candidate), and Gene Skoropowski (the former managing director of the Capitol Corridor in California who is now a Florida).


more urban book reviews:

Book Review: Cities for People

Book - Event Cities 4 Concept and Form

Think Globally, Act Regionally: GIS and Data Visualization for Social Science and Public Policy Research

Tuesday, October 11, 2011

SÃO PAULO’S URBAN TRANSPORT INFRASTRUCTURE

By Ciro Biderman

Over 19 million inhabitants and 6.2 million cars occupy the São Paulo Metropolitan Region, Brazil’s largest, while the municipality of São Paulo accommodates more than 11 million people and 4.2 million cars. São Paulo boasts the second largest helicopter fleet in the world, and its main modes of transport are private vehicles, public transport and walking. Public transport is feebly subsidised however, with nearly half of the city’s households opting to commute by car. To date, traffic management has been limited to ‘plate restriction’ (rodízio) through which 20 per cent of cars are not allowed to circulate in the extended centre between 7 am and 10 am and 5 pm and 8 pm on weekdays. Local and state authorities are taking actions to remedy the city’s infamous traffic congestion and although official proposals are heading in the right direction, a more conceptual change would prioritise public transport, as well as pedestrians and cyclists.
There are currently 313 km of metro and rail lines dedicated to passenger transportation in the Metropolitan Area. This is less than half the networks of either London, Berlin or New York, all in metropolitan regions smaller than São Paulo. Within Latin America, only Mexico City’s rail network is on a par with São Paulo with a total of 553 km. To further complicate matters, some of São Paulo’s major commuter rail lines accommodate freight as well as passenger transport.


Sao Paolo city center, by Dylan Passmore

Sao Paolo city center, by Dylan Passmore

Sao Paolo city center, by Dylan Passmore

Sao Paolo city center, by Dylan Passmore
more about urban Brazil:

Evaluated Model of Pedestrian Movement Based on Space Syntax, Performance Measures and Artificial Neural Nets

WHAT INTEGRATION ADDS TO QUALITY OF LIFE

Inequality and Urban Shrinkage: A Close Relationship in Latin America

Brasilia, Brazil: economic and social costs of dispersion

Monday, April 4, 2011

GIS Infrastructure in Japan — Developments and Algorithmic Researches

by Hiroshi Imai, Keiko Imai, Kazuo Inaba, and Koichi Kubota

Some activities of geographical data maintenance and standardization work in GIS infrastructures in Japan are first reviewed. Then, from the viewpoint of geometric and combinatorial algorithmics, applied aspects of GIS are described. Some spatial data mining technique is mentioned first, and then the problem of inferring topological information from digital map and the label placement problem are touched upon. As one of topics in ITS (Intelligent Transport System), finding useful detours in car navigation is discussed. These would illustrate some advanced aspects of GIS infrastructure and its high-level use in Japan.


more about GIS in Japan:

GIS Policy in Japan and Efforts taken by National and Regional Planning Bureau, Ministry of Land, Infrastructure and Transport

GIS present situation in Japan

Friday, March 25, 2011

Urban shrinkage in Donetsk and Makiïvka, the Donetsk conurbation, Ukraine

by Vlad Mykhnenko, Dmytro Myedvyedyev and Larysa Kuzmenko

The Donetsk conurbation lies at the core of the Ukrainian Donbas – the country’s well-known industrial heartland – and is the third largest continuously built-up area in Ukraine, after Kyiv and Kharkiv. The Donetsk conurbation began to shrink in 1993, from the population peak of 1,611,072 inhabitants to 1,393,620 in 2009, thus, experiencing in 16 years a net loss of 217,452 residents, or 13.5% of its population base. By 2018, the conurbation is projected to decline even further to 1,292,200 residents; hence shrinking by 20% in twenty five years. The city of Donetsk – the conurbation’s bigger and much better off municipality – declined by 146,802 residents (or 13.1%) between its population peak of 1,121,400 in 1992 to 974,598 in 2009. The city of Makiivka – Donetsk’s poorer and more troubled neighbour – lost 20.1% of its population (or 91,323 net residents), having started to shrink half a decade earlier than Donetsk, from 455,000 inhabitants in 1987 to 363,677 in 2009.
The primary reason for urban shrinkage in both Donetsk and Makiivka has been a dramatic decline in birth rates due to historically unprecedented fertility levels in the conurbation. The urban fertility rate in the region has declined under post-communism to one of the lowest levels in the world (0.9 live births per 1,000 women in 2002), thus, falling far below the natural replacement level. This phenomenon, combined with a profound public health crisis which accompanied Ukraine’s social and economic transformation in the 1990s and 2000s, as well as the overall ageing of the local population, will further accelerate the rate of urban shrinkage in the Donetsk conurbation throughout the 2010s. This report suggests that the severe and prolonged economic depression suffered by Donetsk and, to a much greater extent, Makiivka, following the collapse of the USSR, along with the physical, emotional, and mental stress generated by Ukraine’s post-communist developments, has left a very deep scar on the two Donbas cities.
The overall process of shrinkage in the conurbation has gone hand in hand with an increasingly uneven urban development, caused by a profound divergence of performance trajectories of the Donetsk and Makiivka urban economies in general, and of individual inner-city areas and local firms in particular. Whereas the Donetsk economy had recovered from the output slump of the 1990s and continued rapidly to expand well until the recent recession of 2008-09, Makiivka lagged far and further behind. This report provides an extensive list of impacts on and consequences of urban shrinkage for Donetsk and Makiivka. Most of the time, the effects of urban shrinkage on patterns of segregation and social cohesion in the Donetsk conurbation, business growth and employment opportunities in various parts of Donetsk and Makiivka, the urban social infrastructure and education, housing developments, the state of the technical infrastructure in both cities, land use characteristics, environmental quality, as well as the financial and fiscal ability of the local authorities to cope with the tremendous challenges of shrinkage, have been intensely intertwined with the overall impact on the Donbas of Ukraine’s economic, social, political, and cultural transformations following the fall of state socialism in 1991.


A streetscape in Dontezk, Ukraine, photo by Chriszwolle


more about urban shrinkage:

BEYOND GROWTH – URBAN DEVELOPMENT IN SHRINKING CITIES AS A CHALLENGE FOR MODELING APPROACHES

Urban Sprawl beyond Growth: from a Growth to a Decline Perspective on the Cost of Sprawl

Thursday, March 24, 2011

Urban Sprawl beyond Growth: from a Growth to a Decline Perspective on the Cost of Sprawl

by S. Siedentop and S. Fina
 
Previous research on the cost of urban sprawl is dominated by a growth perspective. The majority of available cost-of-sprawl studies intend to show that substantial infrastructure cost savings can be achieved by increasing urban densities and locating new development near existing built-up areas. However, many European regions are already facing population decline and a quasi surplus of urban land. Moreover, the phenomenon of regional and urban shrinkage can even be found in booming economies in North America and Eastern Asia.
From this point of view, we ask whether the problem of sprawl comes to rest with the end of urban growth. Our research is based on the argument that urban sprawl, its main physical features, and its negative outcomes on the efficiency of urban systems are not merely a by-product of urban growth. Building on earlier studies that differentiate between types of urban sprawl, we identify sprawl-like development paths in cities facing demographic change. We aim to assess these development patterns with respect to asset management and public services. Recent experience in Germany demonstrates that the decrease of population densities is strongly linked with additional costs due to infrastructure underutilization. In general, fewer residents have to pay more for oversized facilities. Moreover, additional costs can result from enforced investments to keep up system efficiency or to demolish and downsize nonefficient facilities.
This paper is organized in three main sections. We begin with a brief review of the international cost-of-sprawl debate and a discussion of cost relevant urban form variables. A second section reflects on recent changes in Germany’s urban development due to demographic change. We characterize this special form of development pattern as “excessive sprawl” and “shrinkage sprawl” and talk about its outcomes on the costs of providing urban services. The final part of this paper empirically characterizes the processes of shrinkage sprawl in certain parts of Germany. The indicators we calculate for this task are based on area statistics on population, land use, and building activities. The results are then visualised in a GIS environment, showing where and to what extent excessive and shrinkage sprawl occur in Germany.


more about Germany:

Wednesday, March 23, 2011

Hierarchy of Infrastructure Needs


The figure shows the "Hierarchy of Infrastructure Needs". It offers a useful organizational tool for considering the priorities of transport investment. Borrowing from Abraham Maslow, it suggests that the first priority, at the base of the hierarchy, is Infrastructure Preservation. Without existing infrastructure being maintained, everything else falls apart. Given current financing challenges, existing infrastructure is deteriorating. Fortunately, through investment this problem can be reversed. The first part of the proposal Fix it First, Expand It Second, Reward It Third: A New Strategy for America's Highways by Matt Kahn and myself seeks to rectify this problem.
At the second level of the hierarchy is Safety. If people do not feel safe, they will not travel by that mode. We see this in urban transit, aviation, and in adverse weather. Over 30,000 Americans die in road crashes annually, a vast improvement over previous years.

Finland’s New Sustainable Underground City

Sustainable Urban Form and Real Estate Markets

CHINA’S CITIES, GLOBALIZATION, AND SUSTAINABLE DEVELOPMENT: COMPARATIVE THOUGHTS ON URBAN PLANNING, ENERGY, AND ENVIRONMENTAL POLICY

Wednesday, February 23, 2011

Finland’s New Sustainable Underground City


In the beautiful city of Helsinki, Finland, there lies a hidden secret that is buried beneath the city. In order to become more sustainable, the city has decided to go underground to solve some of its big problems in an eco-friendly way.

The City Plan

The bedrock under Finland’s capital city accommodates a vast network of more than 400 tunnels and underground structures. These include everything from utility, water and metro tunnels, to underground shopping malls, swimming pools, parking and storage facilities, leisure complexes and of course Helsinki’s famous Temppeliaukio Church.


more about urban environment:

Neighbourhood planning and sustainability: mutually exclusive?

Low Carbon Housing for `Young Cities`: Experiences from Hashtgerd New Town, Iran

Urban Planning for Tehran, By Using Environmental Modeling and GIS/RS