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1- University of Isfahan - Department of Economics
2- UNIVERSITY OF ISFAHANDEPARTMENT OF ECONOMICS , b_saffari@ase.ui.ac.ir
2- UNIVERSITY OF ISFAHANDEPARTMENT OF ECONOMICS , b_saffari@ase.ui.ac.ir
Abstract: (420 Views)
Abstract
Aim and Introduction:
In recent years, the ever-increasing growth of the population and the increase in the use of personal transportation and daily trips have caused many problems in the field of transportation, including high fuel consumption, air pollution, noise, high density of streets, reduced physical activity, etc. In many metropolises during the past decades, the sudden increase of motor vehicles has caused heavy street traffic in intra-city trips, and the main reason for this can be considered the weak relationship between urban morphology and transportation, in other words, urban forms that avoid pedestrians and encourage motor trips. Urban morphology is one of the most important and main factors that affect the demand for urban transportation. The quality of land use (density of residential units or their dispersion) forms the important basis of urban morphology. In the formation of urban morphology, natural and human factors play many roles, among the human factors, the road network is one of the most important factors in the construction and morphology of a city. Since urban morphology has a significant effect on urban transportation, how to establish a strong relationship between urban morphology and travel modes has attracted many interests, considering this necessity, the purpose of this research is to investigate the effect of morphology characteristics on urban transportation demand. A city depends on the demand for urban transportation. In this research, it has been tried that the features of urban morphology, such as overall residential density, connectivity index, and the average width of roads, with the help of demographic characteristics, such as population density, female population, total working population, working female population, etc., on demand for urban transportation, which includes four criteria of production of public trips, production of personal trips, the attraction of public trips, and attraction of personal trips, to be investigated for 186 traffic areas of Isfahan city.
Methodology:
This research has been done with a descriptive causal approach based on the data and information needed in the study areas. To achieve the goal of the research, 186 traffic areas of Isfahan City have been investigated. To investigate the characteristics of urban morphology, including the average width of roads, overall residential density, and connectivity index (street density), in the form of GIS maps, and for population characteristics, the population and housing census map of Isfahan City was obtained from the Deputy Planning and Human Capital Development Organization of Isfahan Municipality. Then, with the help of the map of 186 traffic areas of Isfahan City, the amount of these variables was calculated and extracted from GIS software for 186 traffic areas of Isfahan City. Also, information related to urban transportation demand based on public transportation demand, including public travel production, public travel attraction, and personal transportation demand, including personal travel production and personal travel attraction from the origin-destination matrix of the year 1400 of Isfahan city on a normal working day and at the peak hour of 7 8:00 a.m., the transportation and traffic department of Isfahan municipality has been obtained and used for evaluation. In the present research, in order to reach a complete and comprehensive answer, after extracting the data from the GIS software, the Eviuse software was used. According to the number and nature of the research variables, the specification of the model is done using the multivariate regression method and the weighted least squares method. GIS software was also used to draw the maps.
Findings:
The findings of the research show that in the TSS and JSS models, with the increase in the average width of traffic areas, the production and absorption of personal travel have also increased, and in the TSO and JSO models, the production and absorption of public travel have decreased with the increase in the average width of traffic areas. In the TSS model, its coefficient is negative and in the JSO model, its coefficient is positive, and it shows that with the increase in the overall residential density, the use of private transportation decreases and the use of public transportation increases. Also, street density, which also indicates the connection index, its coefficient value is positive in the TSS model and negative in the TSO model. The results of the research show that women use public transportation more, but working women use private transportation more. The estimation of the TSS model shows that as the age of the population of the traffic areas of Isfahan City has increased, they prefer to use personal transportation. In the JSS model, the parking variable has a direct relationship with the attraction of personal travel. In the personal travel attraction model, health-therapeutic use and commercial use have a direct relationship with the attraction of personal trips, and in the public travel attraction model, commercial, educational, and health-therapeutic uses have a direct relationship with the attraction of public trips. Also, increasing the variety and number of users will increase intra-city trips.
Discussion and Conclusion:
In this research, an attempt has been made to investigate the effect of urban morphology variables on urban transportation demand with a general perspective. The results of the estimation of the research models show that the widening of urban roads as a management policy for intra-city travel demand increases people's trips using personal transportation and as a result, increases the number of road users. Street density, which indicates the number of higher streets and therefore greater connectivity, has a direct relationship with citizens' use of private transportation. Residents of areas that have higher overall residential density and population density, which indicates denser urban fabric and more dispersion, are less likely to use personal transportation, and people in those areas prefer to use public transportation and walking options. Also, as the age of the residents of the area increases, they use private cars for their daily trips. Another examination of the results of the research indicates that the areas where there is parking will attract passengers who have used private transportation compared to the areas that do not have parking. In general, as the total working population increases in the areas, they use personal transportation to go to their workplace, and it can be said that the female population uses public transportation more for their daily trips. In the public travel attraction model, the positive coefficient of commercial use is higher than the coefficient of health-therapeutic use and educational use, and with the increase in the number of commercial uses, the attraction of public travel increases to a greater extent. In the personal travel absorption model, the effect value of the healthcare usage coefficient is higher than the commercial usage coefficient and it shows that with the increase in the number of healthcare usages, the absorption of personal travel will increase. Also, increasing the variety and number of users will increase intra-city trips
Aim and Introduction:
In recent years, the ever-increasing growth of the population and the increase in the use of personal transportation and daily trips have caused many problems in the field of transportation, including high fuel consumption, air pollution, noise, high density of streets, reduced physical activity, etc. In many metropolises during the past decades, the sudden increase of motor vehicles has caused heavy street traffic in intra-city trips, and the main reason for this can be considered the weak relationship between urban morphology and transportation, in other words, urban forms that avoid pedestrians and encourage motor trips. Urban morphology is one of the most important and main factors that affect the demand for urban transportation. The quality of land use (density of residential units or their dispersion) forms the important basis of urban morphology. In the formation of urban morphology, natural and human factors play many roles, among the human factors, the road network is one of the most important factors in the construction and morphology of a city. Since urban morphology has a significant effect on urban transportation, how to establish a strong relationship between urban morphology and travel modes has attracted many interests, considering this necessity, the purpose of this research is to investigate the effect of morphology characteristics on urban transportation demand. A city depends on the demand for urban transportation. In this research, it has been tried that the features of urban morphology, such as overall residential density, connectivity index, and the average width of roads, with the help of demographic characteristics, such as population density, female population, total working population, working female population, etc., on demand for urban transportation, which includes four criteria of production of public trips, production of personal trips, the attraction of public trips, and attraction of personal trips, to be investigated for 186 traffic areas of Isfahan city.
Methodology:
This research has been done with a descriptive causal approach based on the data and information needed in the study areas. To achieve the goal of the research, 186 traffic areas of Isfahan City have been investigated. To investigate the characteristics of urban morphology, including the average width of roads, overall residential density, and connectivity index (street density), in the form of GIS maps, and for population characteristics, the population and housing census map of Isfahan City was obtained from the Deputy Planning and Human Capital Development Organization of Isfahan Municipality. Then, with the help of the map of 186 traffic areas of Isfahan City, the amount of these variables was calculated and extracted from GIS software for 186 traffic areas of Isfahan City. Also, information related to urban transportation demand based on public transportation demand, including public travel production, public travel attraction, and personal transportation demand, including personal travel production and personal travel attraction from the origin-destination matrix of the year 1400 of Isfahan city on a normal working day and at the peak hour of 7 8:00 a.m., the transportation and traffic department of Isfahan municipality has been obtained and used for evaluation. In the present research, in order to reach a complete and comprehensive answer, after extracting the data from the GIS software, the Eviuse software was used. According to the number and nature of the research variables, the specification of the model is done using the multivariate regression method and the weighted least squares method. GIS software was also used to draw the maps.
Findings:
The findings of the research show that in the TSS and JSS models, with the increase in the average width of traffic areas, the production and absorption of personal travel have also increased, and in the TSO and JSO models, the production and absorption of public travel have decreased with the increase in the average width of traffic areas. In the TSS model, its coefficient is negative and in the JSO model, its coefficient is positive, and it shows that with the increase in the overall residential density, the use of private transportation decreases and the use of public transportation increases. Also, street density, which also indicates the connection index, its coefficient value is positive in the TSS model and negative in the TSO model. The results of the research show that women use public transportation more, but working women use private transportation more. The estimation of the TSS model shows that as the age of the population of the traffic areas of Isfahan City has increased, they prefer to use personal transportation. In the JSS model, the parking variable has a direct relationship with the attraction of personal travel. In the personal travel attraction model, health-therapeutic use and commercial use have a direct relationship with the attraction of personal trips, and in the public travel attraction model, commercial, educational, and health-therapeutic uses have a direct relationship with the attraction of public trips. Also, increasing the variety and number of users will increase intra-city trips.
Discussion and Conclusion:
In this research, an attempt has been made to investigate the effect of urban morphology variables on urban transportation demand with a general perspective. The results of the estimation of the research models show that the widening of urban roads as a management policy for intra-city travel demand increases people's trips using personal transportation and as a result, increases the number of road users. Street density, which indicates the number of higher streets and therefore greater connectivity, has a direct relationship with citizens' use of private transportation. Residents of areas that have higher overall residential density and population density, which indicates denser urban fabric and more dispersion, are less likely to use personal transportation, and people in those areas prefer to use public transportation and walking options. Also, as the age of the residents of the area increases, they use private cars for their daily trips. Another examination of the results of the research indicates that the areas where there is parking will attract passengers who have used private transportation compared to the areas that do not have parking. In general, as the total working population increases in the areas, they use personal transportation to go to their workplace, and it can be said that the female population uses public transportation more for their daily trips. In the public travel attraction model, the positive coefficient of commercial use is higher than the coefficient of health-therapeutic use and educational use, and with the increase in the number of commercial uses, the attraction of public travel increases to a greater extent. In the personal travel absorption model, the effect value of the healthcare usage coefficient is higher than the commercial usage coefficient and it shows that with the increase in the number of healthcare usages, the absorption of personal travel will increase. Also, increasing the variety and number of users will increase intra-city trips
Article Type: Original Research |
Subject:
Urban, Rural, Regional, Real Estate, and Transportation Economics
Received: 2023/06/23 | Accepted: 2023/10/12
Received: 2023/06/23 | Accepted: 2023/10/12
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