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Location maps of Ostrava in Czechia, and of Ostrava’s city center. Source: Luděk Krtička and the authors, maps data: ©ArcČR, ARCDATA PRAHA, ZÚ, ČSÚ, 2016; Copernicus, Urban Atlas 2012, European Environment Agency (EEA).
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This research assesses the way main streets are perceived and used by pedestrians in an industrial, Central-European city—Ostrava in Czechia. The city has recently experienced shrinkage and changing patterns of socio-economic exchange, reason why this research is timely and needed in view of city center regeneration. Four main streets have been pur...
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... Partisipan pengunjung menggunakan ruang jalan bersama dengan teman, yang artinya penggunaan jalan lebih bersifat umum dan sosial. Hal ini disebabkan ketiga koridor jalan yang dipilih merupakan koridor jalan komersial yang memang diperuntukkan untuk mengakomodasi kebutuhan hiburan bagi pengunjung [27]. Oleh karenanya para perencana dan perancang kota perlu mempertimbangkan kembali seperti apa karakter ruang sosial pada jalan yang dapat mewadahi setiap penggunanya. ...
Perencanaan kota di negara berkembang semakin menyadari pentingnya pengembangan yang berorientasi pada manusia. Salah satu konsep yang berkembang pesat saat ini adalah Complete Street. Konsep ini menekankan pentingnya respon desain dan perencanaan ruang jalan kota terhadap keberagaman konteks pengguna sehingga dapat meningkatkan kualitas pengalaman ruang. Namun, karakteristik individu khususnya pengaruh latar belakang sosial budaya terhadap pemilihan ruang jalan kota masih belum banyak dikaji, khususnya dalam konteks negara berkembang. Studi ini bertujuan untuk meninjau status kependudukan dapat menjadi representasi karakteristik individu dan memiliki pengaruh terhadap preferensi ruang jalan kota. Analisis korespondensi terhadap kuesioner semi tertutup (semi close-ended) dari 190 responden di Bandung, Indonesia, menunjukkan adanya hubungan yang signifikan antara status tempat tinggal dan preferensi jalan. Hasil penelitian menunjukkan bahwa pengunjung melihat jalan sebagai tujuan rekreatif, sedangkan penduduk memilih ruang jalan fungsional yang mendukung rutinitas harian (utilitarian). Studi ini mengusulkan kerangka konseptual mengenai empat aspek utama yang memengaruhi preferensi ruang jalan kota, yakni aspek penyerta, aspek motivasi, aspek atraksi, dan aspek mobilitas. Dengan mempertimbangkan aspek-aspek tersebut di dalam perencanaan dan perancangan ruang jalan kota, diharapkan ruang jalan dapat memberikan pengalaman ruang yang akan menjadi identitas kota yang berkesinambungan.
... Against the backdrop of accelerated urbanization, the spatial quality and ecological environment of urban streets have gradually become a focus of attention in both academic research and planning practice [1][2][3][4][5]. As an important component of urban public spaces, streets' greenness and interface permeability directly affect residents' quality of life and the urban ecological environment. ...
... This all makes high streets a "particularly wicked problem" [6] (p. 18), as responsibility for high streets has been "disastrously fragmented"-with different stakeholders and agencies tending to their own narrow viewpoints and with barely anyone taking a holistic approach [6] (p. 18). This, however, makes the high street not only a problem in itself, but also a key part of the solution to broader urban problems-a kind of urban laboratory for walkability, resilience, and sustainability [3,[6][7][8][9][10][11]. ...
... There is no true high street in Warsaw!-This is one of three statements that has long been repeated by literally everyone involved: planning experts (interviews #1,4,9,15), public authority leaders (interviews #6, [11][12][13][14], business consultants (interviews #2, 3,5,7,8,10,16), and residents and local journalists [16,28,29], as well as by tourists and investors from abroad (#10) [29]. And whether the statement refers to the general crisis of Warsaw's downtown streets (#1,7), the characteristics of the urban tissue of post-war Warsaw (#11,12), or the absence of a high street tradition in the Polish capital (#9, [11][12][13], with no local exemplary high street, the image of the desired one has drawn mainly on famous American and European examples [16,28,29]. ...
... In the case of Wars Sawa Junior, even though it loses out to regular shopping malls due to the lack of parking (#7,10), the location on Marszałkowska Street, right between two subway stations, guaranteeing 60 million passers-by a year (#2,14) and great visibility for millions of downtown drivers (#10), enticed top fashion chain brands to open their flagship stores there, even if partly for promotional and advertising goals (#10). In both cases, while "shopping-mall-style" management made it possible to make the deals (#2,8,10), it was the street context itself-either classy or mass-market-that was the key advantage for the tenants (#2, 7,8,10). At the same time, managers of close-by retail/business buildings on Bracka Street (newly renovated CEDET and newly built Vitkac) have operated with no attachment to public space whatsoever, the latter even demolishing the historical continuity of public space [52]. ...
Global discussions on the future of high streets, especially today in times of epidemiological, political, and market turmoil, emphasize the importance of high streets as laboratories for urban walkability, resilience, and sustainability. The major condition, however, is a collaborative, cross-sectoral approach towards high street development. Such efforts have been recently undertaken in Warsaw, Poland, to develop a lively but organized shopping street almost from scratch—a few promising joint initiatives with this goal have been undertaken in Warsaw over the last two decades. Building upon a broad document review and in-depth interviews with sixteen pioneers (business consultants, public authority leaders, and planning experts) directly involved in the development of high streets in Warsaw, this study reconstructs and analyzes their efforts in urban collaboration through the lens of Urban Regime Theory. By discussing strengths and weaknesses of the regime structuring process, this paper points at critical difficulties in high street sustainable development (and consequently, also to overall urban walkability, resilience, and sustainability) which are the inertia of mutual perception by stakeholders, dependency on singular leaders and their personal motivation, the necessity to reinvent the very idea of a high street anew, lack of adequate legal tools for cross-sectoral collaboration, and the stiffening effect of previously set guidelines.
... This phenomenon is especially relevant in mid and low-density urban environments where the 15-minute city principles are not applied, and therefore physical consumption requires a considerable amount of effort (Istrate et al., 2020). In parallel, the increase in the variety of available personal mobility services also reflects consumer preferences for more flexible and convenient ways of transportation that enable door-to-door. ...
The article discusses the impact of the trends towards online shopping and personal last-mile micro-mobility on urban mobility and public spaces. These trends reflect changes in consumer behavior and preferences driven by technology and the increasing availability of online services. The article argues that the preference for door-to-door services can potentially lead to a reduction in pedestrian foot traffic and affect the social sustainability of neighborhoods. To address this challenge, the article proposes the use of small-scale transport hubs strategically positioned to cater to evolving consumption and mobility practices, while also preserving the vitality of public spaces and reducing carbon emissions. The article suggests the need for transdisciplinary approaches and digital tools for knowledge management to address the complex challenges of selecting suitable locations for these hubs in cross-cultural settings. The paper proposes a methodology based on digital tools for addressing the clash between general standardized criteria and context-tailored interests in the process of locating small-scale transport hubs, applied to the case study of six European cities to illustrate the methodology.
... Both keywords were reported jointly, but concerning the walkability research, two research methods have been distinguished, the first using on-site data collection (e.g., field surveys) and the second based on geospatial data approaches, which this research belongs to. On-site data collection tools such as, e.g., the Path Environment Audit Tool, Walking Suitability Assessment Form, Neighbourhood Environment Walkability Survey, among others, takes into account urban factors such as pedestrian counting and direct observations of human activities [33], street width, street flatness, street cleanliness, shade coverage, presence of trees and sound decibels [34]. Furthermore, survey-based walkability assessments may include subjective data, such as people's perceptions of aesthetics, traffic and crime safety, or neighbourhood satisfaction [35]. ...
The ongoing discourse on air quality and climate changes positions walkability as a pivotal point of sustainable urban planning. Urban studies examine a city’s walkability in terms of pedestrian flows, design qualities, and street network topology, leaving walkability comparative frameworks under development. Building on the space syntax theory, this research introduces a “walkability compass”, a four spatial indicator-designed tool for city walkability assessment and comparison. The tools are being tested on eight Baltic region cities: Vilnius, Kaunas (LT), Malmö (SE), Riga (LV), Tallinn (ES), Gdansk, Bialystok, Lublin (PL). The nine-step method framework integrates four indexes: Gravity (Gr), Reach (Re), Straightness (St), and Population density (Pop). The “walkability compass” results reveal significant Re and St correlations; thus, visual and cultural aspects become the main factors in pedestrian-friendly cities. The spatial pattern typology has matched similar cities (Malmö and Kaunas) to work closely on sustainable urban planning development. In all case studies, specific walkability zones were mapped, but the Gr zones turned out to be the most compact ones (the Z-score of Gr was ranged from 355.4 to 584; other indexes oscillated between 209.4 and 542.6). The walkability mapping results are publicly shared via WebMap to stimulate the participatory discussion on case studies cities further development.
... Previous studies have identified many factors that influence walking behaviour. They can be summarized as socio-economic factors such as average household income, vehicle ownership, travel behaviour factors such as walking distance, walking frequency, walking purpose and urban form factors such as activity locations, household residence (Guo and Loo, 2013;Istrate et al., 2020;Lam et al., 2014;Li et al., 2020). Researchers that attempted to explore the linkage between walking behaviour and socio-economic factors found that walking is the main commuting mode for the majority of urban poor (Diaz Olvera et al., 2008;Kumar and Barrett, 2008). ...
Two main urban forms dominate the profile of Mozambican cities. Those built along national roads and those built inland. These urban forms have different impacts on travel behaviour, in particular walking, which is the main travel mode in many Sub-Sahara African cities. Taking a case study of Alto-molocue, a linear structured city built along the main national road and Milange, a relatively compact inland city, both being small cities with distinct urban forms, this paper aims to determine the influence of urban form on walking behaviour in the two cities. The empirical data used was collected among 130 pedestrian commuters in each city. GIS spatial analysis is used to explore and compare the relation of trip origin and destination on walking behaviour between the two cities. Then, Mann-Whitney non-parametric test is employed to examine the influence of socio-economic, travel behaviour and urban form factors on walking to different travel purposes. Generally, the study findings show that inland cities like Milange, present a better walking environment than linear structured cities built along road corridors like Alto-molocue. For both formal and informal jobs, urban form factors such as activity location and household residence have shown a more important influence on walking in Milange than in Alto-molocue. For other travel purposes (shopping and recreation), the study reveals that socio-economic factors such as income present a strong influence on walking in the city of Milange. The study also shows that inland cities like Milange exhibit shorter walking distances to shopping and recreation activities and people walk more frequently than in cities built along heavy traffic national roads like Alto-molocue. The study findings would be helpful to city planners and decision makers when designing strategies and promotional initiatives for more pedestrian-friendly cities.
... Only joint planning and implementation efforts may result in well-structured interventions, which deal both with the site infrastructure (i.e., related to transportation) and with the transformation of the area into a truly multi-use type of district . This should also result in developing pedestrian-oriented structures, well served by the pub-lic transit (Istrate et al., 2020;Viderman & Knierbein, 2020). Developed according to the principles of placemaking and public space design, these can serve as the new type of urban center of metropolitan importance (Carmona, 2019). ...
Development trends regarding the business-related urban complexes seem to evolve from the “big-box” towards the more “multi-use” types of structures. Within it, the special role is reserved for places, which—due to economic, political, and geographical reasons—have not been previously considered as major business hubs. Only recently, places like cities in Central and Eastern Europe have become attractive locations for business complexes. These could offer centrally located and attractive locations for new structures, which resulted in the development of the new type of commercial centers—in the form of multi-use districts, walkable, and complemented by other uses. Therefore, to some extent, these cities “surpassed the development line” of the commercial and business complexes, and have become home to something much more advanced. Within the article, the cases from Poland, including Gdańsk, Warsaw, Cracow, and Wroclaw, are discussed. Not only is the urban arrangement of selected complexes presented, but the planning and socio-economic, legal, and infrastructural aspects of these developments are also discussed.
... "Like a slow-motion Katrina" is how Allweil [1] presents urban shrinkage processes. Although not imposing the abrupt disruptions of an armed conflict, a flood or an earthquake, urban outmigration can have long term devastating consequences, normally triggered by economic downturns conducive to high rates of unemployment, poverty, in-place social segregation [2] and lower levels of social interaction [3]. ...
Urban population decline has been extensively described as a triggering factor for community segregation and fragmentation, as well as for land use vacancy and house/flat vacancies, resulting in rising interest in strategies of green infrastructure expansion aimed at citizens’ wellbeing and urban ecosystems. However, city-scaled green infrastructures can be formed by different typologies of outdoor spaces, providing diverse social affordances that can impact community cohesion and resilience differently. This study focuses on the relationship between preferences for particular outdoor space typologies and for community friendliness, under contexts of urban population decline as a migratory process. In the context of Lisbon, a European capital-city experiencing migration and immigration but also urban population shrinkage in some areas of its metropolitan region, the study used conjoint analysis to test participants’ preference for different attributes of their urban environment. The results showed a significant positive correlation, in the sample living in depopulating neighbourhoods, between preferences for friendlier communities and for outdoor spaces of an enclosed and protected character (r = 0.34), compared with no significant correlation in the studied non-depopulating neighbourhoods. These results do not deny the importance of public parks of wide dimensions as a strategy for shrinking cities’ green infrastructures but suggest that urban citizens living in depopulating neighbourhoods have a higher awareness of the importance of small-scale, enclosed outdoor/green spaces to give a stronger sense of social connectedness. This study contributes to the general literature on urban shrinkage by showing that these sensitive conditions can potentially change behaviour and use of public spaces in urban contexts.
