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Using a health impact assessment framework, we estimated the population health effects arising from alternative land-use and transport policy initiatives in six cities. Land-use changes were modelled to reflect a compact city in which land-use density and diversity were increased and distances to public transport were reduced to produce low motorised mobility, namely a modal shift from private motor vehicles to walking, cycling, and public transport. The modelled compact city scenario resulted in health gains for all cities (for diabetes, cardiovascular disease, and respiratory disease) with overall health gains of 420–826 disability-adjusted life-years (DALYs) per 100 000 population. However, for moderate to highly motorised cities, such as Melbourne, London, and Boston, the compact city scenario predicted a small increase in road trauma for cyclists and pedestrians (health loss of between 34 and 41 DALYs per 100 000 population). The findings suggest that government policies need to actively pursue land-use elements—particularly a focus towards compact cities—that support a modal shift away from private motor vehicles towards walking, cycling, and low-emission public transport. At the same time, these policies need to ensure the provision of safe walking and cycling infrastructure. The findings highlight the opportunities for policy makers to positively influence the overall health of city populations.

This study pools household travel and built environment data from 15 diverse US regions to produce travel models with more external validity than any to date. It uses a large number of consistently defined built environmental variables to predict five household travel outcomes – car trips, walk trips, bike trips, transit trips and vehicle miles travelled (VMT). It employs multilevel modelling to account for the dependence of households in the same region on shared regional characteristics and estimates 'hurdle' models to account for the excess number of zero values in the distributions of dependent variables such as household transit trips. It tests built environment variables for three different buffer widths around household locations to see which scale best explains travel behaviour. The resulting models are appropriate for post-processing outputs of conventional travel demand models, and for sketch planning applications in traffic impact analysis, climate action planning and health impact assessment.

Many of the larger US metropolitan regions promote polycentric development as a way of fostering livability, accessibility, and sustainability. Polycentric urban structures can increase transit ridership, promote active transportation, and decrease vehicle miles traveled (VMT) and CO2 emissions. Although many regions include ambitious polycentric aspirations in their plans, only a few follow up with rigorous implementation and see their efforts come to fruition. The topic of implementation is also widely omitted from scholarly inquiry. This research aims to explore three examples of successful implementation of urban polycentricity: Portland, Oregon; Seattle, Washington; and Denver, Colorado. Each region employs a very distinct polycentric development model, but each relies heavily on its regional governance organization for direction, guidance, and even command in the implementation process. To understand specific strategies and methods used by each region, the authors conducted interviews with metropolitan planning organizations, central cities, and transit agencies in the three regions and used qualitative techniques to analyze the interview transcripts and collected documents. As regional governance organizations play a crucial role in implementing regional plans, their policies and practices were also investigated by the authors. Based on collected data and insights, we conclude that the three regions are great examples of an advanced implementation of polycentric development. This research can be helpful to other US metropolitan regions that wish to promote polycentric development. The lessons learned from the three case studies can provide guidance and possible paths to successful implementation.

With the population of older adults growing globally, this study asks the question: are older adults living in compact developments more active than those living in sprawling developments? Older adults can be deemed more active if they travel more in total or travel more by non-auto travel modes (such as walking, transit). By analyzing disaggregated data from 36 regions of the United States, this study finds that older adults living in compact neighborhoods do not travel more in total but travel more by walking and public transportation than those living in sprawling neighborhoods. In addition, older adults travel less, are more auto-dependent, and make more home-based-nonwork trips, compared to younger adults. Older adults with lower income travel less than those with higher income. Older adults living in compact neighborhoods with the lowest income level generate the highest number of transit trips. It is important for planners and policy makers to not only create built environments that support older adults’ travel needs, but also to avoid social inequity.

This research investigates the lane width standards and guidelines implemented by various State Departments of Transportation (DOTs) to reduce vehicle speeds and enhance road safety. Lane width reduction is often perceived as a strategy to mitigate speed and improve safety. Still, its effectiveness and implications vary across different contexts, including regions, urban/rural settings, or other geometric design features. Drawing from interviews with five State DOTs and a review of their road design manuals, this study aims to identify suggested lane widths depending on the contexts, design exception process when narrowing or widening lane widths, and introduce representative before/after studies. The findings indicate that State DOTs tend to have lower recommended lane widths in urban areas than in rural areas. Moreover, lane width standards among these states vary due to several factors, including the geographical location of roadways (urban or rural areas), design or posted speeds, traffic volume, road classification, and geometric road design features. Design exceptions are required if the existing or proposed design element is incompatible with both AASHTO and department governing criteria. In conclusion, the findings will provide valuable insights and recommendations for policymakers, transportation planners, and road engineers to inform optimal lane width and decision-making processes.

Problem: Since the late 1980s, U.S. metropolitan regions have increasingly engaged in a style of land use-transportation scenario planning that merges techniques borrowed from military and business strategic planning with long-range transportation systems planning and project-level alternatives analysis. Aside from occasional anecdotal descriptions, the effectiveness of such approaches in generating compact growth plans has not been evaluated comprehensively. Purpose: We analyzed a wide range of scenario planning studies to determine how far compact growth scenarios are predicted to reduce vehicular travel below existing trends. Methods: Using hierarchical modeling, we developed a regional vehicle-miles-traveled (VMT) model based on 85 scenarios in 23 planning studies from 18 metropolitan areas. Results and conclusions: Using coefficients from this model, we conservatively estimate that compact growth scenarios reduce VMT in 2050 by 17% below scenarios assuming a continuation of existing trends. Takeaway for practice: Existing transportation models remain largely insensitive to changes in land use and transportation policy. This must change for scenario planning to achieve its full potential. In the future, scenario planning should incorporate the best current knowledge about how global economic and environmental trends will affect regions. Research support: Collection of the primary data used in this article was funded in part by the Federal Highway Administration, U.S. Department of Transportation, under Cooperative Agreement No. DTFH61-03-H-00134. Any opinions, findings, and conclusions or recommendations expressed in this publication are those of the authors and do not necessarily reflect the view of the Federal Highway Administration.

In most planning practice and research, planners work with quantitative data. By summarizing, analyzing, and presenting data, planners create stories and narratives that explain various planning issues. Particularly, in the era of big data and data mining, there is a stronger demand in planning practice and research to increase capacity for data-driven storytelling. Basic Quantitative Research Methods for Urban Planners provides readers with comprehensive knowledge and hands-on techniques for a variety of quantitative research studies, from descriptive statistics to commonly used inferential statistics. It covers statistical methods from chi-square through logistic regression and also quasi-experimental studies. At the same time, the book provides fundamental knowledge about research in general, such as planning data sources and uses, conceptual frameworks, and technical writing. The book presents relatively complex material in the simplest and clearest way possible, and through the use of real world planning examples, makes the theoretical and abstract content of each chapter as tangible as possible. It will be invaluable to students and novice researchers from planning programs, intermediate researchers who want to branch out methodologically, practicing planners who need to conduct basic analyses with planning data, and anyone who consumes the research of others and needs to judge its validity and reliability.

This article reviews the literature on characteristics, causes, and costs of alternative development patterns. In doing so it debunks arguments by Gordon and Richardson in favor of Los Angeles-style sprawl. Sprawl is not suburbanization generally, but rather forms of suburban development that lack accessibility and open space. Sprawl is not a natural response to market forces, but a product of subsidies and other market imperfections. The costs of sprawl are borne by all of us, not just those creating it, and include inflated public spending, loss of resource lands, and a waning sense of community. The only realistic cure for sprawl is active planning of the sort practiced almost everywhere except the United States (and beginning to appear here out of necessity).

Background Urban sprawl has the potential to influence cancer mortality via direct and indirect effects on obesity, access to health services, physical activity, transportation choices and other correlates of sprawl and urbanization. Methods This paper presents a cross-sectional analysis of associations between urban sprawl and cancer mortality in urban and suburban counties of the United States. This ecological analysis was designed to examine whether urban sprawl is associated with total and obesity-related cancer mortality and to what extent these associations differed in different regions of the US. A major focus of our analyses was to adequately account for spatial heterogeneity in mortality. Therefore, we fit a series of regression models, stratified by gender, successively testing for the presence of spatial heterogeneity. Our resulting models included county level variables related to race, smoking, obesity, access to health services, insurance status, socioeconomic position, and broad geographic region as well as a measure of urban sprawl and several interactions. Our most complex models also included random effects to account for any county-level spatial autocorrelation that remained unexplained by these variables. Results Total cancer mortality rates were higher in less sprawling areas and contrary to our initial hypothesis; this was also true of obesity related cancers in six of seven U.S. regions (census divisions) where there were statistically significant associations between the sprawl index and mortality. We also found significant interactions (p < 0.05) between region and urban sprawl for total and obesity related cancer mortality in both sexes. Thus, the association between urban sprawl and cancer mortality differs in different regions of the US. Conclusions Despite higher levels of obesity in more sprawling counties in the US, mortality from obesity related cancer was not greater in such counties. Identification of disparities in cancer mortality within and between geographic regions is an ongoing public health challenge and an opportunity for further analytical work identifying potential causes of these disparities. Future analyses of urban sprawl and health outcomes should consider exploring regional and international variation in associations between sprawl and health.