Environmental Engineering Reference
In-Depth Information
Table 1.2
City typologies
Archetype
Description
Examples
1.
Full Motorisation
Main aim is to allow people to drive freely and park easily,
Los Angeles,
anywhere in the city area at any time; old radial roads are
Detroit, Denver,
upgraded and inner and outer ring roads constructed; low
Salt Lake City
density living and limited, if any, central business district
(maximum ~120,000 workforce).
2.
Weak Centre
A city with a radial road network serving a small city centre
Melbourne,
Strategy
(~250,000 workforce) to which a relatively high proportion
Copenhagen,
of city-centre workers travel by car. The large majority of
San Francisco,
jobs are located in suburban and peripheral places and are
Chicago,
mainly served by car, with the benefit of high capacity ring
Boston
roads. A few radial railway lines support commuting to the
centre.
3.
Strong Centre
A strong radial transport network, both road and rail, usually
Paris, Tokyo,
Strategy
including mass rapid transit, with high speed orbital links
New York,
except close to the city centre itself. The city centre is
Athens, Sydney,
large (~500,000 workforce) and car ownership relatively
Toronto,
low.
Hamburg
4.
Low Cost Strategy
A lower level of infrastructure investment, with a high
Bogotá, Lagos,
density city and a major centre served by numerous bus
Calcutta,
or tram corridors in which employment and other non-
Istanbul,
residential activities are concentrated. A weak centre
Karachi, Manila,
(~60,000 workforce) but with a large number of sub-centres
Tehran
of similar size (collectively ~250,000 workforce).
5.
Traffic Limitation
Deliberate limitation of the volume of traffic, including
London,
Strategy
parking charges, prohibition of cars from certain streets or
Singapore,
areas, extensive priority for buses, cyclists and pedestrians.
Hong Kong,
A strong city centre (~500,000 workforce) supported by
Stockholm,
public transport, including mass rapid transit, but also
Vienna, Bremen,
strong regional, suburban and neighbourhood centres.
Göteborg
Source
: Based on Thomson, 1977.
•
By 2030, there will be over 1,000 million cars, 62 per cent of which will be in the OECD
countries, and some 1,600 million vehicles of which 51 per cent will be in the OECD
countries;
•
This amounts to a doubling over the 35-year period or a 2 per cent annual growth rate
overall, but in the non-OECD countries the growth rate for both cars and other vehicles
is 3.5 per cent per annum;
•
In China and India, growth rates in vehicle and two- and four-wheel vehicle ownership
has now exceeded 10 per cent per annum;
•
In 2005, the world's vehicle population reached 1,000 million.
The global picture is one of consistent growth in vehicle ownership and energy (carbon)
use. The current and potential motorisation levels pose serious difficulties. China and India,
for example, have a respective vehicle fleet of around 100 million and 50 million vehicles,
but very low motorisation rates at less than 100 vehicles per 1,000 population (v/1,000).
The projections are for motorisation rates to rise to somewhere between 200 and 300 v/1,000
