[sustran] Re: land use control and levels of motorization

[Lee Schipper]

I can't say Ive seen any hard before/after evidence on rail
developments, Todd. I have seen a lot of work on Transmilineo in Bogota
(BRT) showing clear increases in property values and development, in
fact some say too much capital is now sucked into development along the
corridor.

Sam?

>>> litman at vtpi.org 3/20/2006 2:12:33 PM >>>

I agree with Zvi. The debate between Bus Rapid Transit and rail-based 
transit is partly a debate between "mobility" and "accessibility." 
Rail systems tend to provide a catalyst for more compact, accessible 
neighborhood development which shows up in reduced per capita vehicle 
ownership and mileage, and therefore reductions in per capita 
congestion delay, transportation costs, parking costs, accidents, 
energy consumption and pollution emissions 
(http://www.vtpi.org/railben.pdf ). It also results in higher local 
property values and improved mobility for non-drivers (see the newly 
revised literature review at http://www.vtpi.org/smith.pdf ). BRT 
appears t have some of these impacts, particularly if implemented in 
conjunction with supportive land use policies, but rail impacts are 
greater and more likely to attract higher-income riders, and gain 
voter support.


Best wishes,
-Todd Litman


At 08:03 AM 3/17/2006, Zvi Leve wrote:
>In my opinion, the major issue in any region, particularly those
which
>are rapidly growing, is 'accessibility' to opportunities - and not
>necessarily mobility. Why are so many people acquiring cars? Of
course
>as the economy grows and financing become more flexible more people
can
>afford private vehicles. But also note that these rapidly expanding
>regions are often not structured in such a way that there is
sufficient
>accessibility to things (employment opportunities, schools, etc.) -
>hence the /need/ to acquire the means of independent mobility. And
>unfortunately rapid uncontrolled urban growth cannot be well served
by
>mass transit - hence the rapid rush to motorization!
>
>There is always the chicken and the egg issue. What comes first:
>concentrated land uses, or the transportation infrastructure to serve
>them? In places such as Hong Kong and Singapore there was a concerted
>effort by the government to integrate land use developments together
>with mass transit. In many other places local governments do not
>necessarily have as much control over local land use so it is not so
>simple to serve the population's needs via 'mass-transit'.
>
>I think that one of the legitimate arguments for rail-options is that
>they are perceived as being more permanent - hence there is a better
>chance of being able to formalize land use development around rail
>rather than small-scale transit options. Still, is it realistic to
>expect that just becauses an authority chooses a rail option, they
will
>miraculously now be able to control the way a given location
develops?
>
>As for 'utilization charges' - no government ever earned much support
>from the population by adding more taxes!
>
>Just some thoughts. Unfortunately I have no solutions.
>
>Zvi


Sincerely,
Todd Alexander Litman
Victoria Transport Policy Institute (www.vtpi.org)
litman at vtpi.org 
Phone & Fax 250-360-1560
1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA
"Efficiency - Equity - Clarity"