JTLU Volume 4, No. 2 (2011)
Persistent link for this collection
Table of Contents:
The coevolution of transport and land use: An introduction to the Special Issue and an outline of a research agenda, pp. 1-3
The impact of access to rail transportation on agricultural improvement: The American Midwest as a test case, 1850–1860, pp. 5-18
Developing densely Estimating the effect of subway growth on New York City land uses, pp. 19-32
Montréal’s roots: Exploring the growth of Montréal’s Indoor City, pp. 33-46
Does first last? The existence and extent of first mover advantages on spatial networks, pp. 47-69
Search within JTLU Volume 4, No. 2 (2011)
Browse
Recent Submissions
Item The coevolution of transport and land use: An introduction to the Special Issue and an outline of a research agenda(Journal of Transport and Land Use, 2011) Levinson, DavidThis article introduces vol. 4, no. 2 issue of Journal of Transport and Land Use. This issue focuses on coevolution: how transport drives changes in land use, and vice versa. The issue contains four research articles, examining different geographies, eras, and technologies. These papers present new findings, but as good science should, raise new questions, and help us set a research agenda to better understand the coevolution of transport and land use.Item The impact of access to rail transportation on agricultural improvement: The American Midwest as a test case, 1850–1860(Journal of Transport and Land Use, 2011) Atack, Jeremy; Margo, RobertDuring the 1850s, the amount of farmland in the United States increased by 40 million hectares (100 million acres), or more than one-third. Moreover, almost 20 million hectares, an area almost equal to that of the states of Indiana and Ohio combined, were converted from their raw, natural state into productive farmland. The time and expense of transforming this land into a productive agricultural resource represented a significant fraction of domestic capital formation at the time and was an important contributor to American economic growth. Even more impressive, however, was the fact that almost half of these total net additions to cropland occurred in just seven Midwestern states, which constituted somewhat less than one-eighth of the land area of the country at that time. Using a new GIS-based transportation database linked to county-level census data, we estimate that at least a quarter (and possibly two-thirds or more) of this increase in cultivable land can be linked directly to the coming of the railroad to the Midwest. Farmers responded to the shrinking transportation wedge, which raised agricultural revenue productivity, by rapidly expanding the area under cultivation and these changes, in turn, drove an increase in farm and land values.Item Developing densely: Estimating the effect of subway growth on New York City land uses(Journal of Transport and Land Use, 2011) King, DavidIn the early twentieth century, New York City’s population, developed land area, and subway network size all increased dramatically. The rapid expansion of the transit system and land development present intriguing questions as to whether land development led subway growth or if subway expansion was a precursor to real estate development. The research described in this article uses Granger causality models based on parcel-level data to explore the co-development of the subway system and residential and commercial land uses, and attempts to determine whether subway stations were a leading indicator of residential and commercial development or if subway station expansion followed residential and commercial construction. The results of this study suggest that the subway network developed in an orderly fashion and grew densest in areas where there was growth in commercial development. There is no evidence that subway growth preceded residential development throughout the city. These results suggest that subway stations opened in areas already well-served by the system and that network growth often followed residential and commercial development. The subway network acted as an agent of decentralization away from lower Manhattan as routes and stations were sought in areas with established ridership demand.Item Montréal’s roots: Exploring the growth of Montréal’s Indoor City(J, 2011) El-Geneidy, Ahmed; Kastelberger, Lisa; Abdelhamid, HatemIndoor pedestrian pathways are increasingly common in cities worldwide. Montréal’s Indoor City is one of the most expansive indoor pedestrian networks in the world, extending for more than 32 kilometers (19.88 miles) and covering an area of twelve square kilometers (4.6 square miles) in the city’s downtown. The benefits associated with the growth of Montréal’s indoor network are numerous, including: improved access throughout the downtown; shorter pedestrian walking distances; year-round climate protection; and increased amounts of public spaces. The research described in this paper examines the historical growth of Montréal’s Indoor City, with the aim of exploring the factors that caused its rapid growth. Specifically, changes in pedestrian access to retail space over time are modeled in a geographic information system to highlight major phases in the growth of the network. This research develops a theoretical framework, constructs a comprehensive time sequence describing the growth of the Indoor City’s pedestrian network, and interprets the results to convey the lessons learned from Montréal’s planning policies towards the Indoor City. The results of this research suggest that a series of plans and administrative policies adopted by the City of Montréal over the past 45 years have had a significant impact on the growth of the Indoor City. At the same time, it is also clear that access to retail and public transit (especially the underground metro lines), as well as a loophole in the Montréal legislative system, have had significant effects on the growth of the Indoor City.Item Does first last? The existence and extent of first mover advantages on spatial networks(Journal of Transport and Land Use, 2011) Levinson, David; Xie, FengThis paper examines the nature of first-mover advantages in the deployment of spatially differentiated surface transport networks. A number of factors explaining the existence of first-mover advantages have been identified in the literature; however, the questions of whether these factors exist in spatial networks, and of how they play out with true capital immobility have remained unanswered. By examining empirical examples of commuter rail and the Underground in London, first-mover advantage is observed and its sources explored. A model of network diffusion is then constructed to replicate the growth of surface transport networks, making it possible to analyze first-mover advantage in a controlled environment. Simulation experiments are conducted, and Spearman rank correlation tests reveal that first-mover advantages can exist in a surface transport network and can become increasingly prominent as the network expands. In addition, the analysis discloses that the extent of first-mover advantages may relate to the initial land use distribution and network redundancy. The sensitivity of simulation results to model parameters are also examined.