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Benefits of pedestrianization and warrants to pedestrianize an area
Abstract
With the rapid increase in numbers of private vehicles on the road, many transportation related issues like congestion, crashes and injuries, pollution, noise etc. have grown very rapidly. Urban settlements like core CBD and heritage town, which were planned for NMT and pedestrians, are worst affected. Environment, in such areas, has degraded to the extent that people do not wish to visit these areas anymore. On another hand, these areas have very significant role in economy and identity of the city. Due to unavailability of space and socio-economic system, only feasible way to upgrade mobility and environment in such special areas is to pedestrianize them. Pedestrianization of the congested street is a very effective, low-cost and sustainable solution. Other than congestion reduction, Pedestrianization has numerous benefits. These list of benefits can be used to advocate Pedestrianization of any street. It can also help in estimating the cost to benefit ratio of such schemes. The first part of this paper summarize various benefits of Pedestrianization from the experience of Pedestrianization scheme around the globe and various researches conducted on its impact. These Benefits can be separated in various categories based on impacts on Transportation, Society, Environment, Economics, and Health. The second part of the paper list down various warrants that can be used as the indicators for the need of Pedestrianization in an area. These warrants can also be used as justification to pedestrianize an area. This paper will help various urban policy makers, land-use and transportation planner, environmentalists and citizens etc. in decision making to solve various urban issues related to transportation.
... Resilient cities will need to reorient the way they think about planning, shifting from vehicle-oriented urban patterns to urban patterns and developments geared toward efficient transportation and security. Not only will the increase in pedestrians and people with disabilities improve the quality of life, but cities that prioritize walking will be able to survive by creating and investing in desirable places to live, work, and play [10]. ...
The concept of urban resilience is considered one of the most important
contemporary trends in sustainable planning related to the organization of the place. This is due to the many risks that cities are exposed to, the most important of which are environmental, economic, social, urban and other unexpected changes in the city and its urban elements that may threaten the stability of these cities, and the quality of urbanization directly affects urban life, because inadequate housing, construction and unplanned expansion Poor design affects the psychological state of the individual, resulting in a lower level of quality of life among individuals. As the problem of the study crystallized (most of the residential communities in Arab cities suffer from their shortcomings and inability to achieve quality of life due to their inflexibility in keeping pace with unexpected changes in the city and urban systems), and the research adopted a hypothesis stating that (there is a link between urban resilience indicators and quality of life). The main objective of the research is (identifying the most important indicators for formulating resilience policies, especially in the field of urban planning, and their importance in showing and monitoring the progress of new urban communities towards achieving their goals). The research paper sheds light on the concept of flexibility in the planning aspect and trying to benefit from it in developing urban areas to meet the needs and requirements of the population by upgrading the positives and reducing the negatives to reach a comfortable and flexible life in a way that achieves the sustainability of the place.
... The benefits of pedestrianisation as an initiative aimed at improving the liveability of cities and reducing the damaging impacts of motorised traffic are widely acknowledged (Sinnett et al., 2011;Soni and Soni, 2016;Jensen et al., 2021). Especially as a consequence of the COVID-19 pandemic (Aldred and Goodman, 2021;Villani and Talamini, 2021), cities are increasingly proposing street closures, in some cases as isolated experimentsin time, in space, or bothand in other cases with more structural ambitions (Bertolini, 2020). ...
The benefits of pedestrianisation are widely acknowledged. Following the COVID-19 pandemic, cities are increasingly proposing street closures, in some cases as isolated experiments and in others with more structural ambitions. Although generally seen favourably, street closures often give rise to conflicts. Existing literature on conflicts in pedestrianisations focuses on residents', shopkeepers', or road users' opposition to the actual interventions. Less attention is given to the tensions and conflicts related to the governance process adopted or the constellation of actors involved. This paper aims to shed light on the broad range of conflicts likely to undermine pedestrianisation initiatives by studying a series of street closures in a semi-central neighbourhood of Turin, the Torino Mobility Lab project. Based on semi-structured interviews and document analysis, the paper shows how different substantive, procedural and relational conflicts can affect the governance of pedestrianisation processes , undermining their effectiveness. The responsibilities and reasons for the success or otherwise of pedes-trianisation initiatives are linked to procedural and relational factors, which often receive less attention than substantive aspects. The inherent political dimension of pedestrianisation, the deep-rooted vision of the street as a space for cars, and the absence of a shared vision placing street closures within a system of actions aimed at undermining the principle of automobility as a right are also highlighted as key underlying factors.
... Incluso estas pueden transformarse en un recurso turístico y de ocio (Troitiño, 2003). Así también la integración de diversas actividades en este espacio coadyuva a tener una percepción positiva de la seguridad ante la delincuencia, y a conservar los edificios históricos al reducirse las vibraciones y contaminantes provenientes de los vehículos (Soni & Neetishree, 2015). En suma, los beneficios más resaltantes suelen ser los asociados a la mejora de la salud (Pozueta, Lamíquiz & Schettino, 2009), la disminución de la contaminación ambiental, acústica y a la reducción de accidentes de tipo vehicular (Sanz, 1998). ...
Resumen
La implementación de políticas públicas se ha convertido en un gran reto para los gobiernos. A ello no es ajeno la gestión de una peatonalización que, como toda política pública, busca satisfacer necesidades demandadas por sus ciudadanos. En ese sentido, en el presente trabajo, se busca identificar la mejor manera de abordar este tipo de políticas urbanas, teniendo en cuenta los diversos elementos o agentes que la conforman y la multiplicidad de relaciones que se generan dentro de este sistema funcional. Para lo cual se ha revisado el estado del arte, y, además, analizado algunos casos de peatonalización a través del uso de histogramas. Luego, en base al conocimiento adquirido proponer un modelo conceptual y una diagramación temporal para casos genéricos de peatonalización. Finalmente se concluye que, a pesar de los intentos de los urbanistas por tratar con políticas peatonales, estos resultan ser de naturaleza perversa, es decir, son problemas complejos.
Abstract
The implementation of public policies has become a great challenge for governments. The management of pedestrianization, which—like any public policy—seeks to satisfy the needs of citizens, is no stranger to this challenge. This paper seeks to identify the best way to approach this type of urban policy, taking into account the various elements or agents that make it up and the multiplicity of relationships that are generated within this functional system. Some cases of pedestrianization have been analyzed through the use of histograms, and based on the knowledge acquired, we propose a conceptual model and a temporal diagram for generic cases of pedestrianization. We conclude that, despite the attempts of urban planners to deal with pedestrian policies, they turn out to be of a perverse nature; they are complex problems.
... Additionally, it is important to point out that today's cities have other requirements than cities in the past (Panagopoulos et al. 2018), the challenge is to conceive urban spaces that prioritize social relations in public space and that contribute to the generation of sustainable cities with less vehicular traffic (Soni and Soni 2016). Loss of quality of public space affects cities in different contexts, this has caused a reformulation of public spaces based on the logic of prioritizing pedestrians, and has forced to seek comprehensive planning, especially in highly consolidated areas. ...
Introducción. El espacio público es importante en la arquitectura de las ciudades; sin embargo, desde el siglo XX ha perdido su protagonismo. Además, se ha dado un descenso en la realización de actividades sociales debido a la aparición de ciertas tipologías arquitectónicas. En este sentido, el estudio de los usuarios en el espacio público permite comprender sus necesidades y diagnosticar futuras intervenciones urbanas. Cuenca fue declarada Patrimonio Cultural de la Humanidad por la UNESCO. “El Barranco” es el borde del Centro Histórico de Cuenca y es un importante conector con la zona de nueva planificación lo que lo convierte en un escenario elemental de relaciones sociales. Objetivo. Determinar la influencia de la calidad del espacio público en los patrones de comportamiento de sus peatones. Metodología. La investigación fue de carácter cuantitativa, de tipo descriptiva realizando cada punto de estudio observaciones de la dinámica peatonal durante dos semanas y mediante una ficha de recolección de datos se aplicaron encuestas a 240 usuarios que frecuentan las escalinatas y se obtuvieron 3337 formularios. Resultados. A través del estudio de cinco puntos estratégicos de “El Barranco” se determinó que la calidad de su espacio público no es buena y esto ha incidido a que sus escalinatas se usen mayormente para actividades necesarias, y que exista muy poca motivación para desarrollar actividades sociales. También se encontró que el grupo etario, la nacionalidad y el grupo étnico influyen en los patrones de comportamiento de los peatones. De todos los peatones que transitan por los puntos de estudio se determinó que solo el 20% realiza actividades sociales, 24% actividades opcionales y el 56% solo los utiliza como puntos de conexión a sus actividades cotidianas.
... Los beneficios que conllevan las peatonalizaciones y el calmado o la limitación del tráfico motorizado, fueron reivindicados ya desde la década de los años setenta (Gehl, 1971;Appleyard y Lintell, 1972;Monheim, 1975;Peters, 1979). Este tipo de transformaciones urbanas suelen suponer numerosas mejoras, no sólo en el funcionamiento de la movilidad y la accesibilidad, sino también en la calidad ambiental y la salud pública, además de reportar beneficios en términos sociales -por favorecer las interacciones personales, espacios públicos más activos y, por tanto, también más seguros-, y económicos, pues son garantía de un mayor éxito comercial y turístico (Zuckerman, 1992;Hass-Klau, 1993Sanz, 2008;Pozueta, Lamíquiz y Porto, 2009;Litman, 2018;Machín, 2015;Soni y Soni, 2016). ...
Resumen
Los proyectos de transformación urbana que fomentan la prioridad peatonal suponen notables mejoras en la calidad del espacio público y la movilidad sostenible, y por tanto, en condiciones ambientales, sociales y económicas. Sin embargo, si no se toman las precauciones necesarias en su implementación, también pueden terminar generando indeseables consecuencias, como la expulsión y el desplazamiento del pequeño comercio tradicional, sustituido por franquicias y multinacionales, debido principalmente al incremento de valor inmobiliario del área transformada. Este modelo consolida, inevitablemente, procesos de exclusión, gentrificación y segregación socioespacial, que impulsan la pérdida de diversidad, identidad y complejidad en los centros urbanos.
Ante la inexistencia de estudios que precisen estos impactos en la ciudad de Madrid, surge esta investigación, con el fin de cuantificar y cualificar los efectos generados por las priorizaciones peatonales sobre comercio y servicios a pie de calle en los principales ejes comerciales de la ciudad. Para ello, se registran y analizan, sincrónica y diacrónicamente, las actividades económicas del zócalo comercial de nueve ejes madrileños durante el período 2008-2018. Se termina verificando que dichas transformaciones han sido determinantes en la desaparición del comercio tradicional, principalmente en condiciones de mayor centralidad y de peatonalizaciones completas.
Abstract
Urban transformation projects encouraging pedestrian priority represent improvements in the quality of public spaces and sustainable mobility, and therefore, in environmental, social and economic conditions. However, if preventive measures are not taken in its implementation, they end up generating undesirable results, like the expulsion and displacement of small traditional retail shops, being replaced by franchises and multinational stores, which mainly derives from the increase in value of real estate properties in transformed areas. This model inevitably consolidates processes of exclusion, gentrification and socio-spatial segregation, which drives into a loss of diversity, identity and complexity in urban centers. In the absence of studies that specify these impacts in the city of Madrid, this research emerges, in order to quantify and qualify the effects caused by pedestrian prioritization on the commercial sector and services at street level in the main commercial areas of the city. To this end, all the economic activities of nine commercial axes have been registered and analyzed, synchronously and diachronically, in the period 2008-2018. Finally, it is verified the implication of these urban transformations in the disappearance of traditional retail shops, mainly in conditions of greater centrality and full pedestrianizations.
... In addition, the rapid growth of the cities cause a rapid change and transformation in the functions of the city center. This change cause traffic congestion and environmental pollution in urban centers and a decrease in physical, social and economic attractiveness (Oztan 2004;Soni and Soni 2016;Tarakci Eren et al. 2018). ...
Due to the urbanization in the world, there is a great increase in the number of vehicles in the cities. The increase in the number of vehicles causes an increase in vehicle roads and prevents the pedestrians to move comfortably and safely in the cities. This situation affects negatively the individuals living in urban areas in terms of social, economic and physical aspects. Antalya where the research area is located is one of the Turkey's most important tourism centers. Şarampol Street, located in the center of Antalya city, is one of the most densely used streets in the city. In 2017-2018, the street was closed to traffic within the scope of urban design and landscaping project. Thus, the street has been pedestrianized by the spatial arrangements realized within the scope of the project. In this study, it is aimed to investigate the pedestrianization of Antalya-Şarampol Street in terms of landscape design and user satisfaction. In this context, as a result of the evaluation of the data obtained from the analyzes, 82.3% of the users stated that they were satisfied with the project which realized in the street. They also stated that after the implementation of the project, the street became a center of attraction for the region. As a result recommendations have been made to increase the spatial quality of the research area and to increase user satisfaction.
The implementation of Low Emission Zones (LEZs) is hampered by a lack of knowledge about social and economic impacts. This paper presents insights into how LEZs impact retail activity, innovatively including perspectives from both residents and retailers. A two-pronged research approach was implemented in Madrid, with two survey campaigns that analysed key drivers impacting residents' shopping activity and retailer sales levels within LEZs. The research design was based on discrete choice analyses. The main results indicate that private vehicle users with limited access to LEZ are expected to decrease their shopping activity within the LEZ. At the same time, inequalities in performance emerge between different types of stores, according to turnover and time at the location. The results provide policymakers with insights into more inclusive design and implementation of LEZ.
From ancient times, streets have been the designated urban spaces for people to celebrate different activities like festivals, political protests, selling- purchasing goods, etc. The streets are the public realm which should have people its first priority. The street design has shifted their centre from people and social spaces to vehicular congestion solutions. The augmentation of vehicular movementson streets have shattered the urban livable environment of a street and converted these public realm for a vehicular movement only. The research is around the commercial streets of Delhi. The Research will begin by understanding the unfavorable conditions for pedestrians on commercial streets and impact of pedestrianisation in improving such conditions. The motive is to hierarchically re-orient the street in order to create a sense of place that fosters social interaction. Various elements of a street including furniture, neighborhoods, etc will be studied and the influence of these elements on the overall urban life of a street to encourage livable walkable space for pedestrians will be drawn. Depending on case studies, surveys and observations, ways of making these streets interactive and livable for pedestrians will be studied. From aforementioned work, some modules and sections will be proposed on the basis of the context of Delhi. Ultimately, the paper will conclude the set of modules that encourages the pedestrian activities rather than vehicular movement.
Form-based codes (FBCs) pursue alternative built environments that integrate design-focused approaches for the purpose of fostering predictable development outcomes. The emphasis of FBCs on legitimate building types and physical parameters may provide local authorities with new opportunities to incent a variety of sustainable design features. Despite the recent popularity in urban infill and suburban retrofit projects, little research exists to explain the expected benefits of form-based approaches. This study evaluates the evolution of FBCs across diverse cities in relating a range of geographical scales to differing contextual conditions. Focusing on five FBCs adopted in the United States between 2010 and 2015, building and street design elements are analyzed to investigate the linkages between development context and built outcomes. This study supplements prior research on design coding by demonstrating that the local and metropolitan context of FBCs can help explain how placemaking goals may be achieved. The typology framework presented in this paper also serves as a minimum set of standards for reconciling the public’s expectation for amenities with the private sector’s willingness to contribute their resources to the local built environment.
Non-Motorized Transport (NMT) or non-motorized transportation is a form of sustainable transportation and environmentally friendly, reducing the environmental impact caused by transportation activities. Motor vehicle emissions cause greenhouse gas emissions and affect global warming and climate change worldwide. Walking is a form of non-motorized transportation. This research aims to determine the priority for developing Non-Motorized Transport (NMT) facilities in Makassar City, focusing on pedestrian paths that are comfortable for everyone. The research location is in the Losari Beach area to Fort Rotterdam as one of the recreational areas that are dense with the activities of the people of Makassar City. This research is descriptive quantitative, analyzing pedestrian paths availability and comfort level using a Likert scale to obtain comfort levels and Analytical Hierarchy Process (AHP) to get pedestrian path development priorities. The results showed that Non-Motorized Transport (NMT) facilities, such as pedestrian paths in Makassar City, were not maximally available, and utilization was not optimal.
Urban stakeholders have divergent interests in the use of public space in cities and should be considered in city-planning of urban freight. This paper explores Swedish urban stakeholder's interests in the use of public space. A literature review on Urban Freight Stakeholders (UFSs) with direct impact on city-planning, and their interest’ in the use of public space was conducted and used as a theoretical foundation in a cross-case analysis of two Swedish cities. Forty-five semi-structured interviews, and forty-one answers from a multiple-choice question were used as empirical data in the evaluation of UFSs' interests. The paper shows that interests' of UFSs which contribute to attractive urban environment should be considered in city-planning of urban freight. In addition, policies on road safety, decoration of the city environment and pricing the use of public space in cities need to be developed at local authorities. The paper confirms property owners as UFSs with similar accessibility and service interests as local authorities in the city-planning of urban freight. The literature review of published research and a cross-case analysis of Swedish UFSs' interests in public space in two cities provides insights for further development of research to enrich theory and city-planning of urban freight.
COVID-19, the most wide-spread and disruptive pandemic in over a century, enforced emergency urban design responses meaning to recalibrate transport provision globally. This is the first work that systematically evaluates the ‘public acceptance’ as a proxy for ‘policy success’ and ‘potential for longer-term viability’ of the high-profile sustainable transport intervention package introduced in 2020 in the capital city of Greece known as the Great Walk of Athens (GWA). This is achieved through a twin statistical analysis of an e-survey that looked into the attitudes and urban mobility experiences of Athenians accessing the area of the trial daily. The research enabled a comparison between the pre- and post-implementation traffic situations and provided details about specific measures packaged in the GWA project. Our results suggest that walking and cycling uptake were only marginally improved. Traffic delays for car users were considerable. Car usage declined somewhat, with the exception of ride-sharing. Public transport ridership numbers suffered a lot because of concerns about sharing closed space with many others during a pandemic. Men and people on low income were more likely to agree with the ‘change’. Naturally this was the case for people identified as primarily cyclists and pedestrians. The most impactful package elements in terms of car lane sacrifices (i.e., the redevelopment of Panepistimiou Street) had the lowest acceptability rates. A key reason that underpinned people's hesitation to approve the GWA initiative was the lack of public consultation in the decision-making that shaped the project. Our study provides evidence-based generalisable lessons for similar metropolitan environments looking to implement more or evaluate for possibly making permanent ‘rushed’ anti-Covid street redevelopment measures.
This research provides a mixed method of investigating and analyzing pedestrian behavior in pedestrianized areas, which is one of the human-based urban development practices. The relationship between pedestrian behavior and perception of the city is discussed through a combination of architect and urban planner Gordon Cullen's theory and Space Syntax methodology. This study examines the development and implementation of the methodology to understand the relationship between pedestrian behavior and space in Besiktas Koyici settlement, Istanbul. The methodology, integrated with on-site observations (observing 10 min at five different observation points in the settlement at predetermined times on weekdays and weekends), surveys (determining pedestrian movement and perception in terms of Cullen's theory) and spatial configuration (Space Syntax analysis (connectivity, integrity) done with DepthMapX software), aims to analyze pedestrian behavior patterns. The concepts of sense of place and content, as well as the effects of their sub-concepts on their behaviors, were revealed because of a survey conducted with students and architects of variety of educational levels who are daily users of the field. Pedestrian counting and observations were used to create density, activity, and mobility maps of the area. It has been found that pedestrianized areas have a significant impact on pedestrian behavior through influencing vitality and appeal and that Cullen's theory may be used to analyze pedestrian behavior and perceptions of the city. The study showed that spatial configuration and Cullen's theory effect pedestrian movement by complementing each other.
There are 127 million walking trips in the United States every day. For many years, urban planning has intentionally disregarded or remained unconscious about the needs of human beings as the rate of vehicle ownership in cities continues to increase. Thus, improving urban morphology to promote a better quality of life among pedestrians is necessary. The article provides an integration review between several urban approaches to answer the following questions: What are the factors affecting pedestrians? And How does urban morphology affect pedestrians? The study proposes three categories of factors, The study finds seven pedestrian responses related to the effect of urban morphology on pedestrians. The main contributions of this research study are (1) an integrative review of existing literature studying the interaction between pedestrians and urban morphology using social, spatial, visual, or climatic approaches and (2) a novel Factors/Responses model base on stimulus organism response theory the model integrates multiple approaches to identify urban morphology factors that affect pedestrians and find pedestrian responses to each of these factors. (3) Update a pedestrian needs model based on Maslow's Hierarchy of Needs. The novel model can be used to study the interaction between pedestrian and urban morphology to enhance pedestrian conditions.
Financing of public transportation has been a challenge that needs to be concerned because
ridership has decreased by up to 90% with the impact of COVID-19. This study presents
sustainable policy recommendations and their cost-benefit analyses for the financing problems in
public transportation caused by COVID-19. First of all, the public transportation data of
Eskişehir-Turkey between the years 2018-2021 were investigated according to different public
transportation modes, and financial losses were calculated for municipality. Secondly, within the
scope of the study, six policies were recommended as follows: (i) different network and service
plans for public transportation, (ii) new or improved low-budget public transportation, (iii)
congestion pricing, (iv) bike, bike-sharing and e-scooter, (v) park and ride, (vi) pedestrianization.
Crucial points in the implementation of policies and their possible financial impacts were
investigated. According to the findings of the study, total ridership decreased 72.94 million in
2020 and 2021 compared to pre-COVID-19. In different modes, it was observed that the decrease
buses ridership was higher than in trams. Municipality financial loss was calculated as $19.69-
24.87 million. In the cost-benefit analysis results of recommended policies, net present value was
calculated as 0.28-23.36 million $ according to different scenarios and sensitivity analyses. It has
been foreseen that this is a very suitable period for the implementation of these policies, they
could provide sustainable urban transportation and increase the quality of life as well as solving
financial problems.
This paper provides an integrated analytical framework to investigate the demographic and behavioural factors that significantly influence public support for pedestrianisation. Pedestrianisation is often introduced by local authorities with the intention of improving air quality, the walkability of streets, road safety and opportunities for the local economy, however, issues remain regarding how accessible pedestrianised areas are for individuals who have conditions that limit their mobility. Using data from a survey, conducted during 2020 in Edinburgh (UK), public perceptions towards pedestrianisation were investigated through statistical testing and the development of random forest and ordered probit models. The random forest approach can help identify the relative importance of explanatory variables, whereas the ordered probit models can unveil the demographic and behavioural determinants of public support. To account for the potential effect of unobserved heterogeneity within respondents’ perceptions, random parameters were also considered in the ordered probit modelling framework. Initial results showed that residents are generally supportive of most issues surrounding pedestrianisation. Random parameters ordered probit modelling identified mode of travel and trip frequency as significant factors affecting key aspects of public support, such that active travellers were significantly more likely to support pedestrianisation, while those who rarely visit Edinburgh city centre were more likely to oppose pedestrianisation. Overall, a variety of independent analyses and modelling approaches suggest common influences on opinion, including behavioural patterns relating to transport modal choice and trip frequency, while disability was also found to have considerable effect on support as a fixed and random parameter. The statistical models are evaluated in terms of goodness-of-fit measures, before policy implications are discussed.
The increase in life expectancy is undoubtedly a social achievement. If we want an inclusive and integrating society, the inclusion of the age perspective is key when planning the city and its services. Accordingly, this is reflected in the Sustainable Development Goals (SDGs), especially in SDG 11.2, which aims to provide and expand access to public transport with special attention to the needs of the elderly. In general, the data required to evaluate public transportation is managed by the bus operators and/or other entities that decide whether (or not) to share it. This hardnesses the independent evaluation of the bus service by third-party stakeholders. Thus, this article aims to objectively assess the bus network’s quality of service, relying exclusively on available socio-demographic and mobility open data, highlighting the elderly as target users in the city of Melilla (Spain). The open data available allowed the computation of indicators, such as journey times estimation or bus stop distribution to evaluate the universality in access to public transport. However, it has been noted that the lack of available data prevents the calculation of other age-friendly indicators. The main result of this research is that bus service provides a considerable reduction in journey times for the elderly than for non-elderly.
KeywordsOpen dataPublic transportBus serviceElderly
Previous studies have investigated the increased volume of pedestrians to establish success rates of the pedestrian-friendly policy after a street redesign intervention. However, few studies have focused on the effect of street regeneration on air quality perception and user satisfaction. The influence of the physical environment on street vitality may vary, depending on area context and regional factors. A comprehensive understanding of effective interventions could increase pedestrians’ satisfaction with their walking environment. This study examines the effect of pedestrianization on individuals’ air quality perception and satisfaction, based on three regenerated streets in Seoul, Korea. We analyzed data from 672 questionnaires administered after the pedestrianization project. We used a subset of variables in a binary logistic regression model to understand general determinants of user satisfaction toward their walking environment. Our case study contributes to the verification of pedestrianization effects on air quality perceptions. Results show that overall satisfaction could be acquired through positive perceptions of air quality, as achieved through pedestrianization of streets. Moreover, pedestrian satisfaction varies according to the purpose, activities and health-related behaviors and attitudes. The interrelationships between environmental health, activity, satisfaction and quality of life provide design insights to consider when implementing pedestrianization projects in the future.
Political support for active mobility is growing for many reasons, including land use planning, health, and improved mobility. As the vital part of many cities is their central area, decision-makers need to know what factors are essential for increasing walkability. This paper aims to identify the main factors affecting the walkability of the city centre of Gdynia (Poland). To achieve this, the research design was adjusted to the specificity of the local use case. Based on primary data collected via personal interviews, factor analysis was applied to rule out potential collinearity and reduce dimensions. Logistic regression models were then constructed. The results were compared with the research carried out in other cities. The results show that only two of the analysed factors are significant, namely accessibility and safety. Both are extensive categories and include many subcomponents that are influential among different groups of citizens. Our research also confirms that walkability is a city-specific issue that is influenced by many local factors.
Cities worldwide reallocate street space from serving cars to other modes and uses as part of strategies to make their city centers attractive, vibrant, and accessible. Novel empirical knowledge may reduce uncertainties and opposition to implementation. This article contributes insights into how commuters and city center users adapted to rapid and radical street reallocations in the Oslo city center and the effects and consequences they experienced. Extensive surveys were conducted before and after realization; the results showed weak but positive results for the issues investigated, such as commute satisfaction, experienced accessibility, frequency of visits, and appreciation of the city center. Travel experiences improved for those walking and bicycling, whereas they worsened for those driving. The results showed only minor modal changes. The interventions contributed positively to factors attracting visitors, and thus, the findings might expand authorities’ understanding of feasible interventions when developing more sustainable and people-friendly cities.
Regenerating the historic centres of cities has long been an important and widely used intervention for local authorities to fight urban decay and obsolescence. It also has helped administrations to increase their competitive power in attracting new businesses, increasing visitors’ footfall, and to promote rising property values. Pedestrianization is one of these intervention tools used to regenerate historic city centres, providing benefits in such areas as health, environment, transportation and accessibility, and also economic and social prospects. Pedestrianization is also one of the most important contributors to the expansion of retail activities, since it increases visitors’ footfall. On the other hand, pedestrianization might produce an unintentional commercial gentrification. Therefore, it is wise to note that feedback mechanisms should be established in the earlier phases of the regeneration plans formulated by municipalities. In this respect, the regeneration of the historic centre of the Istanbul’s Kadıköy district, which started in 2004 and still continues, is important. In Kadıköy, after the implementation of the pedestrianization scheme, the area has witnessed an unintended commercial gentrification which led to the change of retail functions to a large extent. In this paper, the reasons behind this commercial change, and the displacement of small retailers between 2004 and 2018, is discussed.
This paper evaluates the efficiency of existing pedestrian facilities in Ludhiana, Punjab (India) using the Pedestrian Level of Service (PLOS) model. Assessment of the PLOS is essential in analysing the factors that lead to pedestrian congestion in the city. The study focuses on the major junctions and the city’s core and is limited to Ludhiana considering the population projection and the proposed Land use. The paper is an exploratory study that collects and analyses data from primary and secondary sources. Primary studies included on-site observations and surveys such as user evaluation survey and pedestrian volume count, interviews, and discussions with domain experts and residents on pedestrian facilities’ problems. The approach is intended to assist Urban Planners and Transportation Engineers in making informed decisions when designing road cross-sections that satisfy pedestrians’ basic need and assess and prioritise the needs of existing roadways for sidewalk retrofit development. Further, this study can be used as a benchmark for pedestrianizing the other congested streets and intersections.
Asian cities have increasingly been promoting the creation of walkable built environments as a catalyst for local economic development in global competition. However, the economic influences of pedestrianization are still debatable without sufficient quantitative assessments in Asia's commercialized cityscape along with mega-rail projects, high-rise buildings, and traffic-choked streets. This research examines the net capitalization effects of skywalk network and pedestrian zone schemes on office towers and retail streets using the case of Hong Kong. The sets of hedonic regression models in a quasi-experimental research framework show mixed results. The expansion of skywalk networks produced positive capitalization effects on podium-level office units connected by footbridges near metro rail exits, while having insignificant impacts on street-level retail units. The models also reveal that the implementation of pedestrian zone schemes generated insignificant capitalization effects on street-level retail units regardless of rail proximity. The evidence gives some credence to the notion that the creation of walkable built environments in Asian cities would contribute to capital accumulation through mega-rail plus international office tower projects. However, the findings also infer that pedestrianization initiatives in global competition would lead to neither commercial revitalization nor gentrification on local retail streets around metro rail stations.
In light of the rapid global urbanization, providing a better quality of life in cities is becoming an increasingly critical issue for urban planning. However, the links between the built environment and subjective well-being are not sufficiently understood. This paper reviews the evidence on the range of pathways linking the built environment to subjective well-being. Seven potential pathways are identified and reviewed: (1) travel, (2) leisure, (3) work, (4) social relationships, (5) residential well-being, (6) emotional responses, and (7) health. Based on this knowledge, the paper presents an overview of strategies for improving subjective well-being through urban planning. Among others, proposed strategies are to: enhance conditions for active travel; improve public transport while restricting cars; provide easy access to facilities and services; develop or steer technology and emerging mobility options to improve inclusiveness and quality of life for different groups; integrate various forms of urban nature as much as possible; provide accessible, inclusive public spaces and communal spaces; maintain upkeep and order in urban space, vegetation, and transport systems; implement noise reduction strategies; develop aesthetically pleasing buildings and public spaces based on residents' needs and preferences; and reduce socio-spatial inequalities while providing support for housing and transport for vulnerable groups.
This chapter investigates walking mobility as an element of modal split on the example of cities of Warsaw and Gdynia (Poland). Research methodology presents a real challenge in trying to establish the precise share of walking in urban modal split. Whilst the methods applied in defining and measurements of mechanised trips have an established presence in the transport economics, the measurement of walking mobility is not as simple. The results vary not only because of the nature of cities (their size, spatial, demographic and socio-economic and natural features) but also because of methodology being used to measure walking trips. The chapter identifies main challenges of measurement of walking mobility, focusing on results of different research methods. The comparison was made using the case study of two cities in Poland conducted in 2015. Conclusions are of practical and methodological importance for future research of sustainable mobility policy.
Cities have intensified the adoption of Low Emission Zones (LEZs) to improve urban livability. Despite the high social controversy caused by LEZs in many cities, the scientific literature has paid little attention to study their public acceptability. This paper conducts a modelling approach exploring the impact of four groups of variables on the public acceptability of LEZs: (i) socio-economic and demographic characteristics; (ii) personal attitudes; (iii) travel-related variables; and (iv) perceptions and mobility habits linked to LEZs. The city of Madrid, Spain, is a case study of great interest because a LEZ called “Madrid Central” has been recently implemented. A total of 799 individual questionnaires were used to calibrate an ordered logit model. Results indicate that socio-economic and demographic variables are weakly related to the level of public acceptability towards the LEZ. On the contrary, the political ideology of individuals, their environmental awareness, their primary transport mode, the use of shared mobility systems, and the frequency of access to “Madrid Central” have a higher explanatory power. The results may be useful for policy-makers to understand the factors that increase the public acceptability of LEZs.
As there are very marked relationships between tourism and transport, integrated knowledge of these processes is essential if destinations and tourism enterprises are to be developed, an effective tourism policy pursued, and emerging local and global issues and conflicts surrounding tourism resolved. Beyond this, in an era of huge change reflecting the consequences of the COVID-19 viral pandemic, the importance of sustainable transport in tourism’s sustainable development appears to be of critical importance. Adopting this kind of perspective, this paper seeks to achieve a critical overview of conceptual dimensions of sustainability that link up with tourism and transport. To this end, ideas based on the literature and previous discussions are extended to include certain new propositions arising out of a (hopefully) post-COVID-19 world. Proceeding first with a systematic literature review (SLR), this article discusses the importance of transport to the development of tourism, dealing critically with modes of transport and their changing roles in sustainable development under COVID and post-COVID circumstances. The author summarises likely new way(s) of thinking in the aftermath of the pandemic, with the need for this/these to be far more sustainable and responsible, and characterised by a reorientation of behaviour in a “green” direction. It is further concluded that three aspects of transport–tourism relations will prove crucial to more sustainable utilisation—i.e., proximity, slower and less energy-intensive travel, and green transport.
Modeling, predicting, and forecasting ambient air pollution is an important way to deal with the degradation of the air quality in our cities because it would be helpful for decision-makers and urban city planners to understand the phenomena and to take solutions. In general, data-driven modeling, predicting, and forecasting outdoor pollution methods require an important amount of data, which may limit their accuracy. To deal with such a lack of data, we propose to train generative models, specifically conditional generative adversarial networks, to create synthetic nitrogen dioxide daily time series that will allow an unlimited generation of realistic data. The experimental results indicate that the proposed approach is able to generate accurate and diverse pollution daily time series, while requiring reduced computational time.
The improvement of pedestrian mobility through the use of on-street vertical facilities, i.e. escalators, moving sidewalks, lifts, funiculars and gondola lifts, is becoming increasingly important in many cities with steep slopes that hinder walkers’ transit. However, studies on the acceptance, profitability and demand for these facilities are still scarce. The present paper proposes an assessment methodology to evaluate the demand for vertical pedestrian routes and facilities based on diverse accessibility indicators. This methodology was applied to the city of Santander (Spain), where flow measurements and surveys among users of existing vertical walking systems were carried out. These data were modeled using Poisson and Binomial Negative regressions, considering the truncated and discrete character of the dependent variable. The results obtained confirm that vertical walking facilities are highly valued by users. Contrary to expectations, accessibility from these facilities to public services or commercial areas was not relevant to estimate the demand of the existing routes and only accessibility to population proved to be significant. Therefore, it is advisable to install this type of walking facilities in those pedestrian routes located in areas with enough population density over well-equipped central areas, so that the number of potential users justifies their investment and maintenance costs.
Today, cities host more than half the world population, and this number is expected to increase by 70% and reach 6.4 billion people by 2050. Asian tropical cities will experience more than 60% of this increase, half of which will occur in cities with less than 500,000 urban dwellers. Owing to the rapid urbanisation in the tropics, governmental organisations should ensure that urban planning and design policies adequately address the socio-economic aspect and well-being of urban inhabitants and meet the sustainable development missions and visions.
Bangkok, the capital of Thailand, is one of the megacities in Asia, with an estimated population exceeding 60 million people. This chapter provides an overview of the main challenges that planners encounter to address the sustainable development objectives in Bangkok. These challenges are listed as follows. 1) Climate change has been the main drive for stakeholders and municipalities to propose a strategic framework, which can reduce CO2 emissions and increased urban air temperature. These actions consider the existing city infrastructure and the need for community involvement. 2) The economic development and productivity of Bangkok are adversely affected by traffic congestion and poor connectivity in the urban fabric. 3) Poverty, social inclusion and the growing number of slums in Bangkok, accounting for almost one-quarter of the city’s total population.
This chapter adopts a case study approach in providing a review on how municipalities tackled the above-mentioned challenges considering environmental (climate change), physical (transportation and street systems) and social (slum access to housing) sustainability. This chapter also provides an insight into the planning actions that can be considered to meet sustainable development goals.
Providing more space for non -motorized transportation will change the orientation of how people use the road. The first step of changing the orientation of city development which is car-oriented to people-oriented is how to look at the overall existing road users. Accessibility is the basic part of how an area develops, including on a university development. UI Greenmetric as a parameter of university achieving how it can be called a green campus. Not only designing a good campus, but the ‘sustainable’ policy also cannot be separated from creating a comfortable environment. The current condition of Diponegoro University's open green space reaches less than 60%, while Undip Tembalang already has a pedestrian lane, but is not utilized properly. The research method uses descriptive analysis of the literature articles on how important the pedestrian path that has been done at other universities. The results show that improving and changing the road design effect. Relating to the comfort of people walk affects how the pedestrian path had used. The official regulations from the university also have an impact on reducing the use of motorized vehicles. Improving accessibility for students to use public transportation and non-motorized transportation could reduce emissions in the campus's environment.
In a one-year long experiment, the City of Frankfurt has limited the vehicular access to an 800 m stretch of its Mainkai riverfront as part of its plans to improve quality of life and support green mobility. With pre-intervention data collected in July 2019, this article presents the first results on how pedestrians, cyclists and other user-groups have been using this open public space in May 2020, i.e. post road closure and during the coronavirus restrictions. Based on pedestrian counts and behavioural observations, the authors report on a changed pedestrian mobility, spatial distribution and different stationary activities such as playing, sitting and socializing. The results show an increased peak hour frequency among cyclists (+45%) and pedestrians (+20%) on Mainkai street, along with more vulnerable user groups including including children cycling independently (+1150%) and people with restricted mobility (+25%). The study underlines related initiatives world-wide that pedestrianization acts as a catalyst for safer and healthier urban environments. Particularly, under the impression of an ongoing coronavirus pandemic, the study suggests that (temporary) road closure to cars is a key element in qualifying public space that attracts different user-groups and caters to an increased need to become physically active and engage socially while keeping distancing rules.
Identifying the appropriate criteria for neighborhood walkability is crucial to improve walkability. This paper aims to identify the proper criteria set for neighborhood walkability using the fuzzy analytic hierarchy process model (FAHP) for the case of Jeddah city, a fast-growing city in Saudi Arabia. This paper strives to highlight the criteria and factors that influence Jeddah’s walkability with its populations’ help. A survey questionnaire was used first to gather data regarding people’s reasons for walking and the elements that encourage them to walk. Then the criteria were derived using the fuzzy analytic hierarchy process (FAHP) method. Results indicate that mosques were the most visited destinations, with over a 30% rate. Eighty-six percent of the criteria that determine a walkable neighborhood in Jeddah were physical environments alone. It was also revealed that the residents regarded walking as a leisure activity rather than a utilitarian. The results show the proposed method’s capability in providing proper neighborhood walkability criteria related to Jeddah’s context. The FAHP proves its use in various urban studies fields in transportation and validation of the walkability index; this paper proves it can also help develop new criteria for walkability measures.
In recent years, EU has placed great importance on the safety of road users (real and perceived). In this context today in Greece, around 180 municipalities are implementing SUMPs for first time and therefore a primary identification of the hazardous points is made through the mapping of traffic incidents. This article presents the results of the mapping of traffic accidents in five metropolitan municipalities of Attica (Athens, Piraeus, Marousi, Kifisia, Chalandri), and their analysis using GIS tools. Network kernel density analysis was performed to determine the spots where a high concentration of severe accidents appeared, as well as spatial autocorrelation using Moran index and Hot-Spot Analysis in terms of time, driver's age and type of vehicle involved. The results indicate the hazardous points in the study areas and their particular characteristics. Finally, it is noted that the aforementioned analysis can contribute to the design of feasible solutions in order to improve road safety and at the same time, create a safe and sustainable transport system in each of the study cities.
Pedestrianisation, the conversion of a vehicular street for pedestrian use, is increasingly being proposed worldwide as a sustainable measure by hegemonic powers. Pedestrianisation can bolster uneven urban development patterns, however social tensions can magnify on the pedestrianised street, where deprived social groups claim the right to the city. This study employs a mixed method approach to examine, within a de Certeausian theoretical framework, the relationship between the governmental strategies promoting pedestrianisation and the tactics of pedestrianised space informal appropriation. Within this context Hong Kong emerges as a revelatory case, it is a city where the extreme scarcity of public open space exacerbates the conflict between social groups interested in this resource. The analysis provides evidence of a discrepancy between expected and actual uses of the pedestrianised streets. Furthermore, this study highlights the need in the context of the global neoliberal city for discussing the theoretical dichotomy of strategies and tactics. This paper argues for pedestrian planning which includes stationary use as a main pedestrianisation objective, as well as for responsive urban design that carefully considers the association between behavioural patterns and spatial features of the pedestrianised street.
Safe Routes to School is very important for students to have good physical and psychologically healthy in school life. For providing safe routes based on risk analysis, finding out dangerous points and areas can be a target to avoid dangerous locations by pedestrians and drivers. However, analyzing the risk assessment to derive the safe routes requires a large amount of data with a certain time of observation by experts. Deep learning is a solution to provide information regarding safe routes based on expert knowledge. In this paper, we propose a risk assessment inference approach using a Recurrent Neural Network (RNN) model with Long-Short Term Memory (LSTM) cells based on geographical information for safe routes to school. However, geographical information including coordinates is difficult used in learning-based inference models because of the series of float values. For training the RNN model with the geographical data, coordinates of routes and danger points are translated to be geohash through the geohash converter. The geohash data with other data of features are fused and inputted to the one-hot encoder. The one-hot encoded data is used in the inputs of the RNN model to train the LSTMs. The input data of the training model is derived by the risk index model that is proposed to calculate the risk index based on distances of route coordinates and danger points. Therefore, the risk index is correlated with the training dataset. Through the proposed inference approach, the geographical information including multiple coordinates is enabled to be trained by RNN as a geohash-based input string. Moreover, the input string with other features is fused to support the one-hot encoding to get a better result in RNN models.
The design of most cities prioritizes the use of motorized vehicles, having a negative effect on urban health. A major concern in the European Union (EU) is air pollution, especially nitrogen dioxide (NO2), which causes many inhabitants health problems and decreases the quality of life. A non-expensive way to reduce pollutants is implementing road restriction policies, as the creation of low emission zones. In this work, we analyze the case of Madrid Central, a low emission zone deployed in Madrid, Spain. We evaluate if it was effective to reduce air pollutants and if there were a side effect, as pollution displacement, during its application. Drawing on open data, we analyze air quality at different points of the city, before and during the application of this measure. Taking into account the EU directives in terms of what healthy air means, we consider three metrics: (a) the trend of NO2 concentration in the air in both periods, (b) the difference between the NO2 concentration during both periods, and (c) the percentage of time in which the population is exposed to air with NO2 concentration under a specific threshold (healthy air as defined by the EU). According to the results, Madrid Central significantly reduces the NO2 concentration in the air and does not produce pollution displacement. Thus, the population breathes healthy air during more time, and there is a positive effect on the whole city.
This study investigated levels and sources of pollution and potential health risks associated with potentially toxic elements (PTEs) and polycyclic aromatic hydrocarbons (PAHs) in urban street dust collected from Tyumen city, a large transport centre with one of the highest motorization rates in Russia. Twenty street dust samples were collected from four grades of roads in five different land use areas. Research methods included measurements of physical and chemical properties of street dust, concentrations of 18 PTEs using inductively coupled plasma mass spectrometry, 12 PAHs using high-performance liquid chromatography, and statistical analysis of the data. Concentrations of Ni, Cr, Sb, and Mo, as well as medium and high molecular weight PAHs in urban street dust, were notably higher than in soils within the city, which indicates that transport is the main source of these elements. Concentrations of Cu, Cd, Pb, Zn, Mn, and As in street dust of Tyumen were lower compared to many large cities, while Cr, Ni, and Co were higher. Concentrations of PAH were comparable to other large nonindustrial cities. Total contamination of street dust by both PTEs and PAHs showed more robust relationships with the number of roadway lanes rather than land use. The estimated carcinogenic risks were low in 70% of samples and medium in 30% of samples. Noncarcinogenic risks were attributed to exposure to Co, Ni, V, and As. The total noncarcinogenic risk for adults was found to be negligible, while the risk was found to be moderate for children.
It has been argued that the residential environment could play a role in the lower health and well-being commonly found in deprived areas. Yet, more knowledge is needed on how residential environmental quality together with neighborhood satisfaction relate to neighborhood socioeconomic deprivation. This paper explores the links between neighborhood deprivation and neighborhood characteristics, neighborhood satisfaction, and well-being, using survey and geospatial data from Oslo. Findings on physical neighborhood characteristics show that deprived neighborhoods are not underprivileged in terms of green space, public transport, and local amenities. However, perceived neighborhood characteristics – evaluated by their residents – were found to be negatively associated with neighborhood deprivation. These results suggest that deprived neighborhoods have higher perceived noise and lower perceived safety, cleanliness, aesthetic quality, reputation, and place attachment. Neighborhood satisfaction and emotional response to neighborhood were found to be lower in deprived neighborhoods. Overall, evidence from this study suggests that even when green space, public transport, and local amenities are evenly distributed, residents of deprived neighborhoods may still experience lower levels of neighborhood satisfaction and lower emotional response to neighborhood due to differences in neighborhood qualities such as perceived safety, noise, and place attachment.
The transformation of urban roadways into pedestrian streets is a popular measure for reshaping city parts and enhancing their livability. Nevertheless, pedestrianization schemes are expected to have some impact on the performance of the neighboring road network, especially if these are established ad-hoc or solely based on non-transport criteria. This study introduces a methodological tool for supporting decisions on implementing pedestrianization schemes in urban networks. A bi-level network design model variant is developed for that purpose, whose design objective is to maximize the extent of pedestrian streets in an urban network, while maintaining acceptable impacts to the performance of the road network. Alternative decisions on pedestrianization are considered for each network segment; these include partial (one-directional) or complete (bi-directional) pedestrianization under physical and operational criteria and constraints. The model is applied for a mid-sized urban network in Greece and solved using a genetic algorithm. Results show that the pedestrianization of almost 7% of the road network in relation to length leads to a 40% increase in total network travel time, while a higher ratio of complete versus partial pedestrianization is more advantageous. Outcomes also reveal that that rigid design guidelines should be examined in a case-by-case approach, as superior results may be attained if some constraints, such as those related to the overall street width, are relaxed. Reasonably, policy priorities significantly impact generated solutions and are expected to play a decisive role in the design of pedestrianization schemes.
Population concentration in cities brings new risks as an increase in pollution, which causes urban health problems. In order to address this problem, traffic reduction measures are being implemented as pedestrianization areas; they are the definition of Low Emissions Zones (LEZs). When the effectiveness of these types of measures is in doubt, smart city tools provide data that can be used to scientifically asses their impact. This article analyzes the situation of Madrid Central (Spain), a LEZ subject to controversy. We apply statistical and regression analyses to evaluate the effectiveness of this measure to reduce air pollution and outdoor noise. According to the results, this LEZ was able to significantly reduce NO 2 , PM 2.5 , and PM 10 concentration locally, having the same positive impact in the rest of the city. In terms of noise, this measure was able to mitigate background noise levels generated by road traffic.
This study uses a natural experiment in Beirut, Lebanon, to investigate the effects of a street-level urban design intervention that improved the walking environment through a wider sidewalk, removal of a parking lane, raised junctions, and other elements. This study analyzes the impacts on pedestrian flow, pedestrian satisfaction with the walking experience, commercial activity, and business managers’ attitudes. Difference-in-difference regressions suggest that the main effect of such interventions is not necessarily an increase in pedestrian traffic, but instead safer pedestrian maneuvering and a better walking experience. It is also found through descriptive analysis that while businesses and shops experience increased business post-intervention, noticeable dissatisfaction with the intervention is reported by managers and owners. It is hypothesized that this dissatisfaction is a result of the lengthy construction process renovating and refurbishing the street, and the removal of parking spaces. Policy recommendations are drawn for the mitigation of business managers’ concerns and the enhancement of the walking environment for the design of future similar interventions.
June 2019 saw large-scale street protests in Hong Kong that impeded traffic flow along streets in areas around to the Legislative Council building. These had the potential to reduce overall air pollutant emissions from traffic and lower their concentrations. Two roadside monitoring stations relatively close to the Legislative Council reveal that measured concentrations of nitrogen dioxide declined during the protests compared with measurements from other sites by at least 50% on many occasions. There were only subtle changes in particulate loads and no evidence of any reduction in carbon monoxide concentrations. Pedestrianisation and bus route rationalisation are often seen as methods to reduce exposure in congested areas, but the observations here suggest that the substantial improvements in the nitrogen dioxide levels might not be matched by improvements in other pollutants. Plans for changes to street layouts to improve air quality need careful investigation before they are implemented.
The future implementation of Autonomous Vehicles (AVs) in cities can have significant impacts, both positive and negative, on their sustainability. The objective of this research is to investigate those impacts and evaluate which policies could be most effective in achieving the desired city scenario through a backcasting planning methodology. To this end, a survey among experts was carried out in which they expressed their opinions on the potential consequences of AVs in cities and on the effectiveness of various policy packages focused on achieving a more sustainable mobility and land use planning. The results obtained show that the experts consulted were sceptical about the positive impacts of AVs, arguing that they could induce an increase in car trips and urban sprawl. The policies that could be most effective in mitigating these effects, leading to a city more aligned with the planned objectives would be: to strengthen active (foot, bicycle) and public transport modes, to restrict access of motorised modes to central urban areas and to use freed spaces for alternative modes of transport, green areas and public facilities. A cluster analysis also showed that most of the experts consulted considered that the policy packages presented could be effective or very effective in reaching the most desirable scenario. Therefore, it is important that the implementation of AVs does not subordinate to, but enhances, the sustainable mobility and land use policies already being developed in many urban areas.
This article presents the application of data analysis and computational intelligence techniques for evaluating the air quality in the center of Madrid, Spain. Polynomial regression and deep learning methods to analyze the time series of nitrogen dioxide concentration, in order to evaluate the effectiveness of Madrid Central, a set of road traffic limitation measures applied in downtown Madrid. According to the reported results, Madrid Central was able to significantly reduce the nitrogen dioxide concentration, thus effectively improving air quality.
With the increase of population living in urban areas, many transportation-related problems have grown very rapidly. Pollution causes many inhabitants health problems. A major concern for the International Community is pollution, which causes many inhabitants health problems. Accordingly, and under the risk of fines, countries are required to reduce noise and air pollutants. As a way to do so, road restrictions policies are applied in urban areas. Evaluating objectively the benefits of this type of measures is important to asses their real impact. In this work, we analyze the application of Madrid Central (MC), which is a set of road traffic limitation measures applied in the downtown of Madrid (Spain), by using smart city tools. According to our results, MC significantly reduces the nitrogen dioxide (\(NO_2\)) concentration in the air and the levels of noise in Madrid, while not arising any border effect.
A growing body of literature shows that neighborhood characteristics influence older adults' mental health. Therefore, the aim of this study was to examine the association between structural and social characteristics of the neighborhood, and depression in Mexican older adults. A longitudinal study was conducted based on waves 1 (2009-2010) and 2 (2014) of the Mexican sample from the Study on global AGEing and adult health (SAGE). A street-network buffer around each participant's household was used to define neighborhood, so that built environment and social characteristics were assessed within it. Depression was ascertained by using an algorithm based on the Composite International Diagnostic Interview. In the analysis, multilevel logistic regression models were constructed separately for each built and social environments measurement, adjusted for socioeconomic, demographic and health-related covariates, and stratified by area of residence (urban versus rural). The results showed that a length of space between 15-45 meters restricted to vehicles was significantly associated with a lower risk of depression in older adults from the urban area (OR: 0.44; IC 95% 0.23-0.83) and the protective association appeared to be larger with increasing space with this restriction, although it lacked significance. Contrarily, the built environment measures were not predictive of depression in the rural setting. On the other hand, none of the variables from the social environment had a significant association, although safety appeared to behave as a risk factor in the overall (OR: 1.48; CI 95% 0.96-2.30; p = 0.08) and rural (OR: 3.44; CI 95% 0.95-12.45; p = 0.06) samples, as it reached marginal significance. Research about neighborhood effects on older adults' mental health is an emergent field that has shown that depression might be treated not only from the individual-level, PLOS ONE | https://doi.
Earlier studies found that the implementation of traffic calming measures, including pedestrianisation, will reduce traffic speeds and accidents and thus make the streets safer and more pleasant places to be. The current study, conducted in Khao San Rd, Bangkok, Thailand, has shown that traffic calming can also have a positive economic benefit for the retailing and commercial community by increasing sales volumes. Furthermore, as indicated by increased property/rental values and business activity as well as by the preference of consumers as expressed in surveys, the liveability of the area is also improved. The current study also found that retailers were positively inclined towards further pedestrianisation in the area.
There are ways to quantify the value of walking (the activity) and walkability (the quality of walking conditions, including safety, comfort, and convenience). Walking and walkability provide a variety of benefits, including accessibility, consumer cost savings, public cost savings (reduced external costs), more efficient land use, community livability, improved fitness and public health, economic development, and support for equity objectives. Yet current transportation planning practices tend to undervalue walking. More comprehensive analysis techniques are likely to increase public support for walking and other nonmotorized modes of travel.
This paper describes ways to evaluate the value of walking (the activity) and walkability (the quality of walking conditions, including safety, comfort and convenience). Walking and walkability provide a variety of benefits, including basic mobility, consumer cost savings, cost savings (reduced external costs), efficient land use, community livability, improved fitness and public health, economic development, and support for equity objectives. Current transportation planning practices tend to undervalue walking. More comprehensive analysis techniques, described in this paper, are likely to increase public support for walking and other nonmotorized modes of travel.
This paper reviews the failure of conventional transport policies to address the many problems caused by private car use in cities in high-income nations, and suggests that restructuring parking provision can address these problems. It discusses how increasing car use has not produced more trips per day, and increasing speed has not increased leisure time, because of congestion and increased travel distances. Transport planning that provides parking spaces for car owners at their homes, workplaces, shopping centres and recreational places has supported increased private car use. Not only does this make people car drivers but its effect also restructures cities so that shop, workplace, recreational and social contacts within neighbourhoods disappear, city landscapes become remodeled for cars, and public transport becomes unviable. Meanwhile, car-oriented city streets discourage walking. This paper suggests that these problems can be solved if strong incentives are provided for cars to be parked in garages that are only as accessible as public transport stops - at all origins and destinations.
The effects of three isoenergetic diets on metabolic and appetite responses to prolonged intermittent walking were investigated. Eight men undertook three 450-min walks at intensities varying between 25-30 and 50-55% of maximal O2 uptake. In a balanced design, the subjects were given breakfast, snacks, and lunch containing total carbohydrate (CHO), protein (P), and fat (F) in the following amounts (g/70 kg body mass): mixed diet, 302 CHO, 50 P, 84 F; high-CHO diet, 438 CHO, 46 P, 35 F; high-fat diet, 63 CHO, 44 P, 196 F. Substrate balance was calculated by indirect calorimetry over the 450-min exercise period. Blood samples were taken before exercise and every 45 min during the exercise period. The high-fat diet resulted in a negative total CHO balance (-140 +/- 1 g) and a lower negative fat balance (-110 +/- 33 g) than the other two diets (P < 0.05). Plasma glucagon, nonesterified fatty acids, glycerol, and 3-hydroxybutyrate were higher with the high-fat diet (P < 0.05 vs. high CHO), whereas plasma insulin was lower after high fat (P < 0.05 vs. mixed and high CHO). Subjective ratings of fatigue and appetite showed no differences between the three trials. Although diet influenced the degree of total CHO and fat oxidation, fat was the main source of energy in all trials.
The modeling of pedestrian motion is of great theoretical and practical interest. Recent experimental efforts have revealed quantitative details of pedestrian interactions, which have been successfully cast into mathematical equations. Furthermore, corresponding computer simulations of large numbers of pedestrians have been compared with the empirically observed dynamics of crowds. Such studies have led to a deeper understanding of how collective behavior on a macroscopic scale emerges from individual human interactions. Interestingly enough, the non-linear interactions of pedestrians lead to various complex, spatio-temporal pattern-formation phenomena. This includes the emergence of lanes of uniform walking direction, oscillations of the pedestrian flow at bottlenecks, and the formation of stripes in two intersecting flows. Such self-organized patterns of motion demonstrate that an efficient, “intelligent” collective dynamics can be based on simple, local interactions. Under extreme conditions, however, coordination may break down, giving rise to critical crowd conditions. Examples are “freezing-by-heating” and “faster-is-slower” effects, but also the transition to “turbulent” crowd dynamics. These observations have important implications for the optimization of pedestrian facilities, in particular for evacuation situations.
Direct polling of city-centre retailers in Germany showed them to be cautious and sceptical about the influence of transit - they were also sceptical about the future prospects for retailing in city centres in general. Curiously, British retailers were far more enthusiastic about the prospects for city centres despite the fact that many have lost trade.-from Authors
Examining the roots of traffic calming helps explain how Europe's changing culture and legislation have called for revised traffic calming schemes.
For designing and evaluating pedestrian facilities, the 1985 Highway Capacity Manual (HCM) provides guidelines similar to those for vehicular flow, using the concept of level of service. It also recommends that additional environmental factors that contribute to the walking experience and therefore to the perceived level of service, such as comfort, convenience, safety, security, and attractiveness, also be considered. However, no guidelines are given on how to measure or use these environmental factors for designing and assessing pedestrian facilities. There is no question that environmental factors are of paramount importance for designing and assessing such facilities, because pedestrians, unlike motor vehicles, have practically no control over most of these factors. A practical method of assessing pedestrian facilities is described that takes into account several environmental factors observed by independent groups who are familiar with the situation being assessed.
A study was undertaken for Main Roads Western Australia by BSD Consultants, which aimed to develop guidelines for assessing the Level of Service (LOS) of pedestrian facilities in Western Australia. Guidelines exist for assessing vehicular traffic LOS (Austroads) and cycling LOS (Main Roads WA). The formulation of LOS guidelines for pedestrians completes the LOS framework for vehicular, bicycle, and pedestrian traffic. Pedestrian LOS is an overall measure of walking conditions on a route, path, or facility. This is linked directly to factors that affect mobility, comfort, and safety, reflecting pedestrians' perceptions of the degree to which the facility is 'pedestrian friendly'. A unique model based on several factors affecting pedestrian LOS was developed to facilitate LOS measurement. These factors fall into three categories: physical characteristics, location factors, and user factors. These factors were weighted by relative importance and a LOS scale was developed to describe the LOS of pedestrian routes. Pedestrian conditions are described through a LOS grade from LOS A (ideal pedestrian condition) to LOS E (unsuitable pedestrian conditions), based on an assessment of the factors affecting LOS. The assessment includes desktop and on-site assessment of LOS factors. The development of the model was an iterative process that involved testing and refinement. The research undertaken and the LOS model developed provide a sound basis for the ongoing measurement of LOS for pedestrians. The model not only provides the opportunity to test the LOS provided by a pedestrian route, but also determines which factors contribute to low and high LOS.
This article reviews the recent literature on public infrastructure and economic productivity, with special attention to the particular case of highway infrastructure. Recent evidence suggests that, at the margin, highway infrastructure contributes little to state or national productivity. This is consistent with studies that show relatively small land-use impactsfrom modem highways. Yet the idea that highways enhance economic health is common in the policy and planning communities. Two explanations can help reconcile this divergence between academic research and popular perception. First, some of the economic development observed near highways might not actually be caused by the highway. Second, some of the economic development near highways might be a shift of economic activity awayfrom other areas. Either explanation implies the need for reforms in highway project analysis and funding. This article suggests appropriate policy reforms and directions for future research.
Road transport is by far the major source of environmental degradation in urban centres. Hence, transport schemes like pedestrianization can have significant impacts on local environmental conditions, by provoking changes in the characteristics of traffic flows and on the patterns of traffic emissions. This paper analyses the extent to which the implementation of a pedestrianization scheme in Chester (a medium-sized historic city situated in northwest England) can influence the total vehicle exhaust emissions and local levels of air pollution concentration and noise from traffic. The analysis is based on the application of a road traffic assignment model in conjunction with models for the estimation of environmental degradation. This approach provides decision-makers with valuable information about the environmental implications from changes in the characteristics of the transport system.
This article summarizes recent literature from several different disciplines in two new ways, first identifying six mechanisms through which transportation policy and investment could promote economic development and then discussing the evidence of the connection, one mode at a time. All claims for transportation 's effect on economic development depend on increasing the productivity of private firms, increasing the efficiency of transportation itself fostering innovation, improving the quality of life and thus the supply of labor and entrepreneurship, affecting perceptions, or changing land use and spatial patterns. The historical effects of transportation on economic development have clearly been beneficial, but these benefits have diminished over time, whereas the costs and potential for harm have increased. If long-lasting infrastructure investments are not adaptable, they willfit poorly with increasingly rapid and unpredictable change. To realize the potential for transportation to positively influence economic development in the future, decision making should be structured to make transportation efficient andflexible and take citizens'concernsfor equity, self-determination, and stability into account.
The author examines the problem of a failing car-dominated transportation system and its environmental and human costs. He also includes a discussion of available remedies, but also questions our basic assumptions about the role of transportation in our society.
Safe and comfortable walking is essential for pedestrian movement in modern urban transportation systems. Since pedestrian traffic cannot be restricted in some specified streets, some measures for pedestrians have to be taken everywhere in urban areas. This research describes a way to evaluate ordinary sidewalks, and two different methods are proposed. One is an evaluation based on pedestrian behaviour and the other is an evaluation based on pedestrian opinion. Using the indices of pedestrian density and sidewalk width, we can estimate the level of service of sidewalk usage. But generally speaking, since it is not often that a sidewalk is insufficient to deal with pedestrian flow, another approach is necessary for its evaluation, that is, pedestrian awareness of sidewalks must be taken into account. The former method is recommended for all sidewalks, especially with comparatively heavy pedestrian traffic, and the latter method is recommended for ones with light pedestrian traffic.
Bangkok's extreme traffic problems have been traditionally explained in terms of a lack of road infrastructure and policy responses for many years have almost exclusively stressed road investment to the exclusion of all other forms of transport infrastructure development. This thesis questions this interpretation of the traffic problem and its chief policy response: building still more roads. It suggests that in order to effectively analyse Bangkok's traffic predicament and to formulate more sustainable responses to the crisis, an understanding is required of Bangkok's land use and transport development, as well as a systematic and detailed perspective on the similarities and differences between Bangkok and many other cities around the world, particularly those in Asia.
This thesis suggests that Bangkok has passed through three key periods: a water-based transport and walking period, a transport modernisation period and a motorisation period. In each period up to motorisation Bangkok appeared to maintain a harmonious relationship between its high density, mixed use urban form, ideally suited to nonmotorised modes and to public transport. Even in the motorisation period, high density, mixed use development has mostly followed major road corridors and remains well-suited to much higher public transport and non-motorised mode use than currently exist. However, in this period, rapidly rising motor vehicle ownership and use began to come into conflict with the city's pre-automobile form. Road infrastructure could not be built fast enough to keep pace with traffic growth, despite almost exclusive commitment of resources to roads. High capacity public transport systems, including rail, renewed water transport and busways failed to materialise to help curb the motorisation process and to provide much needed relief on the roads. A basic conflict or mismatch between urban form and transport began to emerge, leaving the city ill-equipped to cope with the automobile and subject to large environmental, social and economic impacts from congestion.
The thesis argues that while Bangkok's per capita road supply is low in an international sense, it is not atypical for an Asian city and road availability per hectare is similar to many other cities around the world. Likewise, com mon arguments about an inadequate road hierarchy are systematically analysed and are shown to be insufficient in explaining Bangkok's present crisis. The thesis thus suggests that attempting to tackle the traffic problem through an intensification of road building efforts will not provide the relief sought, but will only exacerbate the traffic impacts which are shown to be already at the limits of international experience.
The international comparison of Bangkok with other cities, highlighting basic similarities and differences in land use and transport features, continues to build upon this argument. It shows that Bangkok lies at one extreme in many transport characteristics such as the amount of travel per hectare, and within the Asian cities, it is very high in vehicle ownership and use and energy use, comparatively low in public transport use and very low in non-motorised modes. The thesis suggests that in physical planning terms, Bangkok's traffic crisis appears to stem from a set of mismatches between its transport patterns, urban form and transport infrastructure. These mismatches are between: (1) vehicle use and urban form: higher levels of private vehicle use than can be properly accommodated in its dense, tightly woven urban fabric; (2) vehicle use and road supply: levels of private vehicle use which are incompatible with its road availability and which are uncharacteristically high compared to other Asian cities; (3) transit use, urban form and road supply: lower levels of overall transit use than would be expected in a city of its urban form and road availability; (4) transit infrastructure, urban form and road supply: a public transport infrastructure which is inadequate to meet the demands for transit movement inherent in such a dense city, particularly a lack of rail infrastructure; (5) non-motorised modes and urban form: levels of non-motorised mode use which are uncharacteristically low for such a dense, mixed use urban fabric. These mismatches are mainly the consequence of a long series of inappropriate and ineffective transport policies and investments which are biased towards private transport and which have at least in part arisen from narrow and outdated transport planning processes.
In order for transport planning in Bangkok to address the suggested roots of the crisis, the thesis contends that at least two key constraints would have to be dealt with: the traditional urban transport planning process and the institutional fragmentation in transport policy and implementation. Notwithstanding, there are forces pushing in the direction of change and these are examined in terms of the growing global and local trends towards sustainability, community outrage over traffic and the role of NGOs.
Based on these findings, this thesis provides a case for a series of policies to help deal with Bangkok's traffic disaster. In line with global trends towards sustainability as an organising principle for urban policy development, these policies are offered within a framework of developing a more sustainable transport system in Bangkok. The policies suggested cover priority to public transport infrastructure development, transitoriented,mixed land use development, transport demand management, improvement of waterway transportation, facilitation of walking and cycling and institutional reform of Bangkok's transport decision making structure. Opportunities for further complementary research are suggested.
In the post-World War II era, there have been dramatic changes to the environment that appear to be having a detrimental impact on the lifestyles and incidental physical activities of young people. These changes are not trivial and have the potential to influence not only physical health, but also mental health and child development. However, the evidence of the impact of the built environment on physical activity to date is inconsistent. This review examines the evidence on the association between the built environment and walking for transport as well as physical activity generally, with a focus on methodological issues that may explain inconsistencies in the literature to date. It appears that many studies fail to measure behaviour-specific environmental correlates, and insufficient attention is being given to differences according to the age of study participants. Higher levels of out-of-school-hours physical activity and walking appear to be significantly associated with higher levels of urban density and neighbourhoods with mixed-use planning, especially for older children and adolescents. Proximate recreational facilities also appear to predict young people's level of physical activity. However, there are inconsistencies in the literature involving studies with younger children. Independent mobility increases with age. For younger children, the impact of the built environment is influenced by the decision-making of parents as the gatekeepers of their behaviour. Cross-cultural differences may also be present and are worthy of greater exploration. As children develop and are given more independent mobility, it appears that the way neighbourhoods are designed - particularly in terms of proximity and connectivity to local destinations, including schools and shopping centres, and the presence of footpaths - becomes a determinant of whether children are able, and are permitted by their parents, to walk and use destinations locally. If older children and adolescents are to enjoy health and developmental benefits of independent mobility, a key priority must be in reducing exposure to traffic and in increasing surveillance on streets (i.e. 'eyes-on-the-street') through neighbourhood and building design, by encouraging others to walk locally, and by discouraging motor vehicle use in favour of walking and cycling. Parents need to be assured that the rights and safety of pedestrians (and cyclists) - particularly child pedestrians and cyclists - are paramount if we are to turn around our 'child-free streets', now so prevalent in contemporary Australian and US cities. There remains a need for more age- and sex-specific research using behaviour- and context-specific measures, with a view to building a more consistent evidence base to inform future environmental interventions.
Current patterns of land use and development are at once socially, economically, and environmentally destructive. Sprawling low-density development literally devours natural landscapes while breeding a pervasive sense of social isolation and exacerbating a vast array of economic problems. As more and more counties begin to look more and more the same, hope for a different future may seem to be fading. But alternatives do exist.The Ecology of Place, Timothy Beatley and Kristy Manning describe a world in which land is consumed sparingly, cities and towns are vibrant and green, local economies thrive, and citizens work together to create places of eduring value. They present a holistic and compelling approach to repairing and enhancing communities, introducing a vision of "sustainable places" that extends beyond traditional architecture and urban design to consider not just the physical layout of a development but the broad set of ways in which communities are organized and operate. Chapters examine: the history and context of current land use problems, along with the concept of "sustainable places" the ecology of place and ecological policies and actions local and regional economic development links between land-use and community planning and civic involvement specific recommendations to help move toward sustainability The authors address a variety of policy and development issues that affect a community -- from its economic base to its transit options to the ways in which its streets and public spaces are managed -- and examine the wide range of programs, policies, and creative ideas that can be used to turn the vision of sustainable places into reality.The Ecology of Place is a timely resource for planners, economic development specialists, students, and citizen activists working toward establishing healthier and more sustainable patterns of growth and development.
Over the course of a few short years, the city of Bogotá (Colombia) has dramatically transformed the quality of its public space. This session presents primary and secondary data documenting the economic, environmental, and social benefits of improved public space and urban mobility. Bogotá has benefited from a series of political leaders with a highly progressive view on the importance of urban space. This high degree of political will contributed to dramatic changes in several areas, including: 1. Reclamation of public space; 2. Improvement of public transport; 3. Promotion of non-motorised transport; and, 4. Implementation of auto restriction measures. The near simultaneous application of these policies has produced quantifiable benefits to the quality of life of city residents.
The research shows that property values in areas with urban upgrades have appreciated considerably when compared to a control group of similar properties. Additionally, the research shows employment benefits from the city’s Sunday “ciclovía” (closing of streets to motorised vehicles) is significantly greater than week-day auto-related employment along the same corridors. Air quality monitoring shows emission reductions by as much as 40 per cent for some pollutants. Social indicators related to accidents, crime levels, and equity are also quite positive. Traffic deaths have been reduced from over 1,300 in 1995 to less than 700 in 2002.
Bogotá’s transformation has attracted visits by city officials from over 50 nations. The replicability of Bogotá’s successes will depend upon local circumstances, and especially upon levels of local political will. Further documentation of the economic, environmental, and social benefits stemming from Bogotá’s efforts will help instil the confidence of city officials to move ahead with urban transformations of their own.
With no attempt made to influence their diet, six sedentary obese men ages 19 to 31 completed 16 weeks of vigorous walking 90 min, 5 days/week, on a treadmill at up to 3.2 mph on a 10% grade, expending about 1100 kcal per session. Body composition studies indicated a loss of 5.9 kg of body fat and a gain of 0.2 kg of lean tissue for a net loss of 5.7 kg. Percentage body fat decreased from 23.3 to 17.4. Monitored food intake initially increased, then progressively decreased below pretraining levels. Work capacity and cardiovascular efficiency improved with training. Plasma cholesterol and triglyceride concentrations were not significantly changed; however, high density lipoprotein cholesterol progressively increased to 15.6% above pretraining levels and the high/low density lipoprotein ratio increased 25.9%. Fasting blood sugar was significantly lower after training. Blood glucose concentrations after a glucose challenge did not significantly change, but a 43% reduction in plasma radioimmunoassay insulin levels and a 36% decrease in the ratio of insulin/glucose concentration occurred. Thus, vigorous regular walking resulted in a reduction of body fate stores, endogenous insulin requirements, and food intake, and perhaps improved the ability to eliminate cholestrol by increasing the plasma high density lipoprotein fraction.
Air pollution contributes to mortality and morbidity. We estimated the impact of outdoor (total) and traffic-related air pollution on public health in Austria, France, and Switzerland. Attributable cases of morbidity and mortality were estimated.
Epidemiology-based exposure-response functions for a 10 microg/m3 increase in particulate matter (PM10) were used to quantify the effects of air pollution. Cases attributable to air pollution were estimated for mortality (adults > or = 30 years), respiratory and cardiovascular hospital admissions (all ages), incidence of chronic bronchitis (adults > or = 25 years), bronchitis episodes in children (< 15 years), restricted activity days (adults > or = 20 years), and asthma attacks in adults and children. Population exposure (PM10) was modelled for each km2. The traffic-related fraction was estimated based on PM10 emission inventories.
Air pollution caused 6% of total mortality or more than 40,000 attributable cases per year. About half of all mortality caused by air pollution was attributed to motorised traffic, accounting also for: more than 25,000 new cases of chronic bronchitis (adults); more than 290,000 episodes of bronchitis (children); more than 0.5 million asthma attacks; and more than 16 million person-days of restricted activities.
This assessment estimates the public-health impacts of current patterns of air pollution. Although individual health risks of air pollution are relatively small, the public-health consequences are considerable. Traffic-related air pollution remains a key target for public-health action in Europe. Our results, which have also been used for economic valuation, should guide decisions on the assessment of environmental health-policy options.
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