scholarly journals ESPACIOS DE INTERFASE MULTIMODAL Una herramienta para la lectura e interpretación en torno a las estaciones de transporte público en el Área Metropolitana de Guadalajara. [MULTIMODAL INTERFACE SPACES A tool for reading and interpretation around public transport stations in the Guadalajara Metropolitan Area]

Author(s):  
Francisco Guerrero Contreras
2010 ◽  
Vol 47 (3) ◽  
pp. 499-515 ◽  
Author(s):  
Itzhak Benenson ◽  
Karel Martens ◽  
Yodan Rofé ◽  
Ariela Kwartler

Author(s):  
Kiyoshi Shingu ◽  
◽  
Kiyotoshi Hiratsuka ◽  

The Tokyo Metropolitan Government established “Seaside park plan” and “Tokyo municipal seaside park ordinance.” The Tokyo Metropolitan Government considers that the conservation of seaside, riverside and urban parks make the creation of places where residents of Tokyo can come in contact with nature. However, it seems that the planning and construction of those parks have been carried out by the administration from one-side view. The waterfront parks are public and have been used by many people. As there have been no data what components of parks are important for users of parks, eight seaside parks called waterfront parks were watched, degrees of satisfactory of eighty two residents who live in metropolitan area about components of parks were surveyed, and degrees of concern about components of the parks have been obtained by conjoint analysis. Those waterfront parks are located at Odaiba near Tokyo Bay. Here, the components of parks are as follows; 1) Hydrophile, 2) Rest area, 3) Public transport and location, 4) Recreational facilities, 5) Scenery and appearance, 6) Maintenance, 7) Monuments, and 8) Openness. The following main results have been obtained from the research. : a) Both female and male consider scenery and appearance, and hydrophile are important. b) Rest area is the least important than other components to those in their 20's, but important to those in their 30's, 40's and 60's. c) Public transport and location are least important for teens, but important to all age groups. d) Those in their 50's found 1) Hydrophile, 3) Public transport and location, and 5) Scenery and appearance are important. If there is an incomplete answer in response, we can utilize the data effectively by using the proposed method.


2004 ◽  
Vol 38 (8) ◽  
pp. 1219-1229 ◽  
Author(s):  
J.E Gómez-Perales ◽  
R.N Colvile ◽  
M.J Nieuwenhuijsen ◽  
A Fernández-Bremauntz ◽  
V.J Gutiérrez-Avedoy ◽  
...  

2021 ◽  
Vol 2021 (1) ◽  
Author(s):  
Guillem Vich ◽  
Xavier Delclòs Alió ◽  
Aaron Gutiérrez ◽  
Daniel Miravet ◽  
Josefa Canals ◽  
...  

Urban Studies ◽  
2010 ◽  
Vol 47 (13) ◽  
pp. 2785-2802 ◽  
Author(s):  
Pierre Dessemontet ◽  
Vincent Kaufmann ◽  
Christophe Jemelin

Out of the many ingredients that together build urban areas, three deserve particular consideration as their relationship is evolving: the functional centrality, the morphology of built-up areas and the way of life. Those three characteristics do not necessarily match along territorial lines anymore. To overcome this limitation, this article suggests approaching urbanity in terms of cohesion. To illustrate this approach under a specific analytical point of view, the paper describes a cohesion index based on the commuter relationships between the Swiss communes from 1970 to 2000. For 2000, further distinction is made between car-based and public transport-based commuting patterns, which allowed discrimination between two scales of cohesiveness between the Swiss agglomerations.


Author(s):  
Agnieszka Ważna ◽  
Karol Ważny

The article discusses the problem of organisation of public transport in metropolitan areas as a task of self-government units. The comparative analysis of the manners of organising and integrating public transport in selected metropolitan areas in Poland shows weaknesses and strengths of these applied manners, especially organizational solutions used in the analyzed examples concerning unified tariffs and coordination of various means of transport. The Polish law provides for three types of models for public transport organisation – metropolitan unions, communal unions and communal agreements. At this moment no metropolitan unions have been established so there are no practical experiences in this matter. Two existing conurbations (Silesia Metropolitan Area and Gdańsk Metropolitan Area) organise public transport on the basis of a communal union, whereas in other Polish metropolitan cities (i.e. Warsaw) the instrument of communal agreements is being used. On the other hand the example of London shows that also other legal entities (regional authorities) may be responsible for organising public transport. The size of a metropolitan area and the applied legal model should not influence the functioning of public transport. Nevertheless, the organizational solutions used in the presented transport systems show that the legal framework can make a difference. This article can contribute to an in-depth study on the organization of public transport in metropolitan areas which could lead to the use of good practices in various cities and changes in the Polish law.


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