The idea of zoning in geography and planning is not a new concept and has been utilised for a variety of purposes over the years. Zoning involves the application of land use regulation in order to achieve a desired output related to the activities that take place in a certain area. A zone can relate to, for example, a park/green space open area or a hospital complex, each with its own unique purpose for the designated area and usually with a set of unique regulations attached to the use of the area. In economics/business the application of zones can be seen in the business parks that now are prevalent in most of our urban areas or the export processing zones that many of our large corporations have taken advantage of in developing nations.
In regards to integrated transport, zoning is often used in urban environments to manage the demands that personal and commercial transport places onto certain areas. These areas are often selected dependent on the level of transport loading that is present, with the areas suffering from high levels of loading being earmarked for zoning and regulation. In the UK, Clear Zones have been used in the past (such as in the Quayside development of Newcastle/Gateshead) to improve public transport, decrease congestion and noise and increase public enjoyment of certain communal areas. The recent (over the last 5 to 10 years) redevelopment of many urban city centres in the UK has provided urban planners with a unique opportunity to apply the most advanced theories in the subject in order to ensure the success of the city centre for the coming years.
Transport zoning has been almost universally been used in a transport demand management context. In this manner planners introduce a certain zone in order to change individual’s behaviour whilst in a certain area. In relation to Clear Zones, if an individual needed to travel into the Clear Zone but knew they would be unable to operate their car in the zone this could encourage them to use alternative transport options such as public transport or cycling. Perhaps the most notable example of transport zoning is that of the London Congestion Charge which charges motorists a daily sum for entering the designated zone. This initiative has been widely regarded as successful, encouraging commuters to switch to public transport, decrease congestion and car use in the zone and also encourage the uptake of alternatively fuelled vehicles within the zone (as they are exempt from the charge).
A potential exists for the purpose of the zones to be slightly altered in order to move away from the altering of individual behaviour with regards to daily transport use, but to attempt to alter more planned behaviour, specifically that of vehicle purchasing. Low Emissions Zones (LEV) have been touted as the next evolution in zoning. These varieties of zones will select an area in the urban centre that suffers from high congestion, high air pollution, noise pollution and regular traffic incidents etc. The main purpose of these zones will be to reduce emissions from vehicle transportation but will also have other positive effects.
The hypothesis is that by making the operation of certain vehicles in a designated area prohibited this will shift transport behaviour to not only alternative transport methods but also to alternative vehicles. A LEV has been operation in London since 2008 but only regulates particulate emissions from lorries coaches and buses and excludes cars. The inclusion of cars and the expansion of the enforcement metric to included other forms of pollution (such as carbon dioxide, hydrocarbon, nitrous oxide etc.) could provide a marked effect in the vehicles operated in certain zones.
In order for individuals not only to alter their day-to-day travel behaviour but to also alter their purchasing behaviour of vehicles they must have faith in the zoning system that is being established possessing a level of longevity. An individual may choose to purchase a bicycle if they need regular access to the newly installed zone if they predict the measure will last in the short and medium term. As the purchase of a private vehicle is often a long term decision, most factors that enter the decision making process when selecting a vehicle must also be long term. Thus to ensure the success of a LEV in altering the purchasing behaviour of an individual, (s)he must believe the measure is both credible and long term.
As LEV will most likely be complex in nature, it is the duty of the relevant government body to provide a widespread and detailed information and advertisement in order to advice all individuals who are likely to be affected by the LEV introduction what their options are. Community and stakeholder involvement is essential in order to generate social acceptance and buy-in. Funds should be made available in order to assist vulnerable/low income groups in adapting their travel patterns to take into account the introduction of the LEV.
I think LEV have a good potential to not only alter individuals travel patterns but also the vehicles they use and purchase. This has already come about to a degree in London due to the introduction of the Congestion Charge and the exemption of alternatively fuelled vehicles. I’m confident if you quizzed individuals who purchased a Toyota Prius or Gee-Wizz in London what their main decision attributes where, they would highlight this exemption. As with any important urban and land use planning, a detailed investigation of any proposed area would have to be undertaken in order to establish the local conditions and take account of any implications that emerge from the potential introduction.
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