The difference of level CO2 emissions from the transportation sector between weekdays and weekend days on the City Centre of Pemalang

La creciente contaminación en las ciudades y el incremento de la obesidad y sobrepeso aconsejan medios de transporte activos. Uno de los sistemas que está en auge en los últimos años es el de bicicletas compartidas de uso público. En la actualidad, en España, apenas existen estudios que aporten información sobre las características de los usuarios y los hábitos de utilización del servicio, por lo que con este estudio se pretende categorizar las edades de los usuarios del sistema de bicicletas compartidas, así como la frecuencia de uso, características de los itinerarios y media de minutos de uso de las bicicletas. La edad media de los usuarios, durante la primera etapa del 2009 al 2012, fue de 46 años (hombres 49; mujeres 38.7), siendo las diferencias significativas t=83,06; p <0,001. La mayor frecuencia de uso se inicia y finaliza en el centro de la ciudad (15.947 usos; 18.9%). Los hombres entre 50 y 69 años y las mujeres entre 30 y 49 años son los que más utilizan las bicicletas. Los itinerarios por la costa son los preferidos por las mujeres. La media de minutos de uso de los viajes de las bicicletas públicas fue de 36,1 (hombres 38,1; mujeres 31,4), siendo las diferencias estadísticamente significativas t84181=26,30; p <0,001. Abstract. The growing pollution in cities and the increase in obesity and overweight suggest the use of active means of transport. One of these means is the bicycle sharing system, which has become extremely popular in recent years. Currently, hardly any study provides information about the users’ characteristics and the usage habits of the mentioned service in Spain. Therefore, this study is intended to categorize the ages of users of this system, as well as their frequency of use, the route characteristics, and average minutes of use of bicycles. Users’ average age was 46 years during the first period, from 2009 to 2012 (men 49; women 38.7), the difference between men and women being significant (t=83.06; p<0.001). The highest frequency of use begins and ends in the city centre (15,947 uses; 18.9%). Men between 50 and 69 years old and women between 30 and 49 years old are those who use bicycles the most. Coastal routes are the most popular in women. The average minutes of use in public bicycle trips were 36,1 (men 38,1; women 31,4), with statistically significant differences between genders (t84181=26,30; p<0,001).

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Assessment of urban aerosol pollution over the Moscow megacity by the MAIAC aerosol product

Atmospheric Measurement Techniques ◽

10.5194/amt-13-877-2020 ◽

2020 ◽

Vol 13 (2) ◽

pp. 877-891

Author(s):

Ekaterina Y. Zhdanova ◽

Natalia Y. Chubarova ◽

Alexei I. Lyapustin

Keyword(s):

Agricultural Development ◽

Moscow Region ◽

Pollutant Emissions ◽

City Centre ◽

Construction Sites ◽

Aerosol Pollution ◽

Aerosol Sources ◽

The Mean ◽

The Difference ◽

The City

Abstract. We estimated the distribution of aerosol optical thickness (AOT) with a spatial resolution of 1 km over the Moscow megacity using the MAIAC aerosol product based on MODIS satellite data (Lyapustin et al., 2018) for the warm period of the year (May–September, 2001–2017). AERONET (Aerosol Robotic Network)-based validation of satellite estimates near the city centre at Moscow_MSU_MO and over the Moscow suburbs at Zvenigorod revealed that MAIAC AOT at 0.47 µm is in agreement with AERONET AOT though underestimated by 0.05–0.1 for AOT<1 and overestimated for smoke conditions with AOT>1. The MAIAC AOT biases were almost the same for the Moscow_MSU_MO and Zvenigorod AERONET sites, which indicated that the MAIAC algorithm effectively removed the effect of the bright urban surface in the city centre. For the ground-based measurements, the difference between annual median AOT at Moscow_MO_MSU and Zvenigorod (ΔAOT) varied within −0.002 to +0.03, with statistically significant positive bias for most years, and an average ΔAOT was about 0.02. According to the MAIAC dataset, the ΔAOT varied within ±0.01 and was not statistically significant. The ΔAOT started decreasing recently due to intensive urban development of the territory around Zvenigorod and the decrease in pollutant emissions in Moscow, which is mainly caused by the environmental regulations. According to the MAIAC dataset, the most pronounced spatial AOT differences over the territory of Moscow were observed at the 5 % quantile level, where they reached 0.05–0.06 over several locations and could be attributed to the stationary sources of aerosol pollution, for example, large areas of construction sites, aerosol pollution from roads and highways, or agriculture activities. The differences between the maximum and the mean AOT for different quantiles, except the 95 % quantile, within the Moscow region, were about 0.02–0.04, which could be attributed to the local aerosol sources. The application of the MAIAC algorithm over the whole Moscow region has revealed a decreasing AOT trend over the centre of Moscow and an increasing trend over the “New” Moscow territory which experienced an intensive build-up and agricultural development.

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Building Transformation in Bandung City Centre: Expansion of Land Lot at Pasar Baru Area

Proceedings 24th ISUF 2017 - City and Territory in the Globalization Age ◽

10.4995/isuf2017.2017.6174 ◽

2017 ◽

Author(s):

Nurtati - Soewarno ◽

Taufan Hidjaz ◽

Eka Virdianti

Keyword(s):

City Centre ◽

City Center ◽

Conservation Area ◽

The Road ◽

Commercial Area ◽

Space Expansion ◽

The Difference ◽

On The Road ◽

Motivating Factor ◽

The City

City as a man creation is always experiencing transformation from time to time. The city center area, originating from a residence area has turned into a commercial area for trading. This transformation is recognized by the physical building change. This paper will describe building transformation in the Pasar Baru area, which is a conservation area in the city center of Bandung city, Indonesia. Colonialism left dualism of the land status in this area, formal and informal. Formal land is located on the road side shaped as row shop houses whilst the informal land lies behind the shop houses in form of urban kampong. The improvement of business and trading, demands a larger working area so space expansion is needed. The difference of land status and location makes it possible for shop house owners to expand their lot toward the kampong behind. Nowadays old shop houses as conservation buildings are hard to recognize because they have been transformed into new shop house forms. By observing the shape it’s expected that the lot expansion was the motivating factor. How did the transformation occur? Can transformation on one land lot give contribution to transformation on the city? It’s expected that the occurring transformation should not eliminate the conservation, building and area in the city center and the residential function could still be maintained.

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The Ołowianka Bascule Footbridge in Gdansk – A Bridge That Makes the Difference

10.24904/footbridge2022.017 ◽

2021 ◽

Author(s):

Rok Mlakar ◽

Viktor Markelj

Keyword(s):

City Centre ◽

The Public ◽

Long Time ◽

The Difference ◽

The Baltic ◽

The Right ◽

Bridge Spans ◽

Historic City ◽

The City ◽

Further Development

<p>In the city of Gdansk in Poland, in the very centre of the Baltic capital, on 17 June 2017, a new draw footbridge was ceremoniously opened to the public. The Ołowianka footbridge represents the long-time much-needed link between the highly tourist-visited historical old town and Ołowianka Island, where further cultural, tourist and recreation facilities are located. The bridge spans a very busy navigable channel of the Motława River, leading inward towards other city channels, a harbour for many tourist ships and the Gdansk Marina. Being the main navigable entrance to the city centre, the Motława is constantly under nautical traffic, so the Ołowianka footbridge operates 24/7, according to a 30-minute schedule. The Ołowianka footbridge is an extraordinary acquisition for the city of Gdansk, which immediately became a new landmark and much more in the already very picturesque historic city centre. Not just its design, but also its carefully chosen location and its realisation at the right moment, has made this bridge indispensable to the inhabitants, visitors and the administration of the city of Gdansk, decisively contributing to further development in the Ołowianka Island area and its surroundings.</p>

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Assessment of urban aerosol pollution over Moscow megacity by MAIAC aerosol product

10.5194/amt-2019-325 ◽

2019 ◽

Author(s):

Ekaterina Y. Zhdanova ◽

Natalia Y. Chubarova ◽

Alexei I. Lyapustin

Keyword(s):

Power Plants ◽

Agricultural Development ◽

Moscow Region ◽

Pollutant Emissions ◽

City Centre ◽

The North ◽

Aerosol Pollution ◽

Aerosol Sources ◽

The Difference ◽

The City

Abstract. We estimated the distribution of aerosol optical thickness (AOT) with a spatial resolution of 1 km over Moscow megacity using MAIAC aerosol product based on MODIS satellite data (Lyapustin et al., 2018) for the warm period of year (May–September). AERONET (Aerosol Robotic Network)-based validation near the city centre at Moscow_MSU_MO and over Moscow suburbs at Zvenigorod revealed that MAIAC AOT at 470 nm is in agreement with AERONET AOT though underestimated by 0.05–0.1 for AOT 1. The MAIAC AOT biases were almost the same for the Moscow_MSU_MO and Zvenigorod AERONET sites, which indicated that MAIAC effectively removed the effect of the bright urban surface in the city centre. For the ground-based measurements, the annual median AOT difference between Moscow_MO_MSU and Zvenigorod (ΔAOT) varied within −0.002±0.03 with statistically significant positive bias for most years and an average ΔAOT of ~ 0.02. According to MAIAC dataset, ΔAOT varied within ±0.01 and was not statistically significant. The ΔAOT started decreasing recently due to intensive urban development of the territory around Zvenigorod and the decrease of pollutant emissions in Moscow, which is mainly caused by the environmental regulations. According to the MAIAC dataset, the most pronounced spatial AOT difference over the territory of Moscow was observed at 5 % quantile level, where it reached 0.05–0.06 over several locations and could be attributed to the stationary sources of aerosol pollution, for example, power plants, or aerosol pollution from roads. The difference between the maximum and the mean AOT for different quantiles, except the 95 % quantile, within the Moscow region, was about 0.02–0.04 which could be attributed to the local aerosol sources. The application of the MAIAC algorithm over the whole Moscow region has revealed a decreasing AOT trend over the centre of Moscow and an increasing trend over the New Moscow territory which experienced an intensive build-up and agricultural development in the north and the south parts of this district, respectively.

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Perancangan Boneka Edukasi Terinspirasi oleh Pencipta Boneka Si Unyil

Prosiding Seminar Nasional Pendidikan KALUNI ◽

10.30998/prossnp.v1i0.49 ◽

2018 ◽

Vol 1 ◽

Author(s):

Azhari Amri

Keyword(s):

Design Process ◽

Urban Culture ◽

Urban Life ◽

Rural Region ◽

The Public ◽

The Creation ◽

The Difference ◽

The City ◽

Simple Materials

Film Unyil puppet comes not just part of the entertainment world that can be enjoyed by people from the side of the story, music, and dialogue. However, there is more value in it which is a manifestation of the creator that can be absorbed into the charge for the benefit of educating the children of Indonesia to the public at large. The Unyil puppet created by the father of Drs. Suyadi is one of the works that are now widely known by the whole people of Indonesia. The process of creating a puppet Unyil done with simple materials and formation of character especially adapted to the realities of the existing rural region. Through this process, this research leads to the design process is fundamentally educational puppet inspired by the creation of Si Unyil puppet. The difference is the inspiring character created in this study is on the characters that exist in urban life, especially the city of Jakarta. Thus the results of this study are the pattern of how to shape the design of products through the creation of the puppet with the approach of urban culture.

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Restricting Traffic into the City Centre: Has Madrid Central Been Effective to Reduce NO 2 Levels?

SSRN Electronic Journal ◽

10.2139/ssrn.3495440 ◽

2019 ◽

Cited By ~ 3

Author(s):

Rafael Salas ◽

María José Pérez Villadóniga ◽

Juan Prieto Rodríguez ◽

Ana Russo

Keyword(s):

City Centre ◽

The City

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What Makes a City Bikeable? A Study of Intercity and Intracity Patterns of Bicycle Ridership using Mobike Big Data Records

Built Environment ◽

10.2148/benv.46.1.55 ◽

2020 ◽

Vol 46 (1) ◽

pp. 55-75

Author(s):

Ying Long ◽

Jianting Zhao

Keyword(s):

Big Data ◽

Average Distance ◽

Policy Implications ◽

Rating System ◽

City Centre ◽

Average Score ◽

Policy Makers ◽

Usage Frequency ◽

Share Data ◽

The City

This paper examines how mass ridership data can help describe cities from the bikers' perspective. We explore the possibility of using the data to reveal general bikeability patterns in 202 major Chinese cities. This process is conducted by constructing a bikeability rating system, the Mobike Riding Index (MRI), to measure bikeability in terms of usage frequency and the built environment. We first investigated mass ridership data and relevant supporting data; we then established the MRI framework and calculated MRI scores accordingly. This study finds that people tend to ride shared bikes at speeds close to 10 km/h for an average distance of 2 km roughly three times a day. The MRI results show that at the street level, the weekday and weekend MRI distributions are analogous, with an average score of 49.8 (range 0–100). At the township level, high-scoring townships are those close to the city centre; at the city level, the MRI is unevenly distributed, with high-MRI cities along the southern coastline or in the middle inland area. These patterns have policy implications for urban planners and policy-makers. This is the first and largest-scale study to incorporate mobile bike-share data into bikeability measurements, thus laying the groundwork for further research.

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Evaluating the Impact of Floods on Housing Price Using a Spatial Matching Difference-In-Differences (SM-DID) Approach

Sustainability ◽

10.3390/su13020804 ◽

2021 ◽

Vol 13 (2) ◽

pp. 804

Author(s):

Jean Dubé ◽

Maha AbdelHalim ◽

Nicolas Devaux

Keyword(s):

Housing Price ◽

Hedonic Pricing ◽

Environmental Amenities ◽

Sale Price ◽

Difference In Differences ◽

Hedonic Pricing Model ◽

The Difference ◽

And Control ◽

The Impact ◽

The City

Many applications have relied on the hedonic pricing model (HPM) to measure the willingness-to-pay (WTP) for urban externalities and natural disasters. The classic HPM regresses housing price on a complete list of attributes/characteristics that include spatial or environmental amenities (or disamenities), such as floods, to retrieve the gradients of the market (marginal) WTP for such externalities. The aim of this paper is to propose an innovative methodological framework that extends the causal relations based on a spatial matching difference-in-differences (SM-DID) estimator, and which attempts to calculate the difference between sale price for similar goods within “treated” and “control” groups. To demonstrate the potential of the proposed spatial matching method, the researchers present an empirical investigation based on the case of a flood event recorded in the city of Laval (Québec, Canada) in 1998, using information on transactions occurring between 1995 and 2001. The research results show that the impact of flooding brings a negative premium on the housing price of about 20,000$ Canadian (CAN).

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Understanding Spatial Variability of NO2 in Urban Areas Using Spatial Modelling and Data Fusion Approaches

Atmosphere ◽

10.3390/atmos12020179 ◽

2021 ◽

Vol 12 (2) ◽

pp. 179

Author(s):

Said Munir ◽

Martin Mayfield ◽

Daniel Coca

Keyword(s):

Data Fusion ◽

Spatial Variability ◽

Urban Areas ◽

Road Traffic ◽

Dispersion Model ◽

Low Cost ◽

Spatial Modelling ◽

City Centre ◽

Small Scale ◽

The City

Small-scale spatial variability in NO2 concentrations is analysed with the help of pollution maps. Maps of NO2 estimated by the Airviro dispersion model and land use regression (LUR) model are fused with measured NO2 concentrations from low-cost sensors (LCS), reference sensors and diffusion tubes. In this study, geostatistical universal kriging was employed for fusing (integrating) model estimations with measured NO2 concentrations. The results showed that the data fusion approach was capable of estimating realistic NO2 concentration maps that inherited spatial patterns of the pollutant from the model estimations and adjusted the modelled values using the measured concentrations. Maps produced by the fusion of NO2-LCS with NO2-LUR produced better results, with r-value 0.96 and RMSE 9.09. Data fusion adds value to both measured and estimated concentrations: the measured data are improved by predicting spatiotemporal gaps, whereas the modelled data are improved by constraining them with observed data. Hotspots of NO2 were shown in the city centre, eastern parts of the city towards the motorway (M1) and on some major roads. Air quality standards were exceeded at several locations in Sheffield, where annual mean NO2 levels were higher than 40 µg/m3. Road traffic was considered to be the dominant emission source of NO2 in Sheffield.

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