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"Robert Cervero documents the rise in suburban traffic around the country and examines the role of various planning, design, and management approaches in defining the automobile's growing presence in suburbia. The book highlights suburban business complexes and mixed-use centers throughout the United States that have been planned and designed to reduce auto dependency and to promote ridesharing, transit usage, and other commuting alternatives.Steps taken by various municipalities to enlist the support of private interests in reducing employee trip-making and financing area-wide roadway improvements are also examined. While the analysis is national in scope, detailed case studies offer in-depth insights into the many institutional and logistical problems involved in mitigating the impact of suburban congestion.The transportation planning profession has historically focused its attention and resources on downtown access and mobility problems. Suburbs, and places beyond, have long been considered havens for travel, free from traffic jams, and ideal for leisurely weekend excursions. Over the years, transportation planning in suburbia has involved little more than adding new projects to five-year capital improvement programs. This book remains essential for planners, administrators, and citizens interested in the future of suburbia and safeguarding it from the coming transportation crisis."--Provided by publisher.

Under the right conditions -- serious traffic congestion, a permissive regulatory environment, and frequent and reliable transit services -- rail transit investments can powerfully shape cities and regions. Rail transit's city‐shaping powers are due to market forces and policy interventions. By enhancing accessibility (the ability of those living, working, or shopping rail near stops to quickly reach desired destinations) rail services increase the value and desirability of properties in and around stations. Market pressures by themselves rarely produce transit oriented development. To leverage private investments in and around stations, pro‐activism and a certain amount of risk‐taking on the part of local governments are often needed. This report includes case studies from several cities, along with a policy lessons summary. Land value impacts and value capture opportunities are described.

Governments support urban mass transport services worldwide under the guise of helping the poor and improving the environment. With more and more governments cash-strapped and facing budgetary shortfalls in other vital areas, the fiscal burdens of underwriting public transport have prompted some observers to question such rationales. This paper reviews the role of states in ensuring affordable mass transport services are available to low-income residents. The heavy financial burdens that the poor sometime face in moving about the city and possible ways of reducing these impacts are discussed. Examples of keeping transit fares affordable while also ensuring reasonably cost-effective mass transport services are cited. Because public policy choices that shape mass transport services are informed by technical evaluations, this paper also examines conventional practices regarding how transport proposals are reviewed and assessed. It argues that moving toward a framework that focuses on enhancing accessibility rather than principally mobility would better represent the long-term impacts of capital investments while also promoting the interests of mobility-disadvantaged populations.

In the United States, public infrastructure has been a necessary, though not sufficient, catalyst to economic growth and expansion, particularly in urban areas. However, infrastructure investments, and particularly highway construction, absent much in the way of proactive planning and farsighted land-use management, have for the most part also been sprawl-inducing. This article argues for carving a new relationship between public infrastructure and cities that balances the goals of economic productivity and community place-making. Often considered to be in conflict, they need not be. Experiences in San Francisco and Seoul show that the replacement of elevated freeways with greenways, boulevards, and public transit can improve neighborhood quality and increase land values. In Hong Kong, the aggressive application of value-capture strategies such as air-rights leasing with enhanced urban design increased economic rates of return.

The influences of urban form and transport infrastructure on economic performance show up in several contemporary policy debates, notably 'sprawl versus compact city' and in the developing world, the future of mega-cities. This paper probes these relationships using two scales of analysis. At the macro scale, an econometric analysis using data across 47 US metropolitan areas reveals that employment densities and urban primacy are positively associated with worker productivity, suggesting the presence of agglomeration economies. Congested freeways are shown to be a consequence of strong economic performance. An intrametropolitan analysis using data on sub-districts of the San Francisco Bay Area generally reinforces the findings of the macro-scale analysis. In the Bay Area, labour productivity appears to increase with size of labour-marketshed and high accessibility between residences and firms. Higher employment density and well-functioning infrastructure also contribute positively to economic performance.

Most studies of induced travel demand have been carried out at a fine to medium grain of analysis- either the project, corridor, county, or metropolitan levels. The focus has been on urban settings since cities and suburbs are where the politics of road investment most dramatically get played out. The problem assigned to induce demand- like the inability to stave off traffic congestion and curb air pollution- are quintessentially urban in nature. This paper reviews, assesses, and critiques the state-of-the-field in studying induced travel demand at metropolitan and sub-metropolitan grains of analysis. Its focus is on empirical and ex post examinations of the induced demand phenomenon as opposed to forecasts or simulation. A meta-analysis is conducted with an eye toward presenting an overall average elasticity estimate of induced demand effects based on the best, most reliable research to date.

At the risk of appearing fashionable, I decided to stick "smart growth" in the title of my talk. I confess this is because I find smart growth to be a nice shorthand for "transport and land-use integration". Stripped to its essentials, smart growth is mainly about better coordinating and integrating transportation and land development. "Smart growth" is a compressed (two-syllable) way of saying this. In the United States, "smart growth" has gained a momentum of its own, fueled by progressive legislation in states like Maryland and Florida which ties infrastructure dollars to land-use management. No longer just a local issue, smart-growth rhetoric is today even heard on the national campaign trail.

Paratransit has the potential to produce substantial mobility and environmental benefits by attracting large numbers of urban trips that otherwise would be made by private automobile. Experiments with shared-ride taxis and jitney services in Seattle, San Diego, Indianapolis, and several other U.S. cities in the late 1970s and 1980s demonstrated there is a market demand for frequent, on-call, and sometimes door-to-door services that are cheaper than exclusive-ride taxis and sometimes even public transit (Frankena and Paulter, 1984; Cervero, 1985). Importantly these types of services blend the best features of mass transit (i.e., multiple-occupancy) and the private automobile (i.e., flexible, on-call, point-to-point services). Because of allegations of unfair competition and "cream-skimming," however, many local and state authorities introduced or tightened regulations over the past three decades that effectively banned competitive, free-enterprise paratransit from most American cities. In addition, labor protection legislation, such as the 13(c) provision of the Federal Transit Act, as well as capital and operating subsidies to public transit have placed private paratransit operators at a competitive disadvantage, limiting most to specialized, contract services such as for the elderly and disabled.

Many new towns are planned as balanced, self-contained communities. This paper examines the association between how self-contained new towns are and how their residents and workers commute, drawing upon experiences in the US, the UK, metropolitan Paris and greater Stockholm. While American new towns are fairly self-contained, their commuting characteristics are largely indistinguishable from less-planned control communities. Britain's most recent new towns are highly balanced and self-contained, yet they are comparatively auto-dependent. By contrast, the rail-served new towns outside Paris and Stockholm are the least self-contained among the new towns studied; however, most external commutes are by rail transit or other non-auto modes. In general, there was an inverse relationship between self-containment and transit commuting in the European new towns studied. The paper concludes that other policies, like coordinated transit services, more strongly influence commuting choices among new town residents and workers than initiatives aimed at jobs-housing balance and self-sufficiency.

Southeast Asia's paratransit sector has become a vital source of mobility in many cities. Run by private operators, generally under free market conditions, paratransit vehicles maneuver into areas that standard buses cannot serve and provide frequent door-to-door service, at a profit. Yet despite past successes, pressure is mounting to greatly restrict or even ban paratransit vehicles from many cities, replacing ecaks, bajajs, tuktuks, microbuses, minibuses, and jeepneys with large buses operated by public monopolies. While it is well known that paratransit provides low performance services tailored to what poor people can pay, an often overlooked benefit is that it compensates for the inadequacies of many roads in Southeast Asian Cities. This paper empirically tests the extent to which mixes of paratransit fleets and services have evolved so as to adapt to the low capacity, poorly interconnected road systems in this part of the world. Using data for eight of Southeast Asia's largest cities, it is found that the greatest variety of paratransit modes, both in terms of types and seating capacities, generally exists in the places with the least amount of road capacity per capital and a poor road hierarchy. The paper concludes that any retrenchment in paratransit's role in Southeast Asian cities should be governed by market conditions rather than government fiat.