Climate change is currently identified as one of the most challenging global issues, which makes low-carbon development an increasingly popular topic that needs serious consideration. Therefore, the way cities are planned, managed, and use energy will play a vital role in mitigating climate change and its impact on the environment. Some simple city facilities such as pedestrian walkways, safe bikeways, and different modes of transportations, as well as sustainable policies and action programs, could reduce automobile dependency and greenhouse gas (GHG) emission in many cities. This project will explore such sufficient and practical rules and policies to redesign neighborhoods to create more sustainable, livable, and low-carbon cities, which will be accessible and attractive for all groups of people. This study reviews, compares, and analyzes different sustainable urbanism principles under three pillars of the sustainable development concept, including environmental, economical, and social. It also analyzes similar successful projects in Europe to find the appropriate and practical rules that are compatible with community requirements. The results show that all the sustainable principles should work together to create a sustainable community with reduced greenhouse gas emissions. Therefore, it is everyone’s responsibility to care about the future. It is necessary for urban planners, architects, and any related divisions of government to follow the proper rules to make cities a better place to live and also to increase residents’ awareness of both climate change issues and practical solutions. Urban planners are responsible for inviting people to be involved in making decisions and sharing their ideas to enrich communication, with the purpose of making a better city to live in.

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I omställningen till ett hållbart transportsystem är en vanlig ambition att underlätta resande med transportmedel såsom gång, cykel och kollektivtrafik. Att stärka tillgängligheten till kollektivtrafik och utveckla framkomligheten för gång och cykel är ofta prioriterade frågor i den kommunala samhällsplaneringen. Generellt är en tillgänglig kollektivtrafik svårare att uppnå i mindre orter jämfört med i städer, på grund av att befolkningsunderlaget är mindre. Samtidigt möjliggör snabbare resmöjligheter att även mindre orter kan få tillgång till en större arbetsmarknad inom pendlingsavstånd. Därav blir tillgängligheten för att kunna nå kollektivtrafik en viktig fråga även för mindre orter. Syftet med studien var att undersöka vilka faktorer som är viktiga för att skapa tillgänglighet till kollektivtrafik, med utgångspunkt från de utmaningar som kan kopplas till mindre orter. I studien undersöktes de specifika förutsättningarna för gåendes tillgänglighet i Vagnhärads tätort, i Trosa kommun. I studien undersöktes förutsättningarna för gåendes tillgänglighet till kollektivtrafik idag och utifrån den planerade utvecklingen för Vagnhärad. I studiens litteraturöversikt beskrevs definitioner av tillgänglighet och olika aspekter som bidrar till gåendes tillgänglighet. Litteraturöversikten gav underlag till metoder för att analysera tillgänglighet. Tillgänglighetsanalyser utfördes med geografiska informationssystem (GIS) där beräkningar av närmast avstånd jämfördes med nätverksgenererade avstånd. Avståndsanalyserna jämfördes i sin tur med en modell av den upplevda tillgängligheten, som baserades på en kostnadsyta över gåendes framkomlighet. En intervju utfördes, vilket gav några exempel på planeringsåtgärder för att hantera fysiska avstånd. Resultaten från de GIS-baserade analyserna visade distributionen av tillgänglighet till kollektivtrafik, där framför allt tätortens yttre bostadsområden visade lägre nivå av tillgänglighet. Resultaten visade också att beskrivningen av tillgänglighet är beroende av vilka tillgänglighetsaspekter som studeras och vilken analysmetod som används. Användningen av flera metoder kan bidra till att olika aspekter av tillgänglighet kan belysas. Slutsatser från studien var att det fysiska avståndet, bland andra faktorer, försvårar tillgängligheten till kollektivtrafik för gående i mindre orter. Dock finns flera planeringsåtgärder som kan användas för att kompensera för avståndet så att kollektivtrafikens upplevda tillgänglighet kan utvecklas även i de områden där grundförutsättningarna är sämre. / Within the transition towards a sustainable transport system, a common aim is to promote travel by means of transport such as walking, cycling and public transportation. Strengthening accessibility to public transport and developing accessibility for walking and cycling are often prioritized issues within municipal spatial planning. In general, accessible public transport is more difficult to achieve for small communities compared to cities, due to a smaller population base. However, faster transport options make it possible for residents of smaller communities to get access to larger labor markets within commuting distance. As a result, access to public transport becomes an important issue also for smaller communities. The aim of the study was to investigate which factors are important for creating accessibility to public transport, based on the challenges linked to smaller towns. The study examined the specific conditions for pedestrian accessibility in the town of Vagnhärad, in Trosa municipality. Within the study, conditions for pedestrian access to public transport today and based on the planned development for Vagnhärad were examined. The study's literature review described definitions of accessibility and various aspects that contribute to pedestrian accessibility. The literature review provided a basis for methods of analyzing accessibility. Accessibility analyses were performed using Geographic Information Systems (GIS) where calculations of the nearest distance were compared with network-generated distance. The distance analyses were in turn compared with a model of the perceived accessibility, which was based on a cost surface of pedestrian accessibility. An interview was conducted, which resulted in some examples of planning measures for managing physical distances. The results from the GIS-based analyses showed the distribution of accessibility to public transport, where especially the outer residential areas had a lower level of accessibility. The results also showed that the description of accessibility depends on which factors are studied and the method being used. The use of several methods can contribute to different perspectives of accessibility being illustrated. Conclusions from the study were that the physical distance, among other factors, makes access to public transport more difficult for pedestrians in smaller communities. However, there are several planning measures that can be used to compensate for the distance so that the perceived accessibility of public transport can be developed also for areas where the preconditions are more difficult.

The decision to live in a particular place, accept a job at a distant location, where to go shopping or purchase groceries, and many other similar decisions are all largely influenced by the availability of transportation. As such, it is important that everyone who requires transportation can have access. However, certain population segments, such as low income earners, are less likely to own cars due to the cost involved. There are others who may be impaired physically or have other difficulties that may prevent them from driving. Access to transportation is essential for people of all backgrounds and social statuses. Public transportation is therefore put in place by some cities to enhance the mobility and accessibility of commuters. This study assesses the services of the GO bg public transit service in Bowling Green, Kentucky, to determine how well its services meet the transportation needs of some population sub-groups in the city. A number of Geographic Information Systems (GIS) techniques, including service area analysis, intersect, areal proportion, and demand mapping, were employed in assessing the existing transit routes and stops, and the extent to which certain demographic groups, such as African Americans, Hispanics, seniors aged 65 and older, and low-income households, were served. The study also used spatial proximity to determine accessibility options from transit stops for transit riders. In this study, accessibility was determined based on the available destinations of some basic consumer necessities in the study area such as health, education, shopping, and recreation. The results of this study suggest that the GO bg transit service on the whole has a reasonable level of coverage, particularly within five-minute and seven-minute walking distances. It also provides acceptable accessibility to major activity centers such as health centers, higher educational institutions, grocery stores, and other places of basic needs, and most of these centers are within five-minute walking distance from the current bus stops. Findings from this study should help the management of public transit services in the study area and improve the provision of transit services to meet the transportation needs of vulnerable members of the community, such as transit dependent individuals. In addition, it could also contribute to the rather limited literature on studies of public transportation in small U.S. cities.

The construction industry's two main certifications are Leadership in Energy and Environmental Design (LEED) and Energy Star. To achieve the triple bottom line of sustainability for these certifications, both certifications should make a positive impact individually as well as mutually, with their impact extending to the surrounding neighborhood. This research examined the spillover effect of LEED and/or Energy Star certified office buildings on the property values of other buildings in their neighborhood in Manhattan, New York City from an economic standpoint. The spatial analysis approach using the Geographic Information System and the statistical analysis approach based on the Hedonic Price Model and the Linear Mixed Effect Model were applied to identify the geographical distribution of LEED and/or Energy Star certified office buildings and their other buildings in their neighborhoods and analyze the impact of the former on the latter. The results were as follows: 1) There was a significant correlation between a LEED and/or Energy Star certified office building and the unit market values of its adjoining buildings through the unit market values of the certified office building, the LEED and/or Energy Star certification achievement, and the major features of LEED certification; 2) There was a varying spillover effect of the certified office building on the median unit market value of buildings depending on their proximities to a LEED and/or Energy Star certified office building. This research provides a firm foundation for further efforts to quantify the spillover effect of LEED and/or Energy Star certification on a neighborhood from an economic standpoint, thus supporting and encouraging growth in the local real estate market and benefitting not only the owners, developers, and investors of the certified office building but also the owners of neighboring buildings. / Ph. D.

科学研究費補助金 研究種目:基盤研究(B) 課題番号:17360296 研究代表者:山下 哲郎 研究期間:2005-2007年度

This master thesis deals with various mathematical models, which can be used for designing the location of collection points for various fractions of municipal waste with consideration of walking distance, economic demands and utilization of allocated capacities. Scripts for generating input datasets for applied models from basic input data, which are address points with population and GPS coordinates, is also included in the thesis. The model was implemented in GAMS and the script was written in VBA in Microsoft Excel. Model was used in case study. Results of single and multi-criteria approaches are analyzed and compared.

[ES] Los sistemas de buses de tránsito rápido (Bus Rapid Transit, BRT por sus siglas en inglés) han experimentado un gran crecimiento en los últimos años, pues más de 170 ciudades tienen algún tipo de sistema BRT. La evidencia empírica acerca de la relación entre el entorno urbano y estos sistemas todavía requiere ser estudiada, especialmente en las urbes en desarrollo que no disponen de información a pie de calle para realizar análisis en el nivel de las estaciones. En este contexto, el primer objetivo de la investigación fue generar datos a microescala (a pie de calle) del entorno próximo a las estaciones del sistema BRT de Quito, mediante métodos e instrumentos de análisis de campo, así como seguimientos, recopilación técnica de información de características del entorno urbano y encuestas. Además, se propuso utilizar los sistemas de información geográfica (SIG) para el manejo y análisis de los datos. Así, se obtuvieron mapas que representan la densidad de la población a escala de manzana y a escala de segmentos: la densidad de la edificación, la mezcla de usos de suelo (servicios, entidades públicas, escuelas, comercio, etc.); mezcla vertical (es decir, usos de vivienda, comercio y oficina en el mismo edificio) y características de espacio público (seguridad vial, ancho de acera, topografía, etc.). Se propuso también identificar el umbral de distancia máxima mediante el método de seguimiento, cuyo hallazgo revela que este umbral se sitúa en una distancia de 600 metros En relación al objetivo de analizar las características de los usuarios del sistema BRT y el comportamiento del viaje a través de una encuesta de intercepción, los resultados establecen que la mayoría de los usuarios encuestados corresponden al grupo femenino con formación académica universitaria que utiliza el transporte por trabajo. El siguiente objetivo fue determinar de forma cuantitativa la relación entre el sistema BRT de Quito y las características del entorno urbano en un umbral de distancia de 600 m, en 42 puntos a través del análisis estadístico multivariante (modelo de regresión múltiple). Los resultados señalan que la densidad de los segmentos del viario con acera entre 3 y 4 metros, la densidad del equipamiento de administración pública son variables significativas y positivas. Asimismo, la distancia al centro de la ciudad (accesibilidad regional) y la distancia a los destinos dentro de los 400 metros, (accesibilidad local), son dominios con signo negativo. Mientras que, la densidad no tiene un poder explicativo en el modelo de demanda del sistema tipo BRT de la ciudad de Quito. Asimismo, se planteó el examinar las cualidades del contexto inmediato de las mismas 42 estaciones del sistema BRT de Quito dentro de un umbral de distancia de 600 m a través del análisis estadístico multivariante. Los resultados muestran que la accesibilidad local, es decir, la distancia a la parada destino, el índice de rodeo (relación entre la distancia a pie medida a través de la red y la distancia euclidiana), el logaritmo de la densidad de la población se correlaciona de manera positiva con la distancia a pie. Mientras que, la densidad de los estratos (medio alto y alto), la densidad no residente (personas que trabajan, estudian o realizan otras actividades) y la distancia a la parada destino son variables significativas y con signo negativo. Otro objetivo de estudio fue tipificar el entorno urbano próximo de las 42 paradas en un umbral de distancia de 600 metros del sistema BRT de Quito a través del análisis estadístico factorial y los clústeres. Las características del entorno se clasificaron en tres factores. / [CA] Els sistemes de busos de trànsit ràpid (Bus Rapid Transit, BRT per les seues sigles en anglés) han experimentat un gran creixement en els últims anys, perquè més de 170 ciutats tenen algun tipus de sistema BRT. L'evidència empírica sobre la relació entre l'entorn urbà i estos sistemes encara requereix ser estudiada, especialment en les urbs en desenvolupament que no disposen d'informació a peu de carrer per a realitzar anàlisi en el nivell de les estacions. En este context, el primer objectiu de la investigació va ser generar dades a microescala (a peu de carrer) de l'entorn pròxim a les estacions del sistema BRT de Quito, mitjançant mètodes i instruments d'anàlisis de camp, així com seguiments, recopilació tècnica d'informació de característiques de l'entorn urbà i enquestes. A més, es va proposar utilitzar els sistemes d'informació geogràfica (*SIG) per al maneig i anàlisi de les dades. Així, es van obtindre mapes que representen la densitat de la població a escala de poma i a escala de segments: la densitat de l'edificació, la mescla d'usos de sòl (serveis, entitats públiques, escoles, comerç, etc.); mescla vertical (és a dir, usos d'habitatge, comerç i oficina en el mateix edifici) i característiques d'espai públic (seguretat viària, ample de vorera, topografia, etc.). Es va proposar també identificar el llindar de distància màxima mitjançant el mètode de seguiment, la troballa del qual revela que este llindar se situa en una distància de 600 metres En relació a l'objectiu d'analitzar les característiques dels usuaris del sistema BRT i el comportament del viatge a través d'una enquesta d'intercepció, els resultats estableixen que la majoria dels usuaris enquestats corresponen al grup femení amb formació acadèmica universitària que utilitza el transport per treball. El següent objectiu va ser determinar de manera quantitativa la relació entre el sistema BRT de Quito i les característiques de l'entorn urbà en un llindar de distància de 600 metres, en 42 punts a través de l'anàlisi estadística multivariant (model de regressió múltiple). Els resultats assenyalen que la densitat dels segments del viari amb vorera entre 3 i 4 metres, la densitat de l'equipament d'administració pública són variables significatives i positives. Així mateix, la distància al centre de la ciutat (accessibilitat regional) i la distància als destins dins dels 400 metres, (accessibilitat local), són dominis amb signe negatiu. Mentre que, la densitat no té un poder explicatiu en el model de demanda del sistema tipus BRT de la ciutat de Quito. Així mateix, es va plantejar l'examinar les qualitats del context immediat de les mateixes 42 estacions del sistema BRT de Quito dins d'un llindar de distància de 600 metres a través de l'anàlisi estadística multivariant. Els resultats mostren que l'accessibilitat local, és a dir, la distància a la parada destine, l'índex de marrada (relació entre la distància a peu mesurada a través de la xarxa i la distància euclidiana), el logaritme de la densitat de la població es correlaciona de manera positiva amb la distància a peu. Mentre que, la densitat dels estrats (mig alt i alt), la densitat no resident (persones que treballen, estudien o realitzen altres activitats) i la distància a la parada destine són variables significatives i amb signe negatiu. Un altre objectiu d'estudi va ser tipificar l'entorn urbà pròxim de les 42 parades en un llindar de distància de 600 metres del sistema BRT de Quito a través de l'anàlisi estadística factorial i els clústers. Les característiques de l'entorn es van classificar en tres factors. / [EN] Bus Rapid Transit (BRT) systems have experienced tremendous growth in recent years, with more than 170 cities having some form of BRT system. Empirical evidence about the relationship between the urban environment and these systems still needs to be studied, especially in developing cities that do not have street-level information for station-level analysis. In this context, the first objective of the research was to generate micro-scale data (at street level) of the environment near the stations of Quito's BRT system, through field analysis methods and tools, as well as monitoring, technical collection of information on urban environment characteristics and surveys. In addition, the use of geographic information systems (GIS) was proposed for data management and analysis. As a result, maps were obtained that represent population density at the block scale and at the segment scale: building density, mix of land uses (services, public entities, schools, commerce, etc.), vertical mix (i.e., housing, commerce and office uses in the same building) and public space characteristics (road safety, sidewalk width, topography, etc.). Also, it was proposed to identify the maximum distance threshold using the tracking method, the finding of which reveals a distance of 600 meters. Regarding the objective of recognizing the qualities of the users of the BRT system and the characteristics of the trip through the application of an intercept survey, the results establish that most of the surveyed users correspond to female group with university education who use the transport for work. The next objective was to quantitatively determine the relationship between Quito's BRT system and the characteristics of the urban environment at a distance threshold of 600 meters, at 42 locations through multivariate statistical analysis (multiple regression model). The results indicate that the density of road segments with sidewalks between 3 and 4 meters, the density of public administration equipment are significant and positive variables, likewise, the distance to the city center, regional accessibility and the distance to destinations within 400 meters, local accessibility, are domains with a negative sign. Meanwhile, density has no explanatory power in the demand model of the BRT type system in the city of Quito. Likewise, it was proposed to examine the qualities of the immediate context of the same 42 stations of the Quito BRT system within a distance threshold of 600 meters through multivariate statistical analysis. The results show that local accessibility, meaning the distance to the destination stop, the rounding index (ratio between the walking distance measured through the network and the Euclidean distance), the logarithm of the population density correlates positively with the walking distance. While, stratum density (upper middle and high), non-resident density (people working, studying or performing other activities) and distance to the destination stop are significant variables and with negative sign. Another study objective was to typify the proximate urban environment of the 42 stops within a distance threshold of 600 meters of the Quito BRT system through statistical factor analysis and clustering. The characteristics of the environment were classified into three factors. / Núñez Basantes, AC. (2024). Transporte público y entorno construido: análisis de las áreas de influencia de las estaciones del BRT en la ciudad de Quito [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/202963

The diploma project designs architectural study of Intensive Urban Housing in the city of Brno, district Veveří. Its proposed a building of complex form on vacant site desined by Veveří, Kounicova, Pekárenská and Sokolská Streets which used to be a military grounds. Intensive Urban Housing includes wide community amenities and dwelling for different social groups. As it is located on within walking distance to services which makes the complex self-sufficient, the transport demands are reduced. The proposal works with differentiation of public space, main buildings volumes and facade arrangement that create a lovely city environment and new atractive location in the city of Brno.