Zonal method for urban travel surveys: sustainability and sample distance from the CBD

Carbonless footprints: Promoting health and climate stabilization through active transportation

“…However, because CO 2 is largely a function of vehicle miles traveled, urban form relationships with VMT can be extended directly to greenhouse gas emissions (Frank et al, 2007b. Regional scale development patterns-a region's size and how much it "sprawls"-have been found to play an important role in VMT (Ewing et al, 2002), fuel consumption and energy use (Goudie, 2002;Newman and Kenworthy, 1989), and CO 2 emissions from transport (VandeWeghe and Kennedy, 2007). At the neighborhood scale, design characteristics-an interconnected street network and a compactly developed mix of commercial and residential land uses-have consistently been found in the research to be associated with more walking, bicycling, and transit use and less driving (Cervero and Kockelman, 1997;Frank and Pivo, 1995;Handy, 1996;Holtzclaw et al, 2002).…”

Spatial variation of transit service quality preferences in Dar-es-Salaam

“…The final selection of the residential TAZs for surveying was based on the distance of the TAZs from the Central Business District (CBD), their locational distance from the proposed DART line stops and the residential density of the TAZs. As Dar-es-Salaam is more of a mono-centric city, where the CBD is the major trip attraction zone, we adopted the concentric zonal survey approach from Goudie (2002). The CBD accommodates most of the public and private activities and it is the destination of most commuting trips in the city (JICA, 2008).…”

Time use, travel behavior, and the rural–urban continuum: results from the Halifax STAR project

“…Several useful studies have examined urban-suburban differences, however: Cervero and Gorham (1995) contrasted trip generation in transit and automobile neighbourhoods of the Los Angeles and San Francisco Bay areas, Goudie (2002) compared trip-distances and modal choice (though not travel times) for inner, middle (suburban), and outer (fringe) zones in two small Australian cities, while Chen and McKnight (2007) contrasted travel times, purposes, and modes for homemakers in very dense, dense, and suburban zones around New York City.…”