Urban Networks: Accessibility & Mobility. Summary of Literature
2021-2022
1. Banister (2001) Transport investment and the promotion of economic growth ..................... 2
2. Handy (2002) Accessibility vs mobility – enhancing strategies for addressing automobile
dependence in the US............................................................................................................................. 6
3. Geurs (2004) Accessibility evaluation of land-use and transport strategies: review and
research directions. .............................................................................................................................. 13
4. Handy (2005) Planning for accessibility: in theory and in practice. ........................................ 18
5. Meyer (1999) Demand management as an element of transportation policy: using carrots
and sticks to influence travel behaviour .............................................................................................. 20
6. Martens (2017) Equity in transport: learning from the policy domains of housing, health care
and education. ...................................................................................................................................... 24
7. Cervero (2011) Green TODs: marrying transit-oriented development and green urbanism . 27
8. Maak Plaats (2013).................................................................................................................... 29
9. Nijmegen Goed op weg – Mobiliteits visie rapport 2019-2030 ............................................... 30
10. Omgevingsvisie 2020-2040 Nijmegen stad in Beweging ......................................................... 32
11. Jordan & Huitema (2014) Innovations in climate policy: the politics of invention, diffusion
and evaluation ...................................................................................................................................... 33
12. Banister (2008) The sustainable mobility paradigm ................................................................ 36
13. Harbers (2016) Smart Transportation; How does Smart mobility affect the city? ................. 39
14. Kenyon et al., (2003) Social exclusion and transport un the UK: A role for Virtual
Accessibility in the Alleviation of Mobility-Related Social Exclusion?................................................ 40
15. Onstein (2016) Trends in distribution centres and their locations; sprawl and polarization 41
16. Walker (2017) Dynamic adaptive policy making for the sustainable city: The case of
automated taxis .................................................................................................................................... 42
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, 1. Banister (2001) Transport investment and the promotion of
economic growth
Key question: Whether transport infrastructure investments, in well-developed economies, promote
economic growth, mainly at the urban and regional level.
Are there economic development benefits – how to measure them.
Two basic premises:
1. If there is already well-connected transport infrastructure network, further investment will
not on its own result in economic growth
2. Transport infrastructure investment acts as a complement to other more important
underlying conditions which must be met in order for economic development to take place.
Necessary conditions that must be present to allow economic development to take place:
• Presence of underlying positive economic externalities, such as agglomeration and labour
market economies, the availability of a good quality labour force and underlying dyna ics in
the local economy. (1)
• Investment factors that relate to the availability of funds for the investment, scale of
investment and its location, networks effects and actual timing of investment. (2)
• Political factors that are related to broader policy environment. Complementary decisions
and a facilitating environment must be in place. Included are sources of finance, level of
investment (local, regional or national), supporting legal, organisational and institutional
policies and processes and complementary policy actions. (3)
On their own they have little impact on development. Even if they are combined their effect will be
little.
To identify and measure economic growth from a transport infrastructure investment, there are two
things:.
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,First, analysis of potential growth effects on local economies must take place at local level. At this
scale the impacts on local economic development, income levels, accessibility and employment are
to be seen. (Agglomeration effects)
Secondly, analysis has to move away from primary concern with user benefits (as travel-time savings,
which is not included in this research) but to a much wider assessment of costs and benefits.
Dimensions:
1. National level
Quality of infrastructure. Infrastructure must be linked externally such as to terminals and
interchanges. Management, information and control systems for maximum efficiency. National can
only say something about the average contribution of capital accumulation.
2. Regional level
Accessibility main concept and must be seen as part of a much wider concept including availability of
skilled labour, good-quality locations, necessary supporting infrastructure and local road- and rail
networks.
Accessibility on its own will not result in economic growth. Only when open dynamic systems (when
1,2, and 3 are present) that it has impact and will support growth. But not all systems are open yet:
some need to be shifted from closed static to open dynamic systems.
3. Local impacts of transport infrastructure investment.
Infrastructure investment project analyses are done ex ante, with little information about future
trends and development.
Two factors need to be addressed:
• Network consideration: each transport project should be considered within framework of a
local, regional or even national network. For growth, it should improve at least one of these
networks.
• Prioritising objectives and criteria: majority of benefits need to be transport related, since
otherwise why invest in transport facilities in the first place.
Travel consist of: volume, distance and efficiency. Efficiency is important as it relates to modes,
travel time and price, the use of resources, technology and organisational factors.
Certain measures can increase efficiency, while reduce the volumes and distances travelled. Such as
use of logistics. However, efficiency can also promote increased demand so these factors result in
increased efficiency and volumes/distances travelled.
Changes in organisation that could be of impact in stabilisation of demand of travel
(1)The reducing of use of physical materials (dematerialisation) can make more fundamental impact.
Production becomes more service-based, less volume is moved around so less travel is required. But
as material intensity of products declines, material consumption may still increase as economic
growth and demand increases.
(2)Moving from global to glocal. Development of specialisation across the whole world and the
possilibty to transport everything to everywhere in the world has allowed a new thing between
global networks and regional production. If this was shifted to more local production, less travel is
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, required as well. However this is hard, because global cultures and internationalisation have become
very big in this world.
(3)Passenger sector is harder, especially concerned increased affluence and leisure time. Decoupling
would have to be seen as a combination of strategies to reduce the volume of traffic, distance
travelled and measure to increase efficiency, but at the same time maintaining economic growth.
It is necessary to recognise the multi-dimensional nature of the links between transport, location,
development and other new factors relevant to the understanding of these processes.
For transport-induced economic growth to transpire, it is necessary that various economies be
present in various markets. Principal ones are:
- Firms’ agglomeration
- Transport network
- Labour market
- Land market
- Environmental quality enhancement
Complexity is one of the main issues of this research. Following the conclusions and complexities of
this research:
Key element in basic economic argument is the causality argument that there must be a set of causal
relations between transport investment and economic development because otherwise there would
be no basis for the claims that the transport infrastructure investments would also promote
economic growth.
This causality argument is one reason that explains that evidence is too weak. It seems doubtful that
public infrastructure investment will lead to substantial increases in new employment. Changes in
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