Iatss40 Theory 02 PDF
Iatss40 Theory 02 PDF
Iatss40 Theory 02 PDF
Transportation and
land use
Akinori Morimoto
Professor, Faculty of Science and Engineering, Waseda University
Understanding the relationship between land use and transportation is extremely important for design-
ing a prosperous and safe transportation society.1)
Land use and transportation are Land-use planning Transportation planning
Changes in traffic demand
interdependent, similar to a chicken-and-
Urban activities Transportation activities
egg relation. Effective utilization of land (residential and industrial) (commuting, shopping)
or expanding existing ones increases the Figure 1. Relation between land use and traffic planning
attractiveness of the land they pass
through, promoting new urban facilities. When cities are growing slowly, it is easy for land utilization
and traffic planning to match pace. In times of rapid economic growth, however, demand for land use
accelerates and development of transportation facilities may be unable to keep up. Many cities experi-
encing a high degree of economic growth will therefore experience heavy congestion and other trans-
portation problems.
How can the best balance be maintained between land use and transportation? Japan experienced a
period of rapid motorization, a time during which it was impossible to keep up with demands for road
expansion and other transportation facility development, and therefore implemented policies to regulate
transportation demand itself. Such policies are called transportation demand management (TDM).
Examples of TDM include changing peak demand times and shifting demand to other modes of trans-
portation, thereby enabling existing roads to be utilized to the fullest extent possible.
An even more fundamental approach is promoting optimal land use. For example, when transpor-
tation facilities are poor, the floor area ratio can be kept low and then the ratio can be increased accord-
ing to the progress of transportation infrastructure development. Efforts can thus be made to achieve a
Chapter 2: Transportation and land use|23
balance. Long-term sustainability should also be considered by altering the urban structure itself. For
example, transportation demands that are concentrated in downtown areas can be dispersed to city sub-
centers and core cities, thereby relieving congestion and promoting development of a more balanced city
overall. Such efforts in Tokyo and other large cities have been implemented as the construction of multi-
polar, distributed urban structures. The Third National Capital Region Development Plan (1976), for
example, recommends a more wide-area, multipolar distribution to correct Japan’s over-concentration
on Tokyo, and the follow-up Fourth Development Plan (1986) suggests prioritizing development of
business core cities and secondary core cities with the goal of creating a more multi-zonal, multi-nuclear
urban structure.
There are differences in the emphasis placed on transportation problems such as congestion, noise,
and air pollution, depending on the region and era. Having entered the 21st century, the traffic problems
currently facing Japan, such as adapting to becoming a super-aged society and addressing global envi-
ronmental issues, reflect increasingly long-term, wide-area considerations. However, even for such new
problems, considering land use and transportation planning over time can lead to finding solutions to a
variety of transportation problems so as to meet the needs of the future.
What kind of urban structure should be aimed for, and by what method should such an urban
structure be developed? What kind of transportation facilities will be emphasized at that time? How
should the remaining localized congestion be addressed? In this section, how developed countries are
addressing such issues is examined in order to learn about four keywords necessary in urban develop-
ment for the next generation.
• Difficulty in maintaining public transportation: It is difficult to ensure demand for public trans-
portation in low-density cities.
• Problems with transportation in a super-aged society: There will be an increased number of
transportation-disadvantaged individuals who cannot operate automobiles.
• I ncreased environmental load: Excessive reliance on automobiles increases environmental load.
• Further decline of central urban areas: Promotion of suburban development causes a relative
decline in the attractiveness of urban areas within cities.
24|Theory
Even in developing countries experiencing economic growth, inducing urban structures that are
appropriate to periods of population increase is important for avoiding problems seen in developed
countries.
described below.
Urban hub
A network-type compact city is one in which the
various attractive features of the city are aggregated
(compacted) in multiple areas that are connected (net- Expressway
Local traffic route
worked) by various modes of transportation, with a
focus on highly convenient public transportation. Fig- Urban hub Hub
LRT
light rail transit (LRT) and bus rapid
Residential roads
transit (BRT) systems, thus providing
BRT
public transportation that is both
punctual and fast. TOD is mainly Public transport use Expressway
implemented along such public trans- LRT, BRT, DRT High-speed trains Variable service area
portation routes.6) Providing high lev-
Figure 7. Urban space design implementing TOD
els of public transportation service in
such areas over a long period of time and in a punctual manner promotes urban aggregation. In con-
trast, in suburban areas experiencing population decline, variable public transportation systems such as
demand response transit (DRT) are implemented.
Transportation-disadvantaged residents such as the elderly are encouraged to live in TOD areas,
while large families who most greatly benefit from the utility of automobiles are encouraged to raise
their children in the green-rich areas of the suburbs. Selection of residential areas according to lifestyle
thus allows for urban planning that best accommodates all generations.
Chapter 2: Transportation and land use|27
Punctuality: The system should not be affected by traffic congestion, such as through the use of
traffic lanes dedicated to public transportation.
Comfort: Transportation should be elderly-friendly, for example, by having little vibration and
being barrier-free.
Environmentally friendly: The system should consume little energy, and minimize noise and pol-
lutant emissions.
Attractiveness: Vehicles and pick-up locations should contribute to city planning by being suited
to the landscape.
The most important thing is that the system draws riders away from their automobiles and pro-
vides sufficient added value to alter land use along routes.
28|Theory
while still maintaining a balance between land use and transportation? This section describes one basic
method, traffic assessment for large-scale development.
AVENUE, TRAFFICSS, VISITOK, etc.) Table 1. Conditions of the traffic simulations in Tochigi Prefecture
and overseas (NETSIM, Pramics, Relation between lot shape and traffic
Peak arriving vehicles
WATSim, etc.). No risk of congestion Risk of congestion
200–600 vehicles (100
Developing traffic simulations vehicles per direction)
Not needed
Needed
requires substantial time and effort, so 600 or more vehicles Needed
application conditions need to be pub-
licly documented. Consideration of traffic simulations from early stages allows those wishing to open
stores to apply them to site selection. Table 1 shows the implementation conditions for a traffic simula-
tion performed in Tochigi prefecture.
From these results, merchants, road managers, and traffic control personnel can consider the effects
of congestion reduction policies before the establishment of large-scale stores. Note that there are many
significant effects of large-scale development, and in situations where mitigation measures are difficult
through transportation facility development, reconsideration of site selection for large-scale develop-
ment may become necessary.9)
References
1) Sugiyama, Masahiro, Sotaro Kunihisa, Mitsuyuki Asano, and Hirohito Kuse, eds. 2003. Asu no toshi kotsu seisaku [The
Future of Urban Transport Policy]. Seibundo Publishing. (in Japanese)
2) Morimoto, A. 2012. “A preliminary proposal for urban and transportation planning in response to the Great East Japan
Earthquake.” IATSS Research Vol. 36, No. 1: 20–23.
3) Calthorpe, Peter. 1993. The Next American Metropolis: Ecology, Community, and the American Dream. Princeton Architec-
tural Press.
4) Transit Cooperative Research Program. 2004. TCRP Report 102, Transit-Oriented Development in the United States: Experi-
ences, Challenges, and Prospects. Transportation Research Board.
5) Developing Around Transit: Strategies and Solutions That Work. ULI (the Urban Land Institute). 2004.
6) Hayashi, Yoshitsugu, Kenji Doi, Hirokazu Kato, and International Association of Traffic and Safety Sciences, eds. 2009. Toshi
no kuoritei sutokku: Tochi riyo, ryokuchi, kotsu no togo senryaku [Quality Stock of Cities: Integrated strategy of land use,
green space and transportation]. Kajima Institute Publishing. (in Japanese)
7) “Special Supplement: Challenges and Visions for Implementing Light Rail Transit in Japan.” IATSS Review Vol. 34, No. 2.
2009. (in Japanese)
8) Kotsu asesumento ni kansuru chosa hokoku sho [Investigation Research Report on Transportation Assessment]. International
Association of Traffic and Safety Sciences. March 2001. (in Japanese)
9) Seki, Tatsuya, and Akinori Morimoto. 2010. “Daikibokaihatsu ni okeru kotsu asesumento no seiri to kongo no tenbo” [A
Review of Traffic Impact Assessment in Japan]. Journal of JSCE(D) Vol. 66, No. 2: 255–268. (in Japanese)
Recommended Reading
1) Randall, Thomas, ed. 2003. Sustainable Urban Design: An Environmental Approach. Spon Press.
2) Jenks, Mike, Elizabeth Burton, and Katie Williams, eds. 1996. The Compact City: A Sustainable Urban Form? Taylor &
Francis.
3) Site Impact Traffic Assessment: Problems and Solutions, Proceedings of the Conference, Chicago. The American Society of Civil
Engineering. 1992.
4) Transportation Impact Analyses for Site Development. Institute of Transportation Engineers. 2006.