Supported by The Rockefeller Foundation, this ebook highlights a dozen of CityLab's favorite stories from the 2014 series on how Americans will travel tomorrow.
Elite avenues: Flyovers, freeways and the politics of urban mobilityStephen Graham
Development and planning elites across many of the burgeoning megacities of the Global South still work powerfully to fetishise elevated highways or flyovers as part of their efforts at ‘worlding’ their cities. In such a context, and given the neglect of such processes in recent urban and mobilities literatures, this paper presents an international and interdis- ciplinary analysis of the urban and vertical politics of raised flyovers, freeways and express- ways. It argues that such highways need to be seen as important elements within broader processes of three-dimensional social segregation and secession within and between cities which privilege the mobilities of the privileged. The paper falls into six sections. Following the introduction, the complex genealogies of flyover urban design are discussed. Discussion then moves to the vertical politics of flyovers in the West Bank and post-Apartheid South Africa; the elite imaginings surrounding flyover construction in Mumbai; the political struggles surrounding the ribbons of space beneath flyover systems; and the efforts to bury or reappropriate the landscapes of raised flyovers.
Urban transportation is undergoing massive change and expansion, especially in the developing world. The rapid growth of cities is driving demand for better urban transportation and many cities are set to invest heavily in infrastructure. Unfortunately, the needs of low-income households are often overlooked in the selection, design, and service decisions related to these investments. According to the World Bank, urban public transportation systems disproportionately disadvantage the urban poor and vulnerable, especially in cities in the developing world.
Meanwhile, innovative business and service models are emerging that are disrupting the established transportation systems in cities by taking advantage of open data, the Internet and mobile telephony. Services such as bike share, ZipCar®, Waze®, Hopstop®, and Uber® are reducing consumption and reconfiguring the relationship between modes, users, and providers of transportation. These new approaches improve urban transportation by making it more efficient, dependable, and sustainable.
As Susan Zielinski of the University of Michigan’s SMART Initiative puts it, “Transportation is at a crossroads. In response to rapid urbanization, shifting demographics, and other pressing social, economic, and environmental factors, cities and regions are shifting investment dollars from single mode infrastructure to multi-mode, multi-service, IT-enabled door-to-door systems… innovations and opportunities (are going) beyond the bounds of the traditional transportation industry.”
Collectively referred to as the emerging New Mobility sector, this innovative industry sector provides a key opportunity to build more inclusive cities and more resilient communities.
Catalyzing the New Mobility in Cities is an exploratory effort focused on identifying innovative business and service models that are beneficial to the urban poor, both as users and providers of urban transportation.The primer briefly summarizes and showcases some of the hallmark innovations that are challenging the status quo in rapidly growing cities in the developing world.
Supported by The Rockefeller Foundation, this ebook highlights a dozen of CityLab's favorite stories from the 2014 series on how Americans will travel tomorrow.
Elite avenues: Flyovers, freeways and the politics of urban mobilityStephen Graham
Development and planning elites across many of the burgeoning megacities of the Global South still work powerfully to fetishise elevated highways or flyovers as part of their efforts at ‘worlding’ their cities. In such a context, and given the neglect of such processes in recent urban and mobilities literatures, this paper presents an international and interdis- ciplinary analysis of the urban and vertical politics of raised flyovers, freeways and express- ways. It argues that such highways need to be seen as important elements within broader processes of three-dimensional social segregation and secession within and between cities which privilege the mobilities of the privileged. The paper falls into six sections. Following the introduction, the complex genealogies of flyover urban design are discussed. Discussion then moves to the vertical politics of flyovers in the West Bank and post-Apartheid South Africa; the elite imaginings surrounding flyover construction in Mumbai; the political struggles surrounding the ribbons of space beneath flyover systems; and the efforts to bury or reappropriate the landscapes of raised flyovers.
Urban transportation is undergoing massive change and expansion, especially in the developing world. The rapid growth of cities is driving demand for better urban transportation and many cities are set to invest heavily in infrastructure. Unfortunately, the needs of low-income households are often overlooked in the selection, design, and service decisions related to these investments. According to the World Bank, urban public transportation systems disproportionately disadvantage the urban poor and vulnerable, especially in cities in the developing world.
Meanwhile, innovative business and service models are emerging that are disrupting the established transportation systems in cities by taking advantage of open data, the Internet and mobile telephony. Services such as bike share, ZipCar®, Waze®, Hopstop®, and Uber® are reducing consumption and reconfiguring the relationship between modes, users, and providers of transportation. These new approaches improve urban transportation by making it more efficient, dependable, and sustainable.
As Susan Zielinski of the University of Michigan’s SMART Initiative puts it, “Transportation is at a crossroads. In response to rapid urbanization, shifting demographics, and other pressing social, economic, and environmental factors, cities and regions are shifting investment dollars from single mode infrastructure to multi-mode, multi-service, IT-enabled door-to-door systems… innovations and opportunities (are going) beyond the bounds of the traditional transportation industry.”
Collectively referred to as the emerging New Mobility sector, this innovative industry sector provides a key opportunity to build more inclusive cities and more resilient communities.
Catalyzing the New Mobility in Cities is an exploratory effort focused on identifying innovative business and service models that are beneficial to the urban poor, both as users and providers of urban transportation.The primer briefly summarizes and showcases some of the hallmark innovations that are challenging the status quo in rapidly growing cities in the developing world.
Transportation Planning for Car Free Living: The Evolution of Zurich, Switzer...TheLastMile
This is the story of the development of an alternative approach to transportation planning and how it has transformed the city. We start the story in the 1960s when the government plans for moving trams from the surface to underground was rejected in a referendum. In 1973, a similar plan was rejected. As part of this fight the activists developed a 'People's Plan for Prioritizing Transit' which still serves as the conceptual underpinning of transportation planning in Zurich to this day.
Congestion, Carbon & Cost Management in Mass Transit Planning with Efficient ...AlexBoston3
Presentation to TransLink's Mayors' Council in November 2018 as it deliberates updates to an $8.5 billion transit plan. The current plan will sustain congestion and GHG growth. Efficient land use could bend these curves down and contribute to shared congestion management and climate action objectives at lower cost.
This is the transportation planning module I developed for the Suncoast Section of the Florida APA's AICP prep course. I deliver it each March to help new professionals prepare for the exam.
The presentation provides an overall view of the urban transportation market in India. The presentation provides glimpse of development in different cities. It also tries to highlight the growth of ITS and AFCS market and the strategy of three key global players for India. You may send your feedback on jaaaspal@yahoo.com.
Samoilov G.K. THE TYNE AND WEAR METRO DEVELOPED NETWORK AS THE BASIS OF THE ...Gleb Konstantin Samoilov
The Book discussed issues of improving of the North-East England Public Transport network accessibility, by developing the network of the Tyne and Wear Metro. Based on the review of different concepts for passenger transport in the Region, put forward in the second half of the XX – early XXI century, analyzes the opportunities and shows how best to transform the existing Local Tyne and Wear Metro network in developed Regional network of the NORTHUMBERLAND – TYNE and WEAR – DURHAM METRO. Step-wise Radial-Ring system is the basis of off-street transportation integration of Public and Private Transport different types. This allows us to solve a significant amount of Traffic, Socio-Economic and Environmental problems in the Region. The list of references includes 468 titles; in going through the text illustrations are copyright 82 Author’s drawings.
The Book is intended for professionals in the field of Public Transport, Urban Planning and Environmental Protection.
A presentation depicting what are the advantages of publicly owned and operated transportation system over privately owned and operated transportation system with suitable case studies of a few big cities.
Transit Oriented Development is the exciting fast growing trend in creating vibrant, livable, sustainable communities. Also known as TOD, it's the creation of compact, walkable, pedestrian-oriented, mixed-use communities centered around high quality train systems.
transit oriented development california
transit oriented development principles
examples of transit oriented development
transit oriented development abstract
transit oriented development case studies
transit oriented development hawaii
transit oriented development seattle
transit oriented development benefits
myRide: A Real-Time Information System for the Carnegie Mellon University Shu...Karen Mesko
http://myride.heinz.cmu.edu
myRide is a real-time transit information system for the Carnegie Mellon University Shuttle. It was built by Heinz College graduate students in the fall of 2009. The pilot will end in December 2009, but the website (http://myride.heinz.cmu.edu) will remain up as we work to make myRide a permanent system at Carnegie Mellon.
Transportation Planning for Car Free Living: The Evolution of Zurich, Switzer...TheLastMile
This is the story of the development of an alternative approach to transportation planning and how it has transformed the city. We start the story in the 1960s when the government plans for moving trams from the surface to underground was rejected in a referendum. In 1973, a similar plan was rejected. As part of this fight the activists developed a 'People's Plan for Prioritizing Transit' which still serves as the conceptual underpinning of transportation planning in Zurich to this day.
Congestion, Carbon & Cost Management in Mass Transit Planning with Efficient ...AlexBoston3
Presentation to TransLink's Mayors' Council in November 2018 as it deliberates updates to an $8.5 billion transit plan. The current plan will sustain congestion and GHG growth. Efficient land use could bend these curves down and contribute to shared congestion management and climate action objectives at lower cost.
This is the transportation planning module I developed for the Suncoast Section of the Florida APA's AICP prep course. I deliver it each March to help new professionals prepare for the exam.
The presentation provides an overall view of the urban transportation market in India. The presentation provides glimpse of development in different cities. It also tries to highlight the growth of ITS and AFCS market and the strategy of three key global players for India. You may send your feedback on jaaaspal@yahoo.com.
Samoilov G.K. THE TYNE AND WEAR METRO DEVELOPED NETWORK AS THE BASIS OF THE ...Gleb Konstantin Samoilov
The Book discussed issues of improving of the North-East England Public Transport network accessibility, by developing the network of the Tyne and Wear Metro. Based on the review of different concepts for passenger transport in the Region, put forward in the second half of the XX – early XXI century, analyzes the opportunities and shows how best to transform the existing Local Tyne and Wear Metro network in developed Regional network of the NORTHUMBERLAND – TYNE and WEAR – DURHAM METRO. Step-wise Radial-Ring system is the basis of off-street transportation integration of Public and Private Transport different types. This allows us to solve a significant amount of Traffic, Socio-Economic and Environmental problems in the Region. The list of references includes 468 titles; in going through the text illustrations are copyright 82 Author’s drawings.
The Book is intended for professionals in the field of Public Transport, Urban Planning and Environmental Protection.
A presentation depicting what are the advantages of publicly owned and operated transportation system over privately owned and operated transportation system with suitable case studies of a few big cities.
Transit Oriented Development is the exciting fast growing trend in creating vibrant, livable, sustainable communities. Also known as TOD, it's the creation of compact, walkable, pedestrian-oriented, mixed-use communities centered around high quality train systems.
transit oriented development california
transit oriented development principles
examples of transit oriented development
transit oriented development abstract
transit oriented development case studies
transit oriented development hawaii
transit oriented development seattle
transit oriented development benefits
myRide: A Real-Time Information System for the Carnegie Mellon University Shu...Karen Mesko
http://myride.heinz.cmu.edu
myRide is a real-time transit information system for the Carnegie Mellon University Shuttle. It was built by Heinz College graduate students in the fall of 2009. The pilot will end in December 2009, but the website (http://myride.heinz.cmu.edu) will remain up as we work to make myRide a permanent system at Carnegie Mellon.
“The ethics of transport planning” - Prof Stephen Potter talks at the HCDI se...Marco Ajovalasit
This presentation will explore the ethical issues behind what appears to be a technical design process - that of transport planning decisions. It will draw upon the transport/land use designs explored in Britain’s new towns (and Milton Keynes in particular) which help to highlight the ethical decisions involved.
This will illustrate the way that the design of towns and cities affects our travel behaviour and constrains our ability to choose to travel in a socially and environmentally responsible way. Indeed, we can get locked into unsustainable travel behaviours and feel powerless to behave otherwise. This leads to the now prevalent negative attitude towards transport policy initiatives and often outright opposition to sustainable transport developments.
Urban design professionals argue that high density settlements are the main way that sustainable transport choices can be provided, as such designs produce conditions which make for good public, and also suppress car use. However, although such an approach is possible in major conurbations and city centres, this is a difficult and contentious approach for suburban Britain. For most places ‘big city’ design solutions are not politically viable.
Perhaps we should be looking to more innovative approaches. These could blend a variety of new measures, such as the ‘smarter travel’ initiatives as well as new emerging technologies. However these require a different way of doing transport planning to the traditional ‘big infrastructure’ transport policy approaches. New physical design approaches often require the redesign of the processes and structures to implement and manage them, and this may be the key barrier to success.
This report to the NSW Parliamentary inquiry into the utilisation of rail and infrastructure corridors addresses the use of land development for integrated infrastructure corridors and considers improvement to policy development, planning and strategies to achieve greater productivity, enhanced liveability and improved economic benefit through informed decision making.
This presentation describes the history of public transit, automobile, and pedestrian/cycling transport in Canberra, Australia's capital, over the past 100 years with some thoughts about what the past implies about the future trends in Canberra and in other cities around the world like it. This presentation was made as part of a conference celebrating Canberra's Centenary in 2013.
Presentation to the Woden Valley Community Council where I discuss the cost of light rail in Canberra and falling per capita public transport boardings and suggest electric buses as a means of improving transport outcomes while reducing CO2 emissions.
Running head LIGHT RAIL TRANSPORTATION LIGHT RAIL TRANSPO.docxcowinhelen
Running head: LIGHT RAIL TRANSPORTATION
LIGHT RAIL TRANSPORTATION 2
Light Rail Transportation Market Domain
University
Student Name
Introduction
The public transportation industry has grown tremendously since the beginning of time. Over the past couple of years, there have been numerous improvements in the transportation industry in the form of innovations and inventions. In the past people depend heavily on the motor vehicles and the old coal trains for transport. However, over the last decade the inventions of the airplanes and electric trains have revolutionized and improved the transport sector all over the world, and now people can move from one point to another relatively faster. The invention of Light Rail Transportation is one of the best come up modes of transportations in the industry today ("Fast-Growing Light Rail Adds to Transportation Choices", 2014). Comment by Dr. Deb: Comment by Dr. Deb: In text citations do not use quotes
Light rail systems refer to trains that are lighter and shorter as compared to the standard commuter rail or heavy rail systems. In the American Public Transportation Association (APTA) light rail defines light rail as a mode of transit service operating passenger rail cars singly on fixed rails in right-of-way that is often separated from a small portion of the way. Light trains are powered electrically with electric power cables that run overhead via pantographs or poles. The trains are steered by an operator that is on board the train and can either be low-level boarding or high platform boarding. There are however many definitions of a light rail as they vary from city to city or from one area code to another ("Fast-Growing Light Rail Adds to Transportation Choices", 2014).
History
The light rail system was originally conceived in the United Kingdom and the United States during the 1950’s. However, the light rail system has its chief origins from Germany as they had tried to introduce the mode of transport but failed. The rudimentary concept of the transportation mode was brought forward by Dean Quinby in 1962 when he wrote an article on light rail trains. In North America, the first light rail system of transportation began in 1978 when they adopted the German Siemens-Duewag U2 system. After this numerous states followed suit including California, Alberta, San Diego, and Calgary. In Britain, the trend to light rail started catching up in 1992 after the success of the Manchester Metro link system in 1992. Comment by Dr. Deb: Source for this date
Light rail systems can be divided into many types according to their capacities. There are low capacity ones, higher capacity ones, speed, and stop and mixed systems. There are two types of low capacity light rails, the traditional type, and the modern type. The traditional type is the ones in which the train tracks run along the street and engage with the roads traffic. Here there are frequent stops, but there are no special s ...
Sydney Transport - Victoria Road | Biocity StudioBiocity Studio
Sydney’s transport system is suffering due to the fact that may services do not in link with where Sydney residents need to travel. Victoria Road is a very congested route in peak hour. This presentation designed concepts on how to make Victoria Road become less congested.
The Rockefeller Foundation and the Pratt Center for Community Development have coalesced around a transit solution called Bus Rapid Transit (BRT)—a high-performance system that combines the permanence, speed, and reliability of rail, with the flexibility of buses, at a fraction of the cost of a subway system. In the Foundation and Pratt’s report, Mobility and Equity for New York’s Transit-Starved Neighborhoods: The Case for Full-Featured Bus Rapid Transit, BRT is discussed as an affordable, reliable, and practical way of getting outer borough residents from point A to point B.
1. Thesis topic: An argument
against the extension of a heavy
rail link from Victoria Park to
Doncaster
Position Paper One
Ramsay Wright
258 864
The Economies of Cities and Regions
2. Position Paper One
Ramsay Wright
258 864
The Economies of Cities and Regions History
• 1890s – John Keys, Local MP for Doncaster, stated to
then Premier Duncan Gillies, a desire of local residents
for a train service to Doncaster.
• Provision was made for the line until 1930, mooted from
the railhead at Kew to a point opposite Doncaster Shire
Hall with several stations that roughly follow the route
of the 24 tram today.
• But when Depression hit, the idea was abandoned.
• No interest until post-war period
• Land was provided along Eastern Freeway, Victoria End
cutting made
• Quoted construction price skyrocketed – bipartisan
support and then reneging of such support.
• Freeway median filled in, properties along alignment
sold.
• Greens included a link in its People Plan
• Neither party has a plan to provide a heavy rail link to
Doncaster
• Current transport options heavily car dependent, only
public option is a bus service with dedicated freeway
lanes.
3. Proposed Doncaster Position Paper One
Ramsay Wright
Transport Routes 258 864
In Maroon is the earliest proposed line, branching The Economies of Cities and Regions
off from the now-defunct Kew Branch Line (the
terminus of this line now the VicRoads Head
Office), following a route to a terminus point
opposite then Doncaster Shire Hall in Council
Street, Doncaster.
In Lighter Green is the more commonly agreed
upon route, taken upon by the Victorian Branch
of the Australian Greens, starting at Victoria Park
Station, following the Eastern Freeway until
Thompsons Road and connecting to Westfield
ShoppingTown Doncaster.
In Darker Green was the proposed extension of
the 24 Tram Route from its Doncaster Road
Terminus to Westfield Doncaster
In Dark Blue is the current train network within
the confines of the image.
In Purple was the proposed line but only to
Bulleen, a state Liberal Party proposal in
December 1973
In Cyan was the part of a proposal by E.W. Russell
to provide not only the service in lighter green
but an extended service to Blackburn Road, East
Doncaster.
In Darkest Green was an early mooted lined from
Doncaster Shire Hall to Warrandyte via
Templestowe.
4. 1.
Arguments in support of thesis
Institutional and managerial culture needs to be addressed
prior to any extension (those running the transport
network regard behavioural management as more
important than service provision – Travel Smart) – the
myth of capacity constraints (Melbourne pre and post-
Loop). The blame is placed on commuters.
2. The proposed route from Victoria Park to Doncaster along
the Eastern Freeway has two benefactors – the suburb of
Doncaster and Marcellin College (Melbourne does not
have the bus feeder service nor do any parties have the
inclination to provide such a service, and the current bus
network, though extensive, is grossly inadequate. No
forward thinking as in Perth.)
‘TravelSmart Victoria uses travel
planning to reduce people's
dependency on cars and
encourage them to choose ‘Melbourne has a pretty good
sustainable transport alternatives public transport system.
such as cycling, walking and public People who use it, like it. The
transport. Smarter travel choices biggest complaints come from
can be made by changing one or those who sit in university
two trips per week, or by reducing cafes or who drive cars’ – Peter
the number of car journeys’ - DoT Batchelor, Stateline Interview,
website, accessed 18/10/2010 broadcast 19/5/2006
The map above indicates the most accepted Doncaster route and
Position Paper One likely 400 metre walking catchments (in maroon).
Ramsay Wright Bus services (connecting or not) are negligible.
258 864 Blue indicates Marcellin College, one of the few prospective
users.
The Economies of Cities and Regions
5. Arguments in support of
thesis continued
1. Most of Doncaster’s travel is not to the
city (only 17%), perhaps better to
provide a cross suburban link.
2. Many lines and spurs were removed
from the network, and many promised
lines were abandoned, despite strong
and sustained population growth
(McMansions quote).
3. Goverment policy favours urban
consolidation and better utilisation of
existing infrastructure than sustained
and considered transport investment
(Transforming Cities, Melbourne 2030,
Melbourne @ 5 million).
4. Public resignation with failures of
system – public also builds lives around
such failures.
The map above represents the current Melbourne train network, with additions
being promised and decommissioned lines (in yellow/blue) and
former/proposed stations (black).
‘The truth is not that they (McMansions) are unsustainable, but more that we suddenly
stopped trying to make them work. The provision of infrastructure stopped at basic utilities
and a road….So out here in the west we have no useful public transport, no strip shopping,
masses of traffic sewers isolating each ‘community’ and the unavoidable obligation to have
a car per adult to travel….’ – The Age
Position Paper One
Ramsay Wright
258 864
The Economies of Cities and Regions
6. Position Paper One
Ramsay Wright
258 864
Arguments in support of The Economies of Cities and Regions
thesis continued….
Here are some additional quotes from
‘Transforming Australian Cities’
demonstrating a governing class mindset not
inured towards provision of essential services
towards those they represent, but towards
rationalisations of failure and a lack of vision
and courage.
It is stated that most of Australia’s urban
infrastructure is dated but only suggests
rationalisation and better utilisation of
existing infrastructure.
Words such as rationalisation, better
utilisation, existing infrastructure, additional
fringe development costs, increased health
and transport costs, unending sprawl, more
compact settlement patterns, all serve to
highlight an unfounded bias in those
managing our urban centres.
7. Position Paper One
Ramsay Wright
Counter arguments 258 864
The Economies of Cities and Regions
• Public transport is fine – people just need to change their behaviour (particularly towards higher density living), in order
to gain an effective transport service – Tokyo as an exemplar of this.
• Rail travel can only work when travelling city bound
• ‘Gus Braidotti is rightly impressed with The deal implicit in urban consolidation
the quality, cost and frequency of public Let's be frank about
transit in Tokyo. But Tokyo has about is that people forgo private space,
nine times more residents per square public transport - the backyards and cars for a more compact
kilometre than Melbourne. This is one
of several fundamental reasons why outer suburbs of lifestyle.... [instead] Melburnians are
Tokyo has such a high quality transit
system and why Melbourne, with its Melbourne are poorly opting for ever bigger, more energy-
highly dispersed and fragmented consuming homes. They need to spare a
population, struggles to sustain the served, and, with low
system we have. Until there is a wider thought for the environment in which
community appreciation here of these population densities, are their children will be brought up.... The
fundamentals of how a metropolis
functions, it seems Melburnians will unlikely to be well served compact city vision is also under
continue to build a very low density city
and as a corollary get a low quality, high at any reasonable price. pressure from knee-jerk resident groups
cost, urban transit system’. and councils in established suburbs....
---David Mayes, Australian Institute of
Urban Studies, The Age, 20 February
---Sinclair Davidson, RMIT Unreasonable opposition to higher-
2006 School of Economics, The density housing in existing streets only
Age, 11 July 2006 adds to the pressure for car-dependent
fringe estates.
---The Age (editorial), 5 January 2007
8. Counter arguments Position Paper One
Ramsay Wright
(and refutation) 258 864
The Economies of Cities and Regions
• Such an argument is a rationalisation of failure, an admission
of defeat and condemns more and more Melbournians to
irredeemable car dependency through no fault of their own.
• Former WA Transport Planner Peter Martinovich – ‘in Perth,
the car is king. If we are serious about building public
transport, we have to build it to be competitive with the car.
Otherwise, we shouldn’t bother at all’
• Housing choice and location should not determine transport
provision. The only indicator of a quality transport service is
just that – quality.
• Does not matter where one lives - examples of Tokyo (higher
– Shinjuku Station has 3.5 million commuters per day,
Flinders Street has 90,000), Los Angeles, Toronto (lower),
Sydney (fewer inbound lines), Perth (lower) (regardless of
population density), Melbourne’s inner and outer suburbs
have similar density levels yet differing transport use.
• City bound commuting was only ever meant to convey a
middle class, professional working group to city offices and
back. Success of Vancouver’s cross city metro.
• It does not account for the majority of Melbourne trips, which
are cross suburban and usually car dependent (given the poor
quality of bus services in Melbourne)
• A link to Doncaster is a laudable aim for an obvious gap in the
network. But it is the authors’ belief that the above problems
need to be considered and addressed before an extension
can be made.