Tema. Journal of Land Use, Mobility and Environment (University of Naples)
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The End-use Electric Energy Consumption in Urban Areas: A GIS-based methodology. An application in the city of Naples.
No full textThis work is part of the scientific research sector concerning the Government of Urban and Territorial Transformations in order to promote efficiency and reduction of energy consumption in urban areas. The contribution proposes a further deepening of the research work already carried out under the project Pon "Smart Energy Master" by the research group of the Laboratory of Territory, Mobility and Environmental (TeMA Lab) of Department of Civil, Architectural and Environmental Engineering, University of Naples Federico II. The aim is to assist public authorities, that also deal with the Urban Energy Governance, in determining the quantitative distribution of domestic and non-domestic electric energy consumption. Toward this goal, we use the Big Data, the Open Data and the Geographic Information System (GIS) techniques. In particular, this work developed a innovative GIS-based methodology that allows the knowledge, classification and representation of real electric energy consumption at micro scale for the domestic and non-domestic. Also, we validate the GIS-based methodology by an application at the city of Naples. We used the electric energy consumption data of year 2011 were given by Municipality Authority and Italian Revenue Agency. This will allow the identification of the electric energy problems present in the area of analysis in order to plan any intervention strategies. This contribution is divided into three main parts. In the first part, an analysis of the scientific literature is proposed on the theme of the Government of urban and territorial transformations and opportunities arising by Big Data, Open Data and GIS in the reduction of electric energy consumption. The second part explains the theoretical and technical phases that led to the development of the GIS-based methodology. In the last part, the application of the GIS-based methodology at the City of Naples is described.This work is part of the scientific research sector concerning the Government of Urban and Territorial Transformations in order to promote efficiency and reduction of energy consumption in urban areas. The contribution proposes a further deepening of the research work already carried out under the project Pon "Smart Energy Master" by the research group of the Laboratory of Territory, Mobility and Environmental (TeMA Lab) of Department of Civil, Architectural and Environmental Engineering, University of Naples Federico II. The aim is to assist public authorities, that also deal with the Urban Energy Governance, in determining the quantitative distribution of domestic and non-domestic electric energy consumption. Toward this goal, we use the Big Data, the Open Data and the Geographic Information System (GIS) techniques. In particular, this work developed a innovative GIS-based methodology that allows the knowledge, classification and representation of real electric energy consumption at micro scale for the domestic and non-domestic. Also, we validate the GIS-based methodology by an application at the city of Naples. We used the electric energy consumption data of year 2011 were given by Municipality Authority and Italian Revenue Agency. This will allow the identification of the electric energy problems present in the area of analysis in order to plan any intervention strategies. This contribution is divided into three main parts. In the first part, an analysis of the scientific literature is proposed on the theme of the Government of urban and territorial transformations and opportunities arising by Big Data, Open Data and GIS in the reduction of electric energy consumption. The second part explains the theoretical and technical phases that led to the development of the GIS-based methodology. In the last part, the application of the GIS-based methodology at the City of Naples is described
What is a learning town? Reflections on the experience at Wirksworth
No full textThis paper explores the legacy of regeneration project work and knowledge management and transfer as a result of intervention through a charity designed to support new business opportunities, specifically in arts and entertainment, tourism, skills development and training. As part of the University of Derby’s own work-related learning and problem-based learning, a project team was assigned to work alongside the charity ‘New Opportunities in Wirksworth!’ (NOW!). A participant observation, action research approach has been used to elicit and analyse the knowledge transfer, both explicit and implicit. Staff and students from the University of Derby have been contracted to research tourism development specifically in festival supply and demand, the attractiveness of the destination and its key features the market, mining heritage and volunteer railway. Staff and students also committed to an events strategy, marketing the destination and finance for start-ups. The University is engaged in tacit and explicit knowledge transfers. Key stakeholders have reflected on a decade of achievements and both fails and success stories. Agendas for the future have been identified and the project NOW! Has a legacy of both tacit and explicit knowledge for the benefit of other communities. There is an ongoing desire to explore how both public and private sectors can benefit from knowledge sharing and to benefit ongoing problem-based learning in education and training. This paper explores the legacy of regeneration project work and knowledge management and transfer as a result of intervention through a charity designed to support new business opportunities, specifically in arts and entertainment, tourism, skills development and training. As part of the University of Derby’s own work-related learning and problem-based learning, a project team was assigned to work alongside the charity ‘New Opportunities in Wirksworth!’ (NOW!). A participant observation, action research approach has been used to elicit and analyse the knowledge transfer, both explicit and implicit. Staff and students from the University of Derby have been contracted to research tourism development specifically in festival supply and demand, the attractiveness of the destination and its key features the market, mining heritage and volunteer railway. Staff and students also committed to an events strategy, marketing the destination and finance for start-ups. The University is engaged in tacit and explicit knowledge transfers. Key stakeholders have reflected on a decade of achievements and both fails and success stories. Agendas for the future have been identified and the project NOW! Has a legacy of both tacit and explicit knowledge for the benefit of other communities. There is an ongoing desire to explore how both public and private sectors can benefit from knowledge sharing and to benefit ongoing problem-based learning in education and training.
Review Pages: Planning for Livable and Safe Cities: Extreme Weather Events Caused by Climate Change
No full textStarting from the relationship between urban planning and mobility management, TeMA has gradually expanded the view of the covered topics, always remaining in the groove of rigorous scientific in-depth analysis. During the last two years a particular attention has been paid on the Smart Cities theme and on the different meanings that come with it. The last section of the journal is formed by the Review Pages. They have different aims: to inform on the problems, trends and evolutionary processes; to investigate on the paths by highlighting the advanced relationships among apparently distant disciplinary fields; to explore the interaction’s areas, experiences and potential applications; to underline interactions, disciplinary developments but also, if present, defeats and setbacks. Inside the journal the Review Pages have the task of stimulating as much as possible the circulation of ideas and the discovery of new points of view. For this reason the section is founded on a series of basic’s references, required for the identification of new and more advanced interactions. These references are the research, the planning acts, the actions and the applications, analysed and investigated both for their ability to give a systematic response to questions concerning the urban and territorial planning, and for their attention to aspects such as the environmental sustainability and the innovation in the practices. For this purpose the Review Pages are formed by five sections (Web Resources; Books; Laws; Urban Practices; News and Events), each of which examines a specific aspect of the broader information storage of interest for TeM
The spatial dimension of cycle logistics
No full textCycle logistics is emerging as a promising alternative in urban freight transport. Compared to fossil fuelled vans, the use of cycles for delivering goods within urban areas offers advantages in terms of environmental friendliness, economic efficiency, flexibility, and liveability of urban neighbourhood. At the same time, cycle logistics has to face limits in terms of weight and volume of goods that can be delivered, distances that can be covered, and spatial urban structures that can be served. This latter issue has till now received less attention in the scientific literature: it is generally recognized that cycle logistics performs at its best in inner urban areas, but no systematic study has been realized to identify specific spatial requisites for the effectiveness of cycle logistics. This paper provides a brief review of the main issues that emerge from the literature over cycle logistics, and contributes to stimulate the debate over the spatial dimension of cycle logistics: it presents a classification of cycle logistics schemes, on the basis of their integration with other urban logistic facilities and of the spatial structure of delivery operations. A three-level classification is proposed, depending on the type of goods consolidation: only distribution without consolidation, consolidation in a fixed urban consolidation centre, or consolidation in a mobile depot; for each level, operational examples and case studies are provided. This systematizing typology could support both public and private operators in decisions about the organization of cycle logistics facilities, such as the location of urban consolidation centres or the composition of cycle fleets.Cycle logistics is emerging as a promising alternative in urban freight transport. Compared to fossil fuelled vans, the use of cycles for delivering goods within urban areas offers advantages in terms of environmental friendliness, economic efficiency, flexibility, and liveability of urban neighbourhood. At the same time, cycle logistics has to face limits in terms of weight and volume of goods that can be delivered, distances that can be covered, and spatial urban structures that can be served. This latter issue has till now received less attention in the scientific literature: it is generally recognized that cycle logistics performs at its best in inner urban areas, but no systematic study has been realized to identify specific spatial requisites for the effectiveness of cycle logistics. This paper provides a brief review of the main issues that emerge from the literature over cycle logistics, and contributes to stimulate the debate over the spatial dimension of cycle logistics: it presents a classification of cycle logistics schemes, on the basis of their integration with other urban logistic facilities and of the spatial structure of delivery operations. A three-level classification is proposed, depending on the type of goods consolidation: only distribution without consolidation, consolidation in a fixed urban consolidation centre, or consolidation in a mobile depot; for each level, operational examples and case studies are provided. This systematizing typology could support both public and private operators in decisions about the organization of cycle logistics facilities, such as the location of urban consolidation centres or the composition of cycle fleets
An Analysis of Public Transit Connectivity Index in Tehran. The Case Study: Tehran Multi-Modal Transit Network
No full textPublic transit is a major priority in modern management of large cities and metropolitan areas in particular. Public transit systems in such cities consist of a large number of nodes and lines which are represented by a complex network. A station for public transit is a bridge between the people and public transit network, based on which, the concept of input and output power for each station can be defined. The objective of this study is the application of the transit connectivity indices to the multimodal transit network in the city of Tehran. The public transit network data employed in this study is taken from Tehran Traffic Control Company, and Tehran Urban and Suburban Railway Operation Company. The methodology for measuring transit connectivity consists of three measures: Node connectivity, Line connectivity and Regional connectivity, where activity density is applied to these measures. The results of node connectivity analysis shows that most of the node connectivity in concentrated in the city center with many nodes in the center along routes going north and south. The line connectivity analysis shows that there is a concentration of highly connected lines that are near Tehran municipality region 12 and 16. Finally, we find that areas with more metro and bus facilities with respect to the other areas, have a better regional connectivity. One of these areas includes Sadeghiyeh Metro Station which is the junction of Tehran Metro Line 2 and Tehran Metro Line 5 which have a high connectivity power. Results of this study can be used to suggest some ideas on how future investments in rail and bus should be prioritized. Particularly in Transit Oriented Development (TOD) and sustainble development projects, urban planners can design transit stations with high performance to access the crucial services in poor areas.Public transit is a major priority in modern management of large cities and metropolitan areas in particular. Public transit systems in such cities consist of a large number of nodes and lines which a station (node) is a bridge between the people and public transit network, based on which, the concept of input and output connectivity power for each station can be defined. The objective of this study is the application of the transit connectivity indices to the multimodal transit network in the city of Tehran. The public transit network data employed in this study is taken from Tehran Traffic Control Company, and Tehran Urban and Suburban Railway Operation Company. The methodology for measuring transit connectivity consists of three measures: Node connectivity, Line connectivity and Regional connectivity, where activity density is applied to these measures. The results of node connectivity analysis shows that most of the node connectivity in concentrated in the city center with many nodes in the center along routes going north and south. The line connectivity analysis shows that there is a concentration of highly connected lines that are near Tehran municipality region 12 and 16. Finally, we find that areas with more metro and bus facilities with respect to the other areas, have a better regional connectivity. One of these areas includes Sadeghiyeh Metro Station which is the junction of Tehran Metro Line 2 and Tehran Metro Line 5 which have a high connectivity power. Results of this study can be used to suggest some ideas on how future investments in rail and bus should be prioritized. Particularly in Transit Oriented Development (TOD) and sustainble development projects, urban planners can design transit stations with high performance to access the crucial services in poor areas. Furthermore, a transit network modeling to develop connectivity indices with other transit factors and the relation between connectivity measure and TOD indices can be evaluated in future research
A Longitudinal Analysis of Densities within the Pedestrian Sheds around Metro Stations. The Case of Tehran.
No full textEvaluation of spatial accessibility to public transportation has a weak background in many emerging countries, including Iran. Transit-Oriented Development is of great interest among Iranian planners and academics, but little is known about transit orientation provided by major public transport systems exemplified by the Tehran Metro. Statistical difference tests and polynomial regression done in this study show how residential densities within walking distances of metro stations established at different times after 1998 are significantly different. Both population and employment densities have decreased in more recent stations compared to those opened between 2005 and 2010. Moreover, one-way T-Tests comparing the population and densities of older lines with those of newer lines reveal that, in most cases, densities within walking distances of stations of older lines are higher. The paper concludes that lack of proper site selection and failing to locate new stations near job centers and highly populated areas threatens the transit-friendliness that emerged in the early years after establishing the first metro station in 1998.Evaluation of spatial accessibility to public transportation has a weak background in many emerging countries, including Iran. Transit-Oriented Development is of great interest among Iranian planners and academics, but little is known about transit orientation provided by major public transport systems exemplified by the Tehran Metro. Statistical difference tests and polynomial regression done in this study show how residential densities within walking distances of metro stations established at different times after 1998 are significantly different. Both population and employment densities have decreased in more recent stations compared to those opened between 2005 and 2010. Moreover, one-way T-Tests comparing the population and densities of older lines with those of newer lines reveal that, in most cases, densities within walking distances of stations of older lines are higher. The paper concludes that lack of proper site selection and failing to locate new stations near job centers and highly populated areas threatens the transit-friendliness that emerged in the early years after establishing the first metro station in 1998
Waterfront and urban regeneration. New challenges for Genoa
No full textThe purpose of this paper is to understand if the strength of water is so important like in the past and to see like this element can be the driving force for redevelopment and urban regeneration of a city- port.The waterfront represents those parts of a city develop from the contact with the water until to involve the inner parts, it is a sort of permeable urban surface where the link with water is able to conjugate the different ways to live this special bond. This view permits to look at the waterfront, not only as a simple urban area well defined, but it is a new method to watch the city that draws the inspiration from the water for its future assets, without to forget its identity.Genoa represents an example of Mediterranean city (such as Marseille, Valencia and Barcelona).Our research brings from a debate among the different actors (University, Planning Section of the Municipality, Port Authority) to an elaboration of some future proposals which underline the different meanings of the relationship with water in the west of Genoa, Prà-Voltri’s area: from walking on different levels, above and below the channel specially designed, the opportunity to live (as in previous years) the beach for swimming, recreational and sporting appearance in a new Channel, in the continuation of activities in the existing Prà Channel. These elaborations are designed to determine the functions that the new Channel could take becoming in turn an urban redevelopment tool: the influence of the Channel, in fact, it should reach the city center reconnecting to historical paths and the promenade to become an integral part of the everyday life.The purpose of this paper is to understand if the strength of water is so important like in the past and to see like this element can be the driving force for redevelopment and urban regeneration of a city- port.The waterfront represents those parts of a city develop from the contact with the water until to involve the inner parts, it is a sort of permeable urban surface where the link with water is able to conjugate the different ways to live this special bond. This view permits to look at the waterfront, not only as a simple urban area well defined, but it is a new method to watch the city that draws the inspiration from the water for its future assets, without to forget its identity.Genoa represents an example of Mediterranean city (such as Marseille, Valencia and Barcelona).Our research brings from a debate among the different actors (University, Planning Section of the Municipality, Port Authority) to an elaboration of some future proposals which underline the different meanings of the relationship with water in the west of Genoa, Prà-Voltri’s area: from walking on different levels, above and below the channel specially designed, the opportunity to live (as in previous years) the beach for swimming, recreational and sporting appearance in a new Channel, in the continuation of activities in the existing Prà Channel. These elaborations are designed to determine the functions that the new Channel could take becoming in turn an urban redevelopment tool: the influence of the Channel, in fact, it should reach the city center reconnecting to historical paths and the promenade to become an integral part of the everyday life
Modeling metro users' travel behavior in Tehran: Frequency of Use
No full textTransit-oriented development (TOD), as a sustainable supporting strategy, emphasizes the improvement of public transportation coverage and quality, land use density and diversity of around public transportation stations and priority of walking and cycling at station areas. Traffic, environmental and economic problems arising from high growth of personal car, inappropriate distribution of land use, and car-orientation of metropolitan area, necessitate adoption of TOD. In recent years, more researches on urban development and transportation have focused on this strategy. This research considering metro stations as base for development, aims to model metro users' travel behavior and decision-making procedures. In this regard, research question is: what are the parameters or factors affecting in the frequency of travel by metro in half-mile radius from stations. The radius was determine based on TOD definitions and 5 minute walking time to metro stations. A questionnaire was designed in three sections that including travel features by metro, attitudes toward metro, economic and social characteristics of respondents. Ten stations were selected based on their geographic dispersion in Tehran and a sample of 450 respondents was determined. The questionnaires were surveyed face to face in (half-mile) vicinity of metro stations. Based on a refined sample on 400 questionnaires ordered discrete choice models were considered. Results of descriptive statistics show that 38.5 percent of the sample used metro more than 4 times per week. Trip purpose for 45.7 percent of metro users is work. Access mode to the metro stations for nearly half of the users (47.6 percent) is bus. Results of ordered logit models show a number of significant variables including: habit of using the metro, waiting time in station, trip purpose (working, shopping and recreation), personal car access mode to the metro station, walking access mode to the metro station and being a housewife. Transit-oriented development (TOD), as a sustainable supporting strategy, emphasizes the improvement of public transportation coverage and quality, land use density and diversity of around public transportation stations and priority of walking and cycling at station areas. Traffic, environmental and economic problems arising from high growth of personal car, inappropriate distribution of land use, and car-orientation of metropolitan area, necessitate adoption of TOD. In recent years, more researches on urban development and transportation have focused on this strategy. This research considering metro stations as base for development, aims to model metro users' travel behavior and decision-making procedures. In this regard, research question is: what are the parameters or factors affecting in the frequency of travel by metro in half-mile radius from stations. The radius was determine based on TOD definitions and 5 minute walking time to metro stations. A questionnaire was designed in three sections that including travel features by metro, attitudes toward metro, economic and social characteristics of respondents. Ten stations were selected based on their geographic dispersion in Tehran and a sample of 450 respondents was determined. The questionnaires were surveyed face to face in (half-mile) vicinity of metro stations. Based on a refined sample on 400 questionnaires ordered discrete choice models were considered. Results of descriptive statistics show that 38.5 percent of the sample used metro more than 4 times per week. Trip purpose for 45.7 percent of metro users is work. Access mode to the metro stations for nearly half of the users (47.6 percent) is bus. Results of ordered logit models show a number of significant variables including: habit of using the metro, waiting time in station, trip purpose (working, shopping and recreation), personal car access mode to the metro station, walking access mode to the metro station and being a housewife
Modelling the Shifts in Activity Centres along the Subway Stations. The Case Study of Metropolitan Tehran
No full textActivity centers are areas of strong development of a particular activity, such as residence, employment, or services. Understanding the subway system impacts on the type, combination, distribution and totally the development of basic activities in these centers, have an important role in managing development opportunities created along the Tehran subway lines. The multi criteria and fuzzy nature of evaluating the activity centers development make the issue as complex as cannot be addressed with conventional logical systems. One of the most important methods of multi criteria evaluation is Fuzzy Inference System. Fuzzy inference system is a popular computing framework based on the concepts of Fuzzy Sets Theory, which is capable of accommodating inherent uncertainty in multi-criteria evaluation process. This paper analyze shifts in activity centers along two lines of the Tehran subway system based on three major criteria by designing a comprehensive fuzzy inference system. The data for the present study were collected through documentary analysis, questionnaires and semi-structured interview. The result revealed that the level of the subway system influence on the pattern and process of the development of activities varied with the location, physical environment and entity of each station. Furthermore, empirical findings indicated that the subway line might weaken residential activities while attracting employment and service activities to the city center. Specifically, residential estates moved away from the city center to the suburbs whereas employment and service activities expanded from the existing central business district (CBD). The results can be applied to suggest planning policies aiming at improving the effects of public transit on property developemnet and land use change in a developing country.Activity centers are areas of strong development of a particular activity, such as residence, employment, or services. Understanding the subway system impacts on the type, combination, distribution and totally the development of basic activities in these centers, have an important role in managing development opportunities created along the Tehran subway lines. The multi criteria and fuzzy nature of evaluating the activity centers development make the issue as complex as cannot be addressed with conventional logical systems. One of the most important methods of multi criteria evaluation is Fuzzy Inference System. Fuzzy inference system is a popular computing framework based on the concepts of Fuzzy Sets Theory, which is capable of accommodating inherent uncertainty in multi-criteria evaluation process. This paper analyze shifts in activity centers along two lines of the Tehran subway system based on three major criteria by designing a comprehensive fuzzy inference system. The data for the present study were collected through documentary analysis, questionnaires and semi-structured interview. The result revealed that the level of the subway system influence on the pattern and process of the development of activities varied with the location, physical environment and entity of each station. Furthermore, empirical findings indicated that the subway line might weaken residential activities while attracting employment and service activities to the city center. Specifically, residential estates moved away from the city center to the suburbs whereas employment and service activities expanded from the existing central business district (CBD). The results can be applied to suggest planning policies aiming at improving the effects of public transit on property developemnet and land use change in a developing country
Rebranding a District: the Breiðholt Project in Reykjavik
No full textCities have gained increasing attention from government, researchers, and industry. The focus upon smarter and more efficient cities is important, but incomplete. Against this backdrop, COST Action builds on a European Science Foundation exploratory workshop on the emerging theme of smart and liveable cities. COST Action’s framework for People Friendly Cities in a Data Rich World acknowledges that the city is largely the product of top-down expertise, and a process in which the citizen plays a marginal role. Despite this top-down approach, citizens have had to build personal and collective biographies from the infrastructure of the city. This paper explores how the community of Breiðholt, Reykjavik, is being transformed from a disadvantaged suburb, characterised as a ‘ghetto’, into a thriving community where citizens play a central role in decision-making. This paper presents the outcomes of a fieldwork experience, undertaken in Breiðholt as part of COST Action’s Winter Training School, focused on the drivers behind, actions, and benefits of the Breiðholt Project and the Breiðholt Congress. In making recommendations for the Project and Congress, and other community-based initiatives, this paper encourages the sharing of best practices among different departments of the city, and to better utilise bridge makers (key stakeholders/community leaders) to build trust through face-to-face interactions with citizens.Cities have gained increasing attention from government, researchers, and industry. The focus upon smarter and more efficient cities is important, but incomplete. Against this backdrop, COST Action builds on a European Science Foundation exploratory workshop on the emerging theme of smart and liveable cities. COST Action’s framework for People Friendly Cities in a Data Rich World acknowledges that the city is largely the product of top-down expertise, and a process in which the citizen plays a marginal role. Despite this top-down approach, citizens have had to build personal and collective biographies from the infrastructure of the city. This paper explores how the community of Breiðholt, Reykjavik, is being transformed from a disadvantaged suburb, characterised as a ‘ghetto’, into a thriving community where citizens play a central role in decision-making. This paper presents the outcomes of a fieldwork experience, undertaken in Breiðholt as part of COST Action’s Winter Training School, focused on the drivers behind, actions, and benefits of the Breiðholt Project and the Breiðholt Congress. In making recommendations for the Project and Congress, and other community-based initiatives, this paper encourages the sharing of best practices among different departments of the city, and to better utilise bridge makers (key stakeholders/community leaders) to build trust through face-to-face interactions with citizens