Car-Free Planning

Reducing Driving at Particular Times & Places

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TDM Encyclopedia

Victoria Transport Policy Institute

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About This Encyclopedia

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Updated March 7, 2007

This chapter describes planning strategies to create communities with reduced automobile ownership and use.

 

 

Description

Car-Free Planning involves designing particular areas for minimal automobile use.

 

·       Developing urban districts (such as a downtown or residential neighborhood) where personal automobiles are unnecessary and automobile traffic is restricted. Such restrictions can be part- or full-time, and often include exceptions for delivery vehicles, taxis, and vehicles for people with disabilities.

 

·       Housing developments where residents are discouraged from owning private cars.

 

·       Pedestrian-oriented commercial streets where driving is discouraged or prohibited.

 

·       Resorts and parks that encourage or require non-automotive access.

 

·       Car-free days and car-free events.

 

·       Temporary restrictions on driving, such as during an air pollution emergencies or a major sport event that would otherwise create excessive traffic problems.

 

 

Pedestrian-Oriented Commercial Areas

Pedestrianized commercial districts (“Mainstreets”) can be important for urban revitalization, although they must be carefully implemented to be effective (West, 1990; Robertson, 1990; Tyler, 1999). They can help create a lively and friendly environment that attracts residents and visitors. Some are closed to motor vehicle traffic altogether, or during some time periods, such as evenings or weekends, while others use traffic calming design strategies to control traffic speeds and volumes (Boyd, 1998).

 

Retail areas often subsidize vehicle parking on the assumption that customers need to drive to make large purchases. This may sometimes be true, but not always. A study of consumer expenditures in British towns found that customers who walk actually spend more than those who drive, and transit and car travelers spend about the same amounts.

 

Table 1            Consumer Expenditure by Mode (Accent Marketing & Research)

Mode

Weekly Expenditures

Bus

£63

Car

£64

On foot

£91

Train/tube

£46

Other (taxi, cycle...)

£56

This survey found higher weekly expenditures by consumers who travel by walking than those who drive or rider transit to downtown shopping districts in the UK.

 

 

Business and residents should be involved in planning and managing pedestrian commercial streets. Often, a downtown business organization or Transportation Management Association will oversee Streetscape development, as well as parking management and promotion activities. Below are recommended guidelines for creating a successful pedestrian commercial street or district (Litman, et al, 2000):

 

·       Pedestrian streets are only successful in areas that are attractive and lively. They require a critical mass of users. They should serve as both a destination and a thoroughfare by forming a natural connection route between diverse attractions (housing, shops, offices, etc.).

 

·       Develop a pleasant environment, with greenery, shade and rain covers. Use brick, block pavement or textured cement instead of asphalt, if possible. Street-level building features and street furniture should be pedestrian scale and attractive. Minimize blank building walls.

 

·       Encourage the development of diverse pedestrian-oriented activities that attract a broad range of customers and clients, including retail and commercial services, housing and employment. Apartments and offices can often be located over shops.

 

·       Allow motor vehicles as required for access, with appropriate restrictions based on need, time and vehicle type. This may include unrestricted motor vehicle traffic during morning hours, transit and HOV vehicles, pickup and drop-off for residents and hotels, service and emergency vehicles, or other categories deemed appropriate.

 

·       Pedestrian streets should have good access to public transit and parking. They should be located in pedestrian-friendly areas. Mid-block walkways and buildings open to through public traffic should be developed and enhanced as much as possible.

 

·       Develop a variety of artistic, cultural and recreational amenities (statues, fountains, playgrounds) and activities (concerts, fairs, markets). Highlight historical features.

 

·       Pedestrian streets should generally be small and short, typically just a few blocks in length, although this may increase over time if appropriate.

 

·       Security, cleanliness and physical maintenance standards must be high.

 

·       Vehicle traffic on cross-streets should be slowed or restricted.

 

 

How it is Implemented

Car-Free Planning can be implemented through municipal planning or through development of a particular project (such as an urban housing complex). Car-free Commercial Centers are often part of a downtown plan or community renewal efforts. Special restrictions on personal automobile use can be implemented by local or regional governments.

 

 

Travel Impacts

Travel impacts vary depending on how Car-Free Planning is implemented. Car-free programs that only apply over a small area or during limited time periods generally have modest impacts. They may simply shift vehicle traffic to other locations and times. Larger scale Car-Free Planning implemented with other TDM strategies may cause significant travel impacts if it makes travel alternatives more attractive and helps change overall travel habits.

 

Car-free housing in suitable locations and supported with Carsharing services can result in major reductions in per capita vehicle travel compared with the same residents living in conventional development (Beatley, 2000).

 

Car-Free Planning can be integrated with land use management, such as Smart Growth, Traffic Calming, and Transit-Oriented Development, which can significantly reduce vehicle travel as described in the Land Use Impacts on Transport chapter.

 

Table 2                        Travel Impact Summary

Objective

Small Area

Large Area

Reduces total traffic.

1

2

Reduces peak period traffic.

1

2

Shifts peak to off-peak periods.

0

0

Shifts automobile travel to alternative modes.

1

2

Improves access, reduces the need for travel.

1

2

Increased ridesharing.

1

2

Increased public transit.

2

2

Increased cycling.

2

2

Increased walking.

3

2

Increased Telework.

0

0

Reduced freight traffic.

0

1

Rating from 3 (very beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.

 

 

Benefits And Costs

Comprehensive Car-Free Planning that reduces total automobile travel can provide many benefits, including increased community Livability, reduced congestion, road and parking facility cost savings, reduced pollution, increased road safety, increased consumer savings and transportation options, more Accessible land use and increased local economic development. In several case studies, reducing vehicle traffic speeds and improving walking conditions in a community significantly increased retail sales and property values (LGC, 2001). Residents of areas that are less Automobile Dependent can save hundreds of dollars a year in transportation costs (McCann, 2000), and enjoy safety and health benefits (Safety Impacts of TDM). Small-scale Car-Free Planning that shifts some vehicle travel to other areas has mixed impacts, including increased traffic and parking congestion at border areas.

 

Costs include administrative expenses (e.g., posting signs, installing barricades, enforcing rules), increased travel costs for motorists, and reduced convenience for people who are forced to shift from driving to other modes. Ineffective pedestrianized commercial streets (i.e., those that do not attract sufficient visitors) can reduce business activity. Car-Free Planning may result in some customers, residents and businesses moving to areas that do not have such restrictions.

 

Table 3                        Benefit Summary

Objective

Small Area

Large Area

Comments

Congestion Reduction

0

2

Reduces automobile use.

Road & Parking Savings

1

2

Reduces automobile use.

Consumer Savings

0

2

Reduces automobile costs, but increases other costs.

Transport Choice

1

2

Reduces motorists’ choice, but improves alternatives.

Road Safety

1

2

Reduces automobile use.

Environmental Protection

1

3

Reduces automobile use.

Efficient Land Use

1

2

Reduces automobile use, but may shift travel to other areas.

Community Livability

2

3

Reduces vehicle traffic impacts.

Rating from 3 (very beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.

 

 

Equity Impacts

Equity impacts vary depending on how Car-free Plans are implemented. Restrictions may be considered unfair if they particularly burden some groups. Car-Free Planning can increase horizontal equity by reducing the external costs motor vehicle traffic imposes on others, particularly on pedestrians and cyclists. People who are economically, physically or socially disadvantaged are better off from improved walking, bicycling and transit conditions, particularly if regulations include special exemptions for vehicles used by people with special needs.

 

Table 4                        Equity Summary

Criteria

Small Area

Large Area

Comments

Treats everybody equally.

-1

-1

Is more burdensome to some people than others.

Individuals bear the costs they impose.

1

2

Reduces automobile externalities (crashes, parking, etc.)

Progressive with respect to income.

1

1

Benefits non-drivers, who tend to be lower income.

Benefits transportation disadvantaged.

2

3

Benefits non-drivers.

Improves basic mobility.

2

2

Improves alternative modes and emergency response.

Rating from 3 (very beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.

 

 

Applications

Car-Free Planning tends to be most feasible and accepted in urban areas with good travel alternatives (transit, cycling and walking) and peripheral automobile parking. It is particularly appropriate in high-density areas, and resort communities with unique social and environmental amenities.

 

Table 5                        Application Summary

Geographic

Rating

Organization

Rating

Large urban region.

2

Federal government.

1

High-density, urban.

3

State/provincial government.

2

Medium-density, urban/suburban.

1

Regional government.

3

Town.

1

Municipal/local government.

3

Low-density, rural.

0

Business Associations/TMA.

2

Commercial center.

3

Individual business.

1

Residential neighborhood.

3

Developer.

3