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gn origin and special characteristics (like industrial, educational or residential towns). However these emerging subcentres became more and more isolated from the core city-life. While there was good connection from the city to these new-towns via rail, the transit options within these new-towns were limited. This resulted in the excessive use of cars inside the new-towns. The sheer scale and unevenness of urban development pattern led to a fragmented transport land-use connection and suburbanization in the context of China.

 

1.2 The New Urbanism

 

Postmodernism brought in its wake a new approach to urbanism. The New Urbanism movement began putting transport planning back in the context of urban spatial form. The theory advocated an end to suburbia and other adverse consequences of car-oriented planning, by developing along the transit corridors. Making the nodes diverse through mixed land-use development and increase the density of the built environment. The area along the transit node was made especially pedestrian friendly while limiting parking facilities and car’s right of way. This would in turn promote public transit and ease down on the congestion.

 

However the location of the transit node was vital for a desirable urban development (Table ??). An analysis of public transit’s impacts on urban development can be built upon the basis of urban location theory by Alonso (1964), Muth (1969) and Mills (1972). Which states that transportation defines the urban form and the duration and convenience of accessibility to a certain point determines its worth (Haixiao 2008). Thus companies (or people) making location decisions choose to be closest to the urban centre (or place of work) with the least rent they have to pay. The rent in the centre is the highest where transportation costs are lowest. And the rent (property value) decreases as one moves away for the city centre. For example the central business district (CBD) in a monocentric city. Accordingly a transit node at the urban centre will have maximum property value of its surroundings while it functions as the market centre from which people travel to or from regionally and from where all activities radiate. This led to more commercial, office and other capital-intensive developments in the vicinity of transit nodes, termed as transit-adjacent developments.

 

Urban planners and theorists soon followed to maximise these impacts of transportation on land-use by developing along the transit corridors, however, this time oriented towards the transit node itself while using it as a backbone for sustainable future policy making (Katz 1994). Calthorpe (1993) and others began to channel new urban redevelopment along the transit. In the forefront arose the theory of transit-oriented development. At stations there was an attempt to diversify and densify. A pedestrian friendly approach was considered for the larger space with a highly dense and mixed functioning of land-use; with a conscious attempt at creating ‘more city within a city’ (from the interview: Hamburg Spatia本论文由英语论文网提供整理，提供论文代写，英语论文代写，代写论文，代写英语论文，代写留学生论文，代写英文论文，留学生论文代写相关核心关键词搜索。