Traveler Response to Transportation System Changes Handbook, Third Edition: Chapter 15, Land Use and Site Design (2003) / Chapter Skim
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15-1 15 -- Land Use and Site Design OVERVIEW AND SUMMARY Transportation, acting through enhanced accessibility, is a long acknowledged influence in the shaping of cities and the determination of land development potential. The reverse, however, the impact of land use decisions on transportation outcomes, has only gradually achieved recognition.
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15-2 To facilitate expeditious use of this lengthy chapter, the user is first of all urged to take advantage of the "Use of The Handbook" suggestions offered in Chapter 1, "Introduction." Second, the user should be aware that Chapter 15 has a second cut on the travel demand impact findings first presented at length in the "Response by Type of Strategy" section. This second cut is in the "Related Information and Impacts" section under "Trip Making and VMT," and offers context -- especially in the "Trip Making and VMT Differentials" subsection -- that may be especially instructive as an overview.
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15-3 minimizing dollar costs. Cost items include new infrastructure which, in addition to transportation facilities, includes sewers, water and schools.
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15-4 planning consideration is highway, street, and pedestrian facility layout, typically enforced at the local level through design standards and land subdivision controls. • Growth Moratoriums or Traffic Ordinances: Some jurisdictions have adopted ordinances that regulate the pace of new development to ensure adequate capacity and performance of existing and new public facilities.
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15-5 land use or transportation. Governments are experimenting with location efficient mortgages or job creation incentives to attract development to desired locations.
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15-6 This chapter is organized around the three land use characteristics of Density, Diversity, and Design. One of the land use strategies is addressed directly, however, in its own chapter.
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15-7 destination pairings. This adds concern that some of what is attributed to land use differences or even study population attitudes may in part actually relate to unidentified transportation service differences, or conversely, that some land use effects may be lost in toogeneralized descriptions of the transportation environment.
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15-8 uses, better pedestrian friendliness, higher levels of transit service, higher accessibility to activity opportunities, lower availability of parking, and various household socioeconomic differences, it often masks the effects of these other characteristics when included in models. A commonly applicable criticism of earlier studies (and certain newer ones)
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15-9 greater ability to meet daily needs without an auto at higher densities, paired with higher costs and inconvenience of garaging and using an auto. Most researchers have not isolated effects of land use mix or site design on auto ownership.
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15-10 oriented area of conventional suburban design (CSD)
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15-11 17 percent less to 53 percent more than in late 20th Century planned unit developments (PUDs)
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15-12 increases. These relationships would translate into elasticities near or well into the "elastic" range.
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