This document analyzes travel patterns associated with different urban forms and population classes in the Porto Metropolitan Area of Portugal. It uses data on car and public transportation usage, socio-economic classes, population density, land use, average trip duration, and transportation infrastructure from 2001-2005. The document finds that higher socio-economic classes that live in lower density areas tend to travel primarily by car, while older, denser urban areas have higher public transportation usage. Changes in land use between 1990-2000, including urban expansion and construction sites, also influence travel patterns. The analysis seeks relationships between these variables to understand what encourages public transportation usage versus private car travel.
This document summarizes a study analyzing property transactions and prices in Georgetown, Penang from 1974 to 2004 to determine if urban conservation policies have positively impacted the real estate market. The study finds that despite conservation policies, demand for heritage properties in conservation zones remains high, as shown by relatively high transaction counts and prices. Previous research has shown that in designated heritage areas, property values typically increase due to cultural pride and historical significance. However, accurately measuring the impact of conservation on property values is challenging, as no standard method exists. This study analyzes transaction data and price trends as one way to understand the impacts.
Empowering The Educators India R & D 2009 Jan 2009subramanian K
The document discusses the need for a national educational grid and portal to deliver educational resources through channels like IGNOU. It emphasizes using technology to make learning a lifelong social and economic activity by addressing the diverse needs of learners through flexible infrastructure. A multi-pronged approach is proposed using connectivity, content generation and a virtual university hub to provide quality education for all. Challenges around the digital divide and teacher training are also addressed.
Modeling a sustainable urban structure: An application to the Metropolitan Ar...Nuno Quental
This dissertation examines modeling a sustainable urban structure in the Metropolitan Area of Porto, Portugal. The author develops a conceptual framework of sustainable urban development based on literature and applies it to the 130 boroughs of Porto. Several dimensions of territorial structure are analyzed to understand their influence on mobility patterns, residential energy/water consumption, and urban growth. Statistical methods like structural equations, regression, and machine learning are used to model these relationships. Results show socioeconomic factors like income, education, and family size most strongly influence mobility and consumption patterns at the borough scale, while urban form also significantly impacts mobility. Urban growth is largely determined by highway accessibility. Trends in recent decades have pushed cities away from sustainability, so compact urban planning could help
Human mobility,urban structure analysis,and spatial community detection from ...Song Gao
1) The document summarizes Song Gao's research interests in human mobility patterns, urban structure analysis, and spatial community detection using mobile phone data.
2) Key research questions include how human mobility and physical movements are impacted by distance and information communication technologies.
3) The document outlines methods for analyzing individual and aggregate mobility patterns, dynamic urban landscapes, and detecting spatial communities in interaction networks.
4) Preliminary results suggest distance still constrains human interactions and mobility, and that a relationship exists between communication technologies and physical movements.
Place-Based GIS: The Next Frontier of GIScience ResearchSong Gao
There are two traditions in geography: space and place. The typical spatial perspective is based on geometric reference systems that include coordinates, distances, topologies, and directions; while the alternative platial perspective is usually characterized by place names and descriptions as well as semantic relationships between places. In the past decades, space-based geographic information systems have already made important progress in terms of theories, models, functionalities, systems and applications. In contrast place-based GIS (PBGIS) are not yet well developed, although there is an increasing interest in platial and especially relational approaches. Place-related research could capture the semantic and cognitive nature of notions of place and thus is considered important to fill the gap between human users and computer-based geographic assistance systems. The research focuses on exploring the state of the art of PBGIS, to discuss emerging theories, models, techniques and applications for the novel PBGIS, which constitute the research area of GIScience perspective on place. Could a new interdisciplinary research field, namely place-based information systems or science (PIS), emerge between GIS\GIScience, social science, and big linked-data on the Semantic Web?
This document discusses the internal structure of urban areas, including density patterns and land use classifications. It describes how urban structure aims to minimize the total distance between people and facilities by distributing some facilities locally and relying on transportation systems for other facilities. This creates a hierarchical structure with different levels of central places and transportation networks. The patterns of urban land use that develop are influenced by economic factors like bid rents and land values, which are highest near the urban center and transportation routes.
The document discusses Spain's economy and services sector, known as the third sector. It makes up over half of Spain's working population and includes services provided to both individuals and companies. The third sector varies significantly from region to region in Spain. Transportation services, including roads, railways, shipping, and air travel, are also analyzed. The document outlines Spain's traditional tourism model centered around sun and beaches and discusses its current crisis and shift toward alternative tourism models.
This document discusses commuting patterns in the United States in 2000. Some key findings include:
- Almost 100 million commuters lived and worked within metropolitan areas, while around 29 million lived in nonmetropolitan areas.
- The largest flows were between suburbs, both within and between metropolitan areas. Commuting from suburbs to central cities declined slightly.
- Over 70% of commuters in central cities and over 60% of suburban commuters worked in their home county. Nonmetropolitan residents were most locally oriented, with over 80% working in their home county.
- Crossing county boundaries or metropolitan areas for work increased with area size, with the largest metropolitan areas having double the out-of-county commuters of
This document summarizes a study analyzing property transactions and prices in Georgetown, Penang from 1974 to 2004 to determine if urban conservation policies have positively impacted the real estate market. The study finds that despite conservation policies, demand for heritage properties in conservation zones remains high, as shown by relatively high transaction counts and prices. Previous research has shown that in designated heritage areas, property values typically increase due to cultural pride and historical significance. However, accurately measuring the impact of conservation on property values is challenging, as no standard method exists. This study analyzes transaction data and price trends as one way to understand the impacts.
Empowering The Educators India R & D 2009 Jan 2009subramanian K
The document discusses the need for a national educational grid and portal to deliver educational resources through channels like IGNOU. It emphasizes using technology to make learning a lifelong social and economic activity by addressing the diverse needs of learners through flexible infrastructure. A multi-pronged approach is proposed using connectivity, content generation and a virtual university hub to provide quality education for all. Challenges around the digital divide and teacher training are also addressed.
Modeling a sustainable urban structure: An application to the Metropolitan Ar...Nuno Quental
This dissertation examines modeling a sustainable urban structure in the Metropolitan Area of Porto, Portugal. The author develops a conceptual framework of sustainable urban development based on literature and applies it to the 130 boroughs of Porto. Several dimensions of territorial structure are analyzed to understand their influence on mobility patterns, residential energy/water consumption, and urban growth. Statistical methods like structural equations, regression, and machine learning are used to model these relationships. Results show socioeconomic factors like income, education, and family size most strongly influence mobility and consumption patterns at the borough scale, while urban form also significantly impacts mobility. Urban growth is largely determined by highway accessibility. Trends in recent decades have pushed cities away from sustainability, so compact urban planning could help
Human mobility,urban structure analysis,and spatial community detection from ...Song Gao
1) The document summarizes Song Gao's research interests in human mobility patterns, urban structure analysis, and spatial community detection using mobile phone data.
2) Key research questions include how human mobility and physical movements are impacted by distance and information communication technologies.
3) The document outlines methods for analyzing individual and aggregate mobility patterns, dynamic urban landscapes, and detecting spatial communities in interaction networks.
4) Preliminary results suggest distance still constrains human interactions and mobility, and that a relationship exists between communication technologies and physical movements.
Place-Based GIS: The Next Frontier of GIScience ResearchSong Gao
There are two traditions in geography: space and place. The typical spatial perspective is based on geometric reference systems that include coordinates, distances, topologies, and directions; while the alternative platial perspective is usually characterized by place names and descriptions as well as semantic relationships between places. In the past decades, space-based geographic information systems have already made important progress in terms of theories, models, functionalities, systems and applications. In contrast place-based GIS (PBGIS) are not yet well developed, although there is an increasing interest in platial and especially relational approaches. Place-related research could capture the semantic and cognitive nature of notions of place and thus is considered important to fill the gap between human users and computer-based geographic assistance systems. The research focuses on exploring the state of the art of PBGIS, to discuss emerging theories, models, techniques and applications for the novel PBGIS, which constitute the research area of GIScience perspective on place. Could a new interdisciplinary research field, namely place-based information systems or science (PIS), emerge between GIS\GIScience, social science, and big linked-data on the Semantic Web?
This document discusses the internal structure of urban areas, including density patterns and land use classifications. It describes how urban structure aims to minimize the total distance between people and facilities by distributing some facilities locally and relying on transportation systems for other facilities. This creates a hierarchical structure with different levels of central places and transportation networks. The patterns of urban land use that develop are influenced by economic factors like bid rents and land values, which are highest near the urban center and transportation routes.
The document discusses Spain's economy and services sector, known as the third sector. It makes up over half of Spain's working population and includes services provided to both individuals and companies. The third sector varies significantly from region to region in Spain. Transportation services, including roads, railways, shipping, and air travel, are also analyzed. The document outlines Spain's traditional tourism model centered around sun and beaches and discusses its current crisis and shift toward alternative tourism models.
This document discusses commuting patterns in the United States in 2000. Some key findings include:
- Almost 100 million commuters lived and worked within metropolitan areas, while around 29 million lived in nonmetropolitan areas.
- The largest flows were between suburbs, both within and between metropolitan areas. Commuting from suburbs to central cities declined slightly.
- Over 70% of commuters in central cities and over 60% of suburban commuters worked in their home county. Nonmetropolitan residents were most locally oriented, with over 80% working in their home county.
- Crossing county boundaries or metropolitan areas for work increased with area size, with the largest metropolitan areas having double the out-of-county commuters of
The document discusses the concept of peri-urbanization, which refers to the dispersive urban growth that creates hybrid rural-urban landscapes in the areas surrounding cities. Some key points about peri-urbanization include:
- Peri-urban areas are growing rapidly worldwide and account for almost as much built development as urban areas.
- This rapid growth risks increased urban sprawl, but also presents opportunities to improve quality of life and link cities to surrounding rural areas more sustainably.
- Peri-urbanization is driven by population growth, shifting employment from agriculture to other sectors, and rising land costs.
- Most future rural-urban land conversion will occur in peri-urban areas, presenting environmental and service delivery challenges
This is the paper that was presented during the NESS Conference in 2011 in Stockholm Sweden by Daniela Patti.
For further information please contact d.patti@cetit.at
Urbanization brings both positive and negative economic impacts. Positively, it leads to industrialization which creates more job opportunities. Technology advances more rapidly in urban areas, raising standards of living. However, rapidly growing urban populations also increase costs of housing, land, transportation, and developing infrastructure. Managing urbanization's effects on the economy requires balancing these impacts.
IRJET- Impact of Urbanization on EnvironmentIRJET Journal
This document discusses the impact of urbanization on the environment. It begins by defining urbanization as the movement of people from rural to urban areas, leading to increased population and industrialization in cities. Uncontrolled urbanization in India has led to environmental degradation through issues like land degradation, worsening water quality, air pollution, noise, and waste disposal problems. The document examines the effects of urbanization on various environmental components such as public health, climate, biosphere, land, and water resources. It provides a case study of urbanization in India and its causes of environmental damage. While urbanization cannot be stopped, the document stresses the need to ensure it is managed sustainably to minimize environmental impacts.
This document discusses transportation challenges in developing countries and strategies to address them, using Dar es Salaam, Tanzania as a case study. It describes the rapid population growth and urbanization in Dar es Salaam, resulting in increased transportation demand and urban sprawl. The document then presents models for designing bus networks to grow with expanding cities in a sustainable way. It proposes implementing a Bus Rapid Transit system and mobility management strategies in Dar es Salaam to enhance mobility and reduce private vehicle use as the city population increases over time.
Understanding the Grassroots Dynamics of Slums in Nairobi: The Dilemma of Kib...drboon
A lot of literature on urban development in developing countries has entirely focused on the nexus between rapid urbanization, Gross Geographic Product (GGP) and poverty growth with little research that demonstrates what this impacts on urban sustainability especially with increasing slums in rapidly urbanizing African countries. Available research has focused entirely on increasing poverty level in urban Africa and its mitigation without a clear direction on what this means to slums improvement and urban sustainability. This papers aims to give a conceptual analysis that will help to understand the dynamics of urban sustainability and slums development. The historical perspectives and current realities of Kibera slums in Nairobi are reviewed.
Urban sprawl is driven by a variety of demographic, socioeconomic, political, technological, and geophysical factors. Population growth and changes in household size have contributed to sprawl throughout Europe. Higher incomes have led to a preference for detached homes on the urban periphery. The availability of automobiles diminished the importance of living near work, enabling more dispersed development. There is increasing concern about urban sprawl in Europe due to its environmental and social impacts. Monitoring and measurement of sprawl has relied on approaches integrating multiple variables or metrics.
Towns and cities in the EU increasingly interact in polycentric systems due to policies aimed at preserving territorial cohesion. However, these systems still face barriers along internal borders that hinder mobility and freight flows. This article examines the implications for towns and cities as nodes in functional cross-border polycentric systems. It presents an analysis of relevant EU policies and governance structures and examples of cross-border cooperation on transport issues. The potential for integrated transport systems in cross-border polycentric areas is highlighted based on case studies.
This document discusses peri-urban development in developing countries. It begins by defining peri-urban areas as transitional zones between urban and rural areas that have characteristics of both. It then discusses some of the issues facing peri-urban areas in developing countries, like uncontrolled growth and lack of infrastructure and services. The document outlines some of the approaches different countries have taken to manage peri-urban development, including urban growth boundaries, compact growth policies, and investments in public transit. Overall, the document provides context on peri-urbanization trends and compares strategies used in Europe, Asia, and other regions to plan for sustainable growth on the urban fringe.
This document discusses drivers of urban sprawl in Europe. It identifies several categories of drivers, including demographic (population size and structure, migration), socio-economic (GDP, lifestyle), political (policies, subsidies), technological (availability of cars and computers), and geophysical (topography). It notes that urban sprawl has increased over 1% annually in most European countries between 2006-2009 according to one measurement method. There is growing concern about urban sprawl's environmental and social impacts across Europe.
A B S T R A C T
Most of the cities around the world are dealing with different kinds of the problems such as social, environmental, economic and others. However, for many years, urban planners have attempted to find solutions that fit within the context and have put them into practice in order to shape the form of a city accordingly. One of the controversial problems which most of the developing and developed countries deal with it is urban sprawl, which affects everything and everyone in different scales. For last three decades, even in case of T.R.N. Cyprus, urban sprawl has become inevitable; urban sprawl is recognizable, sprawl construction becomes a profitable business for construction, real-estate, and others involved in this business. Unfortunately, some communities to realize their vision welcomed to urban sprawl construction and enthusiastically embrace it with open arm, such communities sacrifice sociability opportunity and vibrant neighborhood to those single-use towns which is one of the main characteristics is social exclusion and psychological problems, fundamentally one of the key factors can be found in lack of public awareness especially for who prefer to live in sprawl town. In T.R.N. Cyprus urban sprawl didn’t promote auto-dependency. Despite urban sprawl in T.R.N. Cyprus have many repercussions, one of the important impacts which are considered in this articles are psychological impact of urban sprawl, also this article attempt to divide urban sprawl leaving condition into three phases, and promote the contemplate phase which makes sprawl inhabitants think and return to inner-city neighborhood again.
This document summarizes a case study on setting indicators for urbanization in Estonia. It discusses how suburbanization has increased rapidly since the 1990s due to factors like available land and improved housing/mortgage conditions. It analyzes demographic, economic, land use and transportation data from Tartu, Estonia and surrounding areas to demonstrate the fast suburban expansion. It suggests indicators could help evaluate urban development and control sprawl in a more sustainable way through improved planning.
ssessment of the Spaces between the Developed and Undeveloped Areas in Rongo ...inventionjournals
The establishment of any urban centres is always characterised by either commercial, industrial or administrative activities. Rongo Town is one of the towns that has attracted a large population and this has led to inadequate houses for the residents and general stress in the provision of social amenities. The general objective of the study was to analyse the socio-economic impacts of Rongo urban sprawl. The specific objective of the study was to assess the spaces between the developed and undeveloped area of Rongo Town. This was important because it projected the causes of inadequate housing units in Rongo Town. Concentric Urban Theory was used to guide the study. Cross sectional design method was used in the study. Quantitative and qualitative design methods were used to give the study a structure. The target population was 27,759. From this 6,095 households were used as respondents. Primary and secondary data were collected. Primary data was collected by use of questionnaires, observation checklist, photographs and sketches. Secondary data involved written articles by experts in urban growth and information in government offices and non-governmental organisations. This data was analysed by Statistical Package for Social Sciences which yielded descriptive and inferential statistics. This data was also analysed by content analysis through description. The spaces between the developed and undeveloped areas were found to be so large. The study recommended the construction of high density houses by filling in the spaces between the developed and undeveloped areas in Rongo Town with houses and other necessary infrastructures
This document summarizes a study that analyzed land use and land cover change in Karur Town, India from 1991 to 2020 using remote sensing and GIS techniques. Land use/land cover maps were created for 1991, 2000, 2010, and 2020 from Landsat satellite imagery. The area was classified into built-up land, agricultural land, barren land, and water bodies. The analysis found that built-up area increased dramatically over the study period, from 9.01 sq km in 1991 (17% of total area) to 21.02 sq km in 2020 (40% of total area), indicating increasing urbanization. Agricultural land decreased correspondingly as land was converted to urban uses. The study demonstrated the utility of remote
Case for smart transportation, detailing the catalysts for change and outlining the strategic imperatives required for success. Case studies reflect how a new approach makes transportation smarter.
5B_1_Neogeography for the rural urban classification of england and walesGISRUK conference
The document discusses a web-based tool that classifies areas in England and Wales as rural or urban using a methodology developed by the Rural Evidence Research Centre. The tool utilizes Google Maps and allows users to visualize settlement morphologies and contextual information. It classifies areas based on population density profiles at different scales. The goal is to improve understanding of the rural-urban classification and engage users by enabling them to provide feedback and integrate additional map data layers.
Delineating Sphere of Urban Influence: The Case of Three Early Urban Centres ...iosrjce
The document discusses delineating the sphere of urban influence of three early urban centers in Eastern India - Tamluk, Contai, and Midnapore. It analyzes their hierarchical growth and influence over time as regional economic and administrative hubs from ancient dynasties to the present. Population and area data from 2001-2011 show that Tamluk experienced the highest annual population growth at 4.25% as it became the new district headquarters in 2001, doubling its area. Contai's annual population and area growth were nearly identical at 1.9% and 2.11%. While population increased for all three cities, their rates of population versus area growth differed. The document aims to model their spheres of influence based on socioeconomic
This document summarizes the landscape planning approaches of two French municipalities - Exincourt and Voujeaucourt. Exincourt followed a rational suburban development model in the 1960s-70s, building uniform housing that is now oversized. Voujeaucourt grew more organically, preserving village character and attracting new residents. The document advocates using landscape photographs in planning to better represent locals' experiences and establish dialogue between planners and the public.
The Strategic Energy Technology Plan: at the heart of energy R&I in EuropeNuno Quental
The Strategic Energy Technology (SET) Plan document outlines the key milestones in the 10-year history of the SET Plan, which was established to help reshape Europe's energy future and accelerate the clean energy transition. The SET Plan aims to develop new technologies through breakthrough research to meet climate change goals and reduce costs. It focuses R&I funding on priority technologies and leverages cooperation across European countries and the private sector. Over the past decade, renewable energy costs have declined significantly while deployment has increased substantially in Europe, putting the EU in a leading global position for many clean energy sectors. However, greater ambition is still needed to achieve emissions reduction targets.
Solving the finance conundrum affecting innovative renewable energy technologiesNuno Quental
The document discusses various funding mechanisms that support the development and deployment of low-carbon technologies in Europe. It outlines several EU-level funds and initiatives, including the European Investment Bank, Cohesion Fund, NER 300, Horizon 2020, and Connecting Europe Facility. It also discusses how these funds support priorities of the EU's Strategic Energy Technology Plan (SET-Plan) to accelerate the deployment of low-carbon technologies.
More Related Content
Similar to Travelling patterns associated with different urban forms and population classes in the Porto Metropolitan Area
The document discusses the concept of peri-urbanization, which refers to the dispersive urban growth that creates hybrid rural-urban landscapes in the areas surrounding cities. Some key points about peri-urbanization include:
- Peri-urban areas are growing rapidly worldwide and account for almost as much built development as urban areas.
- This rapid growth risks increased urban sprawl, but also presents opportunities to improve quality of life and link cities to surrounding rural areas more sustainably.
- Peri-urbanization is driven by population growth, shifting employment from agriculture to other sectors, and rising land costs.
- Most future rural-urban land conversion will occur in peri-urban areas, presenting environmental and service delivery challenges
This is the paper that was presented during the NESS Conference in 2011 in Stockholm Sweden by Daniela Patti.
For further information please contact d.patti@cetit.at
Urbanization brings both positive and negative economic impacts. Positively, it leads to industrialization which creates more job opportunities. Technology advances more rapidly in urban areas, raising standards of living. However, rapidly growing urban populations also increase costs of housing, land, transportation, and developing infrastructure. Managing urbanization's effects on the economy requires balancing these impacts.
IRJET- Impact of Urbanization on EnvironmentIRJET Journal
This document discusses the impact of urbanization on the environment. It begins by defining urbanization as the movement of people from rural to urban areas, leading to increased population and industrialization in cities. Uncontrolled urbanization in India has led to environmental degradation through issues like land degradation, worsening water quality, air pollution, noise, and waste disposal problems. The document examines the effects of urbanization on various environmental components such as public health, climate, biosphere, land, and water resources. It provides a case study of urbanization in India and its causes of environmental damage. While urbanization cannot be stopped, the document stresses the need to ensure it is managed sustainably to minimize environmental impacts.
This document discusses transportation challenges in developing countries and strategies to address them, using Dar es Salaam, Tanzania as a case study. It describes the rapid population growth and urbanization in Dar es Salaam, resulting in increased transportation demand and urban sprawl. The document then presents models for designing bus networks to grow with expanding cities in a sustainable way. It proposes implementing a Bus Rapid Transit system and mobility management strategies in Dar es Salaam to enhance mobility and reduce private vehicle use as the city population increases over time.
Understanding the Grassroots Dynamics of Slums in Nairobi: The Dilemma of Kib...drboon
A lot of literature on urban development in developing countries has entirely focused on the nexus between rapid urbanization, Gross Geographic Product (GGP) and poverty growth with little research that demonstrates what this impacts on urban sustainability especially with increasing slums in rapidly urbanizing African countries. Available research has focused entirely on increasing poverty level in urban Africa and its mitigation without a clear direction on what this means to slums improvement and urban sustainability. This papers aims to give a conceptual analysis that will help to understand the dynamics of urban sustainability and slums development. The historical perspectives and current realities of Kibera slums in Nairobi are reviewed.
Urban sprawl is driven by a variety of demographic, socioeconomic, political, technological, and geophysical factors. Population growth and changes in household size have contributed to sprawl throughout Europe. Higher incomes have led to a preference for detached homes on the urban periphery. The availability of automobiles diminished the importance of living near work, enabling more dispersed development. There is increasing concern about urban sprawl in Europe due to its environmental and social impacts. Monitoring and measurement of sprawl has relied on approaches integrating multiple variables or metrics.
Towns and cities in the EU increasingly interact in polycentric systems due to policies aimed at preserving territorial cohesion. However, these systems still face barriers along internal borders that hinder mobility and freight flows. This article examines the implications for towns and cities as nodes in functional cross-border polycentric systems. It presents an analysis of relevant EU policies and governance structures and examples of cross-border cooperation on transport issues. The potential for integrated transport systems in cross-border polycentric areas is highlighted based on case studies.
This document discusses peri-urban development in developing countries. It begins by defining peri-urban areas as transitional zones between urban and rural areas that have characteristics of both. It then discusses some of the issues facing peri-urban areas in developing countries, like uncontrolled growth and lack of infrastructure and services. The document outlines some of the approaches different countries have taken to manage peri-urban development, including urban growth boundaries, compact growth policies, and investments in public transit. Overall, the document provides context on peri-urbanization trends and compares strategies used in Europe, Asia, and other regions to plan for sustainable growth on the urban fringe.
This document discusses drivers of urban sprawl in Europe. It identifies several categories of drivers, including demographic (population size and structure, migration), socio-economic (GDP, lifestyle), political (policies, subsidies), technological (availability of cars and computers), and geophysical (topography). It notes that urban sprawl has increased over 1% annually in most European countries between 2006-2009 according to one measurement method. There is growing concern about urban sprawl's environmental and social impacts across Europe.
A B S T R A C T
Most of the cities around the world are dealing with different kinds of the problems such as social, environmental, economic and others. However, for many years, urban planners have attempted to find solutions that fit within the context and have put them into practice in order to shape the form of a city accordingly. One of the controversial problems which most of the developing and developed countries deal with it is urban sprawl, which affects everything and everyone in different scales. For last three decades, even in case of T.R.N. Cyprus, urban sprawl has become inevitable; urban sprawl is recognizable, sprawl construction becomes a profitable business for construction, real-estate, and others involved in this business. Unfortunately, some communities to realize their vision welcomed to urban sprawl construction and enthusiastically embrace it with open arm, such communities sacrifice sociability opportunity and vibrant neighborhood to those single-use towns which is one of the main characteristics is social exclusion and psychological problems, fundamentally one of the key factors can be found in lack of public awareness especially for who prefer to live in sprawl town. In T.R.N. Cyprus urban sprawl didn’t promote auto-dependency. Despite urban sprawl in T.R.N. Cyprus have many repercussions, one of the important impacts which are considered in this articles are psychological impact of urban sprawl, also this article attempt to divide urban sprawl leaving condition into three phases, and promote the contemplate phase which makes sprawl inhabitants think and return to inner-city neighborhood again.
This document summarizes a case study on setting indicators for urbanization in Estonia. It discusses how suburbanization has increased rapidly since the 1990s due to factors like available land and improved housing/mortgage conditions. It analyzes demographic, economic, land use and transportation data from Tartu, Estonia and surrounding areas to demonstrate the fast suburban expansion. It suggests indicators could help evaluate urban development and control sprawl in a more sustainable way through improved planning.
ssessment of the Spaces between the Developed and Undeveloped Areas in Rongo ...inventionjournals
The establishment of any urban centres is always characterised by either commercial, industrial or administrative activities. Rongo Town is one of the towns that has attracted a large population and this has led to inadequate houses for the residents and general stress in the provision of social amenities. The general objective of the study was to analyse the socio-economic impacts of Rongo urban sprawl. The specific objective of the study was to assess the spaces between the developed and undeveloped area of Rongo Town. This was important because it projected the causes of inadequate housing units in Rongo Town. Concentric Urban Theory was used to guide the study. Cross sectional design method was used in the study. Quantitative and qualitative design methods were used to give the study a structure. The target population was 27,759. From this 6,095 households were used as respondents. Primary and secondary data were collected. Primary data was collected by use of questionnaires, observation checklist, photographs and sketches. Secondary data involved written articles by experts in urban growth and information in government offices and non-governmental organisations. This data was analysed by Statistical Package for Social Sciences which yielded descriptive and inferential statistics. This data was also analysed by content analysis through description. The spaces between the developed and undeveloped areas were found to be so large. The study recommended the construction of high density houses by filling in the spaces between the developed and undeveloped areas in Rongo Town with houses and other necessary infrastructures
This document summarizes a study that analyzed land use and land cover change in Karur Town, India from 1991 to 2020 using remote sensing and GIS techniques. Land use/land cover maps were created for 1991, 2000, 2010, and 2020 from Landsat satellite imagery. The area was classified into built-up land, agricultural land, barren land, and water bodies. The analysis found that built-up area increased dramatically over the study period, from 9.01 sq km in 1991 (17% of total area) to 21.02 sq km in 2020 (40% of total area), indicating increasing urbanization. Agricultural land decreased correspondingly as land was converted to urban uses. The study demonstrated the utility of remote
Case for smart transportation, detailing the catalysts for change and outlining the strategic imperatives required for success. Case studies reflect how a new approach makes transportation smarter.
5B_1_Neogeography for the rural urban classification of england and walesGISRUK conference
The document discusses a web-based tool that classifies areas in England and Wales as rural or urban using a methodology developed by the Rural Evidence Research Centre. The tool utilizes Google Maps and allows users to visualize settlement morphologies and contextual information. It classifies areas based on population density profiles at different scales. The goal is to improve understanding of the rural-urban classification and engage users by enabling them to provide feedback and integrate additional map data layers.
Delineating Sphere of Urban Influence: The Case of Three Early Urban Centres ...iosrjce
The document discusses delineating the sphere of urban influence of three early urban centers in Eastern India - Tamluk, Contai, and Midnapore. It analyzes their hierarchical growth and influence over time as regional economic and administrative hubs from ancient dynasties to the present. Population and area data from 2001-2011 show that Tamluk experienced the highest annual population growth at 4.25% as it became the new district headquarters in 2001, doubling its area. Contai's annual population and area growth were nearly identical at 1.9% and 2.11%. While population increased for all three cities, their rates of population versus area growth differed. The document aims to model their spheres of influence based on socioeconomic
This document summarizes the landscape planning approaches of two French municipalities - Exincourt and Voujeaucourt. Exincourt followed a rational suburban development model in the 1960s-70s, building uniform housing that is now oversized. Voujeaucourt grew more organically, preserving village character and attracting new residents. The document advocates using landscape photographs in planning to better represent locals' experiences and establish dialogue between planners and the public.
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The Strategic Energy Technology Plan: at the heart of energy R&I in EuropeNuno Quental
The Strategic Energy Technology (SET) Plan document outlines the key milestones in the 10-year history of the SET Plan, which was established to help reshape Europe's energy future and accelerate the clean energy transition. The SET Plan aims to develop new technologies through breakthrough research to meet climate change goals and reduce costs. It focuses R&I funding on priority technologies and leverages cooperation across European countries and the private sector. Over the past decade, renewable energy costs have declined significantly while deployment has increased substantially in Europe, putting the EU in a leading global position for many clean energy sectors. However, greater ambition is still needed to achieve emissions reduction targets.
Solving the finance conundrum affecting innovative renewable energy technologiesNuno Quental
The document discusses various funding mechanisms that support the development and deployment of low-carbon technologies in Europe. It outlines several EU-level funds and initiatives, including the European Investment Bank, Cohesion Fund, NER 300, Horizon 2020, and Connecting Europe Facility. It also discusses how these funds support priorities of the EU's Strategic Energy Technology Plan (SET-Plan) to accelerate the deployment of low-carbon technologies.
EcoMobility: the new urban transportation solutionNuno Quental
The document is a newsletter from CITYNET (Regional Network of Local Authorities for the Management of Human Settlements) focusing on disaster risk reduction and recovery efforts.
The main topics covered are:
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2) An interview with Margareta Wahlström of UNISDR who discusses the importance of viewing disaster risk reduction holistically and focusing on prevention by making choices to build more resilient infrastructure and social systems.
3) CITYNET's role in advocating for safer cities through initiatives like the
EESC Position paper on the 2030 framework for climate and energy policiesNuno Quental
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Travelling patterns associated with different urban forms and population classes in the Porto Metropolitan Area
1. Travelling patterns associated with different urban forms (…) in the Porto Metropolitan Area
Travelling patterns associated with different urban forms
and population classes in the Porto Metropolitan Area
Nuno Quental
Bursar of the Portuguese National Foundation for Science and Technology (FCT)
Lnquental@esb.ucp.pt
Phone: +351-93 375 39 10
Júlia Lourenço & Fernando Nunes da Silva
University of Minho & Instituto Superior Técnico
jloure@civil.uminho.pt & fnsilva@cesur.civil.ist.utl.pt
Phone: +351- 96 413 14 50 & +351- 21 841 81 48
Keywords: mobility; modal split; car; public transportation; urban form; Porto Metropolitan Area.
1. Introduction
The usage of public transportation has been decreasing across European Union (EU). Besides this trend, which is
visible for more than a decade, a recent report released by the European Commission shows that in the last years
there has been a stabilization of the modal shares of transport. In 2001, traveling by car accounted for 70 to 75%
of all passenger transportation, while train and bus altogether accounted just for 16%. These values refer to the
EU before its enlargement to the East, since these countries have a pattern of transportation that is,
comparatively, more favourable to the collective modes.
The relation between transport and environment is more and more evident, mainly if we consider the duties that
follow the Quioto Protocol, which entered into force last 16 February. With the automobile traffic steadily rising,
the emission of greenhouse gases from the sector of transportation has increased some 20% during the last
decade, accounting nowadays for 20% of all greenhouse emissions. In much the same way, this sector is
responsible for 35% of all the energy consumption in the Union.
The concentration of 80% of the European population in urban areas induces the adoption of consumption and
travelling behaviours that are more resource demanding. However, higher densities of people, services and
labour in geographically limited areas make it possible, through a rigorous territorial planning, to counteract
those trends and motivate citizens to choose more sustainable modes of transportation.
Of the several variables that help explain the modal spit, this article will deal with the socio-economic profile of
the population, urban structure and access to highways. Through comparative analysis conclusions will be drawn
about the aspects that favour the use of public transportation and those that do not.
2. Methodology
Core information used in this article comprised the following items, all of them available for the Porto
Metropolitan Area (AMP) although in different scales1 and grouped in classes of values:
• population using automobile and public transportation in 2001 (for each statistical unit);
• socio-economic classes of the population in 2001 (for each statistical unit);
• population density in 2001 (for each statistical unit);
• Corine Land Cover in 1990 and 2000 (1:100 000);
• mean trip duration in 2001 (for each statistical unit);
• highway, metro and train network, including road nodes and stations in 2005.
1
- A large part of the information was available for each statistical unit in classes of values. These statistical
units vary in size but are generally of district or neighbourhood level, allowing a very precise spatial analysis of
the information.
Nuno Quental, Júlia Lourenço and Fernando Nunes da Silva 1
2. Travelling patterns associated with different urban forms (…) in the Porto Metropolitan Area
Car usage was used as the dependent variable and cross-compared with the other variables in order to establish
relationships according to the details presented in Table 1. Multivariate comparisons were not performed because
of data insufficiencies.
Table I: Variables and classes of values considered in the analysis.
Variables Classes of values considered Reference
Car usage (independent
0-30, 30-47, 47-65 and 65-100% (of the population) INE, 2004
variable)
Socio-economic
Upper class, aged upper-middle class, aged middle class, young
classes of the INE, 2004
middle class and young blue-collar workers
population
5-1000, 1000-2000, 2000-3000, 3000-5000, 5000-5570, 5570-8500, INE, 2004 and
Population density
8500-14370, 14370-30120 and 30120-96350 inhabitants / km2 FAUP, 2002
Corine Land Cover in Continuous urban fabric (1.1.1), discontinuous urban fabric (1.1.2) Instituto do
2000 and the aggregation of other areas (all other Corine classes) Ambiente
Consolidated urban areas: aggregation of continuous urban fabric
Corine Land Cover in Instituto do
(1.1.1), discontinuous urban fabric (1.1.2) and construction sites
1990 Ambiente
(1.3.3)
Urban expansion areas: aggregation of continuous urban fabric
Changes in Corine
(1.1.1), discontinuous urban fabric (1.1.2) and construction sites Instituto do
Land Cover between
(1.3.3). Around each polygon was drawn a buffer of 50 meters Ambiente
1990 and 2000
which was also considered in the analysis.
Highway, metro and Highway nodes, metro stations and train stations. The area
train network, nodes considered for analysis was a buffer of 1000 meters around each FAUP, 2002
and stations one.
3. Trends and situation in the Porto Metropolitan Area
3.1 Socio-economic classes
A recent study about the socio-demography of AMP used factorial analysis to compare different variables and
define groups of people with similar characteristics (INE, 2004: 72).
Fig. 1: Socio-economic classes AMP inhabitants in 2001.
The main results are presented in Figure 1 according to
the following classes:
• upper class: highly qualified, well paid and long
working managers of the tertiary sector living
in lower than average density areas and older
buildings, and moving mainly by car. The
cluster occurs rich places like Foz and Antas in
Porto;
• aged upper-middle class: this cluster integrates
the oldest people and buildings, where a
significant part is vacant, and high density
areas. There is a higher than average proportion
oh highly qualified managers of the tertiary
sector. The centre of Porto concentrates a large
part of this cluster, albeit it also appears in the
littoral strip and scattered throughout the
region;
• aged middle class: older people living in dense
areas with a higher than average representation
of administrative workers of services and
commerce. This cluster is more abundant in
Porto;
• young middle class: youth people with a higher
Nuno Quental, Júlia Lourenço and Fernando Nunes da Silva 2
3. Travelling patterns associated with different urban forms (…) in the Porto Metropolitan Area
than average representation of skilled workers, moving mainly by car, living in expensive places and
recent buildings with several stories. This class shows up specially in the municipalities around Porto,
though with a fragmented pattern;
• young blue-collar workers: this cluster distinguishes itself from the previous because of the lower skills
of the residents, the higher proportion of blue-collar workers and the presence of more overloaded
houses. The cluster covers a higher area of the region but, again, it’s almost absent from Porto.
3.2 Urbanization patterns
Fig. 2: Corine Land Cover of AMP in 2000.
The artificial area in the Porto region has been steadily
growing. According to the Corine Land Cover data (see
Figure 2), the urbanized area corresponding to classes
1.1, 1.2 and 1.3 grew some 7000 ha (37%) between
1990 and 2000, occupying now 30% of the total land
area (22,5% in 1990). This a substantial difference, even
though similar patterns can be found in other European
regions (EEA, 2002). The highest grow can be found in
Vila Nova de Gaia, Maia, Valongo and Gondomar – that
is, the municipalities around Porto. There is an obvious
correlation between this land use modifications and
changes in population and the number of buildings.
3.3 Car usage
Fig. 3: Percentage of residents using car in their trips in 2001.
Mobility patterns in AMP are becoming more dependent
on private car and less on public transportation. In 2001
more than half of the residents used some kind of
individual transportation in their trips. Only in Porto,
Valongo and Gondomar the proportion was smaller. At
the same time, public means of transportation gather not
more than 34% of the residents. Figure 3 show a detailed
transportation pattern in the region.
In 1991 mobility in the region was mainly based on
public transportation. This situation has dramatically
changed in ten years. The variation was more
pronounced in Gondomar and Valongo (though they still
show the highest levels of public transportation).
Walking has also suffered a significant reduction, which
can be associated with smaller a willingness to do it
because of faster alternatives and with increasing
distances to be covered from home to work.
Nuno Quental, Júlia Lourenço and Fernando Nunes da Silva 3
4. Travelling patterns associated with different urban forms (…) in the Porto Metropolitan Area
4. Transportation, socio-economy, land use and urbanization
Several variable comparisons were performed in order to better understand the dependence on automobile and its
evolution since 1991. The results are presented below.
4.1 Relationship with socio-economic classes of the population
Observing Figure 4 it becomes clear that higher socio-economic classes prefer travelling by the car. Older people
rely more on public transportation modes than younger residents, which is a relevant cultural symptom of
nowadays.
Fig. 4: Car usage according to the five socio-economic classes of population considered (2001).
Car usage according to socio-economic classes of population
% of the land area occupied by
Upper class
the socio-economic class
50%
40% Aged upper-middle class
30%
Aged middle class
20%
Young middle class
10%
0% Young blue-collar workers
65-100% 47-65% 30-47% 0-30%
Population using car (%)
Figure 5 provides spatial information about the relation between socio-economic classes and the use of
automobile and public transportation. While the highest reliance on car can be found more or less scattered
through the region, although more heavily in Porto, Maia and Vila Nova de Gaia, the largest use of public
transportation is geographically concentrated and strongly correlated to the aged middle class that inhabits the
historic centre and the eastern part of Porto.
Fig. 5: Socio-economic classes where more than 65% of the population travel by car or more than 41% travel by
public transportation (2001).
Nuno Quental, Júlia Lourenço and Fernando Nunes da Silva 4
5. Travelling patterns associated with different urban forms (…) in the Porto Metropolitan Area
4.2 Relationship with land use
Land cover obtained from Corine data (in 2000) was compared with the use of automobile (in 2001). It was
found that class 1.1.1 (continuous urban fabric) – the denser urban areas – are the less dependent on cars than
class 1.1.2 (discontinuous urban fabric), as can be depicted from Figure 6.
Fig. 6: Car usage according to Corine Land Cover classes (2000).
Car usage according to land use
% of the land area occupied by the class
50%
40%
Continuous urban
30% fabric (1.1.1)
20%
Discontinuous
urban fabric (1.1.2)
10%
0%
65-100% 47-65% 30-47% 0-30%
Population using car (%)
Since data from 1990 was also available, new urban areas detected in 2000 and corresponding to classes 1.1.1,
1.1.2 or 1.3.3 (construction sites) were considered “urban expansion zones”. At the same time, it was assumed
that these same classes in 1990 were nowadays “consolidated urban zones”. Because the source data had
different scales, buffers of 50 meters around each polygon representing new urban areas were also included in
the analysis. The time span of 10 years may seem too large to carry out the comparison, but the results show
significant differences between both typologies of spaces. Expansion zones systematically exhibit a stronger
reliance on automobile than consolidated urban areas and, conversely, a smaller use of public transportation
(Figure 7).
Fig. 7: Car usage in consolidated and urban expansion areas.
Car usage in consolidated and urban expansion areas
% of the land area occupied by the class
40%
30% Consolidated urban
areas
Urban expansion
20%
areas
10%
0%
65-100% 47-65% 30-47% 0-30%
Population using car (%)
Nuno Quental, Júlia Lourenço and Fernando Nunes da Silva 5
6. Travelling patterns associated with different urban forms (…) in the Porto Metropolitan Area
4.3 Relationship with population density
The relationship between car use and population density is sometimes ambiguous, which is probably due to the
influence of other important factors such as socio-economic differences. Nevertheless, Figure 8 shows a general
decreasing trend of the car use classes 65-100% and 47-65% and, necessarily, an increase of the classes 0-30%
and 30-47%. Very high dependencies on automobile don’t seem to be affected by population density.
Fig. 8: Car usage according to population density in 2001.
Car usage according to population density
% of the land area occupied by each density
50%
40%
65-100%
30% 47-65%
class
30-47%
0-30%
20%
10%
0%
5,4-1000 1000- 2000- 3000- 5000- 5570- 8500- 14370- 30120-
2000 3000 5000 5570 8500 14370 30120 96350
Inhabitants / km2
4.4 Relationship with highway, metro and train networks
A buffer of 1000 meters was applied around each highway node and metro and train stations. The transportation
patterns in these areas were, again, compared, as can be seen in Figure 9. Interestingly, highway nodes seems to
be associated with higher uses of automobile and, at the same time, a smaller reliance on public means of
transportation.
Fig. 9: Car usage 1000 meters around road nodes or stations.
Car usage 1000m around road nodes or stations
40%
% of the area of the class
30%
Highway nodes
20% Train stations
10%
0%
65-100% 47-65% 30-47% 0-30%
Population using car (%)
Bus stations were not analysed because, at least in Porto, the network reaches almost every part of the city. In
Vila Nova de Gaia, Gondomar, Valongo, Matosinhos and Maia it becomes more fragmented, even though these
municipalities are served by private operators.
Nuno Quental, Júlia Lourenço and Fernando Nunes da Silva 6
7. Travelling patterns associated with different urban forms (…) in the Porto Metropolitan Area
Fig. 10: Urban expansion zones and the highway, metro and train networks.
The main transportation networks, new urban areas and
recent large equipments were overlapped in Figure 10.
Most of the development is taking place near recent
highway nodes and not so much around the train stations
(which are also older). The data suggest that the main
soil transformation is being dictated by the expansion of
road network or, perhaps, in the other way around as
well. It is important to note that the metropolitan
network wasn’t in place in 2000 and, therefore, its
influence on land use changes should not be considered.
5. Conclusions
Bivariate analysis limit the significance of possible conclusions. Yet, data suggests that smaller dependence on
automobile and higher public transportation rates are associated with:
• adverse socio-economic conditions. Porto, although having a high proportion of instructed inhabitants
and a strong middle class, concentrates most of social housing of the region, specially in the centre and
in the outer ring of the city;
• denser typologies of urban spaces (travel by car is less pronounced in consolidated urban fabric) and
higher population densities;
• consolidated urban areas in contrast with expansion zones;
• availability of public transportation.
The correlation between some of the variables considered is probably high. One can never be sure about the first
or the main reason that explain a certain behaviour or situation. The choice about the mode of transportation
seems to result from a complex relation between personal desires and physical (i.e., urban) and monetary
limitations. On a broader scale, the emergence of the automobile has defined a new regional geography, bringing
with it an ever expanding highway network and more and more citizens willing to rapidly travel long distances.
Urban developments taking place near highway nodes are just the result of this general trend and, in this sense,
the heavy reliance on car is taken for granted. People that prefer alternative ways of mobility will surely opt for
other places to live, probably near centres well served by public transportation and services.
Preserving the soil from unnecessary development and avoiding the waste of energy will only be possible by
avoiding unsustainable land use transformations and travelling patterns. Also, if we want our cities dominated by
people and not by cars, we’ll reach the same conclusion.
Nuno Quental, Júlia Lourenço and Fernando Nunes da Silva 7
8. Travelling patterns associated with different urban forms (…) in the Porto Metropolitan Area
Reference list
Instituto Nacional de Estatística (2004). Tipologia sócio-económica da Área Metropolitana do Porto. Porto,
Instituto Nacional de Estatística.
Faculdade de Arquitectura da Universidade do Porto (2002). Cidade difusa do noroeste peninsular Vol II:
Portugal. Porto, Faculdade de Arquitectura da Universidade do Porto.
European Environmental Agency (2002). Towards an urban atlas: assessment of spatial data on 25 European
cities and urban areas. Luxembourg, Office for Official Publications of the European Communities.
Acknowledgements
The author acknowledges the financial support from the Portuguese National Foundation for Science and
Technology (Fundação para a Ciência e Tecnologia, http://www.fct.mct.pt) and wishes to thank the collaboration
of PhD supervisor Prof. Júlia Lourenço (University of Minho) and co-supervisor Prof. Fernando Nunes da Silva
(Lisbon Technical University – Instituto Superior Técnico).
Nuno Quental, Júlia Lourenço and Fernando Nunes da Silva 8
9. Travelling patterns associated with different urban forms (…) in the Porto Metropolitan Area
Abstract
The usage of public transportation has been decreasing across European Union (EU). Besides this trend, which is
visible for more than a decade, a recent report released by the European Commission shows that in the last years
there has been a stabilization of the modal shares of transport. In 2001, travelling by car accounted for 70 to 75%
of all passenger transportation, while train and bus altogether accounted just for 16%. These values refer to the
EU before its enlargement to the East, since these countries have a pattern of transportation that is,
comparatively, more favourable to the collective modes.
The relation between transport and environment is more and more evident, mainly if we consider the duties that
follow the Quioto Protocol, which entered into force last 16 February. With the automobile traffic steadily rising,
the emission of greenhouse gases from the sector of transportation has increased some 20% during the last
decade, accounting nowadays for 20% of all greenhouse emissions. In much the same way, this sector is
responsible for 35% of all the energy consumption in the Union.
The concentration of 80% of the European population in urban areas induces the adoption of consumption and
travelling behaviours that are unfortunately more resource demanding. However, higher densities of people,
services and labour in geographically limited areas make it possible, through a rigorous territorial planning, to
counteract those trends and motivate citizens to choose more sustainable modes of transportation.
Of all the variables that can play a role in the decision of the travelling mode by citizens – among them the
structure of prices and costs should be emphasized – this article will deal with the urban structure. The main goal
of this paper is to test the relationship between recent urban expansion projects and the travelling patterns
associated with its residents.
A recent study about the Porto Metropolitan Area showed that its territory is increasingly fragmented and that
many new urban projects are distant from existing urban centres. These findings may be correlated to the drastic
decrease of public transportation usage – from 48 to 27% – in the area in the last decade. A number of these
urban expansion projects in the region will be analyzed according to variables such as proximity to main
transport routes and nodes, density (dwellings per hectare), mixture of uses, public transport accessibility and
frequency, etc. This data is afterwards compared with the modal split of the residents in order to portray recent
trends in the Metropolitan Area of Porto.
Nuno Quental, Júlia Lourenço and Fernando Nunes da Silva 9