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• W756835502 abstract "tool were performed within PROSPECTS for the cities Edinburgh, Helsinki, Madrid, Oslo, Stockholm and Vienna. These cities are principally comparable in regards of their status (capitals and major business and education centres), but different in their size, population density, transport system etc. A set of policy instruments like public transport improvements, car traffic restrictions, and infrastructure provision was available to formulate strategies to reduce negative impacts of transport and to increase welfare. The overall objective was a sustainable development of the city. Although the instruments and the goals are similar in all investigated cites, different solutions were adequate. The solutions vary in regard of spatial implementation, implementation time and level of implementation. The paper will highlight some reasons for the different development paths of the cities. As well the comparison of the do nothing scenario as the comparison of the most feasible policy strategies shows that European cities are different, need different solutions for their problems and will stay different in the future. 2 THE SKETCH PLANNING MODEL (SPM) The SPM is a strategic, interactive land-use and transport (LUTI) model. It was developed as a time-saving alternative to traditional four-step transport models. The SPM process is influenced through the use of several demand and supply-sided instruments whose results can be measured against targets of sustainability. The SPM assumes that land-use is not a constant but is rather part of a dynamic system that is influenced by transport infrastructure. Therefore at the highest level of aggregation the SPM can be divided into two main sub-models: the land-use model and the transport model (Figure 1). The interaction process is shown by the use of time-lagged feedback loops between the transport and land-use sub-models over a period of 30 years. Two person groups, with and without access to a car are considered in the transport model part. The transport model is broken down by commuting and non-commuting trips, including travel by non-motorised modes. The land-use model considers residential and workplace location preferences based on accessibility, available land, average rents and amount of green space available. A rather high level of spatial aggregation is used in the SPM. In most case studies this means that the municipal districts are chosen as travel analysis zones. The output of the transport model are accessibility measures for each zone while the land-use model yields workplace and residential location preferences per zone. The interaction between land-use and transport modelling components are influenced through a set of policy instruments. These instruments range from demand-sided measures, such as with public transport fare (increases or decreases), parking or road pricing charges to supply-sided measures such as increased transit service or capacity changes for road or non-motorised transport. These measures, furthermore, could be applied to various spatial levels and/or to time-of-day periods (peak or off-peak).Changes in the transport subsystem due to the application of an instrument cause time lagged changes in the land use system (Knoflacher et. al., 2000). For example new road infrastructure will change the location of housing and workplaces in long term. Changes in the land use system cause as well immediate as time lagged reactions in the transport subsystem. For example a newly established enterprise zone causes an immediate change in travel demand and may initiate the development of a new public transport (PT) service in the long term." @default.
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• W756835502 date "2003-01-01" @default.
• W756835502 modified "2023-09-27" @default.
• W756835502 title "Are European cities becoming similar" @default.
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