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The research on the link between the Built Environment (BE) and Children Independent Mobility (CIM) is on the rise due to CIM's multiple health and other policy benefits. These studies have conceptualised and measured CIM using various indicators, such as mobility licence, independent time spent outdoor, and territorial range. A major problem with these indicators is that they do not indicate the extent of CIM behaviour. For example, a child is labelled as independent irrespective of whether they are independent for all trips or for a single trip or the amount of time spent independently compared to time spent with someone. This weakness of previous studies suggests applying proportionate measures to understand the relationship between the BE and CIM behaviour. This research uses the proportion of trips made independently as an indicator of CIM and investigates the BE-CIM link stratified by discretionary and non-discretionary CIM. A two-day activity-travel diary data were collected from 151 children aged between 10 and 14 years from Dhaka, Bangladesh. BE data were generated through a virtual BE audit and spatial analysis using ArcGIS and Space Syntax. Three fractional regression models were estimated, one for each of the overall, discretionary, and non-discretionary trips. One Poisson regression model was also estimated for the count of overall CIM to identify if the proportionate measure unlocked new findings. Results show that: a) the proportion of CIM is higher for discretionary trips; b) the frequently visited locations do not necessarily attract more independent trips; c) proportionate measure unlocks new insights for CIM, and d) BE affects discretionary and non-discretionary CIM differently, e.g. the presence of recreational land use is associated with discretionary CIM but not with non-discretionary CIM. The findings suggest that the proportionate measure can effectively be applied to measure the extent of CIM, and BE needs to be designed in tandem with the type of CIM to be promoted.
Samia Sharmin; Kamruzzaman; Mazharul Haque. The proportion of independent to dependent trips: A new measure to understand the effects of the built environment on children independent mobility. Journal of Transport & Health 2021, 22, 101127 .
AMA StyleSamia Sharmin, Kamruzzaman, Mazharul Haque. The proportion of independent to dependent trips: A new measure to understand the effects of the built environment on children independent mobility. Journal of Transport & Health. 2021; 22 ():101127.
Chicago/Turabian StyleSamia Sharmin; Kamruzzaman; Mazharul Haque. 2021. "The proportion of independent to dependent trips: A new measure to understand the effects of the built environment on children independent mobility." Journal of Transport & Health 22, no. : 101127.
Objectives Cross-sectional studies have found some built environmental attributes to be associated with residents’ lower levels of mobility (functional capacity to walk outside the home). However, less is known about what environmental attributes are related to mobility decline. This longitudinal study examined area-level associations of specific environmental attributes with mid-to-older aged adults’ changes in walking mobility. Methods Data collected from 4,088 adults (aged 46–71 years at baseline) who participated in a cohort study in Brisbane, Australia were used. The outcome was the change in self-reported mobility score (SF-36) from 2013 to 2016, which were aggregated at the neighborhood (N = 156) and suburb (N = 99) levels, due to the known lack of sensitivity in SF-36 subscales to individual changes. Linear regression analysis examined associations of mobility change with seven environmental attributes measured at baseline (residential density, intersection density, land use mix, density of walking/bike paths, park density, bus stop density, density of social incivilities), adjusting for confounding variables. Results Participants on average reported 4% of mobility decline during the 3-year study period. It was found that greater land use diversity was consistently associated with less decline in walking mobility, while greater density of social incivilities was associated with more decline in walking mobility. The latter finding was significant only at the neighborhood level. No consistent associations were observed for residential density, intersection density, density of walking/bike paths, park density, and bus stop density. Discussion Our findings suggest that mid-to-older aged adults who live in areas with lower land use diversity and more social incivilities may be at risk of developing mobility limitations. Recommended policies to slow residents’ mobility decline and to achieve aging in place include improving these environmental attributes where needed and advising older adults to relocate to safer, mixed-use neighborhoods.
Takemi Sugiyama; Masaaki Sugiyama; Suzanne Mavoa; Anthony Barnett; Kamruzzaman; Gavin Turrell. Neighborhood environmental attributes and walking mobility decline: A longitudinal ecological study of mid-to-older aged Australian adults. PLOS ONE 2021, 16, e0252017 .
AMA StyleTakemi Sugiyama, Masaaki Sugiyama, Suzanne Mavoa, Anthony Barnett, Kamruzzaman, Gavin Turrell. Neighborhood environmental attributes and walking mobility decline: A longitudinal ecological study of mid-to-older aged Australian adults. PLOS ONE. 2021; 16 (6):e0252017.
Chicago/Turabian StyleTakemi Sugiyama; Masaaki Sugiyama; Suzanne Mavoa; Anthony Barnett; Kamruzzaman; Gavin Turrell. 2021. "Neighborhood environmental attributes and walking mobility decline: A longitudinal ecological study of mid-to-older aged Australian adults." PLOS ONE 16, no. 6: e0252017.
Recent decades have seen a global resurgence in tram network development around the world. Despite a primary basis in transport, tram network development is increasingly framed as a spatial planning mechanism that is prioritised for its potential place-based outcomes. However, there has been limited academic research to investigate impacts of tram network development on community perception of place quality. This study contributes to the literature by presenting the results of 601 completed questionnaires investigating variation in perception of place quality between legacy and modernised tram streetscapes in Melbourne, Australia. Evidence demonstrates that modernised tram streetscapes were perceived to contain an enhanced physical design compared to their legacy counterparts. Additionally, modernised tram streetscapes were rated as higher quality locations overall that were more likely to facilitate a wide range of place-based activities and amenities. Overall findings provide evidence that tram modernisation can be framed as an opportunity for place quality enhancements, and appear to contradict some of the political complications that have played a role in stalling tram streetscape modernisation projects in Melbourne.
Matthew J. Diemer; Graham Currie; Chris De Gruyter; Kamruzzaman; Ian Hopkins. A streetcar to be desired? The development of a new approach to measure perception of place quality in the context of tram network modernisation. Journal of Transport Geography 2021, 94, 103109 .
AMA StyleMatthew J. Diemer, Graham Currie, Chris De Gruyter, Kamruzzaman, Ian Hopkins. A streetcar to be desired? The development of a new approach to measure perception of place quality in the context of tram network modernisation. Journal of Transport Geography. 2021; 94 ():103109.
Chicago/Turabian StyleMatthew J. Diemer; Graham Currie; Chris De Gruyter; Kamruzzaman; Ian Hopkins. 2021. "A streetcar to be desired? The development of a new approach to measure perception of place quality in the context of tram network modernisation." Journal of Transport Geography 94, no. : 103109.
The decline of children’s independent mobility (CIM) is now a global concern. This study aims to identify the determinants of the territorial range (TR) of CIM, i.e., the geographical distance between home and places where children are allowed to wander. TR for both discretionary and nondiscretionary trips is studied based on data collected through a questionnaire survey, travel diary, and mapping of travel routes. The study sample was comprised of 151 children 9-14 years of age from Dhaka, Bangladesh. Built environment (BE) data were collected/derived through walkability audits of children’s walking routes and spatial analyses. Children’s TR was regressed by BE, socio-demographics, and perceptual factors. Three multiple regression models were estimated: overall TR, discretionary TR, and nondiscretionary TR. Results showed that children had a longer TR for nondiscretionary trips (664.14 m) compared to discretionary trips (397.9 m). Discretionary TR was largely explained by angular step-depth, street connectivity and the condition of the walking environment of the taken routes. In contrast, angular step-depth, the presence of commercial and retail land uses and the condition of the walking environment were found to be significant predictors of nondiscretionary TR. Children’s perception of social and physical dangers and their satisfaction with tree coverage in the neighborhood also influenced their TR. The findings can inform measures to be taken to expand TR in the urban environment.
Samia Sharmin; Kamruzzaman; Mazharul Haque. Modelling children’s independent territorial range by discretionary and nondiscretionary trips. Journal of Transport and Land Use 2021, 14, 417 -439.
AMA StyleSamia Sharmin, Kamruzzaman, Mazharul Haque. Modelling children’s independent territorial range by discretionary and nondiscretionary trips. Journal of Transport and Land Use. 2021; 14 (1):417-439.
Chicago/Turabian StyleSamia Sharmin; Kamruzzaman; Mazharul Haque. 2021. "Modelling children’s independent territorial range by discretionary and nondiscretionary trips." Journal of Transport and Land Use 14, no. 1: 417-439.
Residential dissonants, residents who are not satisfied with land use patterns in their neighbourhood, are a threat to transit-oriented development (TOD) policy because of their unsustainable transport choices. However, it is not known if their level of dissatisfaction is reduced in TODs, and if so, the time duration it takes. This study tracks dissonance status of 98 TOD residents using five waves of panel data spanning over nine years from Brisbane, Australia. The residents were classified into TOD dissonant and TOD consonant (opposite of dissonants) groups and a discrete time survival analysis technique was applied to identify time-to-event for these groups. An event was recorded if a dissonant became a consonant, or vice versa. Two discrete time hazard models were estimated using binary logistic regression analysis (one for each transition) to identify socio-demographic and built environment characteristics associated with the occurrence of an event. Results showed that about 46% of the TOD residents were dissonants at baseline. The survival functions were significantly different between dissonant and consonant classes. About half of the dissonants took-on the characteristics of consonants in just four years. In contrast, TOD consonants remained consonants relatively longer (median survival duration is 9 years). Groups that were likely to become dissonants were those with low educational status, and people born overseas. The findings suggest that TODs have an autonomous effect on changing attitudes over time, which verifies the ‘reverse causality’ hypothesis, and therefore, TODs are likely to be dissonant free naturally presumably as residents experience the benefits of TOD living. The process could be sped up with targeted policy interventions (e.g., concessionary travel card, rent relief to bear the high cost of living in TODs) for those being as, or likely to be susceptible to become dissonant.
Kamruzzaman; Billie Giles-Corti; Jonas De Vos; Frank Witlox; Farjana Shatu; Gavin Turrell. The life and death of residential dissonants in transit-oriented development: A discrete time survival analysis. Journal of Transport Geography 2020, 90, 102921 .
AMA StyleKamruzzaman, Billie Giles-Corti, Jonas De Vos, Frank Witlox, Farjana Shatu, Gavin Turrell. The life and death of residential dissonants in transit-oriented development: A discrete time survival analysis. Journal of Transport Geography. 2020; 90 ():102921.
Chicago/Turabian StyleKamruzzaman; Billie Giles-Corti; Jonas De Vos; Frank Witlox; Farjana Shatu; Gavin Turrell. 2020. "The life and death of residential dissonants in transit-oriented development: A discrete time survival analysis." Journal of Transport Geography 90, no. : 102921.
Peak–car is characterised by slower rates of growth, levelling off, or a reduction in car travel. Researchers have paid much attention to this topic recently. However, a consensus on possible explanations of the phenomenon remains elusive. Questions remain whether the drivers of travel demand are changing and projection methods need to be revised, or the peak–car is purely an external effect (e.g. fuel price, financial crisis) and car travel continues to increase when such effects are nullified. The study investigates these issues focusing on Brisbane using six versions of the South East Queensland Household Travel Survey data (1992, 2003, 2006, 2009, 2012, and 2018). Three different analytical methods were employed. First, four pooled regression models were estimated to examine the effects of time (external effects) on travel behaviour, controlling for different socio-demographics and built environment factors. Second, five multiple linear regression models were estimated using 2003, 2006, 2009, 2012, and 2018 datasets to identify behavioural differences between different groups in a specific point in time. Third, differences in coefficients as generated in the second stage were estimated to understand whether the behavioural patterns are changing. The findings suggest that car travel in Brisbane: a) reached a peak in 2003; b) experienced a decline throughout 2003–2012; and c) exhibited a levelling off throughout 2012–2018. The factors contributed to the peak–car phenomenon in Brisbane are both external (global financial crisis, policy interventions in public transport) and a significant change in the coefficients of some internal factors over the periods (millennials, household size, population density).
Kamruzzaman; Farjana Shatu; Khandker Nurul Habib. Travel behaviour in Brisbane: Trends, saturation, patterns and changes. Transportation Research Part A: Policy and Practice 2020, 140, 231 -250.
AMA StyleKamruzzaman, Farjana Shatu, Khandker Nurul Habib. Travel behaviour in Brisbane: Trends, saturation, patterns and changes. Transportation Research Part A: Policy and Practice. 2020; 140 ():231-250.
Chicago/Turabian StyleKamruzzaman; Farjana Shatu; Khandker Nurul Habib. 2020. "Travel behaviour in Brisbane: Trends, saturation, patterns and changes." Transportation Research Part A: Policy and Practice 140, no. : 231-250.
The built environment (BE) is widely accepted to influence transit use (TU). Evidence to date suggests the relationship is dependent on many factors which can be difficult to account for in quantitative studies. This creates barriers to transferring research into practice. Considering many studies together can be useful for accounting for more of the factors impacting transit use. Yet, meta-analysis of research measuring these influences was last undertaken in 2010 based on 18 studies. Since then 90 new quantitative studies have been published. These recent studies use improved methodologies and are conducted in more diverse geographies. This paper reports an improved and updated meta-analysis of built environment impacts on transit use. It compares elasticity estimates from research published pre-and post-2010 and explores the impact of new methods and a more diverse geographical representation on findings. Updated meta-elasticities range from <0.01 to 0.26; a similar range to the 2010 study. However, at the individual indicator levels, more recent results are different. Elasticities for urban density, including population, employment and commercial density, have increased significantly in studies published since 2010, as did that of land use mix. However, measures of local access, design and jobs-housing balance decreased in post-2010 studies. These results confirm the small but imprecise relationship between the BE and TU. Results also suggest that while the range of elasticity impacts is relatively consistent, new study methodologies, notably those that control for regional accessibility and self-selection, and the increasing geographical diversity in study applications, is acting to change BE-TU findings at the indicator level. Research setting and context are important to consider when using empirical results to design BE strategies to promote transit use.
Laura Aston; Graham Currie; Alexa Delbosc; Kamruzzaman; David Teller. Exploring built environment impacts on transit use – an updated meta-analysis. Transport Reviews 2020, 41, 73 -96.
AMA StyleLaura Aston, Graham Currie, Alexa Delbosc, Kamruzzaman, David Teller. Exploring built environment impacts on transit use – an updated meta-analysis. Transport Reviews. 2020; 41 (1):73-96.
Chicago/Turabian StyleLaura Aston; Graham Currie; Alexa Delbosc; Kamruzzaman; David Teller. 2020. "Exploring built environment impacts on transit use – an updated meta-analysis." Transport Reviews 41, no. 1: 73-96.
Autonomous vehicles (AV) have become a symbol of futuristic and intelligent transport innovation. This new driving technology has received heightened attention from academic, public, and private sectors. Nonetheless, a big challenge limiting a clear understanding of AV research is its scale. A large volume of literature is produced—covering various fields. This paper aims to map out the research on AV for a better understanding of the trends, patterns, and interconnections, and it critically reflects on their implications for research. A scientometric analysis technique is applied to analyze 4,645 papers published between 1998 and 2017. The findings disclose that (a) 87.7 percent of the AV studies was conducted by educational institutes; (b) Europe is the most productive continent in AV research with a 35.9 percent share of publications; (c) North America is the most influential continent in AV research, receiving 41.1 percent of the citations; (d) Over 50 percent of the studies were conducted during the last three years of the analysis period; (e) Urban and social contexts of AV research are still at their early stage; and (f) Relatively limited collaboration and knowledge sharing between academia and industry exist.
Asif Faisal; Tan Yigitcanlar; Kamruzzaman; Alexander Paz. Mapping Two Decades of Autonomous Vehicle Research: A Systematic Scientometric Analysis. Journal of Urban Technology 2020, 1 -30.
AMA StyleAsif Faisal, Tan Yigitcanlar, Kamruzzaman, Alexander Paz. Mapping Two Decades of Autonomous Vehicle Research: A Systematic Scientometric Analysis. Journal of Urban Technology. 2020; ():1-30.
Chicago/Turabian StyleAsif Faisal; Tan Yigitcanlar; Kamruzzaman; Alexander Paz. 2020. "Mapping Two Decades of Autonomous Vehicle Research: A Systematic Scientometric Analysis." Journal of Urban Technology , no. : 1-30.
Purpose The purpose of this paper is to investigate the role of gamification as a novel technique in motivating community engagement in disaster-related activities in order to address the question of how gamification can be incorporated into disaster emergency planning. Design/methodology/approach This study conducts a systematic literature review and explores available gamified applications for disaster emergency planning and their purpose of use. In total, 51 scholarly articles on the topic and 35 disaster-related gamified applications are reviewed. Findings The findings reveal the following: (a) gamified applications (n = 35) are used for education, research and intervention purposes; (b) gamified applications create new opportunities for community engagement and raise disaster awareness among the community in virtual environments; and (c) gamified applications help shape a new culture – i.e. gamified culture – that supports smart disaster emergency planning practice. Originality/value During the recent years, utilisation of game elements in non-game contexts – i.e., gamification – has become a popular approach in motivating people in various actions. Increasing research highlighted the benefits of gamification in enhancing community engagement, creating interactive environments, providing better behavioural outcomes and influencing democratic processes. Despite some of the applications indicating the potential of gamification in disaster emergency planning, the use of gamification technique in this discipline is an understudied area. This study reveals gamification can be incorporated into disaster emergency planning.
Nayomi Kankanamge; Tan Yigitcanlar; Ashantha Goonetilleke; Kamruzzaman. How can gamification be incorporated into disaster emergency planning? A systematic review of the literature. International Journal of Disaster Resilience in the Built Environment 2020, 11, 481 -506.
AMA StyleNayomi Kankanamge, Tan Yigitcanlar, Ashantha Goonetilleke, Kamruzzaman. How can gamification be incorporated into disaster emergency planning? A systematic review of the literature. International Journal of Disaster Resilience in the Built Environment. 2020; 11 (4):481-506.
Chicago/Turabian StyleNayomi Kankanamge; Tan Yigitcanlar; Ashantha Goonetilleke; Kamruzzaman. 2020. "How can gamification be incorporated into disaster emergency planning? A systematic review of the literature." International Journal of Disaster Resilience in the Built Environment 11, no. 4: 481-506.
The positive effects of urban green spaces on physical and mental health of urban residents have been widely documented. These studies, however, mainly focused their empirical investigations on the developed country context. There is limited knowledge on whether a similar impact occurs in the cities of developing countries. The study aims to explore the relationship between park visits and mental health status of residents in Tabriz, Iran. Data on the frequency of park visit and mental health status (14-items) were collected from 300 residents. Factor analysis was conducted and two fundamental dimensions of mental health status (having downward emotional state, and being content with life) were extracted from the 14-items. A multivariate multiple regression model was estimated to identify the links between frequency of park use and mental health status, also controlling for other confounding effects. The results corroborate with that of developed countries, and show that the frequency of park visits is negatively associated with downward emotional state and positively associated with contentedness with life. An increasing accessibility of parks through planning interventions and promoting park use behaviour could be effective policy mechanisms to improve mental health and thereby to reduce the burden of expenditure on mental health in developing countries.
Tan Yigitcanlar; Kamruzzaman; Raziyeh Teimouri; Kenan Degirmenci; Fatemeh Aghnaei Alanjagh. Association between park visits and mental health in a developing country context: The case of Tabriz, Iran. Landscape and Urban Planning 2020, 199, 103805 .
AMA StyleTan Yigitcanlar, Kamruzzaman, Raziyeh Teimouri, Kenan Degirmenci, Fatemeh Aghnaei Alanjagh. Association between park visits and mental health in a developing country context: The case of Tabriz, Iran. Landscape and Urban Planning. 2020; 199 ():103805.
Chicago/Turabian StyleTan Yigitcanlar; Kamruzzaman; Raziyeh Teimouri; Kenan Degirmenci; Fatemeh Aghnaei Alanjagh. 2020. "Association between park visits and mental health in a developing country context: The case of Tabriz, Iran." Landscape and Urban Planning 199, no. : 103805.
Researchers broadly represented the built environment (BE) using geographic and topological indicators. Despite studies have shown that the geographic BE affects children independent mobility (CIM), little is known about the effects of topological BE on CIM. Less so, how the effects vary between discretionary and nondiscretionary CIM trips. The study addresses these gaps using self-reported two-day mobility data of 151 children aged 10–14 years from Dhaka, Bangladesh. Geographic BE data (e.g. land uses, street width, building height) were collected through a virtual BE audit following each route. Topological BE data (e.g. step-depth, integration, choice) were derived in Depthmap X. CIM was measured in a binary scale by checking whether the reported trips were taken independently or not. Three binary logistic regression models (an overall model, a discretionary trip model, and a nondiscretionary trip model) were estimated to determine the effects of geographic and topological BE on CIM, controlling for other confounding effects. The findings demonstrate that both geographic and topological BE affect CIM. However, they affect discretionary and non-discretionary CIM differently – e.g. step-depth, angular connectivity and presence of institutional land use affect only non-discretionary CIM, whereas integration, recreational land use and traffic composition affect only discretionary CIM. The findings highlight that geographical features need to be considered in tandem with topological features of the BE, stratified by destination types, to maximise CIM.
Samia Sharmin; Kamruzzaman; Mazharul Haque. The impact of topological properties of built environment on children independent mobility: A comparative study between discretionary vs. nondiscretionary trips in Dhaka. Journal of Transport Geography 2020, 83, 102660 .
AMA StyleSamia Sharmin, Kamruzzaman, Mazharul Haque. The impact of topological properties of built environment on children independent mobility: A comparative study between discretionary vs. nondiscretionary trips in Dhaka. Journal of Transport Geography. 2020; 83 ():102660.
Chicago/Turabian StyleSamia Sharmin; Kamruzzaman; Mazharul Haque. 2020. "The impact of topological properties of built environment on children independent mobility: A comparative study between discretionary vs. nondiscretionary trips in Dhaka." Journal of Transport Geography 83, no. : 102660.
The urban transport sector is responsible for a considerable portion of the global greenhouse gas emissions, and considered as a primary contributor of environmental pollutants. This study aims to explore ways to compare transport impacts of alternative urban growth scenarios at different spatial and temporal scales. To achieve this aim, alternative policy scenarios and various transport impact indicators were synthesized from a Delphi survey. Four alternative urban growth scenarios (i.e., business-as-usual, environment-focused, economy-focused, balanced scenarios) for the South East Queensland Region of Australia were evaluated by comparing selected indicator values from transportation models developed for three spatial (i.e., region, city, local) and four temporal (i.e., 2016, 2021, 2031, 2041) scales. The results of the analysis disclose that policies under the balanced scenario make the highest contribution towards achieving sustainable urban development—as this scenario generates the least travel time, travel distance, and traffic congestion. The findings reveal that the empirical approach put forward in this paper is useful to inform urban policymaking, and assist urban policymakers, urban/transport planners, practitioners, and stakeholders.
Sajida Perveen; Tan Yigitcanlar; Kamruzzaman; Duzgun Agdas. How can transport impacts of urban growth be modelled? An approach to consider spatial and temporal scales. Sustainable Cities and Society 2020, 55, 102031 .
AMA StyleSajida Perveen, Tan Yigitcanlar, Kamruzzaman, Duzgun Agdas. How can transport impacts of urban growth be modelled? An approach to consider spatial and temporal scales. Sustainable Cities and Society. 2020; 55 ():102031.
Chicago/Turabian StyleSajida Perveen; Tan Yigitcanlar; Kamruzzaman; Duzgun Agdas. 2020. "How can transport impacts of urban growth be modelled? An approach to consider spatial and temporal scales." Sustainable Cities and Society 55, no. : 102031.
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Niusha Esmaeilpoorarabi; Tan Yigitcanlar; Kamruzzaman; Mirko Guaralda. How does the public engage with innovation districts? Societal impact assessment of Australian innovation districts. Sustainable Cities and Society 2020, 52, 1 .
AMA StyleNiusha Esmaeilpoorarabi, Tan Yigitcanlar, Kamruzzaman, Mirko Guaralda. How does the public engage with innovation districts? Societal impact assessment of Australian innovation districts. Sustainable Cities and Society. 2020; 52 ():1.
Chicago/Turabian StyleNiusha Esmaeilpoorarabi; Tan Yigitcanlar; Kamruzzaman; Mirko Guaralda. 2020. "How does the public engage with innovation districts? Societal impact assessment of Australian innovation districts." Sustainable Cities and Society 52, no. : 1.
The different factors examined in studies linking the built environment and transit use explain about half of the variability in findings for travel behavior. Despite many differences in the research design of these studies, it is not known if choices about study design impact theoretical consistency in results and account for some of the unexplained variance between studies. This gap exists because multiple studies must be analyzed together to explore the topic. This study aims to fill this gap, using a sample of data points and statistical models from 146 studies identified through a comprehensive database search. This paper first synthesizes the study design adopted in empirical studies of the built environment and transit use. Meta-regression is then used to identify study design aspects causing significant differences. Selective reporting bias appears to slightly exaggerate estimates for built environment Density and Accessibility. Over 40% of variability in findings for Density and Diversity was explained by study design aspects. These include whether collinearity of variables is accounted for, the specificity of the sample population and transit mode, catchment size; and the number of explanatory variables specified. Overall the average correlations for built environment and transit use are weak (<0.2). Predictions of transit ridership based on built environment factors are likely to be imprecise, so models should be carefully specified. Given the impact of study design, adherence to best practice conventions could reduce variance within studies and dispersion between studies. For ambiguous specification issues, sensitivity testing could be used to generate prediction intervals. Further investigation of factors such as transit mode and catchment size would be useful to determine if there is a theoretically plausible reason to favor certain specifications.
Laura Aston; Graham Currie; Kamruzzaman; Alexa Delbosc; David Teller. Study design impacts on built environment and transit use research. Journal of Transport Geography 2019, 82, 102625 .
AMA StyleLaura Aston, Graham Currie, Kamruzzaman, Alexa Delbosc, David Teller. Study design impacts on built environment and transit use research. Journal of Transport Geography. 2019; 82 ():102625.
Chicago/Turabian StyleLaura Aston; Graham Currie; Kamruzzaman; Alexa Delbosc; David Teller. 2019. "Study design impacts on built environment and transit use research." Journal of Transport Geography 82, no. : 102625.
Environmental externalities of the Anthropocene—mainly generated from population growth, rapid urbanization, high private motor vehicle dependency, the deregulated market, mass livestock production, and excessive consumerism—have placed serious concerns for the future of natural ecosystems, which we are a part of. For instance, global climate change—the biggest challenge we have ever faced—is directly impacting wellbeing, and even the existence of humankind, in the long run. During the last two decades, the notion of the smart city—particularly the sustainable development of smart cities—has become a popular topic not only for scholars, particularly in the fields of technology, science, urban and environmental planning, development, and management, but also for urban policymakers and professional practitioners. This was due to digital technologies becoming a powerful enabler in stimulating paradigmatic shifts in urban development-related visions, strategies, implementation, and learning. This paper offers a critical review of the key literature on the issues relating to approaches, advances, and applications in the sustainable development of smart cities. It also introduces contributions from the Special Issue, and speculates on the prospective research directions to place necessary mechanisms to secure a smart and sustainable urban future for all.
Tan Yigitcanlar; Hoon Han; Kamruzzaman. Approaches, Advances, and Applications in the Sustainable Development of Smart Cities: A Commentary from the Guest Editors. Energies 2019, 12, 4554 .
AMA StyleTan Yigitcanlar, Hoon Han, Kamruzzaman. Approaches, Advances, and Applications in the Sustainable Development of Smart Cities: A Commentary from the Guest Editors. Energies. 2019; 12 (23):4554.
Chicago/Turabian StyleTan Yigitcanlar; Hoon Han; Kamruzzaman. 2019. "Approaches, Advances, and Applications in the Sustainable Development of Smart Cities: A Commentary from the Guest Editors." Energies 12, no. 23: 4554.
Social media was underutilised in disaster management practices, as it was not seen as a real-time ground level information harvesting tool during a disaster. In recent years, with the increasing popularity and use of social media, people have started to express their views, experiences, images, and video evidences through different social media platforms. Consequently, harnessing such crowdsourced information has become an opportunity for authorities to obtain enhanced situation awareness data for efficient disaster management practices. Nonetheless, the current disaster-related Twitter analytics methods are not versatile enough to define disaster impacts levels as interpreted by the local communities. This paper contributes to the existing knowledge by applying and extending a well-established data analysis framework, and identifying highly impacted disaster areas as perceived by the local communities. For this, the study used real-time Twitter data posted during the 2010–2011 South East Queensland Floods. The findings reveal that: (a) Utilising Twitter is a promising approach to reflect citizen knowledge; (b) Tweets could be used to identify the fluctuations of disaster severity over time; (c) The spatial analysis of tweets validates the applicability of geo-located messages to demarcate highly impacted disaster zones.
Nayomi Kankanamge; Tan Yigitcanlar; Ashantha Goonetilleke; Kamruzzaman. Determining disaster severity through social media analysis: Testing the methodology with South East Queensland Flood tweets. International Journal of Disaster Risk Reduction 2019, 42, 101360 .
AMA StyleNayomi Kankanamge, Tan Yigitcanlar, Ashantha Goonetilleke, Kamruzzaman. Determining disaster severity through social media analysis: Testing the methodology with South East Queensland Flood tweets. International Journal of Disaster Risk Reduction. 2019; 42 ():101360.
Chicago/Turabian StyleNayomi Kankanamge; Tan Yigitcanlar; Ashantha Goonetilleke; Kamruzzaman. 2019. "Determining disaster severity through social media analysis: Testing the methodology with South East Queensland Flood tweets." International Journal of Disaster Risk Reduction 42, no. : 101360.
Transport researchers conceptualise residential mobility as a BE intervention because there is the potential for residents to be exposed to a different urban form following relocation. Residential mobility studies therefore overcome the weaknesses of cross-sectional studies in establishing causal links between urban form and travel behaviour. However, what if residential mobility is spatially biased (e.g. a move characterised by a shorter distance, along the direction of home-CBD line, or within a wedge-shaped home sector), and as a result, residents are unable to perceive changes in urban form because their accustomed structural settings (major roads, public transport routes) remain unchanged? This study hypothesises that the true effects of urban form differences on travel behaviour can only be observed if residents overcome the spatial biases in their residential mobility. The research examines the spatial biases of 274 individuals in Brisbane who experienced significant changes in urban form following relocation and estimates the effects of urban form and spatial biases on mode switch behaviour. Results show that 70%, 68%, and 62% of the sample experienced distance, direction and sector biases respectively. Respondents who overcame the sector bias (i.e. experienced a structural change following relocation) were likely to switch to more sustainable mode of transport. The effects of urban form on mode switch behaviour was only evident when movers overcame the sector bias. The findings suggest that, in the presence of strong spatial biases, the true effect of urban form on travel behaviour might be obscured in studies using residential mobility as BE interventions.
Kamruzzaman; Jonas De Vos; Graham Currie; Billie Giles-Corti; Gavin Turrell. Spatial biases in residential mobility: Implications for travel behaviour research. Travel Behaviour and Society 2019, 18, 15 -28.
AMA StyleKamruzzaman, Jonas De Vos, Graham Currie, Billie Giles-Corti, Gavin Turrell. Spatial biases in residential mobility: Implications for travel behaviour research. Travel Behaviour and Society. 2019; 18 ():15-28.
Chicago/Turabian StyleKamruzzaman; Jonas De Vos; Graham Currie; Billie Giles-Corti; Gavin Turrell. 2019. "Spatial biases in residential mobility: Implications for travel behaviour research." Travel Behaviour and Society 18, no. : 15-28.
Transforming urban areas into prosperous, liveable, and sustainable settlements is a longstanding goal for local governments. Today, countless urban settlements across the globe have jumped into the so-called ‘smart city’ bandwagon to achieve this goal. Under the smart city agenda, presently, many government agencies are attempting to engineer an urban transformation to tackle urban prosperity, liveability, and sustainability issues mostly through the means of technology solutions. Nonetheless, the notion of smart cities is ambiguous, and there are limited conceptual frameworks to assist cities and their administrations in understanding the big picture view of this urban development paradigm. The aim of this paper is to generate a clear understanding on the making of successful smart city practices. This is done by elaborating the smart cities notion through a multidimensional conceptual framework, examining smart city best practices across the globe—i.e., Songdo, Masdar, Amsterdam, San Francisco, Brisbane—, and providing insights of smart city approaches from these cases. The findings of the study disclose the need for a comprehensive smart city conceptualisation to inform policymaking and consequently the practice. This will help in the formation of a much-needed smart urbanism model for the resilient settlements of the climate emergency era.
Tan Yigitcanlar; Hoon Han; Kamruzzaman; Giuseppe Ioppolo; Jamile Sabatini-Marques. The making of smart cities: Are Songdo, Masdar, Amsterdam, San Francisco and Brisbane the best we could build? Land Use Policy 2019, 88, 104187 .
AMA StyleTan Yigitcanlar, Hoon Han, Kamruzzaman, Giuseppe Ioppolo, Jamile Sabatini-Marques. The making of smart cities: Are Songdo, Masdar, Amsterdam, San Francisco and Brisbane the best we could build? Land Use Policy. 2019; 88 ():104187.
Chicago/Turabian StyleTan Yigitcanlar; Hoon Han; Kamruzzaman; Giuseppe Ioppolo; Jamile Sabatini-Marques. 2019. "The making of smart cities: Are Songdo, Masdar, Amsterdam, San Francisco and Brisbane the best we could build?" Land Use Policy 88, no. : 104187.
Climate change is the biggest global threat of our time. As a signatory nation of the Paris Agreement, Brazil has made a climate action commitment, and expressed its nationally determined contribution to reduce its greenhouse gas emissions by 37%. The Brazilian population is highly urban, and Brazilian cities are mostly responsible for greenhouse gas emissions, and the worst effects of global warming are experienced in cities. Hence, the fulfillment of the Brazilian climate commitments depends on the active engagement of municipalities. Nevertheless, the Brazilian national government does not monitor local climate actions, and it is not clear how local urban policy is aligned with climate action. In order to bridge this gap, this study tackles the question of: “Are, and if yes how, cities considering the climate emergency in their local planning mechanisms?” This question is investigated by placing five major Brazilian cities under the microscope. The methodological approach includes literature review and applied qualitative analysis to scrutinize how climate issues and actions are factored in urban planning regulations to verify if and to what extent local policies contribute to the fulfillment of the Brazilian nationally determined contribution, and sustainable development goals. The results disclose that investigated cities have adequately incorporated climatic issues in their urban planning mechanisms. However, policy concentrates more on adaptation rather than mitigation, and policy implementation yet to be realized.
Debora Sotto; Jr. Arlindo Philippi; Tan Yigitcanlar; Kamruzzaman. Aligning Urban Policy with Climate Action in the Global South: Are Brazilian Cities Considering Climate Emergency in Local Planning Practice? Energies 2019, 12, 3418 .
AMA StyleDebora Sotto, Jr. Arlindo Philippi, Tan Yigitcanlar, Kamruzzaman. Aligning Urban Policy with Climate Action in the Global South: Are Brazilian Cities Considering Climate Emergency in Local Planning Practice? Energies. 2019; 12 (18):3418.
Chicago/Turabian StyleDebora Sotto; Jr. Arlindo Philippi; Tan Yigitcanlar; Kamruzzaman. 2019. "Aligning Urban Policy with Climate Action in the Global South: Are Brazilian Cities Considering Climate Emergency in Local Planning Practice?" Energies 12, no. 18: 3418.
Highlights\ud \ud - Perceptions of Australian and Brazilian firms on incentive programs are studied.\ud \ud - Direct incentives are perceived as critical for increasing innovation capabilities.\ud \ud - Tax incentive and infrastructure development schemes are the most preferred ones.\ud \ud - Effectiveness of incentive programs is marginal in fostering firms' innovation.\ud \ud Abstract\ud \ud Innovation has been the main driver of economic growth as it plays an increasingly central role in firm performance. Incentivising innovation by governments is essential to stimulate investment by companies, covering part of their R&D costs, and minimising their financial risks. There is, however, limited understanding of how innovation incentives are perceived by the companies. This paper examines the perceptions of technology firms, and the views of key actors about public incentive schemes for innovation in Australia and Brazil. The study finds that: (a) Direct incentives are perceived as critical for increasing innovation capabilities of firms; (b) Where tax incentive and infrastructure development schemes are the most preferred incentive programs among the firms; (c) However, despite the former two findings, effectiveness of existing incentive programs has been marginal in fostering innovation significantly in the studied countries. These findings imply that Australian and Brazilian governments should further focus on the design, promotion, and delivery methods of the innovation support mechanisms
Tan Yigitcanlar; Jamile Sabatini Marques; Eduardo Moreira Da-Costa; Kamruzzaman; Giuseppe Ioppolo. Stimulating technological innovation through incentives: Perceptions of Australian and Brazilian firms. Technological Forecasting and Social Change 2019, 146, 403 -412.
AMA StyleTan Yigitcanlar, Jamile Sabatini Marques, Eduardo Moreira Da-Costa, Kamruzzaman, Giuseppe Ioppolo. Stimulating technological innovation through incentives: Perceptions of Australian and Brazilian firms. Technological Forecasting and Social Change. 2019; 146 ():403-412.
Chicago/Turabian StyleTan Yigitcanlar; Jamile Sabatini Marques; Eduardo Moreira Da-Costa; Kamruzzaman; Giuseppe Ioppolo. 2019. "Stimulating technological innovation through incentives: Perceptions of Australian and Brazilian firms." Technological Forecasting and Social Change 146, no. : 403-412.