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Transforming Citieswith TransitRobert Cervero
Panel onPlanning the Future ofCities & Urban Mobility
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Motorization & Car-Dependent Cities
• Equate with:
– Air Pollution…Local & Global – Fossil Fuel Dependence
– Social Exclusion
– Neighborhood Disruption
– Mounting Congestion -- Erodes Economic
Growth & Quality of Life (Time Pollution)
Induced Demand
Can’t Built Your way Out of
Traffic
Congestion
Developed World
:
9
0
% of added
capacity gets consumed within 3
-
5 years
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ASI Model: Avoid, Shift, Improve
Avoid Shift Improve
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Urban Visions Driving Transport Investments
Urban Vision/Land Use
TransportInfrastructure
• Developing Countries: with more congestion &pent-up demand for accessible locations,
expect stronger city-shaping impacts of new
motorways, metros, BRT
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Land Use Visions shaping
Transport Programs
COPENHAGEN’s FINGER PLAN
Ballerup
Omstad
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Copenhagen
The Bicycle City
The Micro-Scale
Rail Station
Protected Bike Parking
at Rail
Station
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1953 1974COPENHAGEN: LAND RECLAMATION FROM THE PRIVATE CAR
20101978
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3D’s of the
Built Environment
Density
Diversity Design
Less VKT/capita
Impacts
R. Cervero & K. Kockelman, Travel
Demand and the 3Ds: Density, Diversity,
Design, Transportation Research, 1996.
Sustainable Urbanism: Shaping Travel Through City Design
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Dense & CompactUrban Form Matters
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Civic
Commercial
Residential
Before After
DIVERSITY: Mixed Land Uses
Advantages of Mixed Uses:
• Shortens trips; promotes
walking/cycling & transit
• Allows consolidating trips
-- “trip chaining”
• Spreads trips throughout day/
week – activates/invigorates
the project; natural surveillance
• Allows shared parking
Neighborhood
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Mockingbi rd Stat ion
BeforeAfter
Reinventing/Reimagining: Adaptive Re-Use in Dallas
Before AfterPlano Trans it Vil lage
Mockingbi rd Stat ion
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From mall parking lot to MXD of condos, senior housing, and daylit creek park
Thornton Place, Northgate Mall, North Seattle, WA: LEED-ND pilotprogram
Northgate
Transit
Center
Adaptive Re-Use: Seattle Shopping Mall
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Place making/Public realm
DESIGN
“Softening” perceptions of densities
Enhancing walking environments
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Urban Design & Pedestrian Access to Metros
1.739.500
352.800
157.200
-
200.000
400.000
600.000
800.000
1.000.000
1.200.000
1.400.000
1.600.000
1.800.000
2.000.000
New York London Beijing
Jobs accessed by foot
within 20 minutes from a
major CBD metro station
Source: World Bank, Urban
Transport for Development, 2008
Beijing Central Station
l i i i i l f hi i i
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Key TOD Planning & Design Principles for Chinese Cities
Break Up the Superblocks!
Source: Calthorpe Associates,
Transit Oriented Districts Plan, Liangjiang New District, Chongqing Planning Bureau, 2013
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Transit Oriented Development (TOD)• Compact
• Mixed Land Uses
• Pedestrian-friendly design
• Physically “oriented” to transit; not just “adjacent”
Transit Station & Environs – “A Place to Be…Not Just to Pass Through”
Site Design
Calthorpe’s
ModelPleasant Hill
California
BART
TOD
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TOD is not new
1906
1912
T it O i t d D l t (TOD) i St kh l
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Retail
Core
Multi-familyHousing
Single-
Family
Housing
Green
Area
Transit-Oriented Development (TOD) in StockholmTOD on a Green Field: Văllingby
Industrial
Zone
Vällingby
Single-
FamilyHousing
Single-
Family
Housing
Tramway Spine
Skinny Streets/
Traffic Calming
Hammarby
Sjöstad Congestion Pricing
Community
Gardens
TOD on a Brown Field: Hammarby Sjȫstad
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TODMobile Sources
Green UrbanismStationary Sources
• Design
World-class transit
(trunk & distribution)
Station as hub)
• Non-motorized access
(bikepaths, ped-ways)
• Bikesharing/
Carsharing
• Minimal Parking
(reduced land
consumption, building
massing &
impervious surfaces)
• Energy self-sufficient
(renewably powered –
solar, wind turbines)
• Zero-waste (recycle;re-use; methane
digesters; rainwater
collection for irrigation& gray-water use)
• Community gardens
(compost, canopies,
food security)
• Buildings: Green Roofs,
Orientation (optimaltemperatures),
Materials(reycled; low impact)
Green TODA Marriage of TOD & Green Urbanism
R. Cervero and K. Sullivan, 2011, Green TODs: Marrying Transit-Oriented
Development and Green Urbanism. International Journal of Sustainable
Development & World Ecology , Vol. 18, No. 3, 2011, pp. 210-218;.
Overall Carbon Reduction/Energy Savings:
33% below conventional development
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Central Saint Giles, London … “Best” TOD in
ITDB’s TOD Standard• 11-story office building with 405,000 ft2 of commercial space.
• 15-story residential building with 109 dwelling units, half of which
are affordable (in exchange for 2 more commercial floors).
• Central pedestrian plaza between the 2 buildings, surrounded
by 24,500ft2 of ground floor transparent retail & restaurant space.
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TOD: Types & Functions• Market Served: Neighborhood; District; Regional
• Land-Use Make-Up: Commercial-Office; Residential; Mixed-Use; “Complete Community”
• Dominant Function:Node (access/logistics) vs. Place-Making (destination)
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TOD Design Challenge: Conflict of Place and Node
Node
• Logistical Points – Interchange for Parking, Bus,Paratransit, Kiss-&-Ride, Taxi, Bikes, Scooters,
Pedestrians, Delivery Trucks
• Conflict Points - Safety
• Design Perspective – Engineering
Place
• Community Hub – Modern-day “Agora”
• Attractive Milieu - Comfortable, Memorable,
Accent on Aesthetics & Amenities, Connectivity,
Legibility, Natural Surveillance
• Design Perspective – Architecture/Planning
O l i i l d
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TOD Planning in Portland 50-year vision for
managing region’s
growth
Hierarchy ofTransit-OrientedCenters: compact,
mixed use, greatwalking, civic spaces,parking reforms
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Planning for TOD: Building a TypologyMetro Portland
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Stations
with highest
TOD Potential
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• Exclusive Lanes: physical separation
• Advanced Bus Technology: clean fuels, light-weight materials, low floors, advancedcommunications, docking systems
• Supportive Elements: signal priorities, busturnouts, curb realignments, AVL, automatedrouting & dispatching, NextBUS
• Expeditious Fare Collection & Boarding:off -vehicle payment, smart cards
High-capacity, high-quality
services that mimic urbanrail at a much lower cost
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Adelaide TGB/ O - Bahn
BRT: Flexible, Versatile, Fast- Action
• Eliminating the “Scourge
of Public Transport”…the
dreaded Transfer…by
integrating line-haul & feeder
functions
Bus Transit’s Flexibility
Advantages
ResidentialCollection
Destination Distribution
Line
Haul
Brisbane
Busway
ld d
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BRT Systems Worldwide (2013)
Source: BRTData.org
Average Weekday Riders per BRT Km among BRT Cities
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Average Weekday Riders per BRT Km among BRT Cities,
by Continent-Region, 2013 Source: BRTDATA.ORG
Center-Lane Station withAt-Grade Crossing, Quito
Bus Transit & Urban Development
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Bus Transit & Urban Development
• Land-use impacts muted by:
– Lower accessibility benefits (slowerspeeds, stop-and-go)?
– Non-permanence of investment?
– Negative externalities?
– Stigma?
• Exception: Dedicated Busways/BRT(…. plus pro-act ive, forw ard-looking
planning)
Curitiba BRT T it O i t d C id
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Curitiba: BRT Transit Oriented Corridors
LINEAL
GROWTH
• Trinary : High - Rise Mixed - Use Corr idors
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Tools:• Transit-Oriented Zoning Envelopes: mixed-use bonuses; TDR
• New medium- to large-scale development has to be on Structural Axis
•Urban Design Standards
• Betterment Tax Financing
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Curitiba’s Multiple Service-Price Points
SURFACE METRO
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Compact, Mixed-Use,
Ped-Friendly Corridors
allow eff ic ient 2-way travel f low s
¼ Mile
Curitiba Brasíli
á
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Curitiba Brasíliá
Transit trips/capita/year*
334 95
VKT/capita/ year**
7,900 16,700
Brasíliá
Curitiba
* Confederação National do Transporte, 2002.
** E. Santos, 2011, Pioneer in BRT and Urban Planning,
Lambert Academic Press.
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Low-Income Social Housing
removed from Curitiba’sBRT corridors.Source: Duarte and Ultramari, 2012
Following in Curitiba’s Footsteps: Latin American BRTs
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Following in Curitiba s Footsteps: Latin American BRTs
São Paulo Belo Horizonte Quito
Bogotá Ciudad de México León
Volvo
The BRT “Gold Standard”
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1995
Bogotá’sTransMilenio
2001
BRT matching the Throughputsof Metros: Dual Carriageways
The BRT Gold Standard
> 2 million riders per day
TransMilenio has (mostly) failed to sprawn TOD
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Median-Lane Operations (Low-Cost Investment) haslikely suppressed TransMilenio’s City-Shaping Impacts
TransMilenio has (mostly) failed to sprawn TOD
Serves marginal neighborhoods
Poor Pedestrian Environments at Stations
Bogota: Transformation of Station Areas 1998-2011
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End Station Pairs Intermediate Station Pairs
Bogota: Transformation of Station Areas, 1998-2011Matched Pair Comparisons – Americas Corridor
H. Suzuki, R. Cervero, K. Iuchi, 2013,
Transforming Cities with Transit, World
Bank.
Bogotá’s Metrovivienda:
http://www.ced.berkeley.edu/faculty/cervero_robert/Transforming%20Cities--COMPLETE.jpghttp://www.ced.berkeley.edu/faculty/cervero_robert/Transforming%20Cities--COMPLETE.jpg
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Metrovivienda
Bundling low-cost
Housing & Transport
Free feeder
buses
Bogotá s Metrovivienda:
Affordable Housing & Mobility
TransMilenio
BRT
Bogotá’s
Transportation
Demand Management
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Bogotá s Transportation Demand ManagementAuto-Restraints/Safe Pedestrian/Bike Corridors
Before
After
Ciclovia
Car-Free Sundays
BRT & TOD in Guangzhou
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Seamless & Connected
• Skywalks blend into
pedestrian network• Gentle grades/Landscaped
• Links to 2nd floor retail
shops
BRT & TOD in Guangzhou
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Perpendicular “Green Connectors”
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Integration of BRT station bridge &
building, with double-tier bike parking
under the bridge.
Public Bikes at Huajing Xincheng BRT
station. The bike lane is paved and separated by
a line of trees.
BRT-Metrorail Physical Integration
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N = 27R. Cervero and D. Dai, BRT TOD, 2014.
Global BRT Study: Implementation Tools and Barriers
BRT TOD Implementation Tools
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p
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Land Value Benefits of TOD
t tion
PercentIncrease
in
LandV
alue
Distance from Station
5
10
15
20
25
30
35
½ Mile 1 Mile¾ Mile¼ Mile
Land Value Premium in TODs
t tion
PercentIncrease
in
LandV
alue
Distance from Station
5
10
15
20
25
30
35
½ Mile 1 Mile¾ Mile¼ Mile
Land Value Premium in TODs
Being Savvy
Commercial Land Value Impacts, Seoul Korea: Distance to BRT Stops
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Before (2004)After: 2005
U.S. BRT Systems
&
Urban Regeneration:
(2 U.S. cities with biggest
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Pittsburgh East Busway: 9 miles;
2002: 60 new developments within
1500ft. of stations - $302 million in
value
y gpopulation losses)
Cleveland Euclid Ave. BRT: $200
million investment; $4.3 billion innew development (Cleveland Clinic
- $1.2 billion expansion; Playhouse
Square; Entertainment District)
Midtown Mixed-UseDistrict; Zoning Overlays
63’ Diesel-Electric
Hybrids
36 stations; 4.5 miles dedicated BRT;
2.6 miles mixed-traffic
Removed 1 lane;
Funneled to parallel roads
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http://euclidtransit.org/maps/Map_FINAL.pdfhttp://euclidtransit.org/maps/Map_FINAL.pdfhttp://euclidtransit.org/maps/Map_FINAL.pdfhttp://euclidtransit.org/maps/Map_FINAL.pdfhttp://euclidtransit.org/maps/Map_FINAL.pdfhttp://euclidtransit.org/maps/Map_FINAL.pdf
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• “Sustainable cities will never appear if the
Transport System is not sustainable”UN Habitat, Global Report , 2013.
• Aims: Transit should be more than “mobility”
investments for relieving traffic congestion;should exploit transit’s city-shaping
opportunities created by Rail/BRT; should
be an integral, upfront part of the systemplanning, not an afterthought
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•Visions & Planning Matter: Embrace pro-active
planning; 3D’s – density, diversity, design (& breakup the LeCorbusier superblocks!)
• Opportunities: Global South – rapidly urbanizing,modernizing & motorizing – is where TOD holds most promise;
BRT TOD particularly promising. 2010-2030: 90% of urban
population growth (2 billion new urbanites) will be in non-OECD countries – mostly cities 100K to 500K inhabitants
• Supplement BRT/Transit Investments with TDM & Auto-
Restraint measures – a Suite of Mobility Actions (upgradetransit, cycling, walking; price, regulate, restrain private car uses)
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