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Air-/Seaport Cities: On Metropolitan Territory of Hub Cities
Get PDFIncreasing urbanization is transforming cities and regions into metropolitan areas facing current
environmental, energy, economic, and social challenges. Some of these metropolitan regions include
important infrastructure, transport, and spatial corridors. A new and complex type of spatial organization is
emerging there, primarily based on logistical, economic, and political decisions. This phenomenon mainly
affects cities and regions with seaports and airports as “brainports” (transport and mobility centers, supply
structures, such as logistical centers for the transport and distribution of goods, trade centers, industry,
commerce, etc.). The functionalisation of spaces in such territories leads to a recognisable spatial pattern
with certain characteristics that clearly differ from other spatial structures and causes a hierarchisation of
spatial organisation.
These ever-growing structures, which are geared toward function and profitability, consume a lot of space
and land, which is considered one of the most important resources when it comes to reducing the carbon
footprint and enabling sustainable spatial development. Therefore, there is a special, forward-looking
motivation to transform this spatial complexity with many potentials and resources into a sustainable,
integrated spatial development for the city, the region and the neighboring communities. This is because
these structures are an ideal opportunity to combine thematic principles such as building and spatial
planning, climate and energy supply, quality of life, mobility, noise reduction, economic balance with spatial
quality, etc. HubCities as a method and strategy show how such structures can become a transparent,
networked and resilient place that also focuses on the human scale.
HubCities is a relatively young topic in spatial and urban development, which only developed at the end of
the twentieth century (e.g., through the low-cost airline boom since the liberalization of air transport in 1997
and globalized containerization) as a result of complex processes. There is a lack of temporal distance and
the associated historical analysis to comprehensively explain, present and strategically use these processes.
The aim of this paper is to use the term Hub Cities to illustrate the significance, impact, approach and
potential of airport and seaport locations and their surroundings for spatial development. The questions
raised are illustrated using the example of the airport area and logistics center of Graz (Austria, which is part
of the NUTS 3 metropolitan region), the seaport of Koper with visionary ideas of a networked passenger
airport (Slovenia), and the port city and regional passenger airport city of Trieste (Italy, which is not part of
the NUTS 3 metropolitan region, presumably because the broader area is located in two different countries).
HubCities is thus a long-term strategy for airport and seaport locations and their surrounding areas that
identifies the problems and potentials of today's urban development and provides a historical account of the
phenomenon (e.g., a shift of important urban functions to the surrounding area). HubCities is a transferable
mindset that prevents further urban sprawl, protects landscapes, green and open spaces, and promotes an
appropriate mix of uses in sensible locations. It is a program that develops and combines smart systems,
solutions, and methods that can be transferred to other airport and seaport regions.
Hub cities lead to the loss of familiar forms, but at the same time new spaces, structures and actors emerge.
They all require spatial embedding in order to sustainably achieve the desired qualities of a location that is
close to its citizens and typical of the region. HubCities can become the cities of the tolerant society of the
future and an impetus for resilient spatial development, in which spatial quality is an added value and a
resource and, above all, a prerequisite for the sustainable development of the airport (city) and seaport (city)
location, the community, the city and the region
Transform Ternitz – Transformation der ehemaligen Arbeitersiedlung in Ternitz: Resiliente Quartiersentwicklung bottom-up gestalten
Get PDFDer Gedanke an Stadt ist aktuell meist mit der Vorstellung von Wachstum verbunden. Seit dem Beginn des
19. Jahrhunderts ist der Prozentsatz der globalen Bevölkerung in Städten von 2% auf 50% zu Beginn des 20.
Jahrhunderts angestiegen. Prognosen rechnen mit 75% im Jahr 2050. Doch gleichzeitig existieren ehemalige
von der Industrie geprägte Städte, die im Zuge eines strukturellen Wandels der globalen
Produktionsverhältnisse seit Jahrzehnten einen Rückgang von Einwohnerinnen und Einwohnern
verzeichnen. Auch abseits des wohl berühmtesten Beispiels, der ehemaligen „Motorcity“ Detroit, ist dieses
Phänomen in Österreich und Deutschland in ehemals industriell geprägten Regionen zu beobachten. Die
meisten Städte mit dieser Problemstellung befinden sich in den westlichen Industriestaaten. Die Ursachen
reichen von Naturkatastrophen, über sich wandelnde Lebensformen und Lebensstile und damit
einhergehenden demographischen Entwicklungen bis hin zu Abwanderung von Industrie. Wie wachsende
Städte stehen auch diese Städte vor enormen Herausforderungen, jedoch werden diese weniger erforscht und
auch das Interesse für Investitionen hält sich in Grenzen. Doch in schrumpfenden Städten liegt räumlich ein
großes Potenzial für Umgestaltung, das die Möglichkeit bietet, Stadt neu zu denken
Entwicklung eines elektrischen Carsharing-Angebots für den ländlichen Raum
Get PDFCarsharing hat deutschlandweit das Potenzial, einen Beitrag zur Verringerung der Treibhausgase im
Tansportsektor leisten zu können. Dabei ist es fraglich, ob sich erfolgreiche Carsharing-Angebote auch für
den ländlichen Raum entwickeln lassen. Um herauszufinden, welche besonderen Herausforderungen aus
Sicht der Nutzerinnen und Nutzer im ländlichen Raum bestehen, wurde in einem Partizipationsprozess mit
Bürgerinnen und Bürger einer Ortschaft im ländlichen Raum ein elektrisches Carsharing-Angebot
entwickelt. Wichtige Einflussfaktoren für die Nutzung des Carsharing-Angebots waren laut einer Umfrage
mit 190 Bürgerinnen und Bürgern die Nützlichkeit im Alltag, der Spaß an der Nutzung und die
Erreichbarkeit des Standorts. Qualitative Interviews mit 21 Bürgerinnen und Bürgern bestätigten diese
Ergebnisse und lieferten Details zu deren Hintergründen. Zudem wurde die Fokussierung auf bestimmte
Zielgruppen als wichtig gesehen. In anschließenden Workshops mit Bürgerinnen und Bürgern wurden darauf
aufbauend konkrete Ideen für passende Carsharing-Modelle entwickelt. Dabei wurde unter anderem eine
App mit einer Funktion zum Angebot von Mitfahrgelegenheiten gewünscht, um das Gemeinschaftsgefühl bei
der Nutzung des Carsharing zu fördern. Insgesamt zeigt sich, dass es einige spezielle Anforderungen der
Bürgerinnen und Bürger im ländlichen Raum hinsichtlich eines Carsharing-Angebots gibt, denen vor allem
eine soziale Ausrichtung gemein ist. Um die größten Erfolgschancen mit einem Carsharing-Angebot im
ländlichen Raum zu haben, sollten diese Wünsche mit maßgeschneiderten Lösungen adressiert werden
Automation of Rural Collective Transport: Conceptualising three Alternative Use Cases based on Underexplored Rural Transport Specificities
Get PDFWhereas the introduction of autonomous vehicles (AVs) is widely explored in urban contexts, their usage in
rural transport services is still understudied. The few works in this field focus on four main use-case
typologies, which are only selectively tested. These typologies are mostly concentred on: (a) the type of
route and schedules collective AVs could supply (fixed or demand-responsive); and (b) the type of
connection AVs are supposed to provide (chain-with-transfers or door-to-door). However, they often neglect
a series of rural specificities that the design of AV use cases should comprise, such as the substantial
temporal variability of rural collective transport demand or the tendency towards activity chaining of
commuters living in rural areas. Based on these underexplored specificities, this study conceptualises three
alternative use cases that combine the four reference typologies to complement them. Additionally, the study
defines the main characteristics of each use case by referring to a set of shared assets relevant for any
application of AVs, such as the schedule, vehicle type, service period, or pricing scheme. Future works may
take these conceptual use cases as a starting point to design concrete solutions in specific study areas,
quantify their costs for the transport provider and benefits for rural dwellers, and thus enlarge the knowledge
on the interplay between AVs and rural collective transport
The Influence of Built Environment Characteristics on the Occurrence of Crime in Neighbourhoods of Amsterdam: A Geographically Weighted Regression Analysis
Get PDFCrime in neighbourhoods has a significant impact on the quality of life and safety of the residents. There are
theories that suggest the relation between the built environment characteristics and the occurrence of crime.
These theories suggest that designing the built environment in a particular way could reduce the number of
criminal activities, the fear of crime and the victimisation of residents and legitimate users of the area.
However, there is little empirical research on this topic.
In recent years, the amount of open and spatial data has increased which enables to test these theories
empirically. This current study aims to understand the influence better of built environment characteristics on
the amount of crime in the neighbourhoods in Amsterdam by using open and spatial data. In this study,
firstly existing theories on the relation between crime and built environment characteristics (i.e. land use,
street layout, the existence of parking amenities, the existence of greenspace, the existence of street lighting)
were discussed. Later, the influence of selected built environment characteristics on the amount of crime in
Amsterdam neighbourhoods was empirically tested. Data regarding crimes was obtained from the Dutch
police department. It provides crime rates per crime type (burglary, vandalism, violent crimes, drugs and
nuisance, and theft) and per neighbourhood. The data regarding built environment characteristics were
gathered from Open Street Map and Amsterdam open data, and they were processed for further analysis.
In order to look into the relation between the occurrence of crime in neighbourhoods of Amsterdam and the
built environment characteristics, firstly an exploratory regression analysis was performed on the different
crime types, and then a geographically weighted regression analysis was conducted to identify local
variations. The results show that different types of crime were influenced by different characteristics of the
built environment. Moreover, variations in the neighbourhoods were observed. One of the findings of this
research is that tourist attractions strongly correlate with the amount of crime. Another interesting finding is
that mixed land‐use is negatively correlated with the amount of crime. In general, it can be concluded that
the built environment does have an influence on the occurrence of crime and that this influence differs
among crime types. Moreover, different characteristics of the built environment influence different types of
crime. The results of this study provide insights for policy recommendations both for necessary data and
urban design with respect to crime prevention
Analysis of Factors for Pedestrians’ Spatial Distribution in Sakae District of Nagoya Using Mobile Phone Location Data
Get PDFRecently, mobile phone location data containing the activities of different urban residents can be employed
for an urban study. Compared with field research, mobile phone location data have a larger volume, wider
range, and higher frequency. It can provide fresh data to support urban research. Most analyses of the spatial
distribution of pedestrians employ linear or log–log models using least squares, but the drawback is that the
number of pedestrians and the number of counts do not always follow a normal distribution and the leastsquares method is vulnerable to outlier effects. Thus, the use of generalised linear model (GLM) with
maximum likelihood estimation for the analysis of the factors influencing pedestrian distribution makes
sense. However, these models lack suitable indicators to rank the factors’ strengths. In this study, we
employed the Sakae district of Nagoya as the object of the study and divided the factors influencing the
spatial distribution of pedestrians into four categories: street attribute factor, land use, space configuration,
and transportation accessibility factor. Finally, we employed a GLM to study the factors influencing the
pedestrians’ distribution. We introduced a mean standardised partial differential value to compare the
significance of each variable in the model. The findings showed that the correlation coefficient between
forecast and actual values was better for the linear model whereas the mean absolute percent error was better
for the negative binomial distribution model. Both models revealed that the integration value generated from
the segment angular investigation was substantially correlated with the pedestrian distribution as a space
configuration indicator
Einführung von Kapazitätsgrenzen als Kriterium der urbanen Versorgungsqualität
Get PDFDieses Paper stellt einen GIS-basierten Ansatz zur Berechnung der Versorgungsqualität verschiedener
Einrichtungen (z.B. Kindergärten, Schulen und Erholungsflächen) basierend auf kapazitätssteuernden
Eigenschaften wie Größe oder Ausstattung vor. Es handelt sich um einen Ansatz, der räumlich übertragbar
ist und für verschiedene Fragestellungen und Anwendungsfälle der Stadt- und Raumplanung flexibel
angewandt werden kann. Die Methode wird anhand des Beispiels Spielplätze in der Stadt Salzburg
vorgestellt und diskutiert
Evaluation of COVID-19 Related Measures using Ordered Logistic Regression Analysis based on a Survey of Tourism-Related Offices in the Nishimikawa Region, Aichi Prefectur
Get PDFCOVID-19 has had an unprecedented impact on the tourism industry. The Go To Travel (overnight travel
discount and regional common coupons campaign), which was implemented in Japan from July 2020 to
stimulate demand in the tourim industry, was canceled at the end of 2020 because of the spread of infection
again. Repeated outbreaks of infection and state of emergencies highlight the difficultly in balancing human
health and economic activities during the COVID-19 pandemic. This study aims to clarify the economic
impacts of the pandemic and evaluate the implementation of related economic support measures on the
tourism industry. Based on a questionnaire survey of tourism-related offices in the Nishimikawa Region of
Aichi Prefecture, it examines the economic impacts on the sales amount of tourism-related industry,
evaluated the effects of the Subsidy Program for Sustaining Businesses (SPSB) and Go To Travel (by the
national government) and Coupon Campaigns for shopping and restaurants (by municipalities) using ordered
logistic regression analysis. The findings show that the impact of COVID-19 on business office sales is most
severe for the accommodation industry, with a 62% decrease at the time of the survey compared to 2019. In
addition, SPSB and Go To Travel campaigns are relatively highly evaluated by accommodation and tourism
servise offices, while Coupon Campaigns for shopping and restaurant coupon campaigns are relatively more
effective in the restaurant and retail offices. In additon, the results show that the larger the offices annual
sales, the more effective the Coupon Campaigns, indicating that since consumers use premium coupons to
purchase goods and services that are more expensive than usual, the effect of policy implementation would
be biased toward business offices that provide relatively expensive goods and service
Optimizing Placemaking of Urban Open Spaces Using a Mixed Reality Approach
Get PDFThe quality and momentum of urban open spaces are key parameters for assessing the social, economic, and
environmental aspects of a city. Public spaces need to be permanently attractive to human activity. Studies
presume that the use of mixed reality technologies to create changeable upgrading interactive designs and
uses of urban open spaces will encourage people to spend more time outdoors and make public spaces more
attractive. This paper provides timely and empirical information to help practitioners and researchers better
understand MR technology for architecture and urban design, specifically for open spaces used as
recreational, social, and economic spaces. The study included a simulation of a developed plaza with models
of mixed reality combined with physical elements of the plaza, taking into account the activities and
behaviour of the users of the square. The surveys were conducted in Saad Zagloul Square in Alexandria with
different social criteria, activities, and formation. The initial results of using mixed reality for urban
development and place-making show its approbation of users and citizens. They also show the possibility of
developing the experience in an easier way to reach all citizens by using it directly through their mobile
devices. Therefore, the public presence and interaction with public open spaces and with the architectural
elements, such as the facades of the surrounding buildings and elements of landscape and hardscape is
positively affected. This leads to enriching social cohesion, and economic activity, preserving the
environment, and enhancing sustainability through the development and changeable designs of spaces
without using any materials, thus reducing the ecological footprint of open public spaces in the short and
long term. Further research seeks to validate the results by applying the study on more open spaces in Egypt
AScore – Developing a Cockpit for Regional Pandemic Management in Germany with Agent-Based Social Simulation
Get PDFManaging the COVID-19 pandemic is a major challenge for decision-makers in crisis staffs, especially on a regional level. Decisions on intervention measures to contain a pandemic must be made promptly and under uncertainty. The project AScore aims at supporting decision-makers by means of an information management cockpit that intertwines smart city technologies and agent-based simulation. This paper introduces the project, outlines the concept and architecture of that cockpit, and presents first use cases and results. It shows what data and analysis functionality is important in pandemic crisis management and how social simulation can inform decision-makers about what intervention measures to put in place for containing a pandemic on a local level–as well as when and how to lift them