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Many car-dependent cities have major transit projects stuck in financial and economic assessment due to inadequate links between land use, transport, and funding. This has left most urban transport networks underfunded and requiring significant government support. During this widening transit funding gap, there has been an international increase in demand on transit systems, which is in part a response to the global peak in car use per capita. This paper demonstrates to transit proponents and practitioners how to facilitate infrastructure projects by optimizing induced and activated land-use change. A five-step framework for assessment is proposed that includes assessing the regional and local legislation and regulations to determine what alternative funding opportunities are available, undertaking accessibility beneficiary analysis, analyzing the project-induced land value uplift, developing an alternative funding strategy to implement integrated land-use and transport planning mechanisms, and preparing a procurement and delivery strategy. The proposed assessment framework enables transit business cases to extend project funding for integrated transit and land-use projects, especially in car-dependent cities. This is demonstrated through a case study of Perth, Western Australia.

Developments in the Greater Toronto Area (GTA) illustrate these changes well. The GTA is the larger urbanized area that incorporates Metro's six urban municipalities and a further 24 suburban and rural municipalities outside Metro. Although it is a real entity in terms of commuting patterns, economic activity and shared environmental problems, it has no regional government. Despite the province's stated commitment to compact and socially diverse urban development in Metro, it has sanctioned and facilitated the emergence of a contradictory urban form on the periphery of the GTA outside Metro. Rather than continue to concentrate growth within the existing urban envelope, the province invested heavily in highways, trunk sewers and water lines beyond Metro's borders. This investment has guided growth into a ring of lower density suburbs surrounding Metro. Between 1971 and 1991, the population within Metro Toronto increased by less than 200,000 while the population outside Metro's borders increased by over 1.1 million. Today, nearly half the region's population lives outside Metro.

[...]the average speed of traffic in the City of Seoul rose by over 1 km/h after the freeway was demolished. Because each time around the world when pedestrian zones are created and major roads are removed, traffic has behaved not like a liquid, which floods over everything if its channel is removed. In doing so it will allow the large vacant area under and around these two viaducts to be turned into a mixture of great new civic green space, new housing, new businesses, new movement space for pedestrians and cyclists, better transit services and better circulation possibilities for cars using the new, attractive \"complete streets\" planned by the city.\\n

He became South Korea's president in December, 2007, when The New York Times wrote: \"The man chosen as South Korea's next president in Wednesday's election owes much of his victory to a wildly successful project he completed as this city's mayor: the restoration in 2005 of a paved-over, four-mile stream in downtown Seoul, over which an ugly highway had been built during the growth-at-all-cost 1970s.

Toronto has a major opportunity to consolidate its global reputation as a first-class city by removing the Gardiner Expressway. The determination by the city's current mayor to keep this piece of outdated auto-era infrastructure is troubling for the...

Until recently, urban planning and government intervention in Canada have prevented the inner city hemorrhaging that is characteristic of the urban US. However, Canadian cities are now going the way of their US counterparts into car-dependent sprawl.

Voters in Houston approved $4.5 billion to build the kind of light rail transit system that Calgary helped pioneer in North America in the 1980s.Why? Because it has insufferable traffic congestion that can only now be avoided with a good transit system.

On the contrary, Vancouver's bus strike is showing the many unquantified benefits of transit, not only to transit users, but also to car users who gain from a good transit system through reduced traffic. It also shows how transit is the lifeblood of city businesses, how it holds together the education system, how it provides more equitable access for many to work opportunities and allows elderly people and those with disabilities to live fuller and more rewarding lives. The activities of many people in disbanding the freeway system in the City of Vancouver and the world-class inner city revitalization and enhancement of high density residential and commercial uses focused on False Creek and the West End, have been central to Vancouver's growth. These changes have made the Vancouver region as a whole much more transit-oriented. Photo: Ward Perrin, Vancouver Sun / REMEMBER THIS?: Public transit is vital in giving Greater Vancouver its cachet as one of the best urban areas in the world to live, writer contends. ;

Over the last 20 years, innovations have led to the development of exciting new technologies and novel applications of established technologies, collectively increasing the scale, scope, and quality of research possible in tidal marsh systems. Thus, ecological research on marshes is being revolutionized, in the same way as ecological research more generally, by the availability of new tools and analytical techniques. This perspective highlights current and potential applications of novel research technologies for marsh ecology. These are summarized under several themes: (1.) imagery — sophisticated imaging sensors mounted on satellites, drones, and underwater vehicles; (2.) animal tracking — acoustic telemetry, passive integrated transponder (PIT) tags, and satellite tracking, and (3.) biotracers — investigation of energy pathways and food web structure using chemical tracers such as compound-specific stable isotopes, isotope addition experiments, contaminant analysis, and eDNA. While the adoption of these technological advances has greatly enhanced our ability to examine contemporary questions in tidal marsh ecology, these applications also create significant challenges with the accessibility, processing, and synthesis of the large amounts of data generated. Implementation of open science practices has allowed for greater access to data. Newly available machine learning algorithms have been widely applied to resolve the challenge of detecting patterns in massive environmental datasets. The potential integration on digital platforms of multiple, large data streams measuring physical and biological components of tidal marsh ecosystems is an opportunity to advance science support for management responses needed in a rapidly changing coastal landscape.