نوع مقاله : پژوهشی
نویسندگان
1 دانشجوی دکتری گروه محیط زیست، واحد تهران شمال، دانشگاه آزاد اسلامی، تهران، ایران
2 استادیار گروه محیط زیست، واحد تهران شمال، دانشگاه آزاد اسلامی، تهران، ایران، نویسنده مسئول
3 استاد گروه محیط زیست، واحد تهران شمال، دانشگاه آزاد اسلامی، تهران، ایران
4 دانشیار گروه مدیریت مناطق خشک و بیابانی، دانشکده منابع طبیعی و محیط زیست، دانشگاه فردوسی مشهد، مشهد، ایران
کلیدواژهها
عنوان مقاله English
نویسندگان English
Extended Abstract
Introduction
Transportation is an important component of urban sustainability. The expansion of cities and car ownership have led to an increase in greenhouse gas emissions. If this trend continues, cities will suffer negative socio-economic and environmental consequences. Therefore, coordination between land use planning and transportation systems is essential for ensuring a sustainable future. Transit-oriented development (TOD) is a means available for coordinating urban land use with transportation. Recent research have focused on quantitative evaluation of TOD criteria and conducting analysis in a TOD network using multiple criteria decision making (MCDM) to rank stations according to their TOD scores. In TOD research, land use is incorporated through a survey of the number and diversity of land uses within TOD areas. This study has two objectives: 1) Measuring and calculating the selected indictors for TOD areas and ranking of stations using AHP; 2) Evaluating the diversity of urban land uses in the vicinity of the studied stations.
Method
Vakil Abad district of Mashhad was selected as the study area. The 10-minute walking distance has been taken to be equal to between 250 m to 800 m in different studies, but given that the stations were 840 m apart on average, a 500-m buffer distance was utilized in this study. In the
second step, TOD criteria and indicators were selected. To obtain suitable criteria and indicators, the literature was reviewed and five criteria and 14 indicators were determined to calculate the TOD index. In the third step, the stations were ranked using MCDM. The indicators included population density, companies and business, diversity, access to destination, bicycle paths, density of intersections, IPCA, security, access to services, and parking. Finally, land use in the area surrounding each station was evaluated and classified into 16 categories. The number of units belonging to each land use was divided by the population in each area to more clearly determine the needs of each station in terms of TOD.
Results
The five criteria were assessed across all stations. The weights of each criterion and its indicators were obtained using Expert Choice ver. 11. Sensitivity analysis was conducted to ensure the validity of weight assignment. The result of sensitivity (0.00011) indicated high consistency. The results of AHP showed that the eastern stations have better conditions compared to the westerns stations. Comparing stations’ total AHP ranks with their rankings across individual criteria revealed that a high overall rank does not necessarily correspond to high performance in all criteria. Analysis of per-capita land use showed that stations that had high ranks in the AHP model (such as Hashemiyeh and Haft-e Tir) scored lower levels of basic services, personal services, and type 2 services.
Discussion and Conclusion
The results showed that stations can be divided into 4 . The first category included the stations with the highest TOD scores (Haft-e Tir, Hashemiyeh, and Mellat Park stations). Population density is high at these stations, with Haft-e Tir ranking second and Hashemiyeh ranking fourth. However, the two stations have the lowest ranks in the diversity criterion. Although Mellat Park station recorded the third highest TOD score, its score should be interpreted in its own unique context. This station is located at the innermost end of the boulevard, between the city’s largest urban park and the campus of the largest university in eastern Iran. Mellat Park station ranks first in destination accessibility and quality of transit services. The second category includes Hafez, Kosar, and Honarestan stations. None of the three stations are located close to an overpass. These three stations rank lower than the first category regarding the density of commercial, business and company land uses, mainly due to the city’s car-oriented development. Since drivers have to use the overpasses to change routes, traffic is higher in the streets connected to the overpasses, which promotes commercial development at the expense of nearby areas. Kosar station has the highest diversity. The three stations also rank second to fourth in pedestrian- and cyclist-friendliness. However, the density of intersections is low at Kosar and Honarestan stations due to the large size of plots. The fourth category is composed of Eghbal, Sayad-e-Shirazi, and Namayeshgah stations. Namayeshgah station is located in a recently developed area at the outermost end of the boulevard. Roughly 30% of the land near Namayeshgah station is taken up by vacant lots and administrative buildings, which has resulted in lower population at the station. Eghbal station is located between two overpasses, in addition to being relatively far from the city center. However, this station ranks in the top three regarding diversity. Despite Sayad-e Shirazi station being located close to an overpass, which usually leads to commercial development, the presence of a large administrative block and the city’s correctional facility to the north of the station have hindered commercial development. However, the commercial centers and hotels constructed to the south of the station have improved the dynamism of the area. Overall, these analyses contributed to a better understanding of differences in land use and highlighted the strengths and weaknesses of each station
کلیدواژهها English
