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Motorization leads to three main paradoxes: The above figure illustrates externalities related to three simplified urban settings of specialization, agglomeration, and road imprint:

Source: U. S. Department of Transportation, Volpe National Transportation Systems Center, Journey-to-Work Trends in the United States and its Major Metropolitan Area, 1960–1990, Cambridge, MA, 1994, p. 2-2. 2000 data – U.S. Bureau of the Census, American Fact Finder, factfinder.census.gov, Table QT-04, August 2001. 2010-2020 data – U.S. Bureau of

Issue Challenge Freight volumes Capacity of urban freight transport systems (congestion). Lower driving speeds and frequent disruptions (reliability). Distribution sprawl (space consumption). Nature of freight distribution Smaller volumes and time-sensitive freight (frequency and repetitiveness). Cold chain (shipment integrity). E-commerce (home deliveries). Environmental issues Mitigate environmental externalities (emissions, noise). Growing demand

Source: U.S. Department of Transportation, BTS. Home-to-work commuting profiles are a core dimension of urban mobility since they represent employment and revenue generation movements. They include the length, time, and speed of a commute, which underline an increasingly challenging context for urban mobility, particularly after 1995. Beforehand, commuting was generally improving

Photo: Dr. Jean-Paul Rodrigue, 2003. Many cities are facing acute difficulties in providing parking space, especially in central areas. This problem is also prevalent in Western Europe. In North American cities, suburbanization has often resulted in the abandonment of buildings in central areas. Many of these facilities have been torn

Source: adapted from Colliers International (2011) Global Central Business District Parking Rate Survey. Several factors contribute to high parking rates in central business districts: First, the lack of space puts pressure on the availability of parking slots. On-street parking is limited and actively discouraged. Providing parking spaces is expensive since

Source: Texas Transportation Institute, The Urban Mobility Report. The Travel Time Index (TTI) is a congestion measure developed by the Texas Transportation Institute and applied to a sample of 101 American cities on a yearly basis since 1982. The TTI is the ratio of the time a trip takes during

Photo: Dr. Jean-Paul Rodrigue, 2001. Many developing economies experienced fast-paced urbanization but were not serviced by a subway system. By the 1980s, the need to develop a rail transit system in Bangkok became urgent as the city’s roadway system became increasingly congested. The Bangkok Mass Transit System, which is an elevated

Assuming a willingness to commute for 30 minutes, a gradual decline in accessibility along a transit line can be observed. If a travel distance of 5 minutes is assumed between each transit stop, then the accessibility radius around the first stop (Ra) will include a 25-minute access time by any

Three land use dimensions are impacted by public transit, namely transit access points. These are influenced by the level of transit use: Accessibility. The sole purpose of a transit stop is to provide accessibility to the transit system, such as stops along a bus route or subway station. Land use