Public Transportation and Urban Form - Part 2
Furthermore,
in the San Francisco case, proximity to stations had an adverse effect on
rehabilitation in and improvements to older neighborhoods. And, although
proximity to the system stimulated a net increase in new housing, much of this
was for single families in areas that earlier had been beyond reasonable
commuting distance to the two principal central business districts. The net
effect at these locations was dispersal and lower density land use. Also,
transit use has been disappointing; to date it accommodates only 5% of the peak
hour trips. This is not to say that transportation engineering systems cannot
be employed to affect urban form, but that to date knowledge of the many
influences and their effects are lacking so that outcomes cannot be predicted.
Substantially
reducing automobile use in favourite of transit will be a slow process, although it
may be hastened by energy and environmental concerns. Among useful steps that
can be taken is to preserve land corridors for projected transportationfacilities. This and similar actions calls for a high degree of cooperation
among governmental ogencies or their restructuring to get a unified approach to
decision making. To date this cooperation or restructuring is happening very
slowly. Furthermore, the planning scope must reach travel problems beyond the
close-in urban area. For example, the land-side movements to and from airports
have extremely high volumes and yet today are often poorly served by local
transportation. Finally, the influence of telecommunications,
which can drastically reduce the need for central-city travel, must be
carefully considered.
Title Post: Public Transportation and Urban Form - Part 2
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Rating: 100% based on 99998 ratings. 5 user reviews.
Author: aditya
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