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.

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.

The Central Business District in American Cities

2018 ◽  
Author(s):  
Emily Remus
Keyword(s):  
20Th Century ◽  
Traffic Congestion ◽  
Central Business District ◽  
Urban Life ◽  
Land Values ◽  
White Families ◽  
Race And Class ◽  
Business District ◽  
American Cities ◽  
The City

The central business district, often referred to as the “downtown,” was the economic nucleus of the American city in the 19th and 20th centuries. It stood at the core of urban commercial life, if not always the geographic center of the metropolis. Here was where the greatest number of offices, banks, stores, and service institutions were concentrated—and where land values and building heights reached their peaks. The central business district was also the most easily accessible point in a city, the place where public transit lines intersected and brought together masses of commuters from outlying as well as nearby neighborhoods. In the downtown, laborers, capitalists, shoppers, and tourists mingled together on bustling streets and sidewalks. Not all occupants enjoyed equal influence in the central business district. Still, as historian Jon C. Teaford explained in his classic study of American cities, the downtown was “the one bit of turf common to all,” the space where “the diverse ethnic, economic, and social strains of urban life were bound together, working, spending, speculating, and investing.” The central business district was not a static place. Boundaries shifted, expanding and contracting as the city grew and the economy evolved. So too did the primary land uses. Initially a multifunctional space where retail, wholesale, manufacturing, and financial institutions crowded together, the central business district became increasingly segmented along commercial lines in the 19th century. By the early 20th century, rising real estate prices and traffic congestion drove most manufacturing and processing operations to the periphery. Remaining behind in the city center were the bulk of the nation’s offices, stores, and service institutions. As suburban growth accelerated in the mid-20th century, many of these businesses also vacated the downtown, following the flow of middle-class, white families. Competition with the suburbs drained the central business district of much of its commercial vitality in the second half of the 20th century. It also inspired a variety of downtown revitalization schemes that tended to reinforce inequalities of race and class.

scholarly journals Modeling the Factors Influencing the Activity Spaces of Bikeshare around Metro Stations: A Spatial Regression Model

2018 ◽  
Vol 10 (11) ◽  
pp. 3949 ◽  
Author(s):  
Xinwei Ma ◽  
Yanjie Ji ◽  
Yuchuan Jin ◽  
Jianbiao Wang ◽  
Mingjia He
Keyword(s):  
Spatial Regression ◽  
Central Business District ◽  
Ordinary Least Squares ◽  
Model Fit ◽  
Activity Space ◽  
Spatial Error ◽  
Activity Spaces ◽  
Local Residents ◽  
Business District ◽  
Social Demographic

Metro-bikeshare integration is considered a green and efficient travel model. To better understand bikeshare as a feeder mode to the metro, this study explored the factors that influence the activity spaces of bikeshare around metro stations. First, metro-bikeshare transfer trips were recognized by matching bikeshare smartcard data and metro smartcard data. Then, standard deviation ellipse (SDE) was used for the calculation of the metro-bikeshare activity spaces. Moreover, an ordinary least squares (OLS) regression and a spatial error model (SEM) were established to reveal the effects of social-demographic, travel-related, and built environment factors on the activity spaces of bikeshare around metro stations, and the SEM outperformed OLS significantly in terms of model fit. Results show that the average metro-bikeshare activity space on weekdays is larger than that on weekends. The proportion of local residents promotes the increase in activity space on weekends, while a high density of road and metro impedes the activity space on weekdays. Additionally, with increased job density, the activity space becomes smaller significantly throughout the week. Also, both on weekdays and weekends, the closer to the central business district (CBD), the smaller the activity space. This study can offer meaningful guidance to policymakers and city planners aiming to make the bikeshare distribution more reasonable.

Land value as a function of distance from the CBD: The case of the eastern suburbs of Pretoria

2004 ◽  
Vol 7 (3) ◽  
pp. 532-541 ◽  
Author(s):  
AC Jordaan ◽  
BE Drost ◽  
MA Makgata
Keyword(s):  
Poverty Reduction ◽  
Central Business District ◽  
Sub Saharan Africa ◽  
Land Values ◽  
Location Decisions ◽  
Paper Review ◽  
Cross Country ◽  
Sub Saharan ◽  
Business District ◽  
Prospective User

The greater the benefit derived from using a piece of land for any particular purpose the higher the price the prospective user is willing to pay.  The demand for land is thus a reflection of the utility derived from its use by current or potential users.  The ability to compete for sites depends on whether they have the means to benefit from accessibility and complementarity within the urban framework. Conventional theory states that productivity determines urban rent, which is the highest at the place of maximum accessibility, i.e. the central business district (CBD). This paper review selected residential location theories and the factors influencing location decisions. Using selected eastern suburbs of Pretoria, the paper tries to determine whether residential land values decrease as distance from the CBD increase as theory suggests.Foreign aid and poverty reduction in sub-Saharan Africa: A cross-country investigation

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.

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.

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