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African Cities in the Post-COVID-19 World: Interrogating the “Forgotten Priorities” of the Pandemic in the Informal Sector in Bulawayo Metropolis
Get PDFThe impact of the COVID-19 pandemic has reached every corner of the world despite being essentially an
urban crisis. The combined effect of weaker urban systems, a plethora of perennial urban problems, and the
sprouting informality have exacerbated the scourge of coronavirus impact in most African cities. The
introduction of restrictive measures to restrain the spread of the virus had brought about dramatic changes
herein referred to as the new world order emanating from the assertion that with coronavirus impact, cities
will never be the same again. Very little has been studied and documented about this mantra. This paper
interrogates the revival of the “old order” within the informal sector (street trading) by evaluating the
changes in implementing the COVID-19 control measures during the peak and off-peak periods. The study
adopted a case study research design. A mixed methods approach was applied to gather qualitative and
quantitative data through interviews with traders and critical informants in Bulawayo. Triangulated quasilongitudinal survey data, desktop review data, and geospatial data were analysed using content analysis to
create themes on the changes that have been experienced. The results reveal that for the majority of city
residents, most of whom are struggling to survive economically, livelihoods and survival strategies are a
matter of priority compared to concerns about coronavirus dangers. Consequently, the short-term and
reactive measures to curb the effects of the COVID-19 pandemic do not feed into the long-term,
transformative, structural changes in city systems in most African cities. Urban studies scholars need to
explore the pro-poor urban resilience strategies in tandem with the cityscapes that are bedevilled with fierce
urban contestations without worsening the residents' socio-economic status. Comparative studies assessing
the relationship between the “old order” and the “new order” in the Global North and South contexts are
critical
Possibilities of Integrating Motorized Transportation and Non-Motorized Transportation in the City of Johannesburg
Get PDFDeveloped countries around the world has great functioning public transportation systems, that include
integration of innovative public transportation and non-motorized transportation creating smooth and
seamless travelling in their cities for commuting. City of Johannesburg has numerous modes of public
transportation to create convenient travelling across the city, and more innovative public transport systems
are being implemented to ensure that the city has the world class transportation including the development of
non-motorized transportation infrastructure such as cycling lanes and pedestrian sidewalks. However, there
is a challenge of integration between motorized transportation, specifically, innovative public transport (Bus
Rapid Transit system (Rea Vaya) and High-speed Rail (Gautrain system)) and non-motorized transportation.
This paper aims to assess the possibility of integrating non-motorized transportation and Innovative public
transportation, and the level of cycling to switch from bicycle to innovative public transportation by
commuters to complete a journey in the City of Johannesburg. The study adopted qualitative research design
that facilitated the gathering and analysis of spatial and qualitative data from the innovative urban public
transport officials, commuters and the cyclists. The results revealed that there is a possibility of spatial
integration between non-motorized transportation and innovative public transportation in different parts of
the city. Cycling lanes and pedestrian sidewalks have a direct access to Rea Vaya stations and Gautrain
stations, however, there is no development of bicycle parking next to Gautrain stations and Rea Vaya
stations. Spatial access of a commuter from Gautrain station to Rea Vaya station is 74,5 metres in
Johannesburg Park station were there is visible spatial integration in the city. The paper concludes that there
is insufficient cycling across the city, no bicycle parking spots next to innovative public transportation
station, no recognised integration between innovative public transportation and non-motorized
transportation, commuters either walk or drive private vehicles to Rea Vaya or Gautrain stations. The study
recommends the development of bicycle parking stations next to innovative public transportation stations to
encourage the usage of cycling, and institutional integration of innovative public transportation to create
swift transportation for commuters. Further, development of more non-motorized transportation policies and
legislative frameworks that will support and encourage non-motorized transportation and integration of nonmotorized transportation and motorized transportation
Enabling Sustainable Freight Air Transport in the Adriatic Region through Development of ICT Platform
Get PDFFreight transport in the Adriatic area suffers from persistent organizational, operational and service barriers
and the negative impacts of road transport. Multimodal interventions could reduce CO2 emissions and other
impacts, including air and noise pollution, and road congestion. Integrated sustainable solutions can act to
improve traffic flow and logistics, and management of goods and tourism supply. Multimodal optimization
of road-sea combined transport can be augmented to include air modal share on existing and new routes for
sensitive freight with emphasis on yearlong operations.
This paper adresses the need to improve and extend the availability of passenger routes to allow the potential
for mixed cargo in the Adriatic with a case study in Italy-Greece transport. Such plans are hampered by the
overlong (up to 15 hours) duration of air trips, which could reduce product quality within a few hours after
harvest. Fast shipment and delivery of affordable fresh products, such as mozzarella and strawberries is
essential, and would benefit from nonused passenger cargo. Fresh products could use available hold space,
guaranteeing lower-than-conventional shipping time at affordable price.
The new service would establish new shipping options for fresh products, empowering Italian and Greek
local producers. The service will be enabled through an integrated ICT platform that was developed to offer
user access (e.g. to information on departure time, load space availability, goods allowed for transportation),
and facilitate creation of new market opportunities for fresh producers.
The platform supports the identification of demand and supply (by creating accounts as seller or buyer) and
the booking of transport. The platform end user (seller or buyer) can find the proper passenger carrier for
shipping fresh products to the airport of origin. Platform design includes Operational (OR) and NonOperational (NOR) requirements. For assuring traceability and location information, static and dynamic
RFID tags and portable RFID readers, as well as GPS devices and/or tracking smartphones and supporting
infrastructure were included
Online SP-off-RP Travel Surveys for Identification of Target Group Specific Measures and Uptake Potentials in Rural Municipalities – Learnings from the Pilot Case Feldkirchen/Donau
Get PDFPlanning processes are often fed with various streams of data, experiences and knowledge from different
stakeholders involved. Especially the user perspective and acceptance of possible solutions can be measured
through different qualitative or quantitative approaches. To allow a certain level of objectivity, comparability
and accuracy, structured and standardized quantitative data collection methods are needed to collect mobility
behaviour data. In this context questions regarding financial and capacity-related feasibility of certain
innovative methods for local municipalities in rural context arises.
This paper discusses possible scenarios for enhanced collection of mobility behaviour data (stated and
revealed) to enable target group specific development of mobility measures in rural contexts. On the example
of a “Mobilitätswerkstatt” and an accompanying travel survey via the “mobyome-App” realized in
Feldkirchen/Donau (Federal state of Upper Austria), outcomes and possible use of data and insights are
discussed. Further on the trade-offs between usability, length of the travel survey, representativity and
financial feasibility will be explored.
The mobyome-App, developed by the team of mobyome KG
1
– an impact-oriented company based in
Vienna and Linz (both Austria), tries to combine an SP-off-RP approach on trip-leg level with an Web-App
interface which allows to keep the technological burden as low as possible.
As the mobyome-App was used in the rural municipality of Feldkirchen/Donau2
, around 5% of the
inhabitants fully participated in the data collection. In the paper first insights on detailed response rates,
identification of possible user groups for future mobility services like ridesharing-applications or the
willingness for behaviour change will be discussed. On the example of Feldkirchen/Donau, the paper will
showcase possible (future) analyses based on the obtained data
Stresstest Fußverkehr: Eine experimentelle Studie zur Messung des Stressempfindens Zufußgehender am Marienplatz in Stuttgart
Get PDFGehen als Teil der alltäglichen Mobilität ist gesund, kostengünstig und für breite Teile der Bevölkerung
nutzbar (Ausserer et al. 2013: 34f.). Zugleich tragen verschiedene Faktoren dazu bei, dass der Fußverkehr an
Attraktivität einbüßt – darunter ganz zentral das Empfinden von Stress im Straßenraum. Ziel des NRVPProjektes „Cape Reviso“ ist es, Wissen über das Zusammenspiel von Stress und Zufußgehen zu generieren.
Dabei wurde speziell untersucht, welche baulichen und sozialen Faktoren zum Empfinden von Stress bei
Zufußgehenden im urbanen Raum führen können und welche Rolle soziale bzw. psychologische
Charakteristika dabei spielen.
Grundlage für den Stresstest war einer Studie mit 15 Teilnehmenden am Marienplatz in Stuttgart, der eine
Vielzahl an Flächen- und Nutzungskonkurrenzen aufweist und durch eine große Nutzungsmischung sowie
dem Status als Verkehrsknotenpunkt gekennzeichnet ist. Bei der Erhebungs- und Auswertungsmethodik)
wurde ein triangulierendes Verfahren (Flick 2008: 12ff.) angewandt und durch einen Testlauf, während dem
die Teilnehmenden mit einer Kamera und einem Abstandsmesser ausgestattet waren, die baulichverkehrlichen Einflussfaktoren einbezogen. Es wurden vier exogene (Raummangel, Unterbrechung der
Wunschlinie, Lärm und die Qualität der Infrastruktur) und einige endogenen Einflussfaktoren, wie
Geschlecht, Ortskenntnis und psychologische Merkmale, untersucht. Die exogene Einflussfaktoren wurden
anhand der gemessenen Biomarker Hautleitfähigkeit und -temperatur in einen Algorithmus zur Detektion
von „Moments of Stress“ überführt (nach Kyriakou et al. 2019). Die georeferenzierten Aufzeichnungen
gaben Aufschluss über die räumliche Häufung von MOS und damit Hinweise auf (stress-)relevante Stellen
am Untersuchungsort.
Die meisten Häufungen an MOS befinden sich an großen, viel befahrenen Kreuzungen, wo mehrere
Stressoren auf einmal wirken. Zudem gab es einen hohen Anteil an MOS dort, wo Gehsteige beispielsweise
durch Stadtmobiliar verschmälert wurden. Die Analyse der endogenen Einflussfaktoren lieferte Ergebnisse
dahingehend, dass die Frauen im Sample eher dazu neigten, Stress zu empfinden als die Männer.
Ortskundige Menschen tendierten zu weniger MOS. Bei den psychologischen Charakteristika zeigte sich,
dass die Faktoren Neurotizismus, Verträglichkeit und internale Kontrollüberzeugung die Entstehung von
Stress eher beförderten. Sind Menschen eher extravertiert, offen, gewissenhaft, risikobereit und haben ein
höheres Maß an externaler Kontrollüberzeugung, wiesen sie eine Tendenz zu weniger MOS auf. Identifiziert
wurden zudem drei Clustergruppen (Zögerliche Einzelgängerinnen mit Pioniergeist,
Sicherheitsabenteurerinnen, Sicherheitsabenteurer und sicherheitsaffine Einzelgänger), die in ihrem
Stressempfinden ähnliche Muster aufweisen. Diese Cluster können als Vorlage dienen für weitere
Untersuchungen der Wirkung von Planvorhaben der gebauten Umwelt auf bestimmte Gruppen von
Zufußgehenden
Delineating and Assessing Urban Green Infrastructure in Cities: Application of the Patch Matrix Model in Alexandria, Egypt
Get PDFCities face crucial issues related to urbanisation, declining quality of life, inadequate infrastructure, and
ecosystem degradation. Those issues have huge impacts on the health and wellbeing of communities. In
response, the World Health Organisation (WHO) recommends granting each person in a city a minimum of 9
m2 of urban green spaces that are functional. Many cities face challenges to achieve this requirement due to
limited green public areas and their under-exploration as green infrastructures. In Egypt, due to high
urbanisation rate and increased densification, some cities, particularly large ones, are struggling to provide a
proper share of open spaces per capita.
Exploring and promoting urban green spaces in cities could contribute to an improved quality of life (QOL)
and ecosystem services. In this respect, “urban green infrastructure” (UGI) responds to such issues by
offering opportunities that attempt to preserve values and functions of ecosystems, as well as solutions to
support biodiversity and urban healthy environments. This research focuses on green spaces as a main
component of UGI in Alexandria, Egypt's second-largest city, through the application of the Patch Matrix
Model (PMM). Since the 1980s, PMM has been a fundamental principle in landscape ecology, as it describes
the horizontal landscape structure in a simple practical way by delineating homogeneous areas and by
quantitatively assessing their spatial arrangement and diversity.
It is proposed to adopt PMM to classify and analyse UGI on an urban scale in Alexandria's Al Montazah
district. Using remotely sensed data, Esri Sentinel-2 Land Cover maps, as well as existing local spatial
information systems, delineation of existing and potential patches, corridors and matrices is performed.
Homogenous areas of open spaces are analysed in terms of their shape, size, and functions. Linear spaces in
the city are also investigated and the spatial arrangement of the PMM components is developed. Based on
the implementation on a highly urbanised district, discussions extend to the potential and limitation of this
approach for quantifying urban landscape patterns. The research results confirm the validity of PMM in
delineating and providing scenarios for UGI development, and in proposing a tactic plan for city-scale
interventions
What Culture for European Cities? The Desperate Struggle of European Cultures against the American one
Get PDFFor a long time, American culture is spreading and replaces the other European cultures. It is a real change.
According to the French writer Régis Debray, image replaces writing, the theme of happiness replaces drama
and space replaces time. Also, according to the German sociologist Max Weber, the Protestantism has made
Americans “ascetic inside the world”: an individual is the single responsible for his (her) own Salute. He
wants success in the society. The idea of “collective grace” is suspected. In urban life there is a void which is
fulfilled by tribalism: sport, music, events … In urban planning, places for people meeting, like public
squares or parks, are neglected. Water and greening could be recourses. Also, there is a possible risk of
placemaking taken over by private brands
Sustainable Multi-objective Optimisation in Land-use Planning based on Non-dominated Sorting Genetic Algorithm (NSGA-II): a Case Study in Alexandria, Egypt
Get PDFDue to urban sprawling, the world’s land-use patterns have rapidly changed, leading to conflict and
competition among urban land-uses. This conflict resulted in a range of inefficient land-use patterns. The
negative impacts of such patterns suggest the need to improve the efficiency of land-use planning strategies
to support better sustainable development. To attain such efficiency, many researchers have adopted
algorithmic approaches perceiving land-use planning as a multi-objective optimization problem. These
approaches allow encompassment of the numerous variables and constraints that are introduced in the
planning process by decision makers and stakeholders. In this regard, a meta-heuristic method; the Nondominated Sorting Genetic Algorithm (NSGA-II), could provide an efficient decision support tool for landuse planning through offering pareto optimal land-use allocation alternatives.
This paper aims at adopting NSGA-II to enhance sustainable land-use planning strategies at a neighborhood
scale in the city of Alexandria, Egypt. The research suggests the adaptation of the Constrained Multiobjective Optimization of Land-use Allocation model (CoMOLA) for three main objectives: (i) maximizing
the value of economic benefit, (ii) spatial compactness, and (iii) land-use compatibility. Several land-use
allocation scenarios are investigated through an iterative process which includes the variables of spatial
units’ number, population sizes and significance of allocation objectives. The scenarios are then compared to
the existing condition of land-use distribution. The results show that the proposed approach using CoMOLA
tool exhibits good potential to support interactive land-use planning processes by searching over multiple
plans for optimal sets of non-dominated solutions. The optimized results could provide the scientific basis
for defining suitable interventions for improving sustainability measures and spatial optimization of landuses at the neighborhood scale
XR-Technologien in Partizipationsverfahren – Potenziale und Restriktionen einer smarten Stadtentwicklung mit den Bürgerinnen und Bürgern
Get PDFPartizipative Stadtplanung und Stadtentwicklung stehen angesichts der zunehmenden Etablierung von
Extended Reality (XR)-Technologien vor der Herausforderung, diese in die bestehenden
Partizipationsformate zu integrieren. Dabei geht es darum, einerseits mögliche Vorteile von diesen
immersiven Technologien (AR-, VR- und MR-/XR-Technologien) zu nutzen, und andererseits eventuelle
Nachteile zu vermeiden und zugleich die ELSI-Kriterien zu erfüllen (ethische, rechtliche und soziale
Anforderungen), um die Grundprinzipien demokratischer Planung und Qualitäten guter Partizipation sicher
zu stellen.
Der folgende Beitrag befasst sich mit der Frage, welche Potentiale und Restriktionen immersive
Technologien für eine crossmediale partizipative Stadtplanung bzw. -entwicklung bieten, und ordnet ein,
welche Bedeutung XR-Technologien diesbezüglich zukommen kann. Darüber hinaus wird diskutiert, wie die
Anschlussfähigkeit an die bestehende Beteiligungspraxis hergestellt und wie dabei insbesondere soziale
Selektivitäten im Partizipationsprozess vermieden werden können. Hierzu werden im Fazit entsprechende
Anforderungen formuliert.
Der Beitrag basiert auf dem inter- und transdiziplinären BMBF-Verbundforschungsprojekt „XR-Part: XRPartizipationsräume zur erweiterten sozialen Teilhabe in urbanen Transformationsprozessen“ am Beispiel
von partizipativen Planungsprozessen in den Modellstädten Mannheim und Rostock. Er präsentiert
Ergebnisse einer Literatur- und Dokumentenanalyse
Exploring the Network Accessibility in the Airport Regions of India: Case Study of Bagdogra Airport, West Bengal
Get PDFTransportation network development is considered to be one of the keys to modernization and development.
Airports are emerging as new hubs of development. Airport corridors are the upcoming economic corridors
being a connection between the airport and the host city through highways, expressways, and railways,
where infrastructure is planned with more public involvement. At a regional scale, Aerotropolis is an
extrapolation of the airport city, to the surroundings, where the reciprocation of the airport city can be seen in
terms of amenities, services, industries, residences, and thematic and logistic spaces. For linking the airport
for better access, an efficient road network is inevitable in the country. Connectivity measures are an
indicator of the performance of airline networks, airports and regions which allow policymakers and industry
professionals to benchmark and monitor the network performance against that of other airports, airline
networks and regions and plan the regions accordingly. This paper seeks to derive the landside connectivity
for the road network of different tiers of airports in their influence area and identify the regions that are most
and least accessible in the Indian scenario. In order to explore connectivity and accessibility, the regions are
ranked on the basis of some of the indices such as alpha, beta, Gama, Konig no. etc. Further, the study
comprehends the case study of Bagdogra Airport, Siliguri, being the least accessible region as per the
landside connectivity.
The study of landside connectivity includes a GIS-based analysis of links and nodes with the help of graph
theory and centrality indices. Results derived indicates the impact of airport connectivity in the identified
influence area of the region, the centrality indices increase with a decrease in distance from the airport. The
results also indicate the emergence of important nodes and links, probing towards the need for
comprehensive planning for new airport regions for better accessibility and induced development of the
region