The Effects of Urban Road Capacity Expansion – experiences from two Norwegian cases

Reallocation of Road and Street Space in Oslo

“…A main strategy for achieving this is developing land-use and transport systems that contribute to reduced transport demand, shorter trips and shifts in the modal split towards less frequent car use (Ministry of Local Government andModernisation 2015, Ministry of Transport andCommunications, 2017). This strategy largely leans on theoretical and empirical knowledge concerning how and why the spatial structure (Hurlimann and March 2012;Newman and Kenworthy, 2015;Naess, 2012;Naess et al, 2019;Rode et al, 2017;Wolday et al, 2019), as well as absolute and relative qualities of the transport-systems (Börjesson et al, 2012;Cairns et al 2001;Downs, 1962Downs, , 2004Fishman et al, 2014;Goodwin, 1996;Litman, 2018;Noland and Lem, 2002;Tennøy et al, 2019aTennøy et al, ,2019bWalker, 2012), affect travel behaviour and traffic volumes, as illustrated in Figure 1 (see Tennøy, 2012 for further explanations). Hence, there is a relatively widespread agreement on how land-use and transport systems ought to be developed to reduce or limit urban road-traffic volumes: 1) land-use development as central, urban densification and transformation rather than sprawl; 2) improving conditions for walking and bicycling; 3) improving public transport services, and 4) physical and fiscal restrictions to regulate private car traffic (Downs, 2004;Banister, 2008;Newman and Kenworthy, 2015;Rode et al, 2017;Tennøy, 2012;.…”

Analysis of Capacity and Level of Service (LoS) of Piet A. Tallo Street Kupang, Indonesia

“…Road capacity is a necessary requirement here because there is a development of land use that encourages generation or pull of movement. At the same time it encourages contribution to traffic growth and can improve congestion [3].…”

“…This, of course, contributes to traffic congestion on urban roads [2]. The relationship between road capacity requirements and the growth of land use is clearly very influential with the growth rate of a 21.9% housing area and the growth rate of a work area of 24.8% resulting in an increase in traffic volume of 22-30% [3].…”

Developing a tool for assessing park-and-ride facilities in a sustainable mobility perspective

“…Taking regional and long-term dynamics into account, P&R combined with rapid public transport increase accessibility to the outer parts of cities and urban regions, that can trigger car-based urban sprawl, and by that increased traffic (Naess et al, 2019;Parkhurst, 2000;Parkhurst & Meek, 2014;Tennøy, Tønnesen, & Og Gundersen, 2019;Wägener & Fürst, 2004). This mechanism is normally stronger in cities with a high pressure on the housing market and high residential prices in central areas.…”

“…It is well documented that housing, work-places, retail and other activities generate more traffic the further from the main centre of an urban region they are located (Ewing & Cervero, 2010;Naess, 2012;Naess et al, 2019;Wägener & Fürst, 2004). It is also well documented that improved accessibility, for instance, caused by road capacity expansions in congested transport systems, makes fringe-areas more attractive for the development of housing, work-places and other activities (Cervero, 2003;Downs, 2004;Tennøy et al, 2019). As with road capacity expansions, P&Rs facilitate a car-based land-use development, as the transport to and from the home is done by car.…”