mahdi faraghi fard; samaneh jalilisadrabad; mohammad reza masaeli
Abstract
1- INTRODUCTION
By 2050, more than 75% of the world's population will live in cities. Such a situation will lead to a significant increase in the demand for the transportation of goods and citizens. The car, which brings special economic benefits as a symbol of civilization, has increased problems such ...
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1- INTRODUCTION
By 2050, more than 75% of the world's population will live in cities. Such a situation will lead to a significant increase in the demand for the transportation of goods and citizens. The car, which brings special economic benefits as a symbol of civilization, has increased problems such as traffic congestion and road accidents, especially in cities. On the other hand, cars play a major role in carbon dioxide emissions. The development approach based on public transportation actually seeks to solve traffic problems using land use planning with a comprehensive view of traffic and land use, while sustainable urban development is the basis of its work.
2- THEORETICAL FRAMEWORK
Peter Calthorpe, who can be said to be the main theoretician of this approach, has developed and prepared measurable strategies for transportation-oriented development. In the detailed description of the transportation-oriented development idea presented by Peter Calthorpe, there is a center where the mix of residential, commercial, office and public uses and open space is observed and these uses are easily accessible from the houses. In the future, the public transportation station will be located in the center of this center. Functions and activities are in the public center and offices can be located on floors above the ground level. In other words, it can be said that transportation-based development combines the use of urban land with the public transportation system. This pattern focuses on compact development, walkable neighborhoods with mixed land use and easy access within walking distance to transit stations.
3- METHODOLOGY
According to the theoretical and experimental bases as well as the criteria proposed by the Ministry of Roads and Urban Development to measure the level of walkability of the detailed plans of the cities, the criteria and sub-criteria proposed are presented in Table No. 3. These sub-criteria are the basis of examining the situation of district 3 of Isfahan city municipality. Using the hierarchical analysis method, weight was given to the criteria and sub-criteria and their degree of importance was determined. Then, using GIS software, the current situation of the 3rd district of Isfahan municipality was analyzed and points were allocated in the majority of the 5-point Likert spectrum. It is necessary to explain that the specified criteria were divided into 5 groups: diversity, accessibility, density, public transportation and design. 7 criteria and 21 sub-criteria were considered for review.
In order to determine the degree of importance, the AHP technique was first performed between the criteria (in each category) and the degree of importance of each criterion was determined. Then, AHP technique was performed between the sub-criteria of each separate criterion. Then, the final weight was obtained by multiplying the weight of the criteria by the weight of the sub-criteria. After determining the score of each sub-criterion, the obtained score is multiplied by the final weight and the weighted score is obtained.
4- RESULTS & DISCUSSION
The results showed that the diversity criterion got 3.91 points, the accessibility criterion got 3.68 points, the density criterion got 3.05 points, the public transportation criterion got 5 points and the design criterion got 3.4 points. The final score of all groups was above average. The presence of an integrated bus system, the appropriate condition of covering cultural, educational, therapeutic and green space uses on a local and regional scale, mixing uses and placing them near public transportation stations, improving the condition of sidewalks, creating separate bicycle paths. And pedestrianization of some passages is one of the positive points of this area, which has created favorable conditions for the implementation of the transportation-oriented development approach.
5- CONCLUSIONS & SUGGESTIONS
the final score was equal to 3.8, which indicates the suitability of the 3rd district of Isfahan municipality to adopt a (TOD) approach. Of course, special considerations should be taken into account due to the historical nature of the district. There are many historical buildings in District 3 of the municipality and it is not possible to increase the density. On the other hand, according to the context of the region, high-speed and wide axes are located only in the north and east of the region, which can be the place of implementation of the approach. It should be kept in mind that due to the touristic nature of the region and its proximity to the river, pedestrian and bicycle-oriented routes, which are also known as the principles of the (TOD) approach, are also known as suitable solutions for use in the region.
