Morphology of Warsaw City Structure Using Urban Indexes and GIS Tools

The article presents the process of creating a tool using GIS systems to describe the city’s spatial structure. Therefore, the subject of this research was the method of describing the city structure using non-functional zoning, in conjunction with the use of urban indicators. Using the relationships between the values of urban indicators and individual typologies of buildings, they can be assigned to subsequent zones from the Rural-to-Urban Transect methodology. Therefore, in this article, urban indicators have been defined, thanks to which it is possible to distinguish different typologies of buildings. Next, the relationships between selected indicators and transect zones have been examined, and thanks to the obtained conclusions, transect zones for Warsaw have been defined. Finally, the spatial structure of a selected part of Warsaw has been described using these zones. The purpose of this study is also to initially assess the usefulness of the developed tool for the needs of urban planners.

Deriving Spatio-Temporal Geographies of Human Mobility from GPS traces

This paper leverages on the opportunities presented by individual level GPS data to study human mobility. It develops a methodology to understand the spatio-temporal properties of collective movements using network science. Through a spatially-weighted community detection approach, we derived functional neighbourhoods from human mobility patterns from GPS data and analyse the extent to which they vary across time. The results show that while the overall city structure remains stable, functional neighbourhoods tend to contract and expand over the course of the day. This work proposes a methodological framework and emphasises the importance of detecting short-term structural changes in cities based on human mobility.

The Ecological Aspects of Urban Structure of Balige District Kabupaten Toba, Indonesia

Balige is the capital of Toba Samosir Regency. Balige District continues to develop dynamically, marked by the development and changes of the physical city structure Balige. It is about the real implications of a city’s physical growth and development that move dynamically, which can be seen from urban, suburban, and rural land-use patterns. The aim is to determine the ecological aspects of urban structures in the Balige District. The method used in selection is done through secondary data that does not directly provide data to researchers or analyzed documents and concluded. Initially, Balige City was centered on the pier up to Sisingamangaraja’s field, evidenced by water transportation still used today. However, the result of the study showed changes in the pattern of land use due to economic growth and social transformation.

Can the Pandemic Be a Catalyst of Spatial Changes Leading Towards the Smart City?

The worldwide spread of Covid-19 infections has had a pervasive influence on cities and the lives of their residents. The current crisis has highlighted many urban problems, including those related to the functionality of urban structures, which directly affect the quality of life. Concurrently, the notion of “smart cities” is becoming a dominant trend in the discourse on urban development. At the intersection of these two phenomena, questions about the effects of Covid-19 on the future of cities arise. These are concerned with the possible roles of the pandemic in the process of urban regeneration and the development of smart solutions. The article aims to create a conceptual framework that will allow researchers to assess the influence of Covid-19-related changes on urban structures and their functionality in the following areas: city structure, connectivity and mobility, public spaces, access to green areas, and digital transformation. In the empirical part of the article, the influence of pandemic-caused changes on the development of various aspects of smart cities is discussed. The article concludes with an analysis of the effects the pandemic might have on digital urban regeneration.

ARCHITECTURAL AND PLANNING ORGANIZATION OF SERVICE OBJECTS LOCATED ON TRANSPORT HUBS

The article discusses the main aspects of the architectural and planning organization of service facilities for transport hubs. The main blocks of the functional planning structure of transport interchange hubs (T.I.HUB), elements of their structure and principles of placement in the structure of large cities have been formed in the center, in the structure of residential areas, in historical city centers, and in the contact zone of urban and suburban development. The work substantiates the relevance of the development regarding the design of transport hubs (T.HUB)s in the structure of modern cities, which are constantly and systematically developing, increasing the need for the transportation of an increasing number of passengers. The dynamic development of modern infrastructural cities, especially large ones, require a revision of the norms and dimensions of transfer stations, the landing front of stops, the reorganization of the inner spaces of the transport hubs (T.HUB), etc. The design and construction of transport hubs can be carried out in a completely new construction, reconstruction or reconstruction with modernization, or in the difficult conditions. Already today, many big cities are suffering from traffic jams bordering on collapse, especially during peak hours. Therefore, this problem must be solved in all possible ways, especially attention should be paid to the architectural and planning organization of service facilities, which are located at the transport hub (T.HUB). A transport interchange hub is a nodal element of the city's planning structure, which allows organizational transfer of passengers between various types of urban and external (intercity, international) passenger transport or between different lines of the same type of transport in an urban structure. For example, transport hubs (T.HUB) are possible in the structure of the functioning of a railway transport hub from one railway line to another. Transport interchange hubs (T.I.HUB)can be specialized or multifunctional, and include a number of facilities for passing passenger services and social infrastructure: accumulative lobbies in front of the entrance group ("entrance" - "exit"), a foyer with digital validation of electronic tickets and cards on different routes of passengers; cargo and goods rooms for baggage claim (at airports, river stations and railway stations); customs premises (if we are talking about international flights departing from transport hubs (T.HUB); intercepting parking lots and taxi and bus stands; public service facilities; shops, catering establishments; financial institutions, etc. As noted earlier, we can talk about six types of transport hubs (T.HUB) in the structure of the designed and existing nodes on land, underground, river, rail, sea and air transport. Thus, modern transport hubs can be organized not only in the city structure, but also in ports, railways. railway stations and airports, which can significantly expand their typological range of service facilities.

Adaptation of Post-Industrial Areas as Hydrological Windows to Improve the City’s Microclimate

Post-industrial areas in larger cities often cease to fulfill their role and their natural result is their transformation. They often constitute a large area directly adjacent to the city structure and are exposed to urbanization pressure, and on the other hand, they are often potential hydrological windows. The approach to the development strategy for such areas should take this potential into account. The article presents the example of Cracow (Poland) and post-industrial areas constituting the hydrological and bioretention potential in terms of the possibility of their development and the legal aspects of the development strategies of these areas.

Socialist Industrialization as a Factor of Urban Development and a Difficult Legacy in Košice, Slovakia

The postwar decades were significant for urban development in Central and Eastern Europe since many cities grew rapidly and were industrialized. The Slovak city of Košice illustrates how industrial entities’ localization catalyzes urban development. The development in the years after 1945 changed the city character from middle size provincial town into a large industrial city. Later, the post-socialist transformation redirected this trend and left postindustrial areas within the city structure. From a path dependency perspective, the first phases of socialist and post-socialist periods show similar dynamics as a time of significant changes that set the guidelines for city development.

The characteristics of Great Cultural Projects and their impact on architectural and urban heritage (1850–2012)

This study examines Great Cultural Projects (GCPs) as an element of the developmental process of cities. For this study, GCPs are regarded as a global phenomenon rather than cases that must be analyzed independently. The study focused on four types of GCPs: world and international exhibitions, horticultural exhibitions, Olympic Games, and the European Capitals of Culture. The research sample comprised 183 GCPs globally, organized between the middle of the 19th century to the beginning of the 21st century. The study analyzed the influence of different GCPs on city structure and urban heritage and focused on the distinctive development of each GCP type. The study’s novelty lies in recognition of the four main types of GCPs’ potential for multidimensional urban development and their diversified impact on the transformation of modern cities, along with the identification of potential threats, benefits, and development opportunities related to different GCP types.