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Source: Adapted from Newman, P. and J. Kenworthy (1999) Sustainability and Cities: Overcoming Automobile Dependence, Washington, DC: Island Press, p. 180. Each type of urban activity has its own mobility requirements that are serviced by the urban transport system and have locational preferences that vary according to urban transport infrastructures.

Since urban areas involve specialized land uses having specific functions, each land use zone involves a set of relationships with other land uses. These relationships can be expressed by the mobility of passengers and freight since they represent a realized transport demand such as commuting (mobility of passengers) or supplying

Source: Dr. Jean-Paul Rodrigue, Hofstra University Campus GIS, 2015. Land use can be defined using different classification criteria. While formal land use refers to the qualitative attributes of space, functional land use indicates its socioeconomic function. For instance, while factory is a qualitative attribute, industrial is an economic function. The

Urban activities such as retail or manufacturing have spatial locations from which a land use pattern is derived and influenced by the existing urban form and spatial structure. This form is strongly related to the types of activities that can roughly be divided into three major classes: Routine activities occur

The spatial structure commonly found in contemporary suburban or exurban developments in North America (and elsewhere) concerns the highway interchange as the leading structural influence on land uses with a gradient-like effect. Next to the interchange (highest accessibility and visibility), retailing activities, such as restaurants, shopping malls, and hotels can

Ring roads became a common infrastructure in the development of large metropolitan areas from the 1960s. Their impact on the urban spatial structure is mainly through inciting radial development patterns and the setting of commercial, residential, and industrial activities near highway interchanges. The decreasing dynamism of central areas is often

The urban spatial structure varies according to the scale being considered since each scale is linked with specific mobilities. At the community level, the urban spatial structure is influenced by the street pattern and the location of residences and basic services. A “community” can also be a cluster of commercial,

Although there are a wide variety of urban spatial structures, a large share of metropolitan areas can fit into four types: Type I (Completely motorized). This spatial structure is characterized by low to average land use densities. The automobile-oriented network assumes free movement between all locations with public transit having

Source: data from R. Tolley and B. Turton (1995) Transport Systems, Policy and Planning, New York: Longman, p. 184. Urban transportation modes are associated with different performance levels. However, performance is a multidimensional concept as different metrics can be used to assess it. The above figure illustrates two urban transportation

Photo: Dr. Jean-Paul Rodrigue, 2002. The Netherlands represents one of the most innovative and committed countries for alternative forms of urban transportation. These priorities are well represented in the allocation of space along the right of ways devoted to urban circulation. The above photo depicts a corridor of circulation located