The effects of land use policies on the continuity of agricultural management and self-consumption of agricultural products in peri-urban area

There has been a boom in American rail transit construction in the past two decades. That new investment has prompted the question of what planners can do to support rail transit. One popular answer has been transit-oriented development (TOD), increasingly described as a comprehensive strategy for rail-based land-use planning throughout an urban area. This is most clearly illustrated by Bernick and Cervero’s (1997) description of how such projects can link together to create “transit metropolises” where rail is a viable transportation option for many of the region’s residents. In addition, TOD provides an opportunity to examine the regulatory issues discussed in chapter 6, both because it is an explicit attempt to use urban design as transportation policy and because the intergovernmental issues are especially stark in relation to these developments. Having discussed how travelers behave in the first part of this book, we now ask what we know about how cities behave. Stated in general form, the question is rather broad. It concerns the process by which cities and other land-use authorities decide where to put streets, how to structure the local hierarchy of streets, when to develop more or less densely, how to position employment centers relative to residential areas, and so on. Still, the feasibility of land-use plans with transportation goals depends critically on how such authorities behave. Any discussion of the effectiveness of these strategies must address both how communities plan for transportation and how travelers respond to those plans. The primary transportation goal of TOD generally, as currently practiced, is to coordinate land-use policies to support rail transit. In particular, focusing both residential and commercial development near rail transit stations is aimed at increasing rail ridership (e.g., Bernick, 1990; Bernick and Hall, 1990; Calthorpe, 1993; Cervero, 1993; Bernick and Cervero, 1997). Some evidence suggests that residents near rail transit stations are two to five times more likely to commute by rail when compared with persons living elsewhere in the same urban area (Pushkarev and Zupan, 1977; Bernick and Carroll, 1991; Cervero, 1994d).

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Simulating effects of land use policies on extent of the wildland urban interface and wildfire risk in Flathead County, Montana

Journal of Environmental Management ◽

10.1016/j.jenvman.2013.08.036 ◽

2013 ◽

Vol 130 ◽

pp. 20-31 ◽

Cited By ~ 14

Author(s):

Travis B. Paveglio ◽

Tony Prato ◽

Michael Hardy

Keyword(s):

Land Use ◽

Wildland Urban Interface ◽

Wildfire Risk ◽

Land Use Policies ◽

Effects Of Land Use

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The effects of land-use policies on agricultural land use

Farmland Conversion ◽

10.1787/21cca7dc-en ◽

2020 ◽

Author(s):

Keyword(s):

Land Use ◽

Agricultural Land ◽

Agricultural Land Use ◽

Land Use Policies ◽

Effects Of Land Use

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Spatial variation of metals and phosphorus in sediments of a river influenced by urbanization

RBRH ◽

10.1590/2318-0331.011716054 ◽

2017 ◽

Vol 22 (0) ◽

Cited By ~ 1

Author(s):

Daniel Macedo Neto ◽

◽

Sandro Froehner ◽

Juan Sanez

Keyword(s):

Land Use ◽

Spatial Variation ◽

Urban Area ◽

Suspended Sediments ◽

Phosphorus Concentration ◽

Soil Composition ◽

Positive Variation ◽

Local Reference ◽

Effects Of Land Use ◽

Different Levels

ABSTRACT The suspended sediments are a special compartment that characterizes the effects of land use in the watershed. Such compartment is able to trap organic compounds as well as metals in general. Spatial variation of concentrations can be accounted for the land use, soil composition and pollution. In this work, we aimed to assess the spatial variation of metals and phosphorus concentration presented in suspended sediments collected in a river under urban occupation. Using time-integrated suspended sediment samplers, samples were collectec in three sites covering different levels of occupation: Almirante Tamandaré (P1) and two in Curitiba city (Tingui Park -P2 and Barigui Park - P3). The sampler was settled to be 20 cm below the water surface and it was removed after 30 days. Twelve samples were collected to examining the following elements Al, As, Ba, Ca, Cd, Co, Cr, Cu, Fe, K, La, Mg, Mn, Na, Nb, Ni, P, Pb, Sc, Sn, Sr, Th, Ti, V, Y, Zn and Zr by ICP-OES. The first site is characterized with only 5.73% of urban area; meanwhile the site P3 has the highest urban area 54.06%. Among the twenty seven elements, nineteen showed a positive variation in concentration between collected sites, giving indication that an enrichment of metals along the river. The following elements showed positive variation: P (151.20%), La (117.98%), Cd (93.33%), Cr (71.43%), Na (68.75%), Ni (68.07%), Y (66.67%), Th (63.64%) and Zn (56.77%). Considering local reference values it is concluded that Cd, Cr, Ni, P, Y and Zn appear associated with urbanization increase in the basin; Co, Sc, Sn, Cu and Mn appear possibly associated with urbanization; Ba, La, Na, Pb and Sr show inconclusive behavior in relation with urban influence ; Al, Fe, Nb, Th, Ti, As, Ca, K, Mg, Zr and Va demonstrate not be associated with urbanization.

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Incorporating land use and pricing policies for reducing car dependence: Analytical framework and empirical evidence

Urban Studies ◽

10.1177/0042098017720150 ◽

2017 ◽

Vol 55 (13) ◽

pp. 3012-3033 ◽

Cited By ~ 6

Author(s):

Wenjia Zhang ◽

Ming Zhang

Keyword(s):

Land Use ◽

Multinomial Logit Model ◽

Analytical Framework ◽

Practical Significance ◽

Pricing Policies ◽

Mixed Use ◽

Travel Mode Choice ◽

Land Use Policies ◽

Effects Of Land Use ◽

The City

This article develops an analytical framework to connect the theories of market and planning failures with the reasoning of incorporating land use and pricing policies for reducing driving and car dependence. A multilevel multinomial logit model (MML) is applied to estimate the effects of neighbourhood land use characteristics and price variables on travel mode choice of non-work trips and their interaction effects in the city of Austin, Texas. Results reveal that pricing policies are more efficient for reducing auto travel while land use policies appear better for adjusting non-auto travel. The practical significance of land use policies for reducing car dependence are more reflected in the modified effects of land use on pricing elasticities of driving probability. Pricing policies are more effective for reducing driving in neighbourhoods with a higher sidewalk density and a better accessibility to mixed-use activity centres. These findings validate the theoretical analysis and demonstrate the importance of coordinating land use and pricing policies together in the transportation planning practice.

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