For at least thirty years urban growth management policies in Australian cities have focused on increasing residential densities as a method of addressing environmental issues. This view has been supported by a number of researchers who hypothesise that to achieve reductions in transport emissions individuals need to be encouraged to use public transport, and the most appropriate method of increasing public transport use occurs predominately from building residential areas at high densities around public transport nodes. This notion is integral to recent urban growth management policies in Sydney, which have sought to increase residential densities under the rubric of urban consolidation. There are a number of researchers who have promoted the benefit of increasing urban densities as a way of increasing public transport use. In Australia, the most cited research in this area is that of Newman and Kenworthy. Nonetheless, there are a number of commentators who have criticised the emphasis of density in increasing public transport use. These commentators assert that factors other than density, particularly socio-economic factors, are more important in influencing public transport use. Nevertheless, a major gap within this concept is that the research is conducted at the macro-level with minimal analysis at the meso or micro level. This thesis attempts to fill a gap in our knowledge by assessing the relationship between urban density and public transport use, particularly trains, at the macro, meso and micro level. The analyses used data across the Sydney metropolitan area and by geographical location to assess the implications of the density-public transport debate, and its articulation in urban consolidation policies. Such an analysis also has implications for other Australian cities who have promoted urban consolidation. The study concludes that residential density is not as important as socio-economic factors in influencing one form of public transport use, namely trains. Variables such as car ownership, country of origin, housing tenure, and the type and location of employment are more important in influencing train use than density. The study concludes that at the macro level the notion of increasing densities increases public transport use is plausible, yet at the micro level the relationship between high density housing and public transport use (in this case train use) is more complex. This suggests that the promotion of urban consolidation policies as a means to increase public transport use needs to be re-assessed. Importantly, there is still much research to be conducted to fully comprehend the relationships between housing and transport in order to better inform urban growth management policies in cities, including Sydney.

For at least thirty years urban growth management policies in Australian cities have focused on increasing residential densities as a method of addressing environmental issues. This view has been supported by a number of researchers who hypothesise that to achieve reductions in transport emissions individuals need to be encouraged to use public transport, and the most appropriate method of increasing public transport use occurs predominately from building residential areas at high densities around public transport nodes. This notion is integral to recent urban growth management policies in Sydney, which have sought to increase residential densities under the rubric of urban consolidation. There are a number of researchers who have promoted the benefit of increasing urban densities as a way of increasing public transport use. In Australia, the most cited research in this area is that of Newman and Kenworthy. Nonetheless, there are a number of commentators who have criticised the emphasis of density in increasing public transport use. These commentators assert that factors other than density, particularly socio-economic factors, are more important in influencing public transport use. Nevertheless, a major gap within this concept is that the research is conducted at the macro-level with minimal analysis at the meso or micro level. This thesis attempts to fill a gap in our knowledge by assessing the relationship between urban density and public transport use, particularly trains, at the macro, meso and micro level. The analyses used data across the Sydney metropolitan area and by geographical location to assess the implications of the density-public transport debate, and its articulation in urban consolidation policies. Such an analysis also has implications for other Australian cities who have promoted urban consolidation. The study concludes that residential density is not as important as socio-economic factors in influencing one form of public transport use, namely trains. Variables such as car ownership, country of origin, housing tenure, and the type and location of employment are more important in influencing train use than density. The study concludes that at the macro level the notion of increasing densities increases public transport use is plausible, yet at the micro level the relationship between high density housing and public transport use (in this case train use) is more complex. This suggests that the promotion of urban consolidation policies as a means to increase public transport use needs to be re-assessed. Importantly, there is still much research to be conducted to fully comprehend the relationships between housing and transport in order to better inform urban growth management policies in cities, including Sydney.

The purpose of this research was to investigate the feasibility of a passenger rail service operating on a current rail line in Canterbury, known as the Main North Line, which connects the Waimakariri District to Christchurch. The Main North Line runs through the two main urban areas of the Waimakariri District: Rangiora and Kaiapoi. The need for research into the potential use of the Main North Line for passenger services has arisen due to increasing car congestion on arterial roads between the Waimakariri District and Christchurch. All traffic coming from the Waimakariri District into Christchurch must cross the Waimakariri River, creating a transport bottleneck. An assessment of the location of the Main North Line was conducted with respect to the travel needs of Waimakariri District residents using Geographic Information Systems (GIS) to investigate how far residents live and work from the line and resident surveys to determine whether people would use rail as their main mode of travel into Christchurch. Assessment of the infrastructure was with regard to the locations of potential railways stations and the capabilities of the infrastructure for supporting different levels of passenger service. National and regional transport strategies are placing more importance on the transportation of people and freight by way of rail. A potential rail service for Canterbury will therefore likely include national and regional stakeholders in co-operation with a private service operator, as currently occurs in Wellington and Auckland. An average of 71% of Waimakariri District residents stated they would switch to rail as their main mode of transport for the journey into Christchurch. GIS analysis found that the number of journeys which start in the Waimakariri District and terminate within 1km of Christchurch stations is around 610 which increases to around 4,300 if connecting bus services were utilised in Christchurch.

Thesis (MTech (Town and Regional Planning))--Cape Peninsula University of Technology, 2006 / This research study explores corridor development and the various impacts on its su"ounding urban environment. These impacts include socio-economic influences, land-use changes, movement and transport needs and a critical look at development control, with specific emphasis on densities. The functioning of activity ~idors differs depending on the specific contexts. For this reason it is useful to investigate theory, as well as local and intemational case studies to have a clear understanding of what a corridor is and how it can be beneficial. This research not only explores corridor development in the context of the Developing World, but includes the Developed World context in the investigation phase of the study. This study is significant in that it is not only relevant to the Developing World or Developed World countries, but can be applied to both. This study focuses on the role ofpublic transport in corridor development. Public transport can be seen as the catalyst for development that is needed along the NGC. At present the public transport system in the sub-region does not comply with envisioned demands and needs. This is a major concem for the City of Cape Town as it is generally accepted that public transport must play an important role in the economic and social integration and upliftment all along the NGC, as far north as the town ofAt/antis. It is contended that the value of this research project will lie in providing a clear understanding of the term corridor development and its relevance to the Northern Growth Corridor, and possibly to most others.

A first-rate public transport system is one of the critical building blocks of any world-class economy. The minibus-taxi industry has developed into the dominant public transport provider in South Africa and is a beacon of black economic empowerment. However, the industry’s informal operation is plagued with problems like poor road safety and declining profit margins. This research project sets out to investigate these impediments in an effort to provide a framework for the transformation of the industry into a high-quality, customer focused enterprise. The TOC thinking processes is systematically employed to design a robust solution for this multifaceted operation. The research presents a positive prospect of genuinely safe, secure and reliable public transport for the first time in South Africa. / Dissertation (M.Eng (Technology Management))--University of Pretoria, 2005. / Graduate School of Technology Management (GSTM) / unrestricted

Includes bibliographical references / The South African government launched two public transport reform programmes in the last two decades to address generally declining services as well as specific problems with paratransit, the dominant service provider. One programme aims to incorporate paratransit in new bus-based networks in cities; the other is a national paratransit fleet renewal scheme. Cape Town is arguably most advanced with the former, and the first phase of its bus network is nearing completion. Paratransit operators have shown resistance to both programmes, yet there have been few efforts to gain direct insight into their views on their businesses or their attitudes to reform. It is thus difficult to identify reasons behind their unenthusiastic response, or to understand if revisions to the programmes might cause more operators to opt in. This research employed a case study strategy to investigate paratransit operators' business aspirations and needs in Cape Town, and to identify commonalities between their attitudes and the aims of the reform programmes to inform potential amendments to these programmes. The details of incorporating paratransit operators in the new bus system in Cape Town were not systematically recorded, and it was thus first necessary to trace the engagement process between the municipality and these operators. Information was drawn from a variety of sources over a six-year period. Against this background, semi-structured qualitative interviews were conducted with 30 operators and eight drivers from different parts of the city to explore their aspirations and views on reform. Access was arranged through trusted intermediaries and the eight associations to which respondents belonged. The research revealed that operators were not necessarily passive players waiting for government-led change: some established large transport enterprises, whereas others built small-scale businesses. Propositions were subsequently drawn, amongst other things, on the prospects of and potential revisions to the reform programmes. The recapitalisation programme has had the broader reach of the two programmes. The national government should consider extending it and reviewing its financial support mechanism to make it more accessible to small operators. Larger businesses might be well positioned for incorporation in bus operating companies, but concerted efforts must be made to build trust with these operators and to familiarise them with the transition process. By documenting operator incorporation in the bus system, and providing first-hand insight into paratransit aspirations and attitudes to reform, the research ultimately contributes a basis from which to understand operators' existing responses to reform and the potential for their greater participation in it.

This dissertation reports upon research conducted at selected primary schools in Cape Town between 2010 and 2011 aimed at developing, implementing and evaluating the impacts of a non- motorised school travel intervention in the local context. The literature review conducted situated the current interest in active travel modes in the context of concerns over declining child independent mobility. 'Walking buses' were identified as the most appropriate intervention to address the child mobility concerns identified in the city. A 'walking bus' is a group of children who walk to school along a set route, supervised by adult volunteers. As part of data collection for the research, three school travel surveys were conducted using self-completion questionnaires. The first two surveys (n=1,784) were conducted at selected schools in 2010 in two neighbourhoods (Rondebosch and Delft) and were aimed at gaining insights into current learner travel behaviour and collecting the data required to implement 'walking buses'. The third survey (n=984) was conducted in 2010 and 2011, amongst schoolchildren aged 7-15 years, and their parents, and was aimed at exploring child independent mobility in the context of Cape Town and its hinterland. Key findings from the three surveys are discussed in terms of how independently mobile children are, how this varies according to neighbourhood and parent's willingness to let children use 'walking buses'. It was found that independent mobility varied considerably between wealthy and poor households, and across age and gender. Children from poorer households were heavily reliant on walking (88% share of school trips) while children from wealthier households were heavily reliant on cars (87% share of school trips). Parental interest was found to be sufficiently high to make 'walking buses' a viable intervention in both lower- and higher-income neighbourhoods. 'Walking buses' were subsequently implemented, and in the case of Rondebosch, evaluated using qualitative interviews with some of the participating children (n=16) and their parents (n=14). Key findings from the qualitative interviews are discussed in terms of learner travel behaviour prior to, and after, the setting up of 'walking buses', and insights into the impacts of 'walking buses'. The evaluation findings suggest that while scheduled 'walking buses' may be established with considerable levels of support and enthusiasm from parents and schools, they are difficult to sustain over the longer term. The dissertation concludes with a discussion on the tension between child independent mobility and 'walking buses', and implications of the findings for municipalities and schools wishing to promote greater use of walking for school travel.

This paper examines the effect the Gothenburg congestion tax, which was implemented in 2013, has had on the usage of public transportation. The aim of the policy is to reduce congestion, emissions and to finance public transportation infrastructure. The analysis contains panel data over the years 2010 - 2016 in order to measure the changes for the corresponding period of time. This research will contribute to existing research with a new approach since the instrument for controlling congestion is recently implemented, and the empirics are underdeveloped within this field. The difference in difference analysis is executed to isolate the impact of the introduced congestion tax. Gothenburg act as a treatment region, and Växjö act as a control region. Växjö is used as a control region due to limitations in the collection of data; differences between the selected regions are present and are essential to recognize. Significant differences are found in the population, controlled by a generated ratio between monthly commutes and population. Parallel trends are analyzed to increase the validity of the approach and estimated to be held constant during this period. Results show increased usage of public transportation in Gothenburg by approximately five trips per citizen monthly, due to the implementation of the congestion tax. Citizens in Gothenburg avoid getting additional taxied by correcting their type of transit.

Magister Philosophiae - MPhil / There are many reasons why Cape Town is the most congested city in South Africa besides there just being “too many cars on the roads”. This paper explores Cape Town’s transport system and spatial policies and how it impacts traffic congestion as traffic congestion serves as a primary indicator of poor spatial planning and development. A desktop study was conducted with secondary data being utilized. The City of Cape Town is aware of the issue of traffic congestion and the impact that it has on commuters, especially those with little financial means. There are numerous policies and frameworks in place to combat the issue of traffic congestion, but corruption and the politicization of spatial planning hinders the resolution of the problem.

The municipalities in Sweden must confront with constantly evolving challenges for a sustainable society. One of these challenges is the vital transportation system which enables the society to function properly. However, it is important to recognize that the transportation system itself presents various factors that require careful consideration. Fare-free public transport has properties that have the potential to address many of the problems the society are facing today. This study aims to examine the characteristics and advantages of the fare-free public transport system and assess its alignment with Umeå municipality's sustainability objectives in transportation and urban planning. To achieve this, a document study is conducted to identify Umeå municipality's sustainability goals, while a literature review is done to assess the impacts of implementing a fare-free public transport system. By combining the findings, the paper aims to provide insights into the research objective. The findings suggest that the viability of fare-free public transport depends on the extent to which planners and policymakers are willing to compromise on different dimensions of sustainability. Fare-free public transport can address the social dimension of sustainability goals in Umeå municipality but falls short in achieving the ecological and economical dimensions.