Theory of urban fabrics: planning the walking, transit/public transport and automobile/motor car cities for reduced car dependency

Newman, Peter; Kosonen, Leo; Kenworthy, Jeffrey

doi:10.3828/tpr.2016.28

Cited by 137 publications

(126 citation statements)

References 12 publications

(14 reference statements)

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“…For example, it is possible to use new public transport systems like the Trackless Tram with local shared mobility systems [43][44][45]. The literature points out the essential role that IT can play in regenerating and even increasing competitiveness and business attractiveness for a city [41,46,47].…”

Section: Smart Infrastructurementioning

confidence: 99%

Economically Incentivising Smart Urban Regeneration. Case Study of Port Louis, Mauritius

Allam

Newman

2018

Smart Cities

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Port Louis, the capital city of Mauritius, has been the preferred city for hosting the judicial, political and business activities of the country for the past two centuries. However, new policies have created nine new smart cities in greenfield locations within 10 km from Port Louis, so the capital city is facing economic decline as it is losing businesses, as well as administrative functions. This loss equates to an erosion in municipal revenue along with a reduced interest in contributing to the development of the city; all of which takes a toll on its urban economic landscape, as well as on the broader Mauritian economy. This paper builds from the findings of a focus group study to propose a smart urban regeneration model for the City of Port Louis, which could enable the old city to be restored and regenerated rather than redeveloped in modernist architecture, as has happened in the new smart cities model. A smart urban regeneration model is proposed backed by the pillars of smart infrastructure, culture, metabolism and governance. The proposed model is applied to the context of Port Louis to generate an urban regeneration scheme. The potential benefits in terms of financial outcomes, investment attraction and job creation are explored through a combined application of econometric forecasting models. The results support positive figures of both investment and job creation, and the findings of this study aim at informing and providing the governing bodies of Port Louis with a tangible solution for revamping the centuries-old capital city, as well as demonstrating to the world that smart cities can mean sensitive urban regeneration.Keywords: urban regeneration; economics; culture; port louis; smart cities; fiscal measures IntroductionNested in the North-West littoral side of the Island of Mauritius and bounded inland by a mountain range, Port Louis extends over an area of 46.7 km 2 . With a total population of 119,333 inhabitants as at December 2016, the capital city of Mauritius is the most densely populated geographical district of the island with 2954 P/km 2 [1]. Port Louis hosts the only trade port of the island and has been the main administrative centre from a judicial, political and business perspective for more than two centuries. However, within the last decade, there has been an emergence of Techno-parks and privately-owned smart cities across the island which opened a new competitive landscape for businesses and administrative functions [2]. There have been notable highlighted risks that the loss in business and administrative functions from both the state and privately-owned organisations will eventually lead to an erosion in municipal revenue [3]. Lesser financial input will trickle down to lesser budget availability not only for city development but also for its maintenance. This might lead to an increase in urban decay, as has been the case with Detroit in USA [4]. In fact, at the moment more than 95% of municipal revenue is used for administrative ends such as salaries for the employe...

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Section: Smart Infrastructurementioning

confidence: 99%

Economically Incentivising Smart Urban Regeneration. Case Study of Port Louis, Mauritius

Allam

Newman

2018

Smart Cities

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“…Czechoslovakia was split up in 1993 into the Czech Republic and Slovakia. Since 1989 the city has rapidly motorised and like most former eastern bloc cities, this motorisation has put heavy pressure on urban fabrics and transport infrastructure that were designed primarily around non-automobile modes (walking and transit city urban fabric-see [32]). In 1981, while still under communist rule, the number of cars in Prague was 284,756 for 1,183,000 people (241 per 1000 people), a not insignificant car ownership rate when considering the socio-economic and political situation [36].…”

Section: Praguementioning

confidence: 99%

“…This was distinct from other typical classifications of cities such as walking, transit, and auto city typologies, which were conceived based on the transport evolution of modern-day developed cities [4,32]. Likewise, "motorcycle city" is also distinct from more recent classifications of large global cities [33] and German cities [34] through cluster analysis, the first of which led to six distinct archetypes termed auto, transit, non-motorised mode, hybrid, paratransit, and traffic-saturated cities.…”

Section: Taipeimentioning

confidence: 99%

Is Automobile Dependence in Emerging Cities an Irresistible Force? Perspectives from São Paulo, Taipei, Prague, Mumbai, Shanghai, Beijing, and Guangzhou

Kenworthy

2017

Sustainability

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This paper analyses seven metropolitan regions that are all experiencing rapid motorisation and are perhaps appearing to capitulate to the automobile. Through 20 years of changes, evidenced in systematic data from the mid-1990s, a different perspective is found. None of the urban regions appear near to or even capable of becoming automobile cities. Physical limits are already being reached that make higher levels of private motorised mobility very problematic if transport systems are to remain functional and the cities livable. These limits appear already to be reversing the decline in non-motorised modes and creating an upturn in transit systems, especially urban rail. That these cities have been able to either hold their own, or somewhat increase their share of total motorised mobility by transit over a 20-year period, is some indication that they are 'hitting mobility walls' much sooner in the motorisation path than cities in North America and Australia, which grew up with and were designed around the spatial needs of cars. Like many cities in the developed world that have shown a decoupling of car use and total passenger mobility from GDP growth from 1995 to 2005, there is now evidence that this is happening in less wealthy cities. This is important because it assists global and local goals for reduced CO 2 from passenger transport, while allowing for economic progress. Such evidence suggests that automobile dependence is not an irresistible force in emerging economies.

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“…The inner suburbs are much higher socio-economically and have higher green intentions but in reality it was the outer suburbs who have made the majority of the investment in solar. It indicates that the mechanisms for decoupling economic growth and fossil fuels will vary between cities and within cities [20].…”

Section: Communitymentioning

confidence: 99%

Decoupling Economic Growth from Fossil Fuels

Newman¹

2017

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Theory of urban fabrics: planning the walking, transit/public transport and automobile/motor car cities for reduced car dependency

Cited by 137 publications

References 12 publications

Economically Incentivising Smart Urban Regeneration. Case Study of Port Louis, Mauritius

Economically Incentivising Smart Urban Regeneration. Case Study of Port Louis, Mauritius

Is Automobile Dependence in Emerging Cities an Irresistible Force? Perspectives from São Paulo, Taipei, Prague, Mumbai, Shanghai, Beijing, and Guangzhou

Decoupling Economic Growth from Fossil Fuels

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