Academic literature on the topic 'Railway station districts'
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Journal articles on the topic "Railway station districts"
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Jeon, Jong Han. "A Study on the Improvement of Naming Standards of Korean Railway Lines and Stations." Institute For Kyeongki Cultural Studies 44, no. 2 (December 31, 2023): 65–92. http://dx.doi.org/10.26426/kcs.2023.44.2.65.
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Railroad lines and stations are not just physical spaces, but representations of local and regional identities, geographic information for social information communication, and important operational tools related to safety and speed for facility management and operators. Frequent complaints over the recent establishment of railway station names not only show public interest in railroad-related nominations, but also call for efforts for standardization of geographical names and rational improvement of route names and station names based on the establishment of standards. The researcher diagnosed the limitations and development tasks of the current guidelines based on the principles and recommendations of the UN Group of Experts on Geographical Names and the National Geographical Name Committee based on the correct terminology based on the law and the clarification of key concepts open to implicit interpretation, and proposed ways to improve the standards for establishing railway line names and station names. The improvement measures are summarized as follows. First, the naming of the railway lines follows the combination of the representative administrative name of the departure area and the destination area. However, along with these official line names, facility managers and operators can use the name of the station by naming method using the railway line type classification system or a combination of alphabets and Arabic numbers to promote the safety and speed of management and operation. Second, the naming of a station uses only the name of the representative administrative district where the station building is located. In a station building that spans two or more administrative districts, two or more administrative names can be consecutively used to those naming, but in this case, the name of the administrative district corresponding to the representative address shall be prioritized. Third, other improvements include the following: In principle, the standards for naming of railway lines and stations to be improved in the future should not be applied retroactively, the revision of the station name once rejected should not be allowed to be re-appointed as a future agenda, and caution against social exclusion, such as nominations for specific persons or commercial purposes, or names that can be linked to the economic interests of specific subjects.
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Varquez, Alvin Christopher G., Sifan Dong, Shinya Hanaoka, and Manabu Kanda. "Improvement of an Urban Growth Model for Railway-Induced Urban Expansion." Sustainability 12, no. 17 (August 21, 2020): 6801. http://dx.doi.org/10.3390/su12176801.
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Increasing population in urban areas drives urban cover expansion and spatial growth. Developing urban growth models enables better understanding and planning of sustainable urban areas. The SLEUTH model is an urban growth simulation model which uses the concept of cellular automata to predict land cover change using six spatial inputs of historical data (slope, land use, exclusion, urban, transportation, and hill-shade). This study investigates the potential of SLEUTH to capture railway-induced urban growth by testing methods that can consider railways as input to the model, namely (1) combining the exclusion layer with a station map; (2) creating a new input layer representing stations in addition to the default six inputs. Districts in Tsukuba, Japan and Gurugram, India which historically showed evidence of urban growth by railway construction are investigated. Results reveal that both proposed methods can capture railway impact on urban growth, while the former algorithm under the right settings may perform better than the latter at finer resolutions. Coarser resolution representation (300-m grid-spacing) eventually reduces the differences in accuracy among the default SLEUTH model and the proposed algorithms.
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Lunochkin, Andrei. "The Influence of Railways on the Economy of the North East of the Don Host Region (60s – 90s of the 19th Century)." Vestnik Volgogradskogo gosudarstvennogo universiteta. Serija 4. Istorija. Regionovedenie. Mezhdunarodnye otnoshenija, no. 4 (September 2019): 34–44. http://dx.doi.org/10.15688/jvolsu4.2019.4.3.
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Introduction. The article deals with the issue of the influence of the railways built in the 1860s – 1890s in the northeast of the Don Cossack Host Region on the economic development of this region. Methods. Published reports of railway joint-stock companies and archival statistical materials, observations of contemporaries show that this influence was ambiguous. Analysis and results. Gryaz-Tsaritsyn railway, which passed through the densely populated and fertile areas of Khopyorsky and Ust-Medveditsky districts, had the most positive impact on the economy. As a result, grain and livestock production significantly increased, agricultural marketability increased, old major trade and industry centers (Uryupinskaya stanitsa) were developing and new ones (Mikhaylovka sloboda, Privokzalny khutor) appeared. At the same time, the very first Volga-Don railway was mainly transit and had no noticeable impact on the development of the surrounding area, except for Kalach terminal station. Tsaritsyn- Tikhoretsk and East-Donetsk railways passed through the sparsely populated and infertile margin of the region, far from large settlements. Their influence on the local economy at first was rather negative and led to the collapse of the traditional horse carriage. The old trade centers, Nizhne-Chirskaya stanitsa and Kalach-on-Don khutor, were put in unfavorable conditions, which led to the slowdown in their development and the outflow of goods and traders to Oblivskaya and Morozovskaya railway stations.
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Chen, Yuheng, Yanming Wu, and Zhou Qi. "Revitalizing Urban Interfaces through Historical Spaces: An Exemplification from the Renovation of Pukou Railway Station Area, Nanjing, China." International Journal of Architectural Engineering Technology 10 (December 21, 2022): 40–59. http://dx.doi.org/10.15377/2409-9821.2023.10.4.
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This research delves into the significance and methodological approaches concerning the conservation and regeneration of historical facilities and spaces in contemporary urban environments through the lens of the conservation and regeneration project of the Pukou Railway Station Historic District in Nanjing. The study underscores the imperative of respecting, protecting, and revitalizing historical facilities and spaces. The refurbishment of old facilities, employing the most apt technologies and methods, accomplished a commendable balance between economic investment and efficiency. Respecting all historical textures and contexts is foundational to the preservation of the historical appearance of districts. The project, through the refurbishment of historical buildings and cautious design of new constructions, ensured a harmonious coexistence of old and new elements, thereby enhancing the cultural essence of the historical district architecture. The conservation and regeneration project of the Pukou Railway Station Historic District in Nanjing offers a beneficial case on managing historical facilities and spaces, showcasing how, through rational technical measures and respect for historical context, historical spaces can be revitalized, providing rich cultural and spatial resources for modern cities.
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Mohamed, Alhossein, Peng Qiyuan, and Malik Muneeb Abid. "Optimization of the Synergies Between Preparation of High-Speed Railway Train Running Diagram and Station Route Allocation Plan." Romanian Journal of Transport Infrastructure 7, no. 1 (July 1, 2018): 34–63. http://dx.doi.org/10.2478/rjti-2018-0003.
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Abstract Introduction. Station route allocation plan is an important extension of the train running diagram and the both are closely intertwined so the overall research on the synergetic preparation method is more beneficial in improving the preparation quality of the train running diagram and providing better service for passengers. Therefore, the research topic has practical significance. Methodology. Based on extensive literatures, this paper studies the synergetic preparation method of train running diagram and station route allocation plan in detail and analyses their association for providing a theoretical basis for the synergetic preparation method. Results. This work introduces the synergetic, analyses the systematic characteristics of the operation organization system of high speed railway and puts forward the optimization strategy of train running diagram and station route allocation plan. Conclusions. The work provides the solution for the preparation of the train running diagram and station route allocation plan by solving the examples based on the relevant optimization factors, such as train running in districts and train arrangement.
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Yang, Ling, Jian Li, Hsiao-Tung Chang, Zhiqing Zhao, He Ma, and Libin Zhou. "A Generative Urban Space Design Method Based on Shape Grammar and Urban Induction Patterns." Land 12, no. 6 (June 1, 2023): 1167. http://dx.doi.org/10.3390/land12061167.
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This paper focuses on how to solve the demand of how to quickly explore more urban space design and layout in terms of the conservation and reuse of historical blocks under computer-aided design technology. Referring to urban inductive patterns, the author establishes an urban space design grammar of historical districts based on shape grammar and pattern language. It forms a complete generative urban space design method involving morphological analysis, rule-making, and scheme generation. Furthermore, taking the typical Russian-style historical block along the Chinese Eastern Railway—the historical district in front of Anda Station as an application example—this paper completed the generative urban space design process of block redevelopment and environmental reconstruction, which, using computer-aided technology, was under the premise of protecting the original historic block fabric. The final two group results of the experimental plot and the other plots of the historical district show that this method can quickly and accurately generate lots of urban space design schemes that meet the designers’ pre-thinking, and these schemes can be modified by real-time calculation and interactive operation.
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ARAKI, Namiko, and Osamu NAKAGAWA. "STUDY ON THE CITY BLOCK CONSTRUCTION OF THE TEXTILE WHOLESALE DISTRICTS IN THE GIFU RAILWAY STATION-FRONT AREA." Journal of Architecture and Planning (Transactions of AIJ) 86, no. 780 (2021): 675–85. http://dx.doi.org/10.3130/aija.86.675.
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Beata Gruszczyńska. "Crime in Warsaw in 1992 (Statistical Analysis)." Archives of Criminology, no. XX (August 1, 1994): 137–53. http://dx.doi.org/10.7420/ak1994f.
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This work contains a statistical analysis of crime in Warsaw in 1992 based on the data on crime recorded by the Warsaw Police Headquarters. Changes in the dynamics, structure, and spatial distribution of crime in the years 1988 to 1992 are shown in accordance with the city’s basic administrative division into 17 districts.Territorial differentiation of crime in areas subordinated to the separate police stations (47) is shown in figures and maps of rates and changes in crime in 1992 as compared to 1991. Separated because of their specific nature are typical big city areas, neighborhoods of railway stations and the airport, as well as suburbs. Changes in crime recorded in Warsaw in 1989‒1992 were relatively much greater than those found on the national scale. An exception here was the year 1990 when a similar growth in the proportion of recorded offences took place both in Warsaw and Poland – by 64% and 61% respectively as compared 1989. After a rapid growth of recorded crime staring in 1989, a downward trend began in 1991 at a pace that was higher in Warsaw than all over Poland. In 1992, the crime rate (mean numbers of offences recorded yearly per 100 thousand of the population of a given area) in Warsaw was 2.3 times higher than the national average which was a drop as compared to 1990 and 1991 when the indices were 2.7 and 2.6 respectively. Changes in the extent of crime in the separate districts of Warsaw in 1989‒1992 have been depicted by chain indices of dynamics. The values of those indices manifest considerable differences in the changes in crime between the separate districts, and occurrence of opposing trends in succeeding years. The districts that had the greatest growth in crime in 1990 (Mokotów, Ochota, Praga Południe, Żoliborz) showed the greatest drop next year (1991). A similar trend could be found in 1992 in the districts of Praga Północ and Śródmieście (an increase, relatively high as compared to the other districts, followed by the greatest decrease). These findings may evidence both “displacement” of real crime, and the impact of other factors related to the activities of the police and public prosecutor’s office (in the spheres of both crime prevention and control, and the methods of recording offences). As shown by analysis of the rates and structure of crime in the separate disricts of Warsaw, the different areas of the city are much differentiated in this repect. In 1991 and 1992, differentiation of the rates crime was three times higher as compared to 1990. The highest crime rates could be found in Śródmieście – 10265.1, and Praga Północ – 6145.5; this resulted, among other things, from concentration of economic life and a high mobility of the population in those districts which stay busy for twenty-four hours a day. The lowest mean crime rates were found in Mokotów (3664). The next stage of statistical analysis of crime recorded by the police in Warsaw consists in the presentation of the territorial differentiation of crime in the areas of operation of the separate police stations. Differentiation of the crime rates was very high, ranging from 1,700 offences per 100 thousand of the population recorded at the 3rd station to 27,559 recorded at the 17th station (in Śródmieście district). At the same time, as was the case with crime analysed by city districts, a reverse trend of the changes in rates and intensity of crime could be found. In some areas which, admittedly, had the relatively lowest crime rates in 1992, there was a relatively high growth in crime as compared to 1991. In Śródmieście district, despite the drop in crime in 1992 as compared to 1991 (which was the highest at the 17th station ‒ by 31% and the lowest at the 26th station – by 8%) the crime rates per 100 thousand of the population proved among the highest. This may confirm the thesis as to “displacement” of crime. On the other hand, it may also result from different relations between the extent of real crime and that of recorded offences. What speaks for these latter conclusions are the results of regression and correlation analysis which manifest a significant correlation between the rates of recorded crime in general and offences against property: thefts of private property and breaking and entering of private buildings where the “dark numer” is high. Therefore, the distribution of crime in Warsaw is determined by offences against property where evaluation of the numer of undetected offences is particularly difficult. As follows from the police data, the clearance rate of crime in Warsaw was differentiated according to both type and site of the offence. The highest mean clearance rate was found in Ochota district (27.5%), and the lowest in Praga Północ (16.3%). The probability of successful detection was highest with respect to traffic offences (0.93) and lowest in cases of breaking and entering (0.05). Clearance rate was highly differentiated (57%) in the case of car burglaries. The relatively highest probability of detection was found in Wola district (0.16), the lowest ‒ in Żoliborz (0.033) and Śródmieście (0.038). The probability of detection of offences against persons in Warsaw in 1992 was about 0.6 (e.g. 60%), and against property – several per cent. The differentiation of both the dynamics and structure of crime in the separate districts of Warsaw and in areas of the separate police stations within the districts again confirms the thesis as to existence of areas that are particularly threatened with crime – the crime-generating areas. On the other hand, this differentiation suggests a large and indefinite numer of unrevealed or unrecorded offences. The present analysis, part of a study on the state of safety in Warsaw initiated by the Superintendent of Warsaw Police and the Major of Warsaw, confirmed the need for improving the data gathering system, securing the continuity of data, and the use of computer data carriers.
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Ushakov, Dmitriy E., and Dmitriy V. Karelin. "Evaluating the impact of function density distribution on metro passenger flows." Vestnik MGSU, no. 2 (February 2023): 165–77. http://dx.doi.org/10.22227/1997-0935.2023.2.165-177.
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Introduction. The distribution of residential and business functions density in relation to walking distances to metro stations was considered to determine their relationship with annual metro passenger flows. The aim of the study was to identify common dependencies typical for regional cities, including Novosibirsk, Ekaterinburg, Kazan, Nizhny Novgorod, and Samara. Understanding dependencies that determine metro passenger flows will help to identify optimal strategies for development of offstreet transport in regional cities.
Materials and methods. Open source data were used. Data on annual passenger metro traffic were provided by metro operators and the International Metro Association. The method of regression analysis was used to evaluate the relationship. The information was prepared and visualized using QGIS and Python.
Results. A positive correlation was identified between the density of residential areas and annual metro passenger flows as a result of the total evaluation of all cities. When evaluating the business function, the authors found that the greatest concentration of the number of corporate entities in the cities was focused in their administrative centres, or central business districts. A negative correlation between the average distance from all metro stations to administrative centres of cities (ACC), railway stations and annual metro passenger traffic was identified. Multiregression analysis showed that in all cities annual metro passenger flows were 69–90 % determined by the density of residential areas within walking distance of metro stations and the average distance from metro stations to ACC and the railway station. Independent variables are not multicollinear with each other.
Conclusions. A strong dependence between annual metro passenger flows and residential or business functions was obtained. These results describe the dependence characteristic of all regional cities that have metros. This information can be used to evaluate the prospects for the development of offstreet transport in regional cities of Russia in the process of updating their master plans. The direction for further research is to evaluate the contribution of the residential function to metro passenger flows separately for each radius of walking distance of stations.
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Dillinger, Thomas, and Markus Neuhas. "Can a new railway track be used to foster smart urban and regional development?" International Journal of Business & Technology 5, no. 1 (November 1, 2016): 1–10. http://dx.doi.org/10.33107/ijbte.2016.5.1.04.
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The future Smart City Ebreichsdorf (SMCE) is a fast growing municipality in the area of the metropolitan region of Vienna, Lower Austria and Burgenland. The expansion to a double track railroad of the „Pottendorfer Linie“and the thereby even better connexion to Ebreichsdorf will strengthen this growing process even more. A new train station is built, located on a greenfield site, between the city districts Ebreichsdorf and Unterwaltersdorf. The existing railway track is going to be abandoned. In spatial planning approaches, it’s goal leading to locate future growth in the area of the new train station. Action options, how such an innovative growth process around the railway station could be formed, are absent up to now. The state Lower Austria and the city Ebreichsdorf are aware of this problem. So the idea of planning and implementing a „Smart City“ or a „Smart Urban Region“ at this certain area has moved in focus of considerations. An urban transformation towards a future smart city is necessary. The Smart City concept gets more and more important in the course of urban and regional development. Thereby, new technologies are used to create a sustainable environment and economy in order to ensure the quality of life for the further generations. The participation and awareness of the citizens are of fundamental importance. With a focus on Ebreichsdorf this paper demonstrates how such an impulse can be used for a smart urban and regional development. First results of the ongoing project show, that it is advantageous to involve citizens and main stakeholders as well as all political parties in an early stage. This increases the acceptance and facilitates the further process. Furthermore, the complexity of Smart City is best handled by a team of researchers from various disciplines. In the course of a scenario workshop, it became clear that all different disciplines have different accesses to the same topic. Through this a stimulating discussion and exchange of experiences has been started.
Dissertations / Theses on the topic "Railway station districts"
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Auvray, Alexandre. "Intégrer les enjeux de biodiversité dans l'aménagement des quartiers à fortes contraintes techniques ? : quartiers de gare, acteurs et paysages." Electronic Thesis or Diss., Paris 1, 2024. http://www.theses.fr/2024PA01H086.
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Les quartiers de gare se distinguent d’autres formes urbaines par des fonctions techniques et des structures d’acteurs très spécifiques. Essentiels pour les villes et la décarbonation des mobilités, ces quartiers sont historiquement conçus et gérés par des spécialistes des contraintes d’aménagement liées à la présence de flux de voyageurs. Ces savoir-faire sont aujourd’hui requestionnés à la lumière des enjeux de l’écologie urbaine. En effet, les quartiers de gare présentent des caractéristiques urbanistiques qui affectent la connectivité paysagère, composante nécessaire à la réalisation du cycle de vie de la faune sauvage et donc au maintien de la biodiversité. Pour analyser ces enjeux, la thèse prend pour cadre géographique la ligne N du Transilien à l’Ouest de l’Île-de-France. En mobilisant des outils de modélisation des réseaux écologiques provenant de l’écologie du paysage, la connectivité paysagère de plus de 70 espèces animales est analysée. L’importance des quartiers de gare au sein des réseaux écologiques est évaluée en comparant ces quartiers avec d’autres tissus urbains de même type situés à distance des réseaux ferrés. Les résultats montrent que les effets de la densité urbaine sur le réseau écologique diffèrent entre quartiers de gare et quartiers sans gare. En zone rurale, les quartiers de gare jouent un rôle plus faible pour la connectivité paysagère que le reste des tissus urbains. En zone dense en revanche, certains quartiers de gare se démarquent positivement du reste du tissu urbain. Ces contextes peuvent alors se traduire en opportunités d’aménagement en vue de la réduction des impacts ou de la restauration de la connectivité. Afin de permettre la traduction de ces résultats dans les pratiques des acteurs opérationnels – aménageurs des quartiers de gare ou acteurs de la biodiversité une approche participative a été mise en place en organisant 4 ateliers repartis tout au long de la thèse. La sociologie de la traduction a été mobilisée pour concevoir ces ateliers et analyser les processus de co-élaboration et co-évaluation des modèles. Les acteurs, intervenants comme porte-paroles de différentes communautés - de la faune, de la communauté scientifique ou de professions de l’aménagement par exemple - ont pu donner leur avis sur la capacité des modèles à représenter ce à quoi ils étaient attachés. Concomitamment, plus de 50 entretiens ont été réalisés auprès des différents acteurs concernés par les questions liant ferroviaire et biodiversité : associations de défense de l’environnement, salariés des différentes sociétés anonymes et filiales de la SNCF, collectivités territoriales. Dans le sillage de l’approche par les modes d’existence, ces entretiens ont mis en lumière les collectifs hybrides, composés d’humains et de non-humains, qui prennent part, soutiennent et encadrent les enchevêtrements sociaux entre quartiers de gare et biodiversité. Certaines structures organisationnelles ou documents de standardisation sont ainsi des freins à la prise en compte de la biodiversité. Certains acteurs clés des projets ou certaines initiatives de collaborations extra-entreprises sont au contraire le support de bonnes pratiques. La conduite du changement vers un « quartier de gare biodiversitaire » passe alors par de nouvelles pratiques collaboratives et de nouveaux non-humains qui les soutiennent, tout en permettant des traductions suffisamment fidèles et suffisamment permissivesStation districts are characterised by a distinctive set of technical functions and stakeholder structures, which set them apart from other urban forms. These districts are essential for cities and the transition to low-carbon mobility. Historically, they have been designed and managed by specialists who have devised solutions to the planning constraints associated with the presence of passenger flows. However, this know-how is now being reconsidered in light of the challenges of urban ecology. Indeed, the urban characteristics of station districts affect landscape connectivity, thus influencing the life cycle of wildlife and, consequently, the maintenance of biodiversity. In order to gain insight into these issues, the thesis situates its geographical framework within the context of the Transilien line N, situated in the western region of the Île-de-France area. The landscape connectivity of over 70 animal species is analysed using ecological network modelling tools derived from landscape ecology. The contribution of station districts to ecological networks is evaluated by comparing these districts with other urban fabrics of a similar nature situated at a distance from railway networks. The results demonstrate that the impact of urban density on the ecological network varies between station areas and non-station areas. In rural settings, station districts exert a diminished influence on landscape connectivity relative to the broader urban fabric. Conversely, in densely populated regions, certain station districts exhibit a distinctive positive influence compared to the surrounding urban fabric. These findings offer potential avenues for development, aimed at mitigating adverse effects or restoring connectivity. In order to facilitate the translation of these fndings into the practices of operational players, namely station district planners and biodiversity stakeholders, a participatory approach was employed, consisting of the organisation of four workshops distributed throughout the course of the thesis. The sociology of translation was employed to design these workshops and to analyse the processes of co-elaboration and co-evaluation of the models. Stakeholders, acting as intermediaries representing different communities (e.g. wildlife, scientific or planning professions), were able to provide their opinions on the models’ ability to represent matters of importance to them. At the same time, more than 50 interviews were carried out with the various actors involved in issues relating to the railway and biodiversity : environmental associations, employees of various SNCF companies and subsidiaries, local authorities. Following the "modes of existence" approach, these interviews highlighted the hybrid collectives of humans and non-humans who participate in, support and frame the social interactions between station areas and biodiversity. Thus, specific organisational structures or standardisation documents may act as obstacles to the consideration of biodiversity. On the other hand, certain key actors in the projects or certain extra-company collaborative initiatives support good practice. Driving change towards a ’biodiverse station area’ therefore requires new collaborative practices and new non-humans to support them, while enabling sufficiently faithful and sufficiently permissive translations
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Mahfoud, Ali. "L'experimentation architecturale des gares en Europe : interaction entre image, usage et technique." Thesis, Strasbourg, 2018. http://www.theses.fr/2018STRAG036.
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La gare est une charnière entre les techniques liées aux transports et les lieux qu'elle dessert. Elle profite aujourd'hui de son image pour marquer des nouveaux symboles dans la ville tout en assurant la qualité et l'originalité de ses espaces pour s'adapter à l'évolution des modes de vie, des temporalités et des mobilités urbaines. Les villes européennes sont à nouveau perçues à partir de leur gare. Compte-tenu de leur taille et de leur organisation spatiale, ainsi que de la complexité des rapports qu'elles instaurent avec les quartiers environnants, les gares européennes d'aujourd'hui sont a considérer comme des lieux à fort potentiel expérimental qui reflètent à la fois les avancées techniques et leur traduction dans des espaces de qualité. Cette étude se centralise autour de la question de I' « Europe de la grande vitesse » et des exemples innovants et intéressants des nouveaux bâtiments qui la symbolisent. Elle vise à comprendre les programmes les plus innovants en termes d'interaction entre technique, image et usage. Quelles sont donc les leçons de leur histoire et comment les gares sont-elles intégrées dans leurs contextes urbains ? Et aussi quelles techniques et programmes architecturaux pourraient être les plus adaptés à la prochaine évolution des transports pour les pays qui n'ont pas encore investi dans les réseaux ferrés ?The railway station is a hinge between the techniques related to transport and the places it serves. Today, it benefits from its image to mark new symbols in the city while ensuring the quality and originality of its spaces to adapt to changing lifestyles, temporalities and urban mobility. European cities are again perceived from their train station. Given their size and spatial organization, as well as the complexity of the relationships they establish with the surrounding neighborhoods, today's European railway stations are to be considered as places with high experimental potential which reflect the time technical advances and their translation into spaces of quality.This study is centered around the question of "Europe of high speed" and innovative and interesting examples of new buildings that symbolize it. lt aims to understand the most innovative programs in terms of interaction between technique, image and use. What are the lessons of their history and how are the stations integrated in their urban contexts ? And also what architectural techniques and programs couId be most suitable for the next evolution of transport for countries that have not yet invested in rail networks ?
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Leitmannová, Barbora. "Nová Jižní čtvrť a její propojení s řekou Svratkou." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2019. http://www.nusl.cz/ntk/nusl-399998.
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The Master‘s thesis deals with the processing of the architectural study of the city block in the planned new South Quarter near the Svratka River. The project builds on a pre-diploma project whose aim was to create a territorial urban study for part of this neighbourhood. It was a section between the New Railway Station, Opuštěná Street and the existing Zvonařka Bus Station following the river embankment. The subject of the master‘s thesis is a block from this newly designed urban structure, situated in very close proximity to the river. he project focuses on the block as a whole. It conceptually solves the links between newly designed buildings, individual operations, and functions. It deals with the relationship between streets, river and buildings. Great attention is paid to the maximum use of greenery in the form of extensive and intensive roofs, internal blocks, private gardens in the inner block, as well as private front gardens. The concept seeks to provide a wide range of options and differences. This creates a closed city block that is open and responding to the river with its shape, that consists of free parts. The first / majority are the street lining. It is mostly 5-storey. Corner buildings are raised by one floor, allowing roof intensive gardens to be created. It includes a diverse range of residential units overlooking the river. Housing prevails here. On the ground floor there are a few commercial units and work-and-live. The work-and-live area also includes a private front yard on the street and private raised gardens in the interior. The second part consists of two objects extended over the pedestrian shopping promenade. One of the objects was subject of my detailed architectural study. There are the most luxurious apartments, ground floor showroom and concept store. The third part consists of a lowered 2-storey embankment building, which by its height provides the rest of the block with a beautiful, unimpeded view of the river. It covers the
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Valach, Lukáš. "Nové brněnské hlavní nádraží a jeho veřejná prostranství." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2020. http://www.nusl.cz/ntk/nusl-414292.
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The topic of the diploma thesis is the design of a new Brno main railway station in the position "The River" (Ac), which was selected from several variants of the reconstruction of the Brno railway junction (ŽUB). The aim of this work is to create an architectural and urban concept, the function of which will be an important contribution to the development of the city of Brno, improving the traffic situation and comfort of the general public or residents of the new adjacent district Trnitá. The solved area is located in the cadastral area of Komárov, Štýřice and Trnitá. The height dominant is represented here by the Europoint building (115 meters). It is located in the axis of the new boulevard, at the other end of which we can see the picturesque Petrov. The main entrance glass hall is adjacent to Europoint. Public facilities are located in the front station area. North of Europoint, it is a smaller building with the function of start-up workshops and offices. Towards the river there are the pre-station square and the public transport terminal. The last building is a hotel with leisure activities. The end of the pre-station area by the river is designed with a park arrangement. It is important to connect to the bike path leading along the river. The river is widened at this point and a smaller accessible island is inserted into it. The new railway body is determined by the binding base of SŽDC, which contains the track on the embankment and on the bridge structure at the level of 7,1 meters above the level of the surrounding terrain. The solved part is bounded by two embankments, which will probably be created as massive reinforced concrete walls. The bridge structure lying between these embankments has dimensions of approximately 154x368 meters, which corresponds to the area of 8 football fields. The bridge deck will be drawn on columns of the given raster. The basic principle in the design of the new main station is simplicity, readability and functionality.
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CHEN, LI-CHUAN, and 陳麗涓. "The Impact of Taiwans High-Speed Railway Stations on Land Price - Take the HSR Yunlin Station Special District as An Example." Thesis, 2019. http://ndltd.ncl.edu.tw/handle/w8nyvm.
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碩士逢甲大學
建設碩士在職學位學程
107
After the completion of the development of Taiwans High-Speed Railway, the time of transportation between the north and the south has been dramatically shortened. Moreover, the development and utilization of land around the HSR stations special district has been improved, making the transaction of the real estate market increasingly active and the land price changing. This study takes the HSR Yunlin Station special district as an example and applies the hedonic price method and regression analysis model to explore the impact of HSR stations on land price. The empirical analysis shows that the adjusted semi-logarithmic model of the unit price is the optimal model. Those factors, such as the trading year, before and after the construction, the land area, the width of the road, the situation of the street, the distance to the HSR station, the distance to the Huawei hospital area of the National Taiwan University Hospital, and 500 to 1000 meters from the gas station, have a significant impact on land price. And the construction price of Yunlin Station has increased by 34.8% since the construction started, with an average difference of about 11,400 NTD per square meter.
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Kao, Chiao–yin, and 高喬茵. "A Historic Heritage Study on Bak Gung Temples in Hsinchu High-Speed Railway Station District." Thesis, 2013. http://ndltd.ncl.edu.tw/handle/48163259739768337614.
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碩士中原大學
建築研究所
101
When urban planning encounter preservation of monuments transportation construction brought tangible benefits are higher than the economic benefits of the preservation of cultural assets, the preservation of monuments are often at a disadvantage, not to mention the traditional historic asset preservation theory places left. This article will Hsinchu High Speed Rail Station Project Development, for example, village rich of Bak Gung Temples historic assets arising from development and facing theft, destruction, disappearance, migration save, thereby minority Bak Gung Temples in situ conservation and local traditional cultural assets the first precedent are considered protected as a number "Bo" phenomenon, as the core of the study. From the Government's point of view that was identified as the building of the cultural value of the assets was entitled to in situ conservation qualifications, if only local traditional historic assets, only does not touch the settings of urban planning and transportation systems, in order to place and save. From the residents point of view that Bak Gung Temples is born with the crowd and the initial belief, at the same time as upgrade and impact of the economic conditions of life, in order to pay attention to the building exterior decoration, Craftsmanship and scale, and maintain the life of food and clothing, Bak Gung Temples only in the additional economic upturn situation by alteration and scale up or pay attention to the level of building skills, and therefore sufficient to reflect the different period of human life symbol. Be seen from the two aspects of Bak Gung Temples preservation value: 1. From specific levels: Bak Gung Temples has been identified as the value of the level of cultural assets, the more simple and rustic architectural shapes more modern new town culture, with a very rare precious preservation value, richer educational significance. 2. From the intangible levels: With Population Growth the soul entrusted with dependent objects, is unforgettable break away from the belief. At the same time with changing times, since people still need the support of belief to soothe, doubts the difficulties encountered by the life and work pressure, therefore, there are signs that people will not last a day without belief, also one say that the belief is not due to the replacement of the times and forward and the loss of value and functionality. Comprehensive conclusion, how in the process of urbanization, the process of Bak Gung Temples save and Construction Development of contradiction, and reached a balance of preservation and development, and expand the traditional type of historic asset preservation into Bak Gung Temples preservation of great importance, and discover its value, thereby establishing the appropriate way to preserve as Bak Gung Temples saving mechanism in the future development of other cities reference.
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Shu, Ja-Ru, and 許佳如. "A Research on the Effect on Local area from Taichun High Speed Railway Station and Special Rezoned District." Thesis, 2013. http://ndltd.ncl.edu.tw/handle/jn8n45.
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碩士國立臺北科技大學
建築與都市設計研究所
101
Taiwan High Speed Rail is available to public since 1996, which is an important transportation evolution to Taiwan. By this infrastructure, government also wishes to take this opportunity to develop the adjacent areas to the train stations. In this study, we take High Speed Rail Taichung Station as the center, population and price information of real estate as calculation base, supplemented by on-site observation, and interviews with resident to gain more insight. This research intends to find the impact of high speed train specific area to local population, and hence elevate the land development of the neighboring area. By comprehensive analysis and comparison, this study finds that there does exist a difference in the population, land development and real estate. Demographically, the southern and Nantun District in Taichung City have shown significant impact. In the land-use aspect, ever since the construction of high-speed rail, the local traffic system was also developed to improve transportation performance; and hence promoted the connection between high-speed rail specific area, Wurih, and Taichung City. The real estate markets are still under heating by relative land development issues, but somehow limited by the growing of the center of Taichung metropolitan area.
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Liao, Hsin-Ju, and 廖心如. "Analyzing the Spatial Configuration of the High-Speed Railway Station District in Wurih Township：an application of the Space Syntax." Thesis, 2007. http://ndltd.ncl.edu.tw/handle/988dwy.
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碩士朝陽科技大學
建築及都市設計研究所
96
In the middle of the Ching Dynasty, Wujih Township was the harbor in the central part of Taiwan, and it was also the trade center of Taichung Basin. After more than 300 years, because the establishment of high-speed railway station Wujih once again becomes the Space Syntax,which is fomnlated by Professor Bill Hillier, analyzes and discuses the spatial configurations and spatial relationships and their characteristics, in order to find the various of types experience of life and societies’ connotation which are hidden in space. For this study, we use the Space Syntax as the major method, and use the geographic information system as the spatial analysis software to analyze the change of the street types before and after the high-speed railway station districe plan was made. By first measuring the difference in the urban spaces created by the different types of street connections, this study is then able to discuss their influence on users and its related effects which produced by the change of urban spatial configurations. Therefore, we could find out the influences created when the new transportation system was added into traditional urban spatial configuration. The result shows that, in the past, different types of economic activity and space usage pattern, the main urban spaces that people used are concentrated around the main street and market places. When the new transportation system is introduced into the study area, the urban space usage pattern is expected to be transformed and the commercial activities will move to other areas according to the Space Syntax calculation. This reslt will make the urban development in the study area more balanced.
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Chia-HsingLiao and 廖家興. "The spatial tactic of urban renewal for old harbor district-a case study of Kaohsiung Harbor Railway Station and its surroundings." Thesis, 2015. http://ndltd.ncl.edu.tw/handle/39pdsd.
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碩士國立成功大學
建築學系
103
Summary The first ports that were developed during the Japanese rule over Taiwan occurred from the Shaochuantou, Hamaxing, Yancheng to the Love River. Of these ports, the Port of Kaohsiung was one that laid a key foundation; and the urban construction of Kaohsiung also expanded and developed based on these three regions. However, integration of land transport and laying railway tracks are critical for harbor operations and the water; it brings about cargo, crew, opportunities and prosperity. However, the space divided up and differentiated the development of Hamaxing and Yancheng District. As the function of the first port declined and becames empty and unused, the division of the Kaohsiung railway line intensified and further suppressed the development of the most historical downtown of Kaohsiung. Introduction In fact, the railway covers a vast expanse of the land, and it is situated in key locations; coupled with a complete infrastructure yet vacant and unused docklands, this area is of utmost quality being close to the water in the Kaohsiung City Waterfront. Renovating and redeveloping this area will not only create a new image and style for Kaohsiung City, but the old downtown area would be rejuvenated, and the newly developed historical district would have new features. Therefore, the author has selected this piece of land and has made a case for urban design from a redevelopment perspective to sketch out their vision. In order for the urban design case to be reliably and closely fitted with the scene in the Yancheng district, the author performed an in-depth analysis of the status of the Kaohsiung City Railway and its surrounding areas. Therein, four facets are included: 1.The location and base are of Kaohsiung station 2.Traffic status analysis of Hamaxing and yancheng District 3.The analysis of urban planning of land use and zoning in Hamaxing and Yancheng District. 4.Investigating the status of building development in downtown Hamaxing and Yancheng District. The information from the investigation collected here will help the author understand the actual status in this area. After a detailed analysis of the basic information, the author found that numerous docks in Shaochuantou, Hamaxing, Yancheng District and the first port were of poor quality and were underdeveloped. The main factors are listed as follows: 1. The traffic in Hamaxing and Shaochuantou is restricted and underdeveloped 2. The main urban areas in Yancheng District and Kaohsiung city is isolated and development has faults. 3. The land on which Kaohsiung Railway station is, is inactive and disorganized. 4. The main docking area of the first port is inactive and awaits development 5. The docklands and the urban areas are isolated from each other. These phenomena and problems seriously deteriorates and causes underdevelopment of this historical city. Precedents for the rebirth of old city areas and activating old ports and harbors can be found in advanced industrialized countries. Their solutions can provide a line of reasoning and be integrated into the designs. Aimed at this case, the author selected three harbor cities in Germany and the Netherlands as references for the redevelopment. These are: 1.The redevelopment of Hamburg in Germany as an example 2.The redevelopment of Rotterdam in the Netherlands as an example 3.The redevelopment of Amsterdam in the Netherlands as an example These are all successful cases worth considering after careful thought. After an in-depth understanding of the strategies employed by Germany and the Nethelands on redevelopment, the author here presents the most representative urban design idea and strategies in Taiwan for old ports and harbors. This includes: 1.Overcoming the Love River obstacle by implementing new traffic that links the urban areas of the two harbors 2.Re-planning the vacant land and develop the old city area for new features 3.Import public facilities and start new business features for the redevelopment of Yancheng 4.Use the landscapes of the harbor as a resource to create a high-end water city 5.Develop new residential patterns to renew the trends in the old city area 6.Use the location of the docklands as an advantage in shaping the new image of the city of Kaohsiung In addition to the urban design proposal, the author will also aim to incorporate essential space design for some of the key buildings in the key areas in the proposal. This includes: 1.Planning office buildings 2.Design residential townhouse areas 3.Design core sqaures and spaces 4.Design the styles of clusters of buildings Through a series hierachical planning and design, the author hopes to outline an understandable and plausible vista for these old and out-of-date areas. And it is envisaged that this historical area retains its cultural resources and can continues forth into a new century.
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Lo, Tsung-Chi, and 羅琮麒. "The Service Qualification Model for The Agent Serving Pre-construction Real Estate— An Empirical Study at HuWei High Speed Railway Station District." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/g9spzx.
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碩士國立雲林科技大學
創業管理碩士學位學程
102
This paper is based on Parasuraman, Zeithaml and Berry in 1988 as a tool to develop the service qualification model for the agent serving pre-cons- truction real estate. The purposes of study are to identify the determinants of service quality at HuWei high speed railway station district. The statisti- cal methods are used by Exploratory Factor Analysis and Confirmatory Factor Analysis. The conclusions of this research is that“Tangible”“Reliability”“Responsiveness”“Assurance & Empathy”are the det- erminants of HuWei high speed railway station district. Additionally, for customers, employees of the agent serving can be expected to give custom- ers personal attention is the most important factor to Assurance & Empathy; Employees of the agent serving are always willing to help customers is the most important factor to Responsiveness; The firm of agent serving should be dependable, and When customers have problems, these employees of the agent serving should be sympathetic and reassuring are the most important factor to Reliability; Employees should be well dressed and appear neat is the most important factor to Tangible.
Books on the topic "Railway station districts"
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Bolger, Paul. Merseyside & District railway stations. Liverpool: Bluecoat Press, 1994.
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San Francisco (Calif.). Dept. of Public Works. Bureau of Architecture., ed. Civic Center Muni/BART station pedestrian and transit access improvements report. [San Francisco, CA]: The Bureau, 2000.
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San Francisco (Calif.). Dept. of Public Works. Bureau of Architecture., ed. Civic Center Muni/BART station pedestrian and transit access improvements report : draft. [San Francisco, CA]: The Bureau, 2000.
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Stewart, McLeod. Report of the anthracite coal mines at Banff Station, Canadian Pacific Railway, district of Alberta, North-West Territory of Canada. [Ottawa?: s.n.], 1987.
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San Francisco (Calif.). Municipal Transportation Agency. Balboa Park Station pedestrian and bicycle connection project: Executive summary. [San Francisco, CA]: San Francisco Municipal Transportation Agency, 2009.
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Stewart, McLeod 1847-1926. Report of the Anthracite Coal Mines at Banff Station, Canadian Pacific Railway, District of Alberta, North-West Territory of Canada [microform]. Creative Media Partners, LLC, 2021.
Find full textBook chapters on the topic "Railway station districts"
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Akhmedova, E. A., A. N. Teryagova, V. A. Shabanov, and I. V. Kuznetsov. "Urban planning reconstruction of railway station districts historical development." In Reconstruction and Restoration of Architectural Heritage 2021, 153–58. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003136804-30.
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Marinelli, Lea Jeanne, Federica Stabile, Giovanni Tedeschi, Silvia Rossetti, and Barbara Caselli. "Mitigating Risks in Pedestrian Pathways of Railway Station Districts: A Parma Case Analysis." In Computational Science and Its Applications – ICCSA 2024 Workshops, 96–113. Cham: Springer Nature Switzerland, 2024. http://dx.doi.org/10.1007/978-3-031-65329-2_7.
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Bianconi, Fabio, and Marco Filippucci. "Landscape and Modern City: Requalification of the Perugia Railway Station District." In Landscape Lab, 159–86. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-319-94150-9_6.
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Yusuf, Shehu Tijjani. "A Comparative Study of the Impact of Railway Stations on Madobi and Kwankwaso Towns in the Kura District of Kano Emirate." In The City and the Railway in the World from the Nineteenth Century to the Present, 133–43. London: Routledge, 2022. http://dx.doi.org/10.4324/9781003204749-6.
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Gordon, Robert B. "Retreat from Progress." In A Landscape Transformed. Oxford University Press, 2000. http://dx.doi.org/10.1093/oso/9780195128185.003.0011.
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Salisbury ironmakers throve by selling wrought iron rather then cast iron through the first half of the nineteenth century. Their finery forges and puddling works converted nearly all of the pig produced by the district’s furnaces to bar iron or forged products. However, by the 1860s, when the district’s ironmasters were smelting up to 11,800 tons of pig iron per year, they converted little of it to wrought iron. The demise of the forges left just one principal product, cast iron used mainly for railroad car wheels. Milo Barnum and Leonard Richardson had started making railroad castings in 1840. When Milo Barnum retired in 1852, his son W. H. Barnum took his place in the partnership with Richardson. The partners expanded the business by acquiring the Beckley and Forbes furnaces in 1858 and 1862, respectively, from the Adam family in East Canaan. Upon Leonard Richardson’s death, Barnum and the Richardson heirs reconstituted the business as the Barnum-Richardson Company, the firm that gradually gained control of all mines and blast furnaces in the northwest, except for the Kent furnace. A new railway facilitated the Barnum-Richardson operations. Dedicated residents of the northwest, in the face of much skepticism, raised the capital needed to build the Connecticut Western Railroad from Hartford to State Line, where it joined with the Dutchess & Columbia line running to Beacon, New York. Salisbury residents eagerly awaited its 1871 completion: they wanted to be rid of the heavy ore wagons that kept their roads a rness passing from Ore Hill to the furnaces in East Canaan. The Connecticut Western passed through Winsted, traversed difficult terrain in Norfolk, and crossed the Housatonic Railroad at Canaan, where the two companies built a handsome union station . Railroad enthusiasm also led residents in the northwest to propose impractical schemes. The Shepaug Railroad had been completed in 1872 from Danbury to Litchfield. A correspondent writing to the Connecticut Western News that year proposed extension into the Salisbury district.
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Davis, Juliet. "Continuity, Attachment and Care." In The Caring City, 139–64. Policy Press, 2022. http://dx.doi.org/10.1332/policypress/9781529201215.003.0008.
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These powerful words were spoken as part of an interview in a 2018 documentary called In the Shadow of the Shard, by the filmmaker and writer John Rogers. The film looks at how residents experience development pressure and urban change in a formerly industrial, Central London neighbourhood – Bermondsey. Traditionally a working-class, production-oriented district of London, Bermondsey lies just to the south of the River Thames, outside of the old twin cities of Westminster and London, urbanizing from the seventeenth century. Though long a peripheral place, since the late twentieth century Bermondsey has been the focus of expansions of the City of London’s office development and recognized as an ‘urban frontier’ of gentrification (Keddie and Tonkiss, 2010). The Shard – a ninety-five-storey, ‘super-tall’ (Graham, 2014) skyscraper designed by the Italian design practice Renzo Piano Building Workshop and built between 2003 and 2008 over the London Bridge railway station – is seen in the film as symbolic of the encroachments of the centre, the city, capitalism, iconic architecture, and middle-class residents on the neighbourhood.
Conference papers on the topic "Railway station districts"
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Ceastina, Ala. "The outstanding architect Alexander Iosifovich Bernardazzi (1831–1907)." In Patrimoniul cultural: cercetare, valorificare, promovare. Institute of Cultural Heritage, Republic of Moldova, 2021. http://dx.doi.org/10.52603/9789975351379.20.
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This year marks the 190th birthday of the famous Swiss architect of Italian origin A.I. Bernardazzi, who is also known for creating various historic buildings in Ukraine, Bessarabia and Poland. Archival documents were an evidence of the beginning of architectural career of Bernardazzi, when the Bessarabian Road and Construction Commission appointed him as the technician for urban planning of Akkerman and Bendery in 1853 and also for building some bridges and causeways in those districts. He took part in the organization of the third market in the Forest Square in Kishinev in September of 1855. This was the first mission of his creativity in Kishinev. Alexander Bernardazzi executed his duty as municipal architect from 1856 to 1878 having taken the place of another architect Luca Zaushkevich. All his subsequent monumental buildings became the best examples of European architecture by their style, shape, and quality. . In Bessarabia, he participated in the design and construction of many buildings such as the temporal theatre, the Lutheran school, the railway station, the Greek Church, the Manuk-Bei’s palace, etc. As for Kishinev, the architect Bernardazzi performed the beautification of paving many streets, the construction of urban water supply and the cast-iron railing in the city park. Also, he participated in many architects’ meetings where he submitted interesting reports referring to the theater, some windows, fire safety of buildings and so on. After his arrival to Odessa in 1878, Alexander Bernardazzi continued to participate in designing social and civil buildings in Bessarabia. For his enormous creative contribution to urban development, he was appreciated with the title of honorable citizen of Kishinev and appointed member of the Bessarabian department of the Imperial Russian Technical Society.
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Chen, Po Nien, and Kayvan Karimi. "The impact of a new transport system on the neighbourhoods surrounding the stations: The cases of Bermondsey and West Ham, London." In 24th ISUF 2017 - City and Territory in the Globalization Age. Valencia: Universitat Politècnica València, 2017. http://dx.doi.org/10.4995/isuf2017.2017.5971.
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The impact of a new transport system on the neighbourhoods surrounding the stations: The cases of Bermondsey and West Ham, London Po Nien Chen, Kayvan Karimi Space Syntax Laboratory, The Bartlett School of Architecture, University College London, UKE-mail: po-nien.chen.16@ucl.ac.uk, k.karimi@ucl.ac.uk Keywords: Space Syntax, Jubilee Line Extension, urban regeneration Conference topics and scale: Tools of analysis in urban morphology The impact of new public transport system on the towns and suburbs has been widely considered to be a significant aspect of urban development. However, the spatial configurations which could stimulate the transformation around the neighbourhoods of the station have not been clearly identified. It could be argued that the implementation of transport systems and the creation of new stations would enhance the mobility of the transport network and the accessibility around the station’s vicinity. Furthermore, the dynamics of pedestrian flow, generated by the new transport system might transform the social, cultural and economic activities around the stations. Therefore, the aims of this study are to analyse how the spatial configuration and the urban formation are affected by the implementation of stations and understand how the new stations emerge in the urban form. The Jubilee Line Extension (JLE) in East London, which started to operate in 2000, plays an essential role in connecting Central London with the recently developed financial district in the east. This study focuses on two stations located along the JLE, Bermondsey and West Ham, which have different topological and demographic characteristics. To determine whether the stations integrate cohesively with the urban environment, this study applies Space Syntax methods of spatial network analysis to evaluate the spatial characteristics and compares with GIS data of the house prices and land use distribution before and after the JLE. The results demonstrate a strong correlation between pedestrian movement and the distribution of residential and commercial activities within the street network structure. The study also reveals the strength and weakness of the stations, which are embedded within urban structures and suggests urban regeneration strategies through improving the accessibility and public space design. Reference Chorus, P., Bertolini, L., (2016) ‘Developing transit-oriented corridors: Insights from Tokyo’, International Journal of Sustainable Transportation, 10:2, 86-95. Hillier, B and Hanson, J. (1984) The Social Logic of Space (Cambridge University Press, Cambridge). Kusumo, C, M. (2005) ‘Is a railway station a central urban space? Spatial configuration study of retail distribution pattern around railway stations’, Proceedings, 5th International Space Syntax Symposium, (Delft)
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Chen, Haitao, John Lu Jian, Linjun Lu, Liyuan Fan, and Jing Chen. "Sorting Capacity Analysis and Sorting Strategy Discussion of South Xichang District Railway Station." In Fourth International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2013. http://dx.doi.org/10.1061/9780784413159.160.
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Dai, Wenwei, and Gaixia Guan. "Maturity Assessment of Railway Station Business District on the Entropy Fuzzy Synthesis Evaluation Model." In 2014 International Conference on Education Reform and Modern Management (ERMM-14). Paris, France: Atlantis Press, 2014. http://dx.doi.org/10.2991/ermm-14.2014.84.
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Xue, Bai, and Qi TIAN. "Research on energy saving operation strategies of railway station district heating system based on temperature response of demand side." In Seventh International Conference on Electromechanical Control Technology and Transportation (ICECTT 2022), edited by Said Easa. SPIE, 2022. http://dx.doi.org/10.1117/12.2645984.
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Forsyth, Leslie, and Andrea Hasse. "Urban Use and Urban Form: Alexanderstrasse, Berlin." In 1995 ACSA International Conference. ACSA Press, 1995. http://dx.doi.org/10.35483/acsa.intl.1995.49.
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This paper attempts to illustrate the suitability of specific urban forms for particular planning objectives within a given urban context. Proposals for a reurbanisation project in Berlin are discussed. The proposals were prepared by students during 1992-1993 in conjunction with a study to improve rail transport and areas around railway and underground stations by SNV Studiengesellschaft Verkehr mbH. Berlin. The designs seek to interpret the existing planning aims for the area around Alexanderstrasse, south of Alexanderplatz from the City of Berlin and from the District Berlin-Mitte. An evaluation of the range of proposals points to four basic type solutions for the urban structure. The suitability of particular forms for specific aims is noted as well as the structure which appears to offer the greatest potential to reconcile at least some ofthe conflicting aims for the area.
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Bityukova, Viktoria R., and Natalia A. Koldobskaia. "FACTORS AFFECTING MOTOR VEHICLE POLLUTION IN CAPITAL CITIES: A CASE STUDY OF MOSCOW." In Book of Abstracts and Contributed Papers, 207–24. Geographical Institute "Jovan Cvijić" SASA, 2024. http://dx.doi.org/10.46793/csge5.207vb.
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The change in the volume of emissions from Moscow’s motor transport and its territorial proportions was the result of the combined effect of transformational and inherited factors (path dependency). The key among the inherited factors was the transport network and the radial-ring layout, which leads to low network connectivity. Transformational factors are, first of all, the growth of the number of cars, improvement of fuel, and engine. However, in recent years, on the contrary, the number of cars and the structure of the fleet have become a conservative factor, and the city’s development strategies have focused on the construction and reconstruction of roads, strengthening the connectivity of the network and the development of public transport. The construction of roads and the intensive reconstruction of urban transport arteries significantly improve the nature of traffic, reduce the intensity of congestion, but at the same time create new areas of pollution. Emission reduction is achieved only for light trucks on gasoline and heavy trucks on diesel. The main trend in recent years has been the increasing uniformity of pollution from motor vehicles. New housing construction programs and large-scale projects for the transformation of Moscow districts lead to an increase in the connectivity of the city and, at the same time, to the equalization of the density of motor vehicle pollution. The balance of these factors changes over time (if at the beginning of the post-Soviet period the main factors were inherited, then in recent years these are mainly positive transformational factors) and in space: industrial zones have been preserved only on the outskirts of the city, and railway stations are being moved there; the changing topology of the network has not only increased connectivity, but also created a vacuum effect in the center. Based on field observations and calculations, it has been proven that the construction of new highways and interchanges provides a temporary effect of reducing pollution as a result of the redistribution of traffic but stimulates new traffic and creates new areas of pollution.