Travel patterns, attitudes and policies : a concern for urban sprawl : a case study of Bangkok | |
| Author | Wanpen Charoentrakulpeeti |
| Call Number | AIT Diss. no.UE-06-01 |
| Subject(s) | Thailand--Bangkok--Description and travel Travel--Research Cities and towns--Thailand--Bangkok--Growth |
| Note | A dissertation submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy |
| Publisher | Asian Institute of Technology |
| Abstract | Urban growth is an interesting phenomenon when it is related to transportation systems. A multitude of urban activities makes transportation infrastructures on-demand. The distribution of infrastructure in terms of modes (i.e. public and private transportation) and systems (i.e. road networks) results in various traveling behavior; complementary, some travel patterns reinforce the need for transportation infrastructure, thus, both mutually reinforce each other and contribute also to the increase of urban sprawl. Proper transportation policies that support a balance between inter and intra traveling modes and systems play an important role in determining the patterns of travel behavior. Several crucial studies show that travel behavior is the main factor determining urban form, urban environmental quality and urban energy consumption. For the case of Bangkok, statistics show that the majority of residents are middle class people who often can afford private means of transportation. However, there is no data on pattern of travel behavior of this group. This study aims at exploring and addressing this gap. There is another gap that this research wants to fill. The hypothesis is tested whether patterns of commuting relate to urban density, especially at intra-city level. Therefore, attention is paid to individuals traveling in at across various density areas. Further, the study proposes to also integrates generic data (gender, social class, etc) with density, policy, preferences and attitudes in order to find out factors that influence travel behavior and to test behavior and attitudes are homogeneous (cluster analysis) and aim towards controlling urban sprawl. The field study was conducted by using 426 household questionnaire distributed in six randomly selected districts (out of 50) of Bangkok. The districts belong to three density zones -inner, middle, and outer - density defined by population and employment. Per zone two districts were chosen. The questionnaire consists of four major modules covering: 1) general information, 2) traveling and transportation, 3) residential location, 4) attitudes towards energy and transport related measures. Most of the questions are dichotomous or Likert scales (scales 3, 4 or 5). In addition, 10 real estate developers and 16 policy makers and planners were intervic~ti cd to get expert opinion regarding transportation and eucrgy issues. The interview results are used for comparative purposes: Attitudes and preferences of survey respondents can be compared with those of real estate developers and planners/policy makers. There are no serious differences between all these respondents; their attitudes towards public transportation are basically middle calls. The quantitative survey reveals that despite living and working in different density zones, the respondents have homogeneous travel behavior in terms of mode of transport and activity. The respondents mostly commute by private vehicles for working activity. However, the factor of density has a significantly strong impact on travel behavior i.e. trip destination, travel time, distance and cost. Those living in high-density zone travel mainly within their zone. Those living in middle and low-density zones travel across their zone boundary; their destination is to a higher density zone i.e. mainly to the central business district (CBD). Socio-economic characteristics were considered the second factor that shapes travel patterns. Those living in the low-density zone are significantly welleducated, young and single-family employees. They travel to CBD for working, and spend significantly more time and longer distances than those living in the high-density zone, who are mainly elderly employees with an extended family. This result does not exclude that there also less well-off residents living in low density areas who have to travel long distances by using public transportation. There are no significant differences between male and female respondents. To master current transport problems (related to energy and environmental) they mainly favor those measures that have no direct cost effects. Technology and traffic management measures are favored. The results also show that the current transportation and land use policy and strategies of the Government of Thailand have shape, fit and support middle class travel patterns based on private car mobility. Middle class predisposition and stakes in transport have been promoted directly or indirectly by the following: lenient financial lending policy promotion, easy car purchases, absence of auto-restraint features in car and fuel taxes, a 'supply-fix' approach of increasing city road construction, low toll-way pricing, and lack of comprehensive and effective land-use measures and planning. In contrast, these policies de-link the goal of efficient transport in the city and land development, and fail to regulate urban sprawl. It seems that focusing on serving middle and upper class population mobility and accessibility has a general negative impact, and lowers mobility for all. Both the private and public transport modalities in Bangkok keep on being less efficient. The public bus transport system is the most affected compared to private motor vehicles. Nonetheless, it has become obvious that much worse traffic and poorer mobility are affecting every social sector in Bangkok. Certain trends in transport associated with urban form in Bangkok develop alongside with the expansion of the middle class. Imperatives of greater mobility have been enhanced by the growing spatial separation of the residential areas - spreading out to lower and medium density areas, the working places and centre of amenities in the city core. For the expanding middle class population, however, accessibility of the core is being served largely by a mobility based on privately owned vehicles. In this respect, the private car has no competitor. These conditions in turn crowd out and render more inefficient and unattractive mobility provided by the public bus system. Moreover, traffic congestion caused by too many cars on limited road space lower accessibility and mobility for all. The policies recommendation of this study extends beyond conventional policy approaches, which emphasize the provision of transportation infrastructure, aim at providing alternative transports (walking, cycling, bus etc.) and at promoting a balanced city by land-use planning combined with pricing policies directed at car users (with moderate fares for those who use public transport). Thus, land-use and transport strategies need to be integrated not the least for the sake of reducing the use of energy and reducing greenhouse gas emissions. The measures discussed in this dissertation, taken together, could direct Bangkok toward more livable and ecologically sustainable future. Such a change will not come tomorrow; however, the hope expressed above aims at a better city, not only for the residents of Bangkok, but also for those in other places having the same experience as Bangkokians |
| Year | 2006 |
| Type | Dissertation |
| School | School of Environment, Resources, and Development (SERD) |
| Department | Department of Development and Sustainability (DDS) |
| Academic Program/FoS | Urban Environmental and Management (UE) |
| Chairperson(s) | Zimmermann, Willi;Sajor, Edsel |
| Examination Committee(s) | Perera, Ranjith;Pannapa Herabat;Schmid, Willy |
| Scholarship Donor(s) | Energy Policy and Plan Office (EPPO) |
| Degree | Thesis (Ph.D.) - Asian Institute of Technology, 2006 |