Automobile Dependency
Improving Urban Resilience through Urban Planning and Design
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Contents
Preface .................................................................................................................................. 1
Contents ................................................................................................................................ 2
Abstract ................................................................................................................................. 3
Research questions ................................................................................................................ 3
Introduction to Urban Resilience............................................................................................ 3
Methodology ....................................................................................................................... 10
Automobile Dependence and Urban Form: .......................................................................... 11
Sustainability in the Work of Newman and Kenworthy ..................................................... 11
The Development of the Automobile City......................................................................... 11
Car dependence and Economic Growth ............................................................................... 20
Measuring Automobile Dependency .................................................................................... 22
Overcoming Automobile Dependency through Urban Planning and Design .......................... 25
Future City ........................................................................................................................... 28
Case study ........................................................................................................................... 31
Public Transportation System ........................................................................................... 33
Bus system ................................................................................................................... 33
Public Taxi .................................................................................................................... 33
Private Taxi .................................................................................................................. 35
Measuring Automobile Dependency in Kerman................................................................ 35
Discussion ............................................................................................................................ 37
Four scenarios.................................................................................................................. 42
References ........................................................................................................................... 43
Appendix A: Urban Structures and Travel Behavior .............................................................. 47
Appendix B: Stockholm and car use...................................................................................... 53
Automobile Dependency
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Figure 1: Natural Disasters Summary
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Figure 2: Technological Disaster Summary
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Automobile Dependence and Urban Form:
Sustainability in the Work of Newman and Kenworthy
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Figure 4: Traditional Walking City
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Figure 5: Transit City
Image courtesy of (Newman & Kenworthy, 1999)
Figure 6: Automobile Dependent City
Image courtesy of (Newman & Kenworthy, 1999)
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Automobi
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Figure 7: Cycles of Automobile Dependency
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ww.vtpi.org
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Traffic Calming is the set of measures for slowing or reduction of motor-vehicle traffic to improve
safety for pedestrians and bicyclists and improve the environment for residents.
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Figure 8: Annual Traffic Death Rate
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Figure 9: Annual Per Capita Income
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Measuring Automobile Dependency
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Indicator
Description
Low
Per capita motor vehicle
ownership (usually
Less than 250
Vehicle Ownership
measured per 1,000
per 1,000 pop.
population)
Less than
4,000 miles
(6,500 km)
Vehicle Travel
Per capita annual motor
vehicle mileage
Vehicle Trips
Automobile trips as a
portion of total personal Less than 50%
trips
Quality of
Transportation
Alternatives
Convenience, speed,
comfort, affordability
and prestige of walking,
cycling and public
transit relative to driving.
Alternative
modes are of
competitive
quality.
Medium
High
250-450
450+
4,000-8,000
miles (6,50013,000 kms)
50-80%
8,000+(13,000
km plus)
80%+
Alternative
modes are
somewhat
inferior.
Alternative
modes are
very inferior.
Mobility of personal
Relative Mobility Of
travel by non-drivers
Non-Drivers
compared with drivers
Non-drivers
Non-drivers are
are moderately
not severely
disadvantaged
disadvantaged
.
Relative advantage
Market Distortions provided to automobile
Favoring Automobile transportation over other
Use
modes in planning,
funding, tax policy, etc.
Minimal bias
favoring
automobile
travel.
Moderate bias
favoring
automobile
travel.
Non-drivers
are severely
disadvantaged
.
Significant
bias favoring
automobile
travel.
Table 1
Data courtesy of TDM www.vtpi.org
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Figure 10: The Future City
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Figure 11: Gabri Gate
Image courtesy of Saeed Ta`ali (http://innocent.mihanblog.com/)
5
As of December 31 2005, the population in the Stockholm urban area was 1,252,020 inhabitants, the
2
land area 377.30 km (145.68 sq mi), and the population density 3,318.36 inh/km²
Automobile Dependency
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Figure 12: Ruins in the heart of city
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Peak hour for the bus system is between 7 to 8 in the morning and 13 to 14, when students travel
between home and schools.
Automobile Dependency
Page 33
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Population density (People/Km )
41.35
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4394
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120
Average work time (Hours per day)
8
Cost (Rls/Km)
500
Cost porportion of GDP per capita (%)
0.00196
Number of intracity busses
245
Number of bus routes
83
Cost (Rls/Route)
500
Cost porportion of GDP per capita (%)
0.00196
Number of Private Taxies
287
Average number of handled passenger by privte taxi (Per trip)
2.5
Average distance per trip (Km)
3.5
Cost (Rls/Km)
3000
Cost porportion of GDP per capita (%)
0.01171
Table 2: Kerman Transit System
Automobile Dependency
Page 34
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Page 38
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Page 42
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Page 46
Appendix A: Urban Structures and Travel Behavior
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•
•
•
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Public transport
Parking condition
Transportation behavior:
Actors’ resources, needs,
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Figure 18: Transportation Behavior as a Function of Land Use Characteristics
Image courtesy of Petter Naess (Urban Structure Matters, 2006)
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Appendix B: Stockholm and car use
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Page 54
Figure 1: Natural Disasters Summary ____________________________________________ 4
Figure 2: Technological Disaster Summary ________________________________________ 5
Figure 3: Economical Losses Due to Natural Disasters 1950-2000 ______________________ 6
Figure 4: Traditional Walking City ______________________________________________ 12
Figure 5: Transit City ________________________________________________________ 13
Figure 6: Automobile Dependent City ___________________________________________ 13
Figure 7: Cycles of Automobile Dependency ______________________________________ 16
Figure 8: Annual Traffic Death Rate _____________________________________________ 20
Figure 9: Annual Per Capita Income_____________________________________________ 21
Figure 10: The Future City ____________________________________________________ 30
Figure 11: Gabri Gate ________________________________________________________ 31
Figure 12: Ruins in the heart of city _____________________________________________ 33
Figure 13: Taxis blocking the main round about at peak hour ________________________ 35
Figure 14: Aerial photo of Bazaar of Kerman______________________________________ 38
Figure 15: Bazaar of Isfahan ___________________________________________________ 39
Figure 16: The Global Integration (Rn) map of Kerman______________________________ 39
Figure 17: The main traditional commercial roads _________________________________ 40
Figure 18: Transportation Behavior as a Function of Land Use Characteristics ___________ 48
Automobile Dependency
Page 55