The role of urban form and transit in city car dependence: Analysis of 26 global cities from 1960 to 2000

McIntosh, James R.; Trubka, Roman; Kenworthy, Jeffrey; Newman, Peter

doi:10.1016/j.trd.2014.08.013

Cited by 92 publications

(45 citation statements)

References 18 publications

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“…This finding also reflects the study by Nurdden et al (2007) in Kuala Lumpur that reduced travel time by public transport increased modal shift while increased home to work commute distance increased car use. Such transport pattern implies that higher urban density is needed to reduce the travel distance, and encourage public transport use instead of driving in the city (McIntosh, Trubka, Kenworthy, & Newman, 2014;Jiang, Gu, Chen, He, & Mao, 2016). Besides, the respondents had higher intention to shift when there were two persons in the vehicle.…”

Section: Discussionmentioning

confidence: 99%

Trip characteristics as the determinants of intention to shift to rail transport among private motor vehicle users in Kuala Lumpur, Malaysia

Kwan

Sutan

Hashim

2018

Sustainable Cities and Society

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Introduction: This study aims to understand the trip characteristics of private and public transport users in Kuala Lumpur, and the intention of private motor vehicle users to shift to rail transport if available. Method: We conducted a travel survey in the corridor of an upcoming mass rapid transit line in Kuala Lumpur. We then analyse the characteristics of the trips recorded from the survey on a weekday and weekend. We used binary logistic regression to find the association between the trip characteristics and the intention to shift from private motor vehicles to rail transport if available. Results: There were less than 15% of public transport users among the survey respondents. However, 48% of the weekday trips and 39% of the weekend trips were intended to shift to rail transport if available. Regression for the weekday trips showed that trip duration, distance, purpose, vehicle occupancy, and presence of child passengers were significantly associated with the intention to shift. For weekend trips, only the trip duration and presence of child passengers were significantly associated with the intention to shift. Conclusion: This study shows that the population's intention to shift from private motor vehicle to rail transport could be influenced by the trip characteristics. Kiggundu, 2007). Consequently, forests were cleared to build more roads to accommodate the large volume of vehicle traffic. Such situation clearly connotes the need for an urgent improvement of transport system in the city. Public transport is an important element in the global propagation towards sustainable transport. Compared to the neighboring Asian countries, Malaysia has a relatively low rate of public transport usage (Almselati, Rahmat, & Jaafar, 2011). The modal share of public transport had reduced considerably from 34% in 1985-10% in 2008 (Performance management delivery unit (PEMANDU), 2010). Based on Jemali (2011), 83% or 6 million trips in the Kuala Lumpur metropolitan area were made on private motor vehicles, while only 17% or 1.24 million trips were made by public transport. This was partly due to the insufficient public transport network, where only 10% to 20% of the urban areas were accessible by rail transit (Ministry of Natural Resources and Environment Malaysia (NRE), 2011). Nonetheless, rail transport constituted 52% of the public transport modal share (Land Public Transport Commission (SPAD), 2014). Therefore, the government has put in concerted efforts under the Land Public Transport Master Plan to improve the public transport infrastructure in Kuala Lumpur (Land Public Transport Commission (SPAD), 2013).

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Section: Discussionmentioning

confidence: 99%

Trip characteristics as the determinants of intention to shift to rail transport among private motor vehicle users in Kuala Lumpur, Malaysia

Kwan

Sutan

Hashim

2018

Sustainable Cities and Society

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“…Our interpretation of the available literature is that such measures are not likely to achieve deep GHG mitigation targets on their own, though effectiveness can be boosted if the policy mix includes stringent road pricing 39,[104][105][106] . Travel reduction policies can play important, complementary roles in an integrated policy mix, including provision of numerous co-benefits and mitigation of rebound 107,108 effects from efficiency policies and low-carbon technologies. Further, GHG benefits may be greater in growing cities in the developing world, where investment in travel reduction can help to attenuate the expected growth in vehicle ownership and usage 109,110 .…”

Section: The Complementary Benefits Of Travel Reductionmentioning

confidence: 99%

Crafting strong, integrated policy mixes for deep CO2 mitigation in road transport

Axsen

Plötz

Wolinetz³

2020

Nat. Clim. Chang.

183

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hile present transport systems provide numerous benefits, the negative societal impacts are enormous. In particular, the global transportation sector is responsible for almost one-quarter of greenhouse gas (GHG) emissions (mostly CO 2), with about 72% thereof from road transport 1. Despite decades of progress for alternative and low-carbon fuels and technologies, most developed countries remain locked-in to the dominance of privately owned, fossil fuel-powered vehicles 2,3. Transport emissions are expected to grow further in scenarios produced by the International Energy Agency (IEA), even if currently announced policies are implemented (Fig. 1) 4-6. This Perspective summarizes available evidence for which policy mixes can be highly effective in reducing GHG emissions within road transport in the long-term while pointing out directions for further policy and research development. Clearly the transportation sector needs to carry its weight in meeting deep decarbonization goals. Compared to 2019, both the 1.5 °C and 2.0 °C Paris Agreement scenarios require global GHG reductions of about 30-40% by 2030, 60-80% by 2050 and likely close to 100% (or zero net emissions) thereafter 5,7. GHG mitigation ambitions are higher in Organisation for Economic Cooperation and Development (OECD) countries because they are the source of most historical emissions and are thought to have more flexibility for large-scale investment in low-carbon technologies 8. Because expected mitigation costs are lower in road transport than in aviation or shipping 9-11 , we start with the assumption that road transport should at least proportionally fulfil the ambition of the total mitigation targets noted above. That said, emissions from aviation and shipping are growing more quickly and require additional GHG mitigation policies 2. We focus on national and regional policymaking. Cities are important in the transition towards more sustainable transport, but their scope for governmental climate change action tends to be smaller than on the national level 12. While we identify insights with global relevance, most of the available literature analyses developed countries, mainly in Europe and North Americapointing to a clear research need to better understand climate policy design for developing countries. Further, our analysis focuses more on passenger travel which is responsible for most GHG emissions in transport, though we call for more attention to road freight.

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“…The city center has witnessed therefore an unprecedented reduction in its population due to outmigration to the more affordable residential districts (Barter, 2004;Shuid, 2004). Literature showed urban density, distribution of centers of activity, and the degree of mixed land-use, influence the choice of transport modes (Cervero, 2002;McIntosh et al, 2014). The urban growth of KL has been based substantially on planned townships that have been developed in the British post-war new towns model style.…”

Section: Development Patternmentioning

confidence: 99%

Urban growth, and transportation in Kuala Lumpur: Can cycling be incorporated into Kuala Lumpur’s transportation system?

Shokoohi

Nikitas

2017

Case Studies on Transport Policy

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In recent years, cycling has emerged as an increasingly important consideration for national and local authorities around the world, primarily because of the public's growing awareness about its health benefits and greenhouse emissions reduction. In the last decade, transport related policies in Malaysia and particularly in Kuala Lumpur have been seeking to support cycling as a travel mode, yet, cycling levels in Kuala Lumpur remain low and evidence about interventions are mixed. Data from an exploratory case study is used here to understand the transportation system planning and urban growth of Kuala Lumpur and their impact on cycling uptake, examining current status of cycling facilities in KL, evaluating effectiveness of the cycling interventions, and the attitudes of participants of cycling events towards using bicycle. Using a combination of evidences from existing literature, observation referring to the quality and use of the first bicycle pathway in Kuala Lumpur, interviews with city officials and a survey of people's attitudes towards using bicycle, this exploratory research highlights the challenges that a car dependent city faces in its urban transformation and in promoting cycling, as well as the residents' motivations and deterrents to use bicycle for commuting.

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The role of urban form and transit in city car dependence: Analysis of 26 global cities from 1960 to 2000

Cited by 92 publications

References 18 publications

Trip characteristics as the determinants of intention to shift to rail transport among private motor vehicle users in Kuala Lumpur, Malaysia

Trip characteristics as the determinants of intention to shift to rail transport among private motor vehicle users in Kuala Lumpur, Malaysia

Crafting strong, integrated policy mixes for deep CO2 mitigation in road transport

Urban growth, and transportation in Kuala Lumpur: Can cycling be incorporated into Kuala Lumpur’s transportation system?

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