The Analysis of Development and Utilization along the Rail Transit in Qingdao Economic and Technological Development Zone

2012 ◽  
Vol 204-208 ◽  
pp. 1777-1781
Author(s):  
Peng Dai ◽  
Yan Yue
Keyword(s):  
Technological Development ◽  
Central Business District ◽  
Project Planning ◽  
Rail Transit ◽  
Development Zone ◽  
Development And Utilization ◽  
Business District ◽  
Planning And Construction ◽  
Investment Intentions ◽  
Further Development

With the rail transit project planning and construction in Qingdao, the citizen’s lives will be profoundly influenced. Rail transit will not only promote the urban lands along the railway further development, but also assemble a large number of commercial, financial and office facilities. This essay, based on the investigation of the present development and construction of the central business district along Changjiang Road in Qingdao Economic and Technological Development Zone(Qingdao ETDZ),analyzes the current land use within 500 meters on both sides of the planned railway, and the present commercial status in rail-affected area as well as investment intentions of those potential investors, discusses the form of commercial presence along the rail transit, and then predicts the further development of the central business in Qingdao ETDZ.

Walking Distances to and from Light-Rail Transit Stations

1996 ◽  
Vol 1538 (1) ◽  
pp. 19-26 ◽  
Author(s):  
Sean O'Sullivan ◽  
John Morrall
Keyword(s):  
Central Business District ◽  
Design Guidelines ◽  
Walking Distance ◽  
Light Rail ◽  
Rail Transit ◽  
Light Rail Transit ◽  
Bus Stop ◽  
Business District ◽  
The Relationship ◽  
The City

A quantifiable basis for developing design guidelines for pedestrian access to light-rail transit (LRT) stations is provided for planners based on observations in Calgary, Canada. Calgary's LRT system, which began operations in 1981, has been operating for long enough for walking patterns to and from its stations to become established. Interviews were conducted with 1,800 peak-hour LRT users about the origins and destinations of their LRT trips. Those who walked to or from a station were asked to point out on a map their approximate origins or destinations. The distances were then measured off the maps. Walking distance guidelines were developed for central business district (CBD), transfer and local stations. Catchment area maps were produced, and the relationship between reported walking time and measured walking distance was calculated. Also compared are the walking distances at LRT stations and the walking distances at bus stops. The research strongly indicates that people walk farther to reach an LRT station than a bus stop. Using bus walking standards would result in an underestimate of LRT walking distances by about half. For the city of Calgary the average walking distance to suburban stations is 649 m with a 75th-percentile distance of 840 m. At CBD stations the average walking distance is 326 m and the 75th-percentile distance is 419 m.

scholarly journals The Paradoxical Travel Behavior of Bangkokians

2017 ◽  
Vol 2 (5) ◽  
pp. 393
Author(s):  
Panit Pujinda ◽  
Sauvanithi Yupho
Keyword(s):  
Public Transportation ◽  
Travel Behavior ◽  
Transportation Planning ◽  
Publishing House ◽  
Central Business District ◽  
Rail Transit ◽  
Service Areas ◽  
Business District ◽  
The City ◽  
Heavy Rail

Bangkok has been ranked as the world’s most traffic jam more than decades. At the same time, the city is constantly developed with many maga projects with the attempt to heal the problem. However, the developments in Bangkok do not follow transportation planning as elaborated in this paper through three basic expectations of travel behavior. They based on transportation planning in Bangkok are: (1) heavy rail transit that runs on a radial line will transport passengers from residential neighborhoods in outer Bangkok to the central business district (CBD); (2) If the workplace is fixed, persons who live in outer Bangkok are assumed to have higher travel cost and commuting time than those who live in the city center; and (3). A feeder system will support heavy rail transit by expanding service areas and increasing passengers. However, this paper documents how Thai travel behavior is not necessarily conforming to expectations.Keywords: Quality of Life; Travel Behavior; Public Transportation; BangkokISSN: 2398-4287© 2017. The Authors. Published for AMER ABRA by e-International Publishing House, Ltd., UK. This is an open access article under the CC BYNC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer–review under responsibility of AMER (Association of Malaysian Environment-Behaviour Researchers), ABRA (Association of Behavioural Researchers on Asians) and cE-Bs (Centre for Environment-Behaviour Studies), Faculty of Architecture, Planning & Surveying, Universiti Teknologi MARA, Malaysia.

scholarly journals International Real Estate Review

2005 ◽  
Vol 8 (1) ◽  
pp. 1-26 ◽  
Author(s):  
Jin Kim ◽  
◽  
Ming Zhang ◽  
Keyword(s):  
Goodness Of Fit ◽  
Regression Coefficient ◽  
Central Business District ◽  
Ordinary Least Squares ◽  
Economic Benefits ◽  
Land Values ◽  
Rail Transit ◽  
Regression Equations ◽  
Subway Stations ◽  
Business District

Literature regarding transit’s impact on land values reports mixed results concerning the economic benefits of accessibility to subway stations, specifically regarding commercial properties. After examining 731 commercial land values in Seoul, Korea, this study suggests a possible explanation for the mixed results: transit’s discrimination impact on land values by location in a built-up urban area. The regression coefficient for distance to station in the central business district is the highest, the subcenters are next, and other areas are lowest – apparently a strong correlation with higher centrality and development densities of submarkets. Also, the inclusion of spatial lag and error term variables greatly improves the goodness of fit of the regression equations lowering the spatial autocorrelation in the ordinary least squares residuals as well as reduces overestimation of value premiums in association with rail transit stations, which enables a regression model to produce a more accurate and efficient estimator for transit’s impact on commercial land values.

scholarly journals Analysis of Urban Effects in Oklahoma City using a Dense Surface Observing Network

2016 ◽  
Vol 55 (3) ◽  
pp. 723-741 ◽  
Author(s):  
Xiao-Ming Hu ◽  
Ming Xue ◽  
Petra M. Klein ◽  
Bradley G. Illston ◽  
Sheng Chen
Keyword(s):  
Metropolitan Area ◽  
Land Surface ◽  
Critical Role ◽  
Central Business District ◽  
Temperature Inversion ◽  
Oklahoma City ◽  
Near Surface ◽  
Open Questions ◽  
The Stability ◽  
Business District

AbstractMany studies have investigated urban heat island (UHI) intensity for cities around the world, which is normally quantified as the temperature difference between urban location(s) and rural location(s). A few open questions still remain regarding the UHI, such as the spatial distribution of UHI intensity, temporal (including diurnal and seasonal) variation of UHI intensity, and the UHI formation mechanism. A dense network of atmospheric monitoring sites, known as the Oklahoma City (OKC) Micronet (OKCNET), was deployed in 2008 across the OKC metropolitan area. This study analyzes data from OKCNET in 2009 and 2010 to investigate OKC UHI at a subcity spatial scale for the first time. The UHI intensity exhibited large spatial variations over OKC. During both daytime and nighttime, the strongest UHI intensity is mostly confined around the central business district where land surface roughness is the highest in the OKC metropolitan area. These results do not support the roughness warming theory to explain the air temperature UHI in OKC. The UHI intensity of OKC increased prominently around the early evening transition (EET) and stayed at a fairly constant level throughout the night. The physical processes during the EET play a critical role in determining the nocturnal UHI intensity. The near-surface rural temperature inversion strength was a good indicator for nocturnal UHI intensity. As a consequence of the relatively weak near-surface rural inversion, the strongest nocturnal UHI in OKC was less likely to occur in summer. Other meteorological factors (e.g., wind speed and cloud) can affect the stability/depth of the nighttime boundary layer and can thus modulate nocturnal UHI intensity.

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