Cost benefit analysis of peri-urban land use policy - Plurel

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The Study Area and Scenario Analysis Greater Dublin Area (GDA) Greater Dublin Area (GDA) consists of not only the business and urban core of Dublin, but also the surrounding Counties of Kildare, Meath, and Wicklow. The area has a land cover of around 7,000 km 2 , and has a total population in excess of 1.6 million (CSO, 2007). There are seven local authorities governing the area. Four of them i.e. Dublin city, Dun Laoghaire-Rathdown, South Dublin and Fingal comprise the Dublin Region, while the other three are in the adjacent counties including Kildare, Meath and Wicklow (see Figure 1). Dublin Area is considered as one of the most negatively affected cities by sprawl development patterns within the European Union in the study carried out by European Environment Agency (see EEA, 2006: 13). According to Williams et.al. (2007), “the outward extension of the commuter belt reaches over 100 kilometres from the Dublin area into Outer Leinster and now adjacent to Ulster counties of Monaghan and Cavan” (Williams et.al. 2007: 6). Considering the uncontrolled urban growth that the Dublin Area has experienced from early 1990s, problems in transportation and landuse planning have also contributed to sprawl type development patterns in the peri-urban areas of the Dublin Region. Since this is the case, the Region has required further examination considering future land development processes and new infrastructure provisions. There are recent attempts in the GDA related to Regional Plans for GDA and the Transport21 project which aim to achieve coordination between transportation/infrastructure provision and land-use development and planning. Regional Plan is searching solutions to mitigate the effects of urban sprawl by focusing on new development centres beyond the Dublin Metropolitan Area. Transport 21 Plan, on the other hand, gives importance to the transportation projects which strengthen the role of existing urban settlements or the settlements having the potential of attracting new residential or industrial growth (see Figure 2). Transport 21 covers the period 2000-2016, and aims at “managing travel demand by reducing overall travel and by increasing share of public transport” (Ellis and Kim; 2001: 363). There is specific emphasis on the rail investments including light rail and metro in order to achieve more compact and mixed developments along the rail lines and in urban centres. In relation with the goals set in Planning Guidelines and Transport 21 Investment Programme, the three scenarios derived from the MOLAND Model will be evaluated in the next section. 64
Figure 1. Growth Paths and Spatial Structure of GDA Source: Williams et.al. (2007) Notes: (a) Functional Urban Region (FUR) is defined in relation with the labour force travel patterns (see Williams, 2006). (b) Arrows show current FUR growth paths along arterial routes. 65
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Sustainability Impact Assessment Mo
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Cost benefit analysis of transport
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Classification of results/outputs:
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Introduction The valuation of the p
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Golf Course Development in the Peri
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Costs and benefits A scoping of pot
Page 13 and 14: Compensation costs to the conversio
Page 15 and 16: We applied the marginal value estim
Page 17 and 18: Table 5: Development costs of golf
Page 19 and 20: The average house price in the poli
Page 21 and 22: Tourism Koper is located in the reg
Page 23 and 24: Results Taking the figures for the
Page 25 and 26: Navrud, S. and R. Ready(2002) Valui
Page 27 and 28: The Mosslands visioning project The
Page 29 and 30: Figure 2: Land Use Plan with Maximu
Page 31 and 32: Table 8: Specifications of each zon
Page 33 and 34: ⎛ Pop ⎞ ⎛ ⎞ T1 GDPT 1 V =
Page 35 and 36: Table 10: Valuation data for wetlan
Page 37 and 38: Table 11:Values for Hydrological Zo
Page 39 and 40: Agricultural zone Land use within t
Page 41 and 42: Table 12: Current Data on Agricultu
Page 43 and 44: Table 14: Gross margin (in 2008£)
Page 45 and 46: details are exhibited in Page 45
Page 47 and 48: Table 16: Profitability of horticul
Page 49 and 50: Public enjoyment and access zone Th
Page 51 and 52: Results and discussion Table 19 exh
Page 53 and 54: Figure 3:Net Benefits of Maximum We
Page 55 and 56: The use of the combining of socioec
Page 57 and 58: Economics for the Environment Consu
Page 59 and 60: Cost Benefit Analysis of Transport
Page 61 and 62: In relation with differing sustaina
Page 63: The MOLAND Model The MOLAND Model i
Page 67 and 68: Scenarios for the GDA Within the fr
Page 69 and 70: Figure 3. Transport 21 Network Used
Page 71 and 72: towns (see Figure 6). In other word
Page 73 and 74: operation costs, travel time, accid
Page 75 and 76: Capital Cost Estimation of Rapid Ra
Page 77 and 78: Valuation of Traffic Safety It can
Page 79 and 80: Railway costs can be analysed as fi
Page 81 and 82: Table 6. Average Earnings-Wage, Sal
Page 83 and 84: value and discounted at a standard
Page 86 and 87: Table 9. Summary of Sensitivity Tes
Page 88 and 89: Source: Lavalle et.al. (2009) The c
Page 90 and 91: DKM Ltd. Economic Consultants. (199
Page 92 and 93: Orsini, F. and Williams, B. (2009)
Page 94 and 95: Applying Economic Valuation to Peri
Page 96 and 97: Table 1: Marginal damage costs of C
Page 98 and 99: Results GDP For the Leipzig-Halle c
Page 100 and 101: Open space Open space in Leipzig wa
Page 102 and 103: Discussion In this report, we have
Page 104: Annex 1: Calculation of Amenity Los
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