The influence of land use and mobility policy on travel behavior:  A comparative case study of Flanders and the Netherlands

Vos, Jonas De

doi:10.5198/jtlu.2015.709

Cited by 39 publications

(18 citation statements)

References 32 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…A large number of studies have, in line with the above, found that suburbanites travel more by car than inner-city dwellers do (Mogridge, 1985;Zhou & Kockelman, 2008;Milakis, Vlastos, & Barbopoplus, 2008;Zegras, 2010;Ewing & Cervero, 2010;Naess, 2005;De Vos, 2015). Apart from suburbanites' need for travel to reach centrally located and other non-local destinations, the impact of residential distance to the city center also reflects the usually poorer quality of the public transport system and better parking conditions in the suburbs.…”

Section: Literature Reviewmentioning

confidence: 80%

“…Apart from suburbanites' need for travel to reach centrally located and other non-local destinations, the impact of residential distance to the city center also reflects the usually poorer quality of the public transport system and better parking conditions in the suburbs. In a similar vein, studies at a regional scale have found higher car usage and transportation energy use in sprawling regions than in regions characterized by urban clustering and containment (De Vos, 2015).…”

Section: Literature Reviewmentioning

confidence: 81%

See 1 more Smart Citation

Which D’s are the important ones? The effects of regional location and density on driving distance in Oslo and Stavanger

Næss

Cao

Strand

2017

JTLU

View full text Add to dashboard Cite

Based on a study in the Greater Oslo and Greater Stavanger urban areas in Norway, this paper employs quantitative and qualitative research methods to investigate the influences of residential location and neighborhood characteristics on car driving distances. Crosssectional and quasi-longitudinal analyses show that built environment characteristics -especially the distance from the dwelling to the main city center -influence driving distances in both urban areas. In Stavanger, the impact of inward moving seems to be larger than that of outward moving, possibly reflecting self-selection to the inner city. In the relatively monocentric Greater Oslo, the distance to the city center has a stronger impact on weekday driving than on weekend driving. In the more polycentric Greater Stavanger, where the importance of downtown as a destination for commuting is weaker, the distance to the city center has similar effects on weekday and weekend driving. In Greater Stavanger, distance to the secondary center Sandnes also plays a role although the impact is small. Population density and job density have impacts in Greater Oslo but not in Greater Stavanger, where we instead find a weak effect of local-area job surplus. There is no tendency toward compensatory increased weekend driving among inner-city dwellers in either Greater Oslo or Greater Stavanger.

show abstract

Section: Literature Reviewmentioning

confidence: 80%

Section: Literature Reviewmentioning

confidence: 81%

Which D’s are the important ones? The effects of regional location and density on driving distance in Oslo and Stavanger

Næss

Cao

Strand

2017

JTLU

View full text Add to dashboard Cite

show abstract

“…For this sampling, we use the distribution of the corresponding segment at the start of the simulation year as weights. Then, the relocating household is probabilistically allocated to a new dwelling, using the choice probabilities derived from Equation (2). Dwelling occupancy is updated after each allocation.…”

Section: Allocationmentioning

confidence: 99%

“…Flanders, the northern part of Belgium, is among the regions that are most strongly characterized by urban sprawl in Europe [1]. This has contributed to an unsustainable mobility model that is excessively dependent on private car use [2]. Predictably, Flemish roads are also among the most congested in Europe [3,4].…”

Section: Introductionmentioning

confidence: 99%

Microsimulation of Residential Activity for Alternative Urban Development Scenarios: A Case Study on Brussels and Flemish Brabant

2020

View full text Add to dashboard Cite

The historically rooted suburbanization of Flanders and the Brussels Capital Region (BCR) in Belgium has resulted in severe urban sprawl, traffic congestion, natural land degradation and many related problems. Recent policy proposals put forward by the two regions aim for more compact urban development in well-serviced areas. Yet, it is unclear how these proposed policies may impact residential dynamics over the coming decades. To address this issue, we developed a Residential Microsimulation (RM) framework that spatially refines coarse-scale demographic projections at the district level to the level of census tracts. The validation of simulated changes from 2001 to 2011 reveals that the proposed framework succeeds in modelling historic trends and clearly outperforms a random model. To support simulation from 2011 to 2040, two alternative urban development scenarios are defined. The Business As Usual (BAU) scenario essentially represents a continuation of urban sprawl development, whereas the Sustainable Development (SUS) scenario strives for higher-density development around strategic well-serviced nodes in line with proposed policies. This study demonstrates how residential microsimulation supported by scenario analysis can play a constructive role in urban policy design and evaluation.Sustainability 2020, 12, 2370 2 of 28 considerable importance for regional and municipal governance, to better plan its infrastructure and services, or to adjust strategies should they potentially yield undesirable results. In this research, we address this topic by means of Residential Microsimulation (RM) and scenario analysis.RM is a modelling approach that considers residential activity of individuals and households [16]. If the microsimulation has a path-dependent temporal dimension and covers geographic units, it is said to be dynamic and spatial [17,18]. The idea of microsimulation has been around since the 1950s [19], yet it expanded into a research field mainly from the 1970s onward, driven by developments in computational capacity [16,18,20]. RM draws heavily on residential location choice modelling, which can be described as a behavioral modelling approach that attempts to quantify the process of deciding one's place of residence. Although several methods are suited to performing this type of analysis [21], discrete choice modelling based on the random utility framework is widely used [22,23]. Important examples of spatial dynamic RM applications include UrbanSim [24][25][26], ILUTE (Integrated Land Use Transport Environment) [27,28] and ILUMASS (Integrated Land Use Modelling and Transportation System Simulation) [29]. RM can be used to spatially disaggregate regional demographic projections to smaller geographic units [30,31]. Another feature of RM is its ability to spatiotemporally assess changing relations between various aspects of the urban environment. By doing so, it can yield emerging behavior, i.e., outcomes that are difficult to predict based solely on an understanding of the underlying system at one point in...

show abstract

“…In combination with cheap public transport passes (since 1869) this enabled labourers to work in the city but live on the countryside. This resulted in a first wave of decentralisation; cities spread outwards generating sub-centres around public transport nodes (De Block and Polasky, 2011;De Decker, 2011;De Vos, 2015;De Vos and Witlox, 2013). After the Second World War, urban sprawl accelerated even further.…”

Section: The Belgian Contextmentioning

confidence: 99%

Road pricing in a polycentric urban region: Analysing a pilot project in Belgium

Vos

2016

Transport Policy

Self Cite

View full text Add to dashboard Cite

In order to cope with growing car use and congestion, academics often suggest road pricing as a way to reduce car use and internalise external costs (such as congestion and air pollution). However, implementations of road pricing schemes are rather limited and mainly focus on large cities (i.e., cordon charges). Recently, the three regional governments of Belgium − a highly urbanised and polycentric country -have commissioned a pilot project of an area-wide, time-and locationdifferentiated road pricing scheme, hence differentiating charges according to the time of the day and the type of road used. Results of this project indicate that kilometres travelled by car mainly reduce in urban areas, while car use on motorways only reduces to a limited degree. Furthermore, results indicate that urban residents adapt their travel behaviour more than suburban and rural residents, probably because urban dwellers have more alternatives to travel than driving personal cars only, especially on the short run. In this paper, we will analyse the preliminary outcomes of the conducted pilot project, look into the limitations of this project and suggest an alternative road pricing scheme.

show abstract

The influence of land use and mobility policy on travel behavior: A comparative case study of Flanders and the Netherlands

Cited by 39 publications

References 32 publications

Which D’s are the important ones? The effects of regional location and density on driving distance in Oslo and Stavanger

Which D’s are the important ones? The effects of regional location and density on driving distance in Oslo and Stavanger

Microsimulation of Residential Activity for Alternative Urban Development Scenarios: A Case Study on Brussels and Flemish Brabant

Road pricing in a polycentric urban region: Analysing a pilot project in Belgium

Contact Info

Product

Resources

About