The influence of land use on travel behavior: specification and estimation strategies

Boarnet, Marlon G.; Crane, Randall

doi:10.1016/s0965-8564(00)00019-7

Cited by 279 publications

(223 citation statements)

References 18 publications

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“…A better understanding of the urban growth process globally is important due to the signifi cant and far-reaching socioeconomic and environmental impacts of urbanization. The impact on the environment comes at multiple scales including regional precipitation patterns (Kaufmann et al 2007 ), loss of wildlife habitat and biodiversity (McKinney 2002 ), conversion of agricultural land (Seto et al 2004 ), increase in air pollution coupled with increased automobile dependency and congestion (Boarnet and Crane 2001 ), and greater demand for water, energy, and agricultural resources (Johnson 2001 ); see also Chaps. 3 , 25 and 26 in this volume.…”

Section: Introductionmentioning

confidence: 99%

A Synthesis of Global Urbanization Projections

Fragkias

Güneralp

Seto

et al. 2013

Urbanization, Biodiversity and Ecosystem Services: Challenges and Opportunities

108

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Section: Introductionmentioning

confidence: 99%

A Synthesis of Global Urbanization Projections

Fragkias

Güneralp

Seto

et al. 2013

Urbanization, Biodiversity and Ecosystem Services: Challenges and Opportunities

108

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“…This paper addresses this question by investigating the impact of land use density on household annual mileage traveled and fuel consumption. Following previous studies (Brownstone andGolob, 2009, Boarnet andCrane, 2001), we use land use density as the measure of urban spatial structure (urban sprawl).…”

Section: Introductionmentioning

confidence: 99%

“…Most of the previous studies that attempt to measure the influence of urban spatial structure on vehicle usage focus on specific regions in order to guarantee geographic homogeneity (Boarnet and Crane, 2001, Bhat and Guo, 2007, Brownstone and Golob, 2009). This study analyzes national level data, which requires that geographic heterogeneity is controlled for.…”

Section: Introductionmentioning

confidence: 99%

The impact of residential density on vehicle usage and energy consumption

Kim

Brownstone

2009

Journal of Urban Economics

411

205

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This paper investigates the impact of residential density on vehicle usage and fuel consumption.The empirical model accounts for both residential self-selection effects and non-random missing data problems. While most previous studies focus on a specific region, this paper analyzes national level data from the 2001 National Household Travel Survey. Comparing two households that are equal in all respects except residential density, the household residing in an area that is 1000 housing units per square mile denser (roughly 50% of the sample average) will drive 1341 (6.9%) less miles per year and will consume 65 (7.0%) fewer gallons of fuel than the household in the less dense area. The joint effect of the contextual density measure (density in the context of its surrounding area) and residential density is quantitatively larger than the sole effect of residential density. A simulation moving a household from suburban to urban area reduces household annual mileage by 18%.

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“…There is a long and lively debate over whether and to what extent local land use and design influence travel behavior (Boarnet and Crane 2001, Brownstone 2008, Crane 2000, 1996, Ewing and Cervero 2010, Handy, Cao, and Mokhtarian 2005, Pickrell 1999. One point of particular contention is the extent to which residential self-selection influences the observed relationships with urban design and land use (for a discussion, see Mokhtarian and Cao 2008).…”

Section: Introductionmentioning

confidence: 99%

Has Mexico City’s shift to commercially produced housing increased car ownership and car use?

Guerra¹

2015

JTLU

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Mexico City's principal form of housing production has shifted over the past two decades. More households now purchase houses in large commercially built housing developments than move into informal settlements. Looking at 1500 households in two suburban municipalities from a 2007 metropolitan travel survey, this study is the first to quantify differences in car ownership and car use across households in informal settlements and commercial housing developments. Accounting for income, proxies for wealth, household composition, and geography, households living in commercial housing developments are likely to own more cars and drive more than similar households in neighboring informal settlements. A test for residential self-selection finds no unobserved correlations across households that own cars and live in commercial housing developments, suggesting that the included controls do a good job of capturing the effects of residential self-selection or that the effects are limited. Something about the local land use and design of new commercial housing developments appears conducive to car ownership and use. Differences between the two settlement types, including more parking, wider streets, less-connected street-grids, and less accessible transit stops in commercial settlements, likely play a role. IntroductionAt 35,000 feet-a typical cruising altitude for a long-distance commercial flight-Los Héroes Tecámac looks a bit like an urban airport. Two long, thick, near-perpendicular, gray lines intersect like massive runways providing access from northwest to southeast and northeast to southwest. To the north are the unmistakable tan and green rectangles of agricultural land. To the east and west are the equally unmistakable curving black, gray, and tan specks and lines of informal urbanization that is so characteristic of Mexico City's peripheral neighborhoods and many like them around the world (Figure 1). Located almost 20 miles to the northeast of the historic center, Los Héroes, despite its somewhat unusual appearance from the air, is typical of contemporary housing developments in Mexico City on the ground. Over the past two decades, Mexico City's principal form of new housing production has shifted from an informal process, where households built their own properties generally in informal settlements on the periphery, to a formal process, where private developers acquire large peripheral lots, build new housing speculatively, and sell completed homes in massive developments to households that qualify for publicly subsidized mortgages (Monkkonen 2011a, 2011b, Pardo and Velasco Sánchez 2006. What look like thick gray lines from the air are rows of identical one-, two-, and three-story attached houses and condominiums along intersecting rectangular grids of arterial roads and linear culs-de-sac. Small parking spaces separate the building facades from the sidewalk and street.

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The influence of land use on travel behavior: specification and estimation strategies

Cited by 279 publications

References 18 publications

A Synthesis of Global Urbanization Projections

A Synthesis of Global Urbanization Projections

The impact of residential density on vehicle usage and energy consumption

Has Mexico City’s shift to commercially produced housing increased car ownership and car use?

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