Comprehensive Plan Chapters

Total Page:16

File Type:pdf, Size:1020Kb

Comprehensive Plan Chapters Town of Harmony Comprehensive Plan–2035 Chapter 1: Issues and Opportunities Chapter 1 - Issues and Opportunities 1.1 Overview of Issues and Opportunities This Comprehensive Plan is formulated with the general purpose of guiding development to best promote the Town of Harmony’s general welfare and quality of life. To achieve this end, a planning context has been established that centers on the questions: “What are we planning for?” and ”What will help us get there?” Each Chapter contained within this Plan will have a section on Issues and Opportunities to identify general conditions, problems or ideas to help provide answer to these questions. This Chapter, however, is intended to provide general background information that can be used throughout the planning process as a basis for making recommendations for appropriate future action. As defined in Wisconsin State Statutes 66.1001, the Issues and Opportunities Element of a community’s comprehensive plan is designed to provide: “Background information on the local governmental unit and a statement of overall objectives, policies, goals and programs of the local governmental unit to guide the future development and redevelopment of the local governmental unit over a 20-year planning period. Background information shall include population, household and employment forecasts that the local governmental unit uses in developing its comprehensive plan, and demographic trends, age distribution, educational levels, income levels and employment characteristics that exist within the local governmental unit”. This Chapter will address age and population trends and forecasts. Background information such as education, income and employment characteristics will be found in the Chapter where that information is referred to because it is related to the subject matter (i.e.: income and employment are found in the Economic Development Chapter). The Town, similar to any community, has various planning issues that will present challenges as it develops over the next 25 years. However, the Town also possesses unique planning opportunities that, if utilized in a thoughtful manner, offer a path to continued community vibrancy and an exceptional quality of life. 1.2 Existing Conditions and Past Trends A community’s geography, history, existing population and demographics, historic population and demographic trends, and future population projections have vast implications for its planning and development. Analysis of these factors provides for a more accurate assessment of a community’s future resource and service needs. The Issues and Opportunities Element of the Town of Harmony Comprehensive Plan addresses background information and supplies projections that will be used throughout the planning process to determine the needs of the Town. Geographic Setting The Town of Harmony is located in east central Rock County, Wisconsin (Map 1.1). The 22.6 square-mile Town is one of two municipalities in the 36 square-mile Harmony Township, the other being a portion of the City of Janesville, which occupies most of the western portion of the Township. Most of the western boundary of the Town, as such, is shared with the City of Janesville, while only a small portion of the Town boarders the Town of Janesville. To the north, the Town of Milton and a small portion of the City of Milton border the Town of Harmony. The Towns of Johnstown and La Prairie share boundaries with the Town to the east and south respectively. 1 Town of Harmony Comprehensive Plan–2035 Chapter 1: Issues and Opportunities Map 1-1 : Town of Harmony and Surrounding Municipalities Legend To wn o f H ar m on y Rock County Municipal Unit N O T IL M F O N W TO CITY OF MILTON N LLE W I O V N T S W Y S E N N TO N A OF H J MO O F R J F O HA O N N W Y E IT L W TO C L O OF I T SV E N JA IE IR A R A P L OF N W TO While the Town of Harmony is predominately rural in character, there exists in the Town a high level of urban influence that comes from sharing a boarder with the City of Janesville. The US Census shows that the City of Janesville had a population of over 60,000 residents in the year 2000. The City also serves as the County Seat. Also nearby is the City of Madison, which is the rapidly growing state capitol (thirty-three miles northwest), Illinois’ third largest city, Rockford (forty miles south), and Wisconsin’s largest city, Milwaukee (sixty-three miles east). The Town of Harmony is fed by several major roadways including Interstate 90, which goes through the northwestern portion of the Town and has an access point near by. Highway 26 connects the City of Janesville to Milton then continues on to Oshkosh. Forthcoming physical changes to the location and size of Highway 26 and its’ interchanges will have significant impact on the Town of Harmony and will be taken into account for planning purposes in the Transportation Element of this Plan. There are several defining natural characteristics in the Town. One of the most important landforms is the Harmony/Milton Depressional Area, which is a natural site for groundwater recharge and a site for natural open space between urban areas. The area contains high quality agricultural soils that are considered one of the most fertile areas in Rock County but the area is also in prime position for development as a logical continuation of existing development between the City of Janesville and the City of Milton. Topography and drainage patterns, uneven hills and ridges, and poorly drained low-lying areas mark other portions of the Town with its kettle- moraine landscape. Consideration of each of these geographic factors is vital to a responsible and thorough comprehensive planning process for the Town of Harmony. 2 Town of Harmony Comprehensive Plan–2035 Chapter 1: Issues and Opportunities Demographic Characteristics At the core of any effective effort to track a community’s development is the study o f that community’s population growth. Not only d oes this effo rt illustrate p ast growth, it can also shed light on what the future holds. A thorough understandin g of populat ion trends for a community makes for more effective needs a ssessment re garding hou sing, educatio n, utilities, a nd recreation, as well as its future land use and economic d evelopment. Figure 1.1 Population : County and Municipalities 1980 – 2005 Change: 1980-2005 Community 1980 1990 2000 2005 Number Percent Town of Avon 555 570 586 589 34 6.1% Town of Beloit 8,382 6,778 7,038 7,319 -1,063 -12.7% Town of Bradford 1,100 1,030 1,007 1,027 -73 -6.6% Town of Center 908 861 1,005 1,040 132 14.5% Town of Clinton 925 899 893 909 -16 -1.7% Town of Fulton 2,866 2,867 3,158 3,230 364 12.7% Town of Harmony 2,090 2,138 2,351 2,448 358 17.1% Town of Janesville 3,068 3,121 3,048 3,343 275 9.0% Town of Johnstown 844 850 802 797 -47 -5.6% Town of La Prairie 1,099 943 929 905 -194 -17.7% Town of Lima 1,179 1,285 1,312 1,314 135 11.5% Town of Magnolia 746 717 854 855 109 14.6% Town of Milton 2,306 2,353 2,844 2,974 668 29.0% Town of Newark 1,574 1,514 1,571 1,593 19 1.2% Town of Plymouth 1,267 1,189 1,270 1,299 32 2.5% Town of Porter 940 953 925 969 -29 -3.1% Town of Rock 3,399 3,172 3,338 3,363 -36 -1.1% Town of Spring Valley 912 790 813 813 -99 -10.9% Town of Turtle 2,703 2,458 2,444 2,430 -273 -10.1% Town of Union 1,329 1,537 1,860 1,981 652 49.1% Village of Clinton 1,751 1,849 2,162 2,237 486 27.8% Village of Footville 794 764 788 769 -6 -0.8% Village of Orfordville 1,143 1,219 1,272 1,357 214 18.7% City of Beloit 35,207 35,571 35,775 36,106 899 2.6% City of Edgerton 4,335 4,254 4,891 5,096 761 17.6% City of Evansville 2,835 3,174 4,039 4,660 1,825 64.4% City of Janesville 51,071 52,210 60,200 62,130 11,059 21.7% City of Milton 4,092 4,444 5,132 5,437 1,040 32.9% Rock County 142,116 141,915 155,355 160,332 18,216 12.8% State of Wisconsin 4,705,642 4,891,769 5,363,715 5,580,000 874,358 18.6% Source: Wisconsin Department of Administration, 2005. U.S. Bureau of the Census, 1970, 1980, 1990, & 2000. 3 Town of Harmony Comprehensive Plan–2035 Chapter 1: Issues and Opportunities Figure 1.2 Historic Population Change (1970-2005) 1970 - 1980 1980 - 1990 1990 - 2000 2000 - 2005* Governmental Unit Name Number Percent Number Percent Number Percent Number Percent Town of Avon -59 -9.6% 15 2.7% 16 2.8% 3 0.5% Town of Beloit -800 -8.7% -1,604 -19.1% 260 3.8% 281 4.0% Town of Bradford 29 2.7% -70 -6.4% -23 -2.2% 20 2.0% Town of Center -34 -3.6% -47 -5.2% 144 16.7% 35 3.4% Town of Clinton -165 -15.1% -26 -2.8% -6 -0.7% 16 1.8% Town of Fulton 740 34.8% 1 0.03% 291 10.2% 72 2.3% Town of Harmony 726 53.2% 48 2.3% 213 10.0% 97 4.1% Town of Janesville 368 13.6% 53 1.7% -73 -2.3% 295 9.7% Town of Johnstown -70 -7.7% 6 0.7% -48 -5.7% -5 -0.6% Town of La Prairie 13 1.2% -156 -14.2% -14 -1.5% -24 -2.6% Town of Lima 116 10.9% 106 9.0% 27 2.1% 2 0.2% Town of Magnolia 10 1.4% -29 -3.9% 137 19.1% 1 0.1% Town of Milton 329 16.6% 47 2.0% 491 20.9% 130 4.8% Town of Newark 118 8.1% -60 -3.8% 57 3.8% 22 1.4% Town of Plymouth 21 1.7% -78 -6.2% 81 6.8% 29 2.3% Town of Porter 56 6.3% 13 1.4% -28 2.9% 44 4.8% Town of Rock 349 11.4% -227 -6.7% 166 5.2% 24 0.7% Town of Spring Valley 60 7.0% -122 -13.4% 43 5.4% - 0.0% Town of Turtle 171 6.8% -245 -9.1% -14 -0.6% -14 -0.6% Town of Union 127 10.6% 208 15.7% 323 21.0% 121 6.5% Village of Clinton 418 31.4% 98 5.6% 313 16.9% 75 3.5% Village of Footville 96 13.8% -30 -3.8% 24 3.1% -19 -2.4% Village of Orfordville 255 28.7% 76 6.7% 53 4.3% 85 6.7% City of Beloit -522 -1.5% 364 1.0% 204 0.6% 331 0.9% City of Edgerton 217 5.3% -81 -1.9% 637 15.0% 205 4.2% City of Evansville -157 -5.3% 339 12.0% 865 27.3% 621 15.4% City of Janesville 4,645 10% 1,139 2.2% 7,990 15.3% 1,930 3.2% City of Milton 393 10.6% 352 8.6% 688 15.5% 305 5.9% Rock County Total 7,450 5.7% 90 0.06% 12,797 9.2% 4,682 3.1% State of Wisconsin 287,911 6.5% 186,127 4.0% 471,946 9.7% 216,285 4.0% Source: Wisconsin Department of Administration, 2005.
Recommended publications
  • Research Highlight
    research highlight October 2007 Socio-economic Series 07-013 A Plan for Rainy Days: Water Runoff and Site Planning Introduction In 2004, the City of Stratford (population 30,000) approved a Theoretical secondary plan for a future city expansion area of 155 ha (383 acres), based on an evaluation of three plans, one of which was derived from the CMHC planning model, the Fused Grid.1 The evaluation compared the plans against 16 criteria falling under three overarching concepts of efficiency, quality and environmental impact. Rainwater can be an asset or a liability depending on the approach to dealing with runoff. Since all three plans protected site watercourses and included stormwater management (SWM) ponds as a requirement, the evaluation criteria did not include rainwater runoff impacts. Current research shows that runoff from development can be detrimental to water quality, aquatic life and the maintenance of Figure 1 An experimental site plan layout using medium water resources. New tools for modelling rainwater behaviour and density forms and estate lots. management, such as the Water Balance Model (WBM) for Canada,2 and new approaches for reducing runoff, have been developed and Purpose and Research Approach have begun to be applied. The available land use plans, the need for The study aims to set out the effects of site design approaches, site effective ways to protect watersheds and the new methods of modelling infrastructure methods and site development standards on the potential presented an opportunity to examine in detail what factors influence for reducing or eliminating water runoff from new development. water runoff and to what extent.
    [Show full text]
  • MEMORANDUM Date: July 10, 2009 TG: 08164.00 To: Terry Moore, Econorthwest From: Andrew Mortensen, Transpo Group Cc: Subject: Street and Non-Motorized Connectivity
    MEMORANDUM Date: July 10, 2009 TG: 08164.00 To: Terry Moore, ECONorthwest From: Andrew Mortensen, Transpo Group cc: Subject: Street and Non-Motorized Connectivity This memorandum provides context to the subject matter of street and non-motorized system connectivity. It was originally written as a broad summary for application in various transportation planning studies. It has been modified slightly for better summary of concepts critical to the transportation plan and policy subject matter considered in the Motorized and Non-Motorized Travel Reports as part of the Olympia Mobility Strategy project. The memorandum includes four major sections: 1. Introduction 2. Importance of Connectivity 3. Barriers to Connectivity 4. Travel Impacts Associated with Connectivity 5. Implementing Connectivity Introduction In the early 1960’s a federally driven process was initiated to establish the first set of consistent, street functional classification plans for U.S. cities. These plans and policies were updated and revised in the 1970’s as Metropolitan Planning Organizations (MPOs) were formed to assist in regional transportation planning. Most regional and many local roadway and street functional classification policies originated from the FHWA Functional Classification guidelines1. As noted in the FHWA guideline for urban streets and shown in Figure 1, collectors are mapped on an internal, 1-mile grid to essentially provide ½ or 1/3-mile connection between local streets and the perimeter arterials, Figure 1: FHWA Scheme which form the grid boundary. FHWA’s original ‘scheme” does not indicate nor did the underlying policy direction emphasize external continuity of collector and local street connectors beyond the arterial-bound grid. Since the 1960s, and up until the 1990s, many cities have favored a land development pattern and street hierarchical network of poor connectivity, with numerous cul-de-sacs that connect to a few major arterials.
    [Show full text]
  • Fully Convolutional Neural Networks for Dynamic Object Detection in Grid Maps
    Fully Convolutional Neural Networks for Dynamic Object Detection in Grid Maps Master’s Thesis of Florian Pierre Joseph Piewak Department of Computer Science Institute for Anthropomatics and FZI Research Center for Information Technology arXiv:1709.03138v1 [cs.CV] 10 Sep 2017 Reviewer: Prof. Dr.–Ing. J. M. Zöllner Second reviewer: Prof. Dr.–Ing. R. Dillmann Advisors: Dipl.–Inform. Michael Weber Dipl.–Ing. Timo Rehfeld Research Period: December 13th, 2015 – June 12th, 2016 KIT – University of the State of Baden-Wuerttemberg and National Research Center of the Helmholtz Association www.kit.edu Fully Convolutional Neural Networks for Dynamic Object Detection in Grid Maps by Florian Pierre Joseph Piewak Master’s Thesis June 2016 Master’s Thesis, FZI Department of Computer Science, 2016 Reviewer: Prof. Dr.–Ing. J. M. Zöllner, Prof. Dr.–Ing. R. Dillmann Department Technical Cognitive Systems FZI Research Center for Information Technology Affirmation Ich versichere wahrheitsgemäß, die Arbeit selbstständig verfasst, alle benutzten Hilfsmittel voll- ständig und genau angegeben und alles kenntlich gemacht zu haben, was aus Arbeiten anderer unverändert oder mit Abänderungen entnommen wurde sowie die Satzung des KIT zur Sicherung guter wissenschaftlicher Praxis in der jeweils gültigen Fassung beachtet zu haben. Sunnyvale, Florian Pierre Joseph Piewak June 2016 iv Abstract One of the most important parts of environment perception is the detection of obstacles in the surrounding of the vehicle. To achieve that, several sensors like radars, LiDARs and cameras are installed in autonomous vehicles. The produced sensor data is fused to a general representation of the surrounding. In this thesis the dynamic occupancy grid map approach of Nuss et al.
    [Show full text]
  • STAKEHOLDERS' PERCEPTIONS on the DESIGN and FEASIBILITY of the FUSED GRID STREET NETWORK PATTERN by HONG ANH MANG Presented To
    STAKEHOLDERS' PERCEPTIONS ON THE DESIGN AND FEASIBILITY OF THE FUSED GRID STREET NETWORK PATTERN by HONG ANH MANG Presented to the Faculty of the Graduate School of The University of Texas at Arlington in Partial Fulfillment of the Requirements for the Degree of MASTER OF LANDSCAPE ARCHITECTURE THE UNIVERSITY OF TEXAS AT ARLINGTON December 2012 Copyright © by Hong A. Mang 2012 All Rights Reserved ACKNOWLEDGEMENTS There are many professionals who have significantly contributed to this research project with their time and their willingness to share their knowledge, and through their understanding and insights about the fused grid. I have learned a tremendous amount from them and thank them for sharing their wealth of knowledge with me. If not for these people, who set aside precious time from their professional endeavors, this research would not have been possible. I would like to express my utmost gratitude to my chair, Dr. Taner R. Ozdil. From choosing a thesis topic to finalizing my thesis paper, his guidance and patience with me has been invaluable. I deeply appreciate his dedication to research and the long hours he spent discussing this thesis with me. I am also grateful to my professors. Dr. Pat D. Taylor’s thought provoking lectures opened doors that led to both innovation and new ideas. Thank you for allowing me to develop my own way of thinking in regards to urban design. Professor David Hopman’s guidance of people places, planting design and construction drawings are practical lessons that I have come to value as I continue my professional development. Thank you for making site visits possible; it has taught me what the value of an education is, surpassing anything you can learn in classroom lectures.
    [Show full text]
  • Filtered and Unfiltered Permeability – the European and Anglo-Saxon Approaches
    Steve Melia Filtered and Unfiltered Permeability – The European and Anglo-Saxon Approaches 1. Bus and cycle gate in Delft, Netherlands. Credit: Steve Melia, 2007. Steve Melia is a senior lecturer in transport The term ‘filtered permeability’ was coined by and planning. His research interests have Melia (2008) and subsequently defined in guidance mainly focussed on the interaction between prepared for the Department of Communities and the two. His PhD concerned the potential Local Government in the UK as follows: for carfree development in the UK. He has advised UK Government departments on “Filtered permeability means separating the eco-towns and the Olympic Park Legacy sustainable modes from private motor traffic in Company on planning for the legacy site. order to give them an advantage in terms of speed, distance and convenience. There are many ways in which this can be done: separate cycle and walk ways, bus lanes, bus gates, bridges or tunnels solely for sustainable modes.” (TCPA and CLG, 2008) The term ‘filtered permeability’ was originally coined, following observations and interviews of transport planners around continental Europe, to differentiate these types of layout from the ‘unfiltered permeability’ which is widely recommended by governments, planners and 6 INTERNATIONAL PRACTICE urban designers in the UK and North America. pedestrians and cyclists. Local examples permitting Unfiltered permeability refers to road layouts which such a comparison are rare in North America and provide equal permeability for all modes. In North the UK. America, the rectilinear grid – with streets open to all traffic – was the traditional street layout for One exception to this (Frank and Hawkins, 2008) settlements developed before the late twentieth compared four areas in Washington State, similar century.
    [Show full text]
  • Grid Plan 1 Grid Plan
    Grid plan 1 Grid plan The grid plan, grid street plan or gridiron plan is a type of city plan in which streets run at right angles to each other, forming a grid. In the context of the culture of Ancient Greece, the grid plan is called Hippodamian plan.[1] Ancient grid plans The grid plan dates from antiquity and originated in multiple cultures; some of the earliest planned cities were built using grid plans. By 2600 BC, Mohenjo-daro and Harappa, major cities of the Indus A simple grid plan road map (Windermere, Florida). Valley Civilization, were built with blocks divided by a grid of straight streets, running north-south and east-west. Each block was subdivided by small lanes. A workers' village at Giza, Egypt (2570-2500 BC) housed a rotating labor force and was laid out in blocks of long galleries separated by streets in a formal grid. Many pyramid-cult cities used a common orientation: a north-south axis from the royal palace east-west axis from the temple meeting at a central plaza where King and God merged and crossed. Hammurabi (17th century BC) was a king of the Babylonian Empire who made Babylon one of the greatest metropolises in antiquity. He rebuilt Babylon, building and restoring temples, city walls, public buildings, and building canals for irrigation. The streets of Babylon were wide and straight, intersected approximately at right angles, and were paved with bricks and bitumen. The tradition of grid plans is continuous in China from the 15th century BC onward in the traditional urban planning of various ancient Chinese states.
    [Show full text]
  • Sustainable Complete Streets Design Criteria and Case Study in Naples, Italy
    Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 19 August 2020 doi:10.20944/preprints202008.0402.v1 Article Sustainable complete streets design criteria and case study in Naples, Italy Alfonso Montella1, Salvatore Chiaradonna2, Alessandro Claudi de Saint Mihiel3, Gord Lovegrove4, and Pietro Nunziante5,* 1 University of Naples Federico II – Department of Civil, Architectural and Environmental Engineering; [email protected] 2 University of Naples Federico II – Department of Civil, Architectural and Environmental Engineering; [email protected] 3 University of British Columbia, Okanagan – School of Engineering; [email protected] 4 University of Naples Federico II – Department of Architecture; [email protected] 5 University of Naples Federico II – Department of Architecture; [email protected] * Correspondence: [email protected]; Tel.: +39-3389996765 (IT) Abstract: (1) Background: A growing number of communities are re-discovering the value of their streets as important public spaces for many aspects of daily life, thus creating the need for a transformation in the quality of streets. An emerging concept is to accommodate all users of the transportation system, a concept that has been labelled ‘complete streets’. (2) Methods: In this paper, we present sustainable complete streets design criteria that integrate complete streets by adding in socio-environmental design criteria related to aesthetics, environment, liveability, and safety. (3) Results: Proposed design criteria provide a street network which provides improvements in aesthetics, to recover historical urban character and realize historical area planning goals; environment, to increase permeable surfaces, reduce the heat island, and absorb traffic-related air pollution; liveability, to create a public space destination in the urban landscape; and safety, to improve the safety of all road users.
    [Show full text]
  • 2008 Planetizen Blog Posts Michael Lewyn
    Touro College Jacob D. Fuchsberg Law Center From the SelectedWorks of Michael E Lewyn 2009 2008 Planetizen blog posts Michael Lewyn Available at: https://works.bepress.com/lewyn/145/ Blog post A few feet Michael Lewyn | December 27, 2008, 7pm PST Because of President-elect Obama's plans to spend billions of dollars on infrastructure, some recent discussion of smart growth has focused on proposals for huge projects, such as rebuilding America's rail network. But walkability often depends on much smaller steps, steps that require changes in tiny increments of space. For example, take a typical tree-lined, upper-class suburban neighborhood, such as the fancier blocks of Atlanta's Buckhead. A four-foot wide sidewalk, although not ideal, can make such a neighborhood very pleasant and walkable. (For an example, see http://atlantaphotos.fotopic.net/p14704743.html ) Now substitute a strip of lawn for the sidewalk. (For examples, see http://atlantaphotos.fotopic.net/p44263562.html and http://atlantaphotos.fotopic.net/p14008023.html ) The neighborhood is not so inviting to pedestrians; although it is certainly possible to walk on this strip of lawn, the lawn can be muddy in rough weather, and a pedestrian might feel uncomfortable walking on something that is not obviously public space. Nevertheless, a city that cannot afford to build new sidewalks would be well advised to encourage homeowners to allow a small easement on their lawn for pedestrians, since the lawn strip is better than the alternative, which is Nothing. In much of Atlanta, homeowners allow trees and bushes to go right up to the street, rather than flanking the street with lawns.
    [Show full text]
  • Cjce-2015-0086.Pdf
    Canadian Journal of Civil Engineering Building Sustainably Safe and Healthy Communities with the Fused Grid Development Layout Journal: Canadian Journal of Civil Engineering Manuscript ID cjce-2015-0086.R1 Manuscript Type: Article Date Submitted by the Author: 13-Jul-2015 Complete List of Authors: Masoud, Abdul Rahman; The University of British Columbia - Okanagan, School of Engineering Lee, Adam; The University of British Columbia - Okanagan, School of EngineeringDraft Faghihi, Farhad; The University of British Columbia - Okanagan, School of Engineering Lovegrove, Gordon; The University of British Columbia - Okanagan, Faculty of Applied Science transp. & urban planning < MANUSCRIPT CLASSIFICATION, planning < Keyword: Transportation, Fused Grid, Healthy Developmet, Sustainable Transport Safety https://mc06.manuscriptcentral.com/cjce-pubs Page 1 of 36 Canadian Journal of Civil Engineering Article: Transportation Engineering Building Sustainably Safe and Healthy Communities with the Fused Grid Development Layout Abdul Rahman Masoud MASc Student Adam Lee MASc Student Farhad Faghihi PHD Student Dr. Gordon Lovegrove (Corresponding author) E-mail: [email protected] Associate Professor School of Engineering The University of British Columbia - OkanaganDraft Kelowna, British Columbia [2 Tables: 500 words] [3 Figures: 750 words] [Text 6,255 words] Total word count: 7,505 words https://mc06.manuscriptcentral.com/cjce-pubs Canadian Journal of Civil Engineering Page 2 of 36 Abstract Road crashes have become a leading cause of injury and death and a major source of greenhouse gas emissions. Modes of active transportation (AT) such as walking and cycling are often overlooked in the community planning process. The Fused Grid (FG) is an innovative subdivision layout, developed by the Canadian Mortgage and Housing Corporation with the objective of balancing the needs of safety and health for residents, with those of the automobile and AT, all in pursuit of enhanced community sustainability.
    [Show full text]
  • Land Use Impacts on Transport How Land Use Factors Affect Travel Behavior 15 April 2011
    www.vtpi.org [email protected] 250-360-1560 Land Use Impacts on Transport How Land Use Factors Affect Travel Behavior 15 April 2011 Todd Litman Victoria Transport Policy Institute With Rowan Steele Land use factors such as density, mix, connectivity and walkability affect how people travel in a community. This information can be used to help achieve transport planning objectives. Abstract This paper examines how various land use factors such as density, regional accessibility, mix and roadway connectivity affect travel behavior, including per capita vehicle travel, mode split and nonmotorized travel. This information is useful for evaluating the ability of land use policies such as Smart Growth, New Urbanism and Access Management to help achieve transport planning objectives. Todd Alexander Litman © 2004-2011 You are welcome and encouraged to copy, distribute, share and excerpt this document and its ideas, provided the author is given attribution. Please send your corrections, comments and suggestions for improvement. Land Use Impacts On Transportation Victoria Transport Policy Institute Contents Introduction ........................................................................................................... 3 Evaluating Land Use Impacts ....................................................................................... 6 Planning Objectives ...................................................................................................... 8 Land Use Management Strategies ...............................................................................
    [Show full text]
  • Land Use Impacts on Travel Summary Factor Definition Travel Impacts
    www.vtpi.org [email protected] 250-508-5150 Land Use Impacts on Transport How Land Use Factors Affect Travel Behavior 1 July 2021 Todd Litman Victoria Transport Policy Institute With Rowan Steele Land use factors such as density, mix, connectivity and walkability affect how people travel in a community. This information can be used to help achieve transport planning objectives. Abstract This paper examines how various land use factors such as density, regional accessibility, mix and roadway connectivity affect travel behavior, including per capita vehicle travel, mode split and nonmotorized travel. This information is useful for evaluating the ability of Smart Growth, new urbanism and access management land use policies to achieve planning objectives such as consumer savings, energy conservation and emission reductions. Todd Alexander Litman © 2004-2021 You are welcome and encouraged to copy, distribute, share and excerpt this document and its ideas, provided the author is given attribution. Please send your corrections, comments and suggestions for improvement. Land Use Impacts On Transportation Victoria Transport Policy Institute Contents Introduction ..................................................................................................................... 5 Evaluating Land Use Impacts ...................................................................................... 8 Planning Objectives ................................................................................................... 10 Land Use Management Strategies ...........................................................................
    [Show full text]
  • Fusing Ancient Concepts Into Contemporary Walkabilty By: Fanis
    Fusing Ancient Concepts into Contemporary Walkabilty By: Fanis Grammenos, Barry Craig, Carla Guerrera and Douglas Pollard Canada Mortgage and Housing Corporation, research Division Ottawa, ON, Canada Introduction: As more and more is learned about the issues surrounding contemporary movement patterns including their excessive generation of traffic and resource consumption the various health issues associated with it, the cost of traffic fatalities and the degradation of air quality etc. there has been an ever increasing demand by both residents and experts alike for a contemporary pattern which facilitate a better balance between walkability and wheeled vehicle movement and which also reduces the need to drive in the first place. This paper posits one such response to this demand: The Fused Grid, a street pattern and neighbourhood circulation approach which fuses the positive elements of many historical patterns into a cost effective, environmentally friendly, safe and walkable community framework. Not only does the grid respond to the issues of mobility but in doing so in this manner it also sets the stage for the development of a fully sustainable community Ancient Background: The Hippodamian street grid (as at Miletus below) was introduced during the 5th century, most likely to facilitate the movement of carts and chariots in a pedestrian society. This could possibly be viewed as the first time circulation system planning began to tip in favour of the vehicle. (Fig 1, ) Fig 1 Hippodamian Fig 2 Organic Fig 3 Vitruvius Prior to that patterns had, to a large extent, developed rather organically in response to natural desire lines and conditions and in certain cases to deliberately confuse invaders.
    [Show full text]