scholarly journals Built Environment Correlates of the Propensity of Walking and Cycling

2020 ◽  
Vol 12 (20) ◽  
pp. 8752
Author(s):  
Longzhu Xiao ◽  
Linchuan Yang ◽  
Jixiang Liu ◽  
Hongtai Yang
Keyword(s):  
Built Environment ◽  
Traffic Congestion ◽  
Central Business District ◽  
Decision Makers ◽  
Policy Implications ◽  
Research Attention ◽  
Bus Stop ◽  
Intersection Density ◽  
Business District ◽  
Public Health Promotion

Walking and cycling are not only frequently-used modes of transport but also popular physical activities. They are beneficial to traffic congestion mitigation, air pollution reduction, and public health promotion. Hence, examining and comparing the built environment correlates of the propensity of walking and cycling is of great interest to urban practitioners and decision-makers and has attracted extensive research attention. However, existing studies mainly look into the two modes separately or consider them as an integral (i.e., active travel), and few compare built environment correlates of their propensity in a single study, especially in the developing world context. Thus, this study, taking Xiamen, China, as a case, examines the built environment correlates of the propensity of walking and cycling simultaneously and compares the results wherever feasible. It found (1) built environment correlates of the propensity of walking and cycling differ with each other largely in direction and magnitude; (2) land use mix, intersection density, and bus stop density are positively associated with walking propensity, while the distance to the CBD (Central Business District) is a negative correlate; (3) as for cycling propensity, only distance to CBD is a positive correlate, and job density, intersection density, and bus stop density are all negative correlates. The findings of this study have rich policy implications for walking and cycling promotion interventions.

Walking Distances to and from Light-Rail Transit Stations

1996 ◽  
Vol 1538 (1) ◽  
pp. 19-26 ◽  
Author(s):  
Sean O'Sullivan ◽  
John Morrall
Keyword(s):  
Central Business District ◽  
Design Guidelines ◽  
Walking Distance ◽  
Light Rail ◽  
Rail Transit ◽  
Light Rail Transit ◽  
Bus Stop ◽  
Business District ◽  
The Relationship ◽  
The City

A quantifiable basis for developing design guidelines for pedestrian access to light-rail transit (LRT) stations is provided for planners based on observations in Calgary, Canada. Calgary's LRT system, which began operations in 1981, has been operating for long enough for walking patterns to and from its stations to become established. Interviews were conducted with 1,800 peak-hour LRT users about the origins and destinations of their LRT trips. Those who walked to or from a station were asked to point out on a map their approximate origins or destinations. The distances were then measured off the maps. Walking distance guidelines were developed for central business district (CBD), transfer and local stations. Catchment area maps were produced, and the relationship between reported walking time and measured walking distance was calculated. Also compared are the walking distances at LRT stations and the walking distances at bus stops. The research strongly indicates that people walk farther to reach an LRT station than a bus stop. Using bus walking standards would result in an underestimate of LRT walking distances by about half. For the city of Calgary the average walking distance to suburban stations is 649 m with a 75th-percentile distance of 840 m. At CBD stations the average walking distance is 326 m and the 75th-percentile distance is 419 m.

scholarly journals Analyzing the Issue of On-street Parking in Commercial Areas: A Case Study of the City of Hyderabad, Pakistan

2018 ◽  
Vol 01 (02) ◽  
pp. 01-09
Author(s):  
Baig Farrukh ◽  
Sahito Noman ◽  
Bano Arsla ◽  
Keyword(s):  
Traffic Congestion ◽  
Urban Areas ◽  
Survey Methodology ◽  
Greenhouse Gas Emission ◽  
Central Business District ◽  
Rapid Urbanization ◽  
Analysis Technique ◽  
Business District ◽  
Public Views ◽  
The City

In developing countries, rapid urbanization has created an enormous pressure on land use, infrastructure and transportation. The fast growing ratio of motorized vehicles in urban areas is the main cause of environmental degradation. Almost 80% of the greenhouse gas emission is from vehicles in cities. In the city centers, on-street parking is considered the major cause of traffic congestion. The aim of this study was to evaluate the problems of on-street parking and disorderly parking at Central Business District (CBD) of Hyderabad city. The field survey methodology was adopted to perceive the current traffic problems in the city center and traffic count survey was carried out in both peak and off hours. The data was analyzed using descriptive statistics frequency analysis technique with the help of Statistical Package for the Social Sciences (SPSS). The findings revealed that increasing number of vehicles, on-street parking, improper parking, encroachment, inadequate parking space and poor condition of roads are the main causes of traffic congestion. The study bridges up the research gap of determining public views about on-street parking challenges in the context of Hyderabad, Pakistan and provides statistical results which may equally be adapted by policy makers and transportation planners in order to improve the traffic situation.

scholarly journals Sociodemographic and Built Environment Associates of Travel to School by Car among New Zealand Adolescents: Meta-Analysis

2020 ◽  
Vol 17 (23) ◽  
pp. 9138
Author(s):  
Sandra Mandic ◽  
Erika Ikeda ◽  
Tom Stewart ◽  
Nicholas Garrett ◽  
Debbie Hopkins ◽  
...  
Keyword(s):  
New Zealand ◽  
Built Environment ◽  
Active Transport ◽  
Traffic Congestion ◽  
Meta Analysis ◽  
School Level ◽  
Stepwise Logistic Regression ◽  
Sociodemographic Characteristics ◽  
Intersection Density ◽  
Car Travel

Travelling to school by car diminishes opportunities for physical activity and contributes to traffic congestion and associated noise and air pollution. This meta-analysis examined sociodemographic characteristics and built environment associates of travelling to school by car compared to using active transport among New Zealand (NZ) adolescents. Four NZ studies (2163 adolescents) provided data on participants’ mode of travel to school, individual and school sociodemographic characteristics, distance to school and home-neighbourhood built-environment features. A one-step meta-analysis using individual participant data was performed in SAS. A final multivariable model was developed using stepwise logistic regression. Overall, 60.6% of participants travelled to school by car. When compared with active transport, travelling to school by car was positively associated with distance to school. Participants residing in neighbourhoods with high intersection density and attending medium deprivation schools were less likely to travel to school by car compared with their counterparts. Distance to school, school level deprivation and low home neighbourhood intersection density are associated with higher likelihood of car travel to school compared with active transport among NZ adolescents. Comprehensive interventions focusing on both social and built environment factors are needed to reduce car travel to school.

scholarly journals Measuring thermal comfort in a built environment: A case study in a Central Business District, Jakarta

2021 ◽  
Vol 918 (1) ◽  
pp. 012024
Author(s):  
N A Putri ◽  
R Hermawan ◽  
L Karlinasari
Keyword(s):  
Built Environment ◽  
Thermal Comfort ◽  
Open Space ◽  
Positive Impact ◽  
Central Business District ◽  
High Humidity ◽  
Open Spaces ◽  
Temperature Conditions ◽  
Air Temperatures ◽  
Business District

Abstract It is obvious that an increase in the built environment in many major cities is not balanced with the availability of green open space causing environmental problems such as an increase in accumulative city temperature (e.g., urban heat island). Therefore, many initiatives have been implemented to integrate more green open spaces in an effort to deal with increasing air temperatures in cities, but baseline information on the positive impact on the built environment is still lacking. The objective of this study was to identify thermal comfort in green open spaces and built environments in a central business district. Basic microclimate variables and thermal humidity index (THI) were analyzed in three sites representing the district by also considering the distribution of green open spaces, buildings, and traffics. Results showed that in the morning, the average temperature at the three sampling points have a low temperature (T=27.77-28.50°C) with high humidity (RH=77.21-80.97%) and the THI value is quite comfortable (THI=26.72-27.22°C), while during the daytime, the temperature conditions at the three sites have high temperatures (T=31.37-33.04°C) with low humidity (RH=63.30-65.80%) and high THI values (THI=29.22-30.62°C). In the afternoon, the temperature conditions at the three sample points have a high enough temperature (T=29.70-30.61°C) and high humidity (RH=67.36-71.02%), while the THI value is only in point two, which is close to the quite comfortable category (THI=27.98°C), while other locations have a value THI=28.60°C and 28.62°C. The results of this study mark the presence of green open space with the trees in the district has a positive effect on decreasing air temperature and hence increasing environmental comfort. The addition and enrichment of trees can be done to increase thermal comfort in the built environment.

The Central Business District in American Cities

2018 ◽  
Author(s):  
Emily Remus
Keyword(s):  
20Th Century ◽  
Traffic Congestion ◽  
Central Business District ◽  
Urban Life ◽  
Land Values ◽  
White Families ◽  
Race And Class ◽  
Business District ◽  
American Cities ◽  
The City

The central business district, often referred to as the “downtown,” was the economic nucleus of the American city in the 19th and 20th centuries. It stood at the core of urban commercial life, if not always the geographic center of the metropolis. Here was where the greatest number of offices, banks, stores, and service institutions were concentrated—and where land values and building heights reached their peaks. The central business district was also the most easily accessible point in a city, the place where public transit lines intersected and brought together masses of commuters from outlying as well as nearby neighborhoods. In the downtown, laborers, capitalists, shoppers, and tourists mingled together on bustling streets and sidewalks. Not all occupants enjoyed equal influence in the central business district. Still, as historian Jon C. Teaford explained in his classic study of American cities, the downtown was “the one bit of turf common to all,” the space where “the diverse ethnic, economic, and social strains of urban life were bound together, working, spending, speculating, and investing.” The central business district was not a static place. Boundaries shifted, expanding and contracting as the city grew and the economy evolved. So too did the primary land uses. Initially a multifunctional space where retail, wholesale, manufacturing, and financial institutions crowded together, the central business district became increasingly segmented along commercial lines in the 19th century. By the early 20th century, rising real estate prices and traffic congestion drove most manufacturing and processing operations to the periphery. Remaining behind in the city center were the bulk of the nation’s offices, stores, and service institutions. As suburban growth accelerated in the mid-20th century, many of these businesses also vacated the downtown, following the flow of middle-class, white families. Competition with the suburbs drained the central business district of much of its commercial vitality in the second half of the 20th century. It also inspired a variety of downtown revitalization schemes that tended to reinforce inequalities of race and class.

scholarly journals Heterogeneous Parking Market Subject to Parking Rationing

2015 ◽  
Vol 2015 ◽  
pp. 1-13 ◽  
Author(s):  
Saeed Asadi Bagloee ◽  
Mohsen Asadi
Keyword(s):  
Traffic Congestion ◽  
Choice Model ◽  
Central Business District ◽  
Mathematical Programming Problem ◽  
Shadow Prices ◽  
The Road ◽  
Unique Factor ◽  
On The Road ◽  
Business District ◽  
Parking Permits

Different types of drivers and parking spaces delineate a heterogeneous parking market for which the literature has yet to provide a model applicable to the real world. The main obstacle is computational complexities of considering various parking restrictions along with traffic congestion on the road network. In this study, the heterogeneity aspects are considered within a Logit parking choice model. A mathematical programming problem was introduced to explicitly consider parking capacities and parking rationing constraints. The parking rationing is defined as any arrangement to reserve parking space for some specific demand such as parking permit, private parking, VIP parking, and different parking durations. Introduction of parking rationing in the presence of other constraints is a unique factor in this study which makes the model more realistic. The algorithm was tested on a central business district case study. The results prove that the algorithm is able to converge rapidly. Among the algorithm’s output are shadow prices of the parking capacity and parking rationing constraints. The shadow prices contain important information which is key to addressing a variety of parking issues, such as the location of parking shortages, identification of fair parking charges, viability of parking permits, and the size of reserved parking.

Optimizing route choice in multimodal transportation networks

2014 ◽  
Vol 41 (9) ◽  
pp. 800-810 ◽  
Author(s):  
Behzad Rouhieh ◽  
Ciprian Alecsandru
Keyword(s):  
Public Transportation ◽  
Travel Behavior ◽  
Traffic Congestion ◽  
Transportation Networks ◽  
Routing Algorithm ◽  
Central Business District ◽  
Subsequent Work ◽  
Traveler Information ◽  
Multimodal Transportation ◽  
Business District

Advanced traveler information systems provide travelers with pre-trip and en route travel information necessary to improve the trip decision making process based on various criteria (e.g., avoiding the negative impacts of traffic congestion, selecting specific travel modes, etc.). This study investigates an adaptive routing methodology for multimodal transportation networks. To integrate transit networks, the model takes into account both the predefined timetables of public transportation services and the variability of travel times. A graph theory based methodology is proposed to capture travel behavior within a multimodal network. The study advances a routing algorithm based on Markov decision processes. Special network modeling elements were defined to allow the developed algorithm to select the most efficient transportation mode at each junction along a given route. The proposed methodology is applied to a small real-world network located in the central business district area of Montreal, Quebec. The network includes bus, subway, and bicycle transportation facilities. The simulations were run under the assumption that users do not use private vehicles to travel between arbitrary selected origin and destination points. The developed routing algorithm was applied to several simulation scenarios. The results identified what is the most efficient combination of transportation modes that the travelers have to use given certain traffic and transit service conditions. Larger and more complex networks of motorized and non-motorized modes with stochastic properties will be investigated in subsequent work.

scholarly journals Behavioural Aspects of Office Space Structures in the City: The Case of Warsaw’s Business Districts

2021 ◽  
Vol 6 (3) ◽  
pp. 431-443
Author(s):  
Dorota Celińska-Janowicz ◽  
Maciej Smętkowski ◽  
Katarzyna Wojnar
Keyword(s):  
Urban Space ◽  
Traffic Congestion ◽  
Central Business District ◽  
Space Structures ◽  
Large Cities ◽  
Transport Accessibility ◽  
Commercial Activities ◽  
Discriminatory Analysis ◽  
Business District ◽  
Behavioural Aspects

Agglomeration and urbanisation externalities accelerate the concentration of commercial activities in the urban space and the creation of business districts. As a result, besides the usual central business district (CBD), large cities also have more recent, peripheral, and specialised secondary business districts (SBDs). There is little substantial research on the formation of SBDs in rapidly globalising, semi-peripheral locations, especially in post-socialist metropolises of Central and Eastern Europe. This includes Warsaw, Poland, which is being transformed into an emerging global metropolis. The article aims to determine the differences between the CBD and the SBD in Warsaw in terms of their attractiveness to companies and employees and the spatial behaviours of employees, especially in terms of transport and shopping. The research hypotheses indicate the differences between the two districts in terms of the type of agglomeration economies, transport accessibility, and components of the competitive advantage, as well as the characteristics of companies in those districts. The data are from a survey conducted in 2017–2018 among companies and their employees in both business districts, and they are analysed using basic statistical techniques and discriminatory analysis. The results confirmed there are significant differences between the two Warsaw business areas, mainly in terms of their transport accessibility and urbanisation externalities. In terms of transport, there is a greater role for public transport and rail in the CBD and for motorway and airport proximity in the SBD. Urbanisation externalities are significantly diminished by the traffic congestion in the SBD. The study also revealed that the development of commercial areas in Warsaw—a post-socialist city with a neoliberal model of spatial planning—follows only in some aspects the spatial patterns of business areas in other Western European metropolises.

scholarly journals Exploring Effective Built Environment Factors for Evaluating Pedestrian Volume in High-Density Areas: A New Finding for the Central Business District in Melbourne, Australia

Land ◽  
2021 ◽  
Vol 10 (6) ◽  
pp. 655
Author(s):  
Jiacheng Jiao ◽  
John Rollo ◽  
Baibai Fu ◽  
Chunlu Liu
Keyword(s):  
Land Use ◽  
Built Environment ◽  
Stepwise Regression ◽  
Public Transit ◽  
Central Business District ◽  
High Density ◽  
Walking Distance ◽  
Cross Sectional ◽  
Transit System ◽  
Business District

Previous studies have mostly examined how sustainable cities try to promote non-motorized travel by creating a walking-friendly environment. Such existing studies provide little data that identifies how the built environment affects pedestrian volume in high-density areas. This paper presents a methodology that combines person correlation analysis, stepwise regression, and principal component analysis for exploring the internal correlation and potential impact of built environment variables. To study this relationship, cross-sectional data in the Melbourne central business district were selected. Pearson’s correlation coefficient confirmed that visible green ratio and intersection density were not correlated to pedestrian volume. The results from stepwise regression showed that land-use mix degree, public transit stop density, and employment density could be associated with pedestrian volume. Moreover, two principal components were extracted by factor analysis. The result of the first component yielded an internal correlation where land-use and amenities components were positively associated with the pedestrian volume. Component 2 presents parking facilities density, which negatively relates to the pedestrian volume. Based on the results, existing street problems and policy recommendations were put forward to suggest diversifying community service within walking distance, improving the service level of the public transit system, and restricting on-street parking in Melbourne.

scholarly journals Mode Selection Sensitivity Analysis between BRT and Private Vehicle (Case Study of Pontianak City CBD Area)

2021 ◽  
Vol 27 (1) ◽  
pp. 61-68
Author(s):  
Rudi Sugiono Suyono ◽  
Nurhayati Nurhayati ◽  
Wisa Yustrinisa
Keyword(s):  
Sensitivity Analysis ◽  
Public Transportation ◽  
Traffic Congestion ◽  
Mode Selection ◽  
Central Business District ◽  
Selection Model ◽  
Travel Costs ◽  
Storage Area ◽  
The Difference ◽  
Business District

This type of public transportation BRT mode began to be officially applied in Pontianak City to overcome traffic congestion. The problem is that many travelers prefer to use private vehicles rather than public transportation. This study aims to analyze the sensitivity of the mode selection model which explains the probability of choosing a BRT against aprivate vehicles if a BRT is presented in the Central Business District of Pontianak City. The mode selection method uses the Stated Preferences Technique in the form of a quetionnaire which is analyzed by multiple linear regression to obtain a utility equation. Based on the results of the sensitivity analysis of the mode selection model, the probability value of selecting BRT is 21,7%, if it is in conditions where the difference in the attributes offacilities and comfort (X1) is -10, this means that there are no facilities and conveniences of BRTsuch as private vehicles, thesecond is the difference in  thewaiting time attribute (X2) which is 15 minutes, the third condition is the difference in travel costs attribute (X3) namely Rp 0,- and the fourth condition is the difference in travel time attribute (X4), which is 10 minutes To increase the probability of choosing a BRT to 60%, it can be done by increasing the difference between the facilities and comfort attributes to 0 (zero), which means there is no difference in facilities and comfort that BRT has with private vehicles such as the availability of air conditioning, free WIFI, clean, fragrant, having a bag storage area  and others. This is because the most sensitive attributes compared to other attributes are facilities and comfort attributes.

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