Abstract

Critics have pointed at new technologies as culprits in the decline of civic life, neighboring and social capital construction in Western societies. When applied to community design and planning processes, technologies can empower residents to actively engage in decision-making, foster connections across social groups, with positive consequences on life and socialization in public spaces. What kind of participation do technologies foster? And is it the kind that bridges social and ideological divides? The 2012 community design process for Hawthorne Park in Medford, Oregon illustrates many of the challenges and opportunities connected to the use of new technologies in design. In the process, technologies were instrumental in enlisting a larger-than-usual number of residents to participate in the design of the park. Blogs and online questionnaires were successful in gathering people׳s thoughts on the design choices being made, but also favored a limited, intermittent form of engagement. The results are synthesized in principles for the successful integration of web-based technologies in future community design efforts: adaptability, full participation, nuanced participation and the need for links to the physical realm.

Abstract

Prevailing city design in many countries has created sedentary societies that depend on automobile use. Consequently, architects, urban designers, and land planners have developed new urban design theories, which have been incorporated into the Leadership in Energy and Environmental Design for Neighborhood Development (LEED-ND) certification system. The LEED-ND includes design elements that improve human well-being by facilitating walking and biking, a concept known as walkability. Despite these positive developments, relevant research findings from other fields of study have not been fully integrated into the LEED-ND. According to Zuniga-Teran (2015), relevant walkability research findings from multiple disciplines were organized into a walkability framework (WF) that organizes design elements related to physical activity into nine categories, namely, connectivity, land use, density, traffic safety, surveillance, parking, experience, greenspace, and community. In this study, we analyze walkability in the LEED-ND through the lens of the nine WF categories. Through quantitative and qualitative analyses, we identify gaps and strengths in the LEED-ND and propose potential enhancements to this certification system that reflects what is known about enhancing walkability more comprehensively through neighborhood design analysis. This work seeks to facilitate the translation of research into practice, which can ultimately lead to more active and healthier societies.

Abstract

Transportation engineers and urban planners often report uncertain estimates as precise numbers, and unwarranted trust in the accuracy of those precise numbers can lead to bad transportation and land-use policies. This paper presents data on parking generation and trip generation rates to illustrate the misuse of precise numbers to report statistically insignificant estimates . Beyond the problem of statistical insignificance, parking and trip generation rates typically report the parking demand and vehicle trips observed at suburban sites with ample free parking and no public transit. These parking and trip generation rates are therefore useful guides for planning a city where everyone will drive everywhere they go and park free when they get there. Document type: Part of book or chapter of book

Abstract

Imagine a city that is more competitive, with higher-quality neighborhoods, lower infrastructure costs, and lower C02 emissions per unit of activity. This city has lower combined transportation and housing costs for its residents than other cities at similar levels of economic activity. Its residents can access most jobs and services easily through a combination of low-cost public transport, walking and cycling. Its core economic and population centers are resilient to natural hazards. It is able to finance improvements to public space, connectivity, and social housing by capturing value created through integrated land use and transport planning. Such a vision has never been more relevant for rapidly growing cities than it is today. Transit-oriented development (TOD) can play a major role in achieving such a vision. Based on an observation of methodologies applied in different countries, the World Bank's Community of Practice on Transit Oriented Development has developed a methodology called the 3 Value (3V) Framework, which outlines a typology to facilitate TOD implementation at the metropolitan and urban scale in various contexts. The 3V Framework equips policy and decision makers with quantified indicators to better understand the interplay between the economic vision for the city, its land use and mass transit network, and urban qualities and market vibrancy around its mass transit stations. This book provides examples of approaches taken by cities like London and New York to align their economic, land use, and transport planning to generate jobs and high value. We hope this book will help readers develop a coherent vision, policies, and strategy to leverage the value created through enhanced connectivity and accessibility and make cities even more appealing places to live, work, play and do business. Document type: Book

Abstract

The SHANTI (Survey Harmonization with New Technologies Improvement) COST Action has coordinated research efforts on data harmonization for transport surveys across Europe. 36 laboratories from 21 countries (of Europe, but also Australia) have worked together in 20 meetings and four working groups, towards the harmonization of methods of production and processing of national data on mobility, taking into account the contribution of new technologies (logs from GPS, GSM, RDS, etc.) in order to make international comparisons. Thus, we have produced correction to cope the bias due to different survey methods and produced robust and consistent daily mobility estimators. This Action was a forum not only to emerge (with Eurostat and DG Move) new projects around data as the collection on a continuous basis and standardization enabled by these new technologies, but also to produce articles and scientific papers. Document type: Book

Abstract

tese trata da concepção e da implantação do Plano de Curitiba, no período de 1965a 1975. O marco inicial é a elaboração do Plano Preliminar de Urbanismo de Curitiba, um trabalho coordenado pelo arquiteto Jorge Wilheim e executado com a colaboração de uma equipe de arquitetos de Curitiba, grupo esse que dará origem ao Instituto de Pesquisa e Planejamento Urbano de Curitiba (IPPUC), em 1965. Os fatos urbanos resultantes do Plano de Curitiba revelam o desenho de uma estrutura urbana linear que conjuga transporte coletivo com uso do solo multifuncional. A estrutura urbana é tangencial ao centro da cidade, permitindo a transformação da Rua XV de Novembro em área de pedestres. O Plano de Curitiba é identificado como um processo sequencial e um trabalho coletivo, sendo que, para efeito de sistematização, o intervalo temporal é subdividido em dois períodos, notadamente: concepção (1965-1970), e implantação (1971-1975). Concomitante à investigação do Plano de Curitiba, também se objetiva pesquisar o desenvolvimento e as transformações do projeto urbano no após-Guerra, com especial interesse no ambiente intelectual e nos projetos de arquitetura e urbanismo no âmbito do Team 10. O método estipulado divide a pesquisa em duas partes, com investigação sobre a evolução e projeto da cidade moderna no após-Guerra, e a evolução e projeto da cidade de Curitiba, com o objetivo de relacioná-los. Concatenadas com o método, as amostras foram coletadas principalmente em dois arquivos de projetos, no Het Nieuwe Instituut, em Rotterdam - vinculado a uma pesquisa realizada na Delft University of Technology (TU Delft), na Holanda -, e no arquivo da Biblioteca IPPUC, em Curitiba. Como resultado, defende-se a hipótese do Plano de Curitiba como um desdobramento de outro moderno brasileiro. The thesis is about the conception and implantation of Curitiba\\'s Plan, from 1965 to1975. The initial milestone is the elaboration of Curitiba\\'s Urban Preliminary Plan, a study coordinated by architect Jorge Wilheim and executed with the collaboration from a team of architects from Curitiba, this group will later start the Institute of Research and Urban Planning of Curitiba (IPPUC), in 1965. The urban facts resulting from Curitiba\\'s Plan show the drawing of a linear urban structure, which joins a multifunctional land use with public transportation system. The urban structure is tangential to the city downtown, allowing the renewing of XV de Novembro Street to a pedestrian area. Curitiba\\'s Plan is identified as a sequential process and a group work, whereby, for a systematic organization the time gap is subdivided in two periods, notably: conception (1965-1970), and implantation (1971-1975). Simultaneous to the investigation of Curitiba\\'s Plan, also aims to research the development and changes of the urban design in the Post-War, with special interest in the intellectual environment and the architecture and urbanism projects in the Team 10 context. The stipulated method divides the research in two parts, with the investigation about the evolution and project of the modern city in the Post-War, and the evolution and project of the city of Curitiba, aiming to relate them. Correlated with the method, the samples were collected mainly from two archives of projects, at Het Nieuwe Instituut, in Rotterdam -related to a research done at Delft University of Technology (TU Delft), in Holland -, and the archives from IPPUC Library, in Curitiba. As a result, the hypothesis of Curitiba\\'s Plan as an unfolding of another Brazilian Modern is defended.

Abstract

Urban sprawl creates serious traffic congestion. Alternative land use patterns may be the best solution. New Urbanists claim that, by placing frequently-visited sites within walking distance of homes and creating a pleasant walking environment, people are more willing to choose non-motorized transportation mode to do such activities. Part I of this study investigated the ability of travel demand models to estimate the impacts of alternative land use patterns. Part II conducted an economic viability analysis for a mixed land use neighborhood and collected land use preferences at meetings of neighborhood associations. The objective in Part III was to evaluate the feasibility of implementing mixed land use neighborhood, based upon public acceptance, actual impacts on travel behavior and observed trip making patterns. Surveys were conducted and analyzed for this report. A brief summary of the principal findings of this study will be posted on a website – either JTRP or INDOT. The findings will include brief numerical examples of the analyses that led to the report’s conclusions. Figures and photos will be used to illustrate the alternatives and performance measures that support the project’s findings.

Abstract

Urban sprawl creates serious traffic congestion. Alternative land use patterns may be the best solution. New Urbanists claim that, by placing frequently-visited sites within walking distance of homes and creating a pleasant walking environment, people are more willing to choose non-motorized transportation mode to do such activities. Part I of this study investigated the ability of travel demand models to estimate the impacts of alternative land use patterns. Part II conducted an economic viability analysis for a mixed land use neighborhood and collected land use preferences at meetings of neighborhood associations. The objective in Part III was to evaluate the feasibility of implementing mixed land use neighborhood, based upon public acceptance, actual impacts on travel behavior and observed trip making patterns. Surveys were conducted and analyzed for this report. A brief summary of the principal findings of this study will be posted on a website – either JTRP or INDOT. The findings will include brief numerical examples of the analyses that led to the report’s conclusions. Figures and photos will be used to illustrate the alternatives and performance measures that support the project’s findings.