Urban and Regional Development Planning
Sayyed Jalal Aldin Hosseini; Azita Rajabi; Afshin Safahan; Aliasghar Rezvani
Abstract
Transit-Oriented Development (TOD) represents a significant facet of sustainable urban planning aimed at addressing urban traffic challenges through the strategic expansion of public transportation systems. District 11 within the municipality of Tehran exemplifies a central locality grappling ...
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Transit-Oriented Development (TOD) represents a significant facet of sustainable urban planning aimed at addressing urban traffic challenges through the strategic expansion of public transportation systems. District 11 within the municipality of Tehran exemplifies a central locality grappling with substantial traffic congestion and a multitude of challenges within its urban transportation network. This study endeavors to scrutinize the prospects of TOD implementation in District 11, with a focus on transforming the prevailing car-centric environment into a more human-centered space. Utilizing TOD indicators as evaluative benchmarks, the study seeks to gauge the district's current status and assess its potential for TOD integration. Employing an applied descriptive research approach, data acquisition via extensive literature review and document examination is conducted. Subsequent analysis is performed utilizing ArcGIS software, with methodologies such as the Kindal coefficient and Analytical Hierarchy Process facilitating data interpretation. Findings indicate a promising foundation for TOD implementation in District 11; however, the current setting lacks the necessary capacity to evolve into a fully-realized TOD hub. Addressing this shortfall necessitates comprehensive alterations in the area's spatial configurations to enable its transition into a robust TOD nucleus.
Keywords: Public Transportation, Tehran City, District 11 of Tehran, TOD.
Introduction
In light of the adverse repercussions of urban sprawl and the overreliance on private automobiles, contemporary urban planning has increasingly shifted its focus towards human-centered methodologies that prioritize pedestrian amenities, safety considerations, and overall societal well-being. A pivotal aspect of this paradigm shift is the strategic elevation of public transportation systems and associated reforms to foster sustainable urban environments. Globally recognized as a transformative approach in urban planning, transit-oriented development has emerged as a beacon of innovation, particularly in burgeoning cities plagued by spatial inadequacies and heightened urban densities. This progressive approach endeavors to optimize public transportation efficiency, reclaim thoroughfares from vehicular dominance, and nurture communities designed with human experiences at the core.
The prevailing oversight in transportation planning has exacerbated disparities between supply and demand, exacerbating challenges in densely populated urban locales. This study delves into the meticulous evaluation of transit-oriented urban transportation metrics within Tehran's District 11, benchmarking them against international best practices while appraising their potential to serve as the scaffolding for transit-oriented development initiatives. Key considerations such as the density of transit stations, accessibility metrics, pedestrian infrastructure quality, road network configurations, block dimensions, intersection densities, land-use diversity, and residential unit densities play a pivotal role in this evaluation.
Recognizing transportation as a linchpin for sustainable urban progress, the research underscores its profound impact on social dynamics, economic vitality, and environmental sustainability. It advocates for a holistic appraisal of transportation systems as an imperative requisite for nurturing sustainable urban developments.
Literature Review
In a scholarly inquiry conducted by Khazaei (2018) on the analysis and assessment of sustainable urban transportation indicators, a comprehensive array of 39 economic, social, and environmental metrics were employed to evaluate the sustainability of transportation within the purview of planning management bodies. Subsequently, Piran et al. (2019) undertook a study utilizing structural equation modeling techniques to analyze sustainable urban transportation indicators, focusing on Tehran Metro Lines 1 and 2. Their findings underscored that, from the citizens' perspective, physical indicators associated with quality of life emerged as the most significant drivers of change within sustainable urban transportation frameworks, whereas the accessibility metrics to densely populated areas exhibited minimal impact in comparison.
Barari (2020) delved into an investigation of the efficacy of green economy components within urban transportation strategies, with Sari city as a case study. Leveraging a multi-criteria decision-making model, specifically the DEMATEL phase, Barari determined that the sub-criteria of development and non-motorized transportation wielded the most substantial weight and direct influence, thereby exerting a pivotal role in advancing green transportation initiatives within Sari city.
Moreover, the scholarly discourse encapsulated in the works of Litman (2015), Levin et al. (2016), Ovink et al. (2017), Noland et al. (2017), Ma et al. (2018), and others underscores the paramount significance of transportation as a foundational element in shaping urban landscapes. These scholars advocate for a paradigm shift towards human-centric environments over vehicle-centric spaces, thereby addressing critical human mobility concerns.
Additionally, Chen et al. (2022) propounded a methodology for assessing the resilience of urban transportation systems through the lens of economic, social, organizational, and technological dimensions. Their proposed framework aims to furnish managers and decision-makers with a comprehensive comprehension of transportation resilience, thereby elucidating its practical import in fortifying the foundations of a sustainable urban transportation system.
Moreover, Tiwaree et al. (2023) undertook a meticulous exploration into the principles of transportation development, with a particular emphasis on form analysis within two distinct study areas. Their study meticulously examines the economic and social characteristics intertwined with travel patterns, striving to establish a cogent linkage between urban form and the potential benefits engendered by the ethos of public transportation-oriented development.
Methodology
The present study adopts a descriptive-analytical approach in its delineation and application. Comprising two distinct stages, namely a comprehensive literature review and subsequent field investigation, the research endeavor unfolds intricately. Initially, a meticulous compilation of theoretical underpinnings pertinent to transit-oriented development norms was systematically amassed through a rigorous examination of both internal and external scholarly sources, alongside a thorough review of antecedent studies. Leveraging a synthesis and critical analysis of these scholarly insights, a series of ranking tables were meticulously crafted. These tables were predicated upon a diverse set of criteria encompassing the number of stations, station accessibility, pedestrian pathway quality, proximity to major hubs, network street configuration, block dimensions, intersection density, land-use diversity, activation of urban edges, district classification, and residential unit density. Subsequently, the meticulously developed standards were then applied to assess the current status of the designated study areas through a judicious application of statistical tools and sophisticated software methodologies, with a particular emphasis placed on Geographic Information System (GIS) software, notably ARC GIS 10.3. This technological arsenal facilitated the evaluation and cartographic representation of the intricate road network structures within the study area, notably Zone 11, a pivotal locale situated at the heart of Tehran. Encompassing a land expanse of 12 square kilometers, Zone 11 constitutes approximately 1.8% of Tehran's total terrain and shares its boundaries with Zones 6, 10, 12, 16, and 17. Renowned for hosting a plethora of critical political, economic, and educational institutions, including foreign embassies, military installations, and bustling markets, Zone 11 emerges as a strategically imperative locale that attracts a substantial footfall of visitors. The area's allure is further accentuated by its rich historical legacy and vibrant cultural milieu, with a profusion of iconic landmarks and cultural hubs dotting its landscape. The confluence of major thoroughfares, central squares, and the bustling railway station engenders a daily flurry of vehicular and pedestrian traffic, with an estimated two million passengers traversing through the area routinely. The coexistence of antiquated garages and architectural marvels, alongside esteemed cultural edifices such as theaters, Unity Hall, and the Cultural Axis of the Revolution, lends a distinctive charm to Zone 11, mandating concerted urban development and reinvigoration initiatives for its sustained growth and vitality.
Results
Drawing upon the established benchmarks set forth by the Institute for Transportation and Development Policies (ITDP) for scrutinizing criteria governing public transport development, this evaluation centers on three pivotal indicators pertaining to land-use mix. The analysis hinges on delving into the array of land-use typologies surrounding public transport nodes, utilizing a hybrid methodology that melds quantitative assessments with qualitative insights. Tables 1 and 2 encapsulate the nuanced land-use profiles characterizing Zone 11 in the urban matrix of Tehran, offering a detailed exposition of the prevailing landscape.
Evidently, both demarcated zones exhibit a consonance with the four delineated land-use categories, albeit showcasing varying degrees of quality and intensity across these domains. Within Zone 11, the domain earmarked for transport and storage commands a dominant presence, constituting a substantial 37% of the terrain, with administrative facilities accounting for an additional 6%, thereby collectively claiming over 40% of the land area. Meanwhile, residential land utilization emerges as the predominant feature, commanding a significant 44.51%, whereas commercial activities occupy a modest 5.96%, with educational establishments occupying a minor 1.78% share. Such a diverse mosaic underscores a heterogeneous blend of land uses within the locale.
However, the diagnostic evaluation intimates a discernible lacuna in the facilitation of conducive conditions for public transport augmentation, primarily a result of the pervasive prevalence of land-use categories that deviate from the overarching objective of serving as pivotal origins and destinations for commuting endeavors. This discrepancy assumes significance, particularly in light of the critical adjacency of pivotal amenities and infrastructural nodes such as markets, railway hubs, and medical facilities situated beyond the purview of the immediate study terrain, thus warranting a recalibration of the existing urban fabric to harmonize with the imperatives of efficient public transport infrastructure.
Table 2. Land-use Density in Tehran Zone 11
Land Use Type
Area
Percentage
Density
Residential
95.536
51.44
22.37
Commercial
91.71
9.65
9.92
Educational
55.21
7.81
8.90
Higher Education
35.4
3.60
1.80
Cultural
21.7
6.00
3.00
Religious
41.6
5.40
2.60
Tourism
87.1
1.50
0.80
Healthcare
5.19
6.11
8.10
Recreational
4
3.30
1.60
Sports
2.3
2.50
1.20
Administrative
13.24
2
1
Table 2. Entropy Index Results
Zone 11 Tehran
A
InA
A*InA
Residential
0.31
1.34
0.32
Commercial
0.06
-3.16
-0.75
Administrative
0.3
-0.61
-0.42
Open Space
0.14
-1.28
-0.298
∑Σ
1
-
-1.058
The outcomes of the entropy index analysis substantiate a notable degree of constancy in land use amalgamation within the studied context. By heeding the prescriptions outlined in Tehran's overarching urban blueprint for Zone 11 and aligning with the envisaged shifts in land use dynamics, the region stands poised to ascend towards a more optimal equilibrium by operationalizing the recommended land use configurations. Such strategic interventions hold promise in fostering the realization of a public transport-centric development agenda, underpinned by a judicious calibration of land use patterns conducive to enhancing the overall fabric of the urban milieu.
Discussi0on
The scholarly research conducted in Zone 11 of Tehran scrutinizes the pertinent development metrics concerning transit-oriented urban transportation. Findings exhibit a spectrum of adherence to global benchmarks, characterized by instances of relative congruence alongside notable disparities. The investigation discerns latent prospects for the region to metamorphose into a pivotal locus of transit-oriented development, underscored by the imperative of effecting sweeping spatial transformations. Strategic directives encompass the augmentation of commercial and recreational diversification in the proximity of transit nodes, the amelioration of economic vitality, and the prioritization of seamless public transportation integration. Remedial actions entail the overhaul of road infrastructures, the optimization of pedestrian realms, and the implementation of meticulous transit-oriented development blueprints. While certain locales may encounter impediments in effecting land use modifications, others proffer auspicious conditions conducive to assuming the mantle of transit-oriented nuclei.
Khashayar Khavarian; Malihe Ghorbani; Fatemeh Kazemi; Mina Mirmasoumi; Shahabodin Kermanshahi
Abstract
With the spread of COVID-19 in the world, various measures were applied to reduce the number of fatalities. Reducing daily travel and avoiding crowded places were two important advices to limit the spread which decreased transit use. By shifting some work trips from transit and encouraging residents ...
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With the spread of COVID-19 in the world, various measures were applied to reduce the number of fatalities. Reducing daily travel and avoiding crowded places were two important advices to limit the spread which decreased transit use. By shifting some work trips from transit and encouraging residents to use other modes, it is feared that the process of returning passengers to the transit will be slow. In the long term, this backwardness reduces investment in public transportation and share of this system from urban mobility. Ticket transaction information shows that a significant share of the former demand for transit has not returned to it even with decrease in number of infections. This study explores the shift in people's work travel habits following the epidemy of COVID-19 using an online questionnaire. Examining the results of a sample size of 1050 reveals that the proportion of business trips made by public transportation has been reduced to less than half. This decrease is almost the same between men and women and among different categories of education, but it is various in different age groups.
Hassan Sadeghi Naeini; Zahra Dehghani; Hamide Torabi; Naser Koleini Mamaghani; Zahra Kavian
Abstract
The outbreak of the COVID-19 Pandemic has led to changes in people's lifestyles and behaviors. These changes have occurred in various fields, including transportation. There are several options for urban transportation, such as public and private transportation and bicycles, that different countries ...
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The outbreak of the COVID-19 Pandemic has led to changes in people's lifestyles and behaviors. These changes have occurred in various fields, including transportation. There are several options for urban transportation, such as public and private transportation and bicycles, that different countries used different behaviors before and after Corona. This research aims to measure the impact of the COVID-19 Pandemic on people's use of different modes of transportation and their comparison. For this purpose, a Likert scale questionnaire was used in Shiraz and Tehran, Iran and the participants were selected from users of the Bicycle Rental System. The study's results revealed a decrease in people's use of these bicycles during the COVID-19 Pandemic conditions. In the same period, people favored private cars and used fewer public transportation vehicles. Among the different urban vehicles available, public transportation was the most used before COVID-19, while personal transportation was used the most after Corona.
