A platform for research: civil engineering, architecture and urbanism
A platform for research: civil engineering, architecture and urbanism
Suburbanization and Its Implications for Urban Transportation Systems
The urban fringe in major metropolitan areas is changing in character, evolving from low density residential communities clustering around a well-defined central city to a collection of regional subcenters. These centers, generally linked by belt or arterial highways, may include concentrations of malls, high-rise office buildings, industrial parks, and apartment complexes. Many functions formerly served by the center city have migrated to the suburbs, resulting in the evolution of a multi-nucleated city form, with more diffuse travel patterns, and more trips in which one end is in low density suburbs and the other in a high density activity center. Cars are poor at the high density ends of the trip. Fixed route buses are poor at the low density end. The only alternative is a mix of systems: good low density systems (car, taxi, or other demand responsive), interfacing at some point with less land hungry systems that are good for high density traffic (PRT, bus, rail). Each element must be selected for and tailored to the area or neighborhood it serves, interfacing pleasantly and efficiently with other elements to provide good connectivity throughout the urban region.
Suburbanization and Its Implications for Urban Transportation Systems
The urban fringe in major metropolitan areas is changing in character, evolving from low density residential communities clustering around a well-defined central city to a collection of regional subcenters. These centers, generally linked by belt or arterial highways, may include concentrations of malls, high-rise office buildings, industrial parks, and apartment complexes. Many functions formerly served by the center city have migrated to the suburbs, resulting in the evolution of a multi-nucleated city form, with more diffuse travel patterns, and more trips in which one end is in low density suburbs and the other in a high density activity center. Cars are poor at the high density ends of the trip. Fixed route buses are poor at the low density end. The only alternative is a mix of systems: good low density systems (car, taxi, or other demand responsive), interfacing at some point with less land hungry systems that are good for high density traffic (PRT, bus, rail). Each element must be selected for and tailored to the area or neighborhood it serves, interfacing pleasantly and efficiently with other elements to provide good connectivity throughout the urban region.
Suburbanization and Its Implications for Urban Transportation Systems
J. D. Ward (author) / N. G. Paulhus (author)
1974
52 pages
Report
No indication
English
Transportation & Traffic Planning , Urban development , Passenger transportation , Regional planning , Mass transportation , Bus lines , Automobiles , Routing , Transportation management , Traffic engineering , Shopping centers , Demand responsive transportation systems , Dual mode transportation systems , Suburban areas , Park and ride
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