Smart Growth and Transportation: Issues and Lessons Learned (2005) / Chapter Skim
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1The questions concerning smart growth are as var-ied as its definition. They include the following: 1.
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This decision was meant not to minimize the value of the many smart growth debates but instead to focus on an immediate need in the transportation community. In September 2002, more than 130 transportation and planning professionals met in Baltimore, Maryland, for a Conference on Providing a Transportation System to Support Smart Growth: Issues, Practice, and Implementation.
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modes, convenient travel by multiple modes, shorter distances between activities, and better accessibility. • Where: How does smart growth differ with location (urban infill, suburban redevelopment, and fringe growth)
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4Opening Remarks Charles Howard, Washington State Department of Transportation During the next several days we will explore thetopic of transportation and smart growth and lookat better defining what parts of transportation support smart growth. Welcome to the Smart Growth Conference and thank you for coming to Baltimore.
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necessarily needs to recognize and serve those differences. We will explore these dimensions with three case studies.
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63805_011_046 4/7/05 3:07 AM Page 6
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Why Why Smart Growth Is a Transportation Issue 63805_011_046 4/7/05 3:07 AM Page 7
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63805_011_046 4/7/05 3:07 AM Page 8
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9Introduction Anne Canby, Cambridge Systematics First, many in our business are not yet ready toacknowledge or recognize that transportation is,in fact, an essential element in land use. For years, we have tended to say, "It's not my job." I think those days are probably over.
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point that about 60 percent of the people surveyed do not like the current pattern of developing housing subdivisions separated from everything else, with all the commercial buildings lined up along the arterials in an automobile-only environment. We have that design to excess in every community we live in.
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1 1 Transportation Trends and Smart Growth Alan Pisarski, Independent Consultant Iam happy to be here in Baltimore to talk abouttransportation trends and smart growth. I will startwith the need to talk about transportation broadly.
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alone rose by about 22 million. So the growth in the number of people driving alone in that decade exceeded the growth in the number of workers.
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be. Time is now the driver, particularly on the passenger side and particularly among women, but on the freight side as well.
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turned out to be wrong. It actually looked like this after the 2000 census (see Figure 12)
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central cities of one metropolitan area to central cities of another metropolitan area, and in flows from rural areas. The new census data showed that the state with the largest travel time increase was West Virginia.
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Approximately 60 percent of our population live in these 50 areas. Another 20 percent live in metropolitan areas with populations under 1 million, and another 20 percent, or 60 million people, live in rural areas.
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use. If all our trips have an economic or social transaction at their end, those transactions define both the purpose and the length of trips.
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I think we will be operating as what I call a challenged, affluent society. In this new world, the great issue will be the skilled workers -- finding skilled workers will be the key.
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1 9 Development Pattern Trends and Smart Growth Gregg Logan, Robert Charles Lesser & Company I'm not a transportation expert, so it is a littleintimidating to be in this room full of transporta-tion experts talking about transportation. My area is land use, and we like to think that what it is and where you put it has a lot to do with transportation.
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Figure 2 is a fair share chart showing which areas are gaining and losing household market share. On the chart, a score of 1 equals equilibrium.
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The leading edge of the baby boomers is now 56 or 57 years old. I said a minute ago that they would hit retirement age at age 65 in 2010, but the age at which people make retirement housing decisions actually starts a lot younger, at 55 to 60.
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economics -- what is going on in the economy right now -- I'll just say that I think it has nothing to do with land use. If you look at what creates demand for goods and services and makes an economy go, it is demographics.
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terms of where we develop, what we develop, and what kind of transportation we connect it with. It is also important to think about how home-buying factors change with age.
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conventional suburban dwelling. Anne Canby mentioned that in 10 years, about 70 percent of all households will have no children.
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tant to note that historically employment has followed housing. The housing went to the suburbs first.
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What is the conclusion from all of this? The future may not be the past; there are a lot of market trends that favor smart growth development as a much bigger part of the mix; and at least one-third of future growth is malleable.
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middle-income residential infill opportunity. There are huge opportunities from a demand perspective, but a lack of incentives.
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2 8 Land Use and Transportation Interactions Reid Ewing, Rutgers University In starting with the "You can't pave your way out ofcongestion" notion, I was asked to talk about theinterface between land use and transportation. Alan Pisarski started by talking about transportation.
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That leaves us with land use planning, which we think of as long-term demand management. As the stock in the other ideas -- demand management and supply enhancement -- has gone down, the stock of land use planning has gone up.
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The first sets of studies were of activity and neighborhood centers and how the design of those centers affects people's travel. We found 14 studies of this type.
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design -- a "pedestrian friendliness" factor. The finding here is that individual features don't seem to make much difference.
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means that if you increase the value of the index by 10 percent, you get a 1.6 percent reduction in VMT. That is not huge, but it is significant.
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3 3 Discussion Reid Ewing: I have a question for Gregg. That one-third figure and the fact that only half of the current demand for more compact development is being met -- how did you figure that out?
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area makes a difference in terms of many transportation outcomes. But, as I recall, and I don't remember the exact results, it makes less difference than density or centeredness.
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that the public demands in terms of value of time. So, I'm halfway to where you want to go.
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3 6 Working Definition of Smart Growth Charles Howard, Washington State Department of Transportation The conference planning committee had quite a bitof discussion about how much we should get intothe definition of smart growth in this conference. We decided that there has already been a lot of work on the definition of smart growth, and that is not the purpose of this conference.
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