Integration of land use policy into PT network design

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PT1.14
Integration of land use policy into PT network design

Taylor, Ian, Sloman, Lynn “Thriving Cities: Integrated land use & transport planning”, PTEG an UK organization representing six Passenger Transport Executives, 2011. The report provides 4 case studies in Freiburg, Manchester, Liverpool and Stockholm. http://www.urbantransportgroup.org/system/files/20112706ptegThrivingCitiesReportforWebFINAL.pdf (Accessed in November 2017)

Dutch experiences building on a research programme developed for EU’s Horizon 2020 in which Transport Infrastructure is Integrated with Land-Use Planning (TIILUP). Artsa, Jos, Hanekampb, Tertius, Dijkstrac, Anne “Integrating land-use and transport infrastructure planning: towards adaptive and sustainable transport infrastructure”, TRA Conference, 2014.

Planning policies developed in Australia: http://www.planning.nsw.gov.au/~/media/Files/DPE/Plans-and-policies/the-right-place-for-business-and-services-planning-policy-2001-08.ashx

“Reduce the number of journeys” and “improve the modal shift in favour of Public Transport and sustainable modes” are two key actions to tackle traffic congestion and improve liveability and attractiveness of out cities. An integrated planning of city development and new settlements growth/restructuring is required to jointly achieve these objectives.

The Local Transport White Paper (2011) recognised the importance of integration of land use planning and transport. Just a limited vision for that is developing our towns and cities to start from insight into their transport infrastructure in order to assure the required capacity for the increased travel demand of new development. More widely, a sensible planning must be adopted in order to avoid journeys in the first place or enabled them by sustainable modes of transport. Where sustainability of transport is an integral consideration in the land use planning process, non-car modes of travel become dominant. The first and most fundamental choice is the overall location of a development in relation to urban centres and transport corridors.

Once location has been determined, the character of a development depends critically upon the development density. Many studies, at all scales from city-wide down to the level of a single neighbourhood, show that development at higher density results in lower car use. Masterplanning can influence travel behaviour by provision of local facilities and jobs - mixing together living accommodation, shops, services and jobs, so that the need for travel is reduced.

Provision of public transport will not, of itself, guarantee that travel patterns are sustainable. There is a mix of factors influencing the modes of transport people choose. The final respect in which the planning system can influence travel patterns is through a requirement for developers to implement ‘smart’ travel behaviour change measures. These comprise a combination of generally small-scale physical interventions, such as cycle parking facilities or cycle lanes, combined with improved public transport services backed up by information and marketing campaigns.

3.4
  • Integration with other services
  • Service models, organization and management

General concept
  • Large urban area
  • Metropolitan areas

Any
Goal-oriented/efficient organization
  • Adaptiveness to evolving markets and customer needs
  • Improve punctuality and reliability
  • Improve travelling time
  • Improving customer orientation
  • Performance orientation

Maturity
  • Urban governance
  • Urban sprawl
  • Urbanization

The implementation of ‘smart’ travel behaviour change measures is required.

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