Pub Date : 2021-08-17DOI: 10.1080/12265934.2021.1968939
Cristina Del-Real, C. Ward, Mina Sartipi
ABSTRACT Many cities in the United States are pursuing agendas to implement ICT-based solutions to tackle urban challenges, thus achieving the ‘smart city’ label. While the discussion on this urban development paradigm has revolved around the intensive use of technologies, the academic literature increasingly calls for shifting the focus to the people living in the cities. This paper argues that to achieve a people-centred smart city, cities should include the perspectives of all the local stakeholders. Under this assumption, this paper provides the views of the local stakeholders in a medium-sized city in Tennessee, Chattanooga. Particularly, this study explores their perceived smart city concept, the ethical standards that should guide smart city projects, the desired future projects in their community, and the barriers to implementing them. The data was collected using a combination of participatory budgeting, five focus groups, and twenty-eight interviews with city dwellers, entrepreneurs, university faculty, non-profit members, and government officials. The results suggest that, far from the image of a highly technological city, the stakeholders envision a city dedicated to improving the quality of life and environmental sustainability. Furthermore, to achieve this smart city, the projects need to be based on full transparency and the promotion of social inclusion. In contrast to the dominant trend towards the privatization of urban space, this study finds that the stakeholders prefer public based smart city projects such as ICT-based public transport services. However, its successful implementation will have to overcome the barriers caused by funding constraints, public acceptance, and political interests. Cities may use the results of this study to design more responsible smart city projects that strike an optimal point between citizen engagement and technological applications and innovations while supporting all stakeholders’ needs. Highlights Stakeholders’ opinions on smart city projects in Chattanooga were examined Chattanooga can be considered an example of a medium-sized smart city Public-based, transparent and socially inclusive projects are preferred Preferences on smart city projects varied across groups of stakeholders Including all city stakeholders’ visions can reduce social cleavages
{"title":"What do people want in a smart city? Exploring the stakeholders’ opinions, priorities and perceived barriers in a medium-sized city in the United States","authors":"Cristina Del-Real, C. Ward, Mina Sartipi","doi":"10.1080/12265934.2021.1968939","DOIUrl":"https://doi.org/10.1080/12265934.2021.1968939","url":null,"abstract":"ABSTRACT Many cities in the United States are pursuing agendas to implement ICT-based solutions to tackle urban challenges, thus achieving the ‘smart city’ label. While the discussion on this urban development paradigm has revolved around the intensive use of technologies, the academic literature increasingly calls for shifting the focus to the people living in the cities. This paper argues that to achieve a people-centred smart city, cities should include the perspectives of all the local stakeholders. Under this assumption, this paper provides the views of the local stakeholders in a medium-sized city in Tennessee, Chattanooga. Particularly, this study explores their perceived smart city concept, the ethical standards that should guide smart city projects, the desired future projects in their community, and the barriers to implementing them. The data was collected using a combination of participatory budgeting, five focus groups, and twenty-eight interviews with city dwellers, entrepreneurs, university faculty, non-profit members, and government officials. The results suggest that, far from the image of a highly technological city, the stakeholders envision a city dedicated to improving the quality of life and environmental sustainability. Furthermore, to achieve this smart city, the projects need to be based on full transparency and the promotion of social inclusion. In contrast to the dominant trend towards the privatization of urban space, this study finds that the stakeholders prefer public based smart city projects such as ICT-based public transport services. However, its successful implementation will have to overcome the barriers caused by funding constraints, public acceptance, and political interests. Cities may use the results of this study to design more responsible smart city projects that strike an optimal point between citizen engagement and technological applications and innovations while supporting all stakeholders’ needs. Highlights Stakeholders’ opinions on smart city projects in Chattanooga were examined Chattanooga can be considered an example of a medium-sized smart city Public-based, transparent and socially inclusive projects are preferred Preferences on smart city projects varied across groups of stakeholders Including all city stakeholders’ visions can reduce social cleavages","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"27 1","pages":"50 - 74"},"PeriodicalIF":2.9,"publicationDate":"2021-08-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44933180","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-07-20DOI: 10.1080/12265934.2021.1956365
Cletus Famous Nwankwo, O. G. Ossai, R. U. Ayadiuno, C. Ikeogu
ABSTRACT The interaction between urbanization and climate change and their associated impact on human society is increasingly being documented. This study concerns the relationship between urbanization and climate change vulnerability. Specifically, it investigates the spatial aspect of the relationship between climate change vulnerability and urbanization in Nigeria. The study is vital because the relationship between urbanization and climate change in Africa has remained unclear. An exploration and comprehension of country-specific relationships in Africa have remained scarce. In Nigeria, efforts to research climate change vulnerability (CCV) have not looked at its connection with urbanization. Via an integrated vulnerability assessment and based on secondary data, the paper examines the effect of urbanization on climate change vulnerability. It argues that urbanization does not significantly increase CCV in Nigeria. It shows that urbanization and CCV have a significant negative relationship in Nigeria, suggesting that more urban states have lower levels of CCV than relatively more rural states. However, it indicates that relatively more urban states in Nigeria tend to have lower sensitivity and higher adaptive capacity to climate change, but there is no clear rural-urban difference in exposure to climate change. It follows that while there is a rural-urban disparity in CCV, individual components of vulnerability may exhibit a different relationship with urbanization. Thus, it concludes that the impact of climate change is dynamic and complex. Hence, there is a need to open the urbanization-climate change nexus to a lively debate to further climate change scholarship. Thus, while taking an all-inclusive approach to addressing climate change is desirable, it is vital also to explore the impacts of individual elements that comprise vulnerability.
{"title":"Spatial dimension of climate change vulnerability and urbanization relationship in Nigeria","authors":"Cletus Famous Nwankwo, O. G. Ossai, R. U. Ayadiuno, C. Ikeogu","doi":"10.1080/12265934.2021.1956365","DOIUrl":"https://doi.org/10.1080/12265934.2021.1956365","url":null,"abstract":"ABSTRACT\u0000 The interaction between urbanization and climate change and their associated impact on human society is increasingly being documented. This study concerns the relationship between urbanization and climate change vulnerability. Specifically, it investigates the spatial aspect of the relationship between climate change vulnerability and urbanization in Nigeria. The study is vital because the relationship between urbanization and climate change in Africa has remained unclear. An exploration and comprehension of country-specific relationships in Africa have remained scarce. In Nigeria, efforts to research climate change vulnerability (CCV) have not looked at its connection with urbanization. Via an integrated vulnerability assessment and based on secondary data, the paper examines the effect of urbanization on climate change vulnerability. It argues that urbanization does not significantly increase CCV in Nigeria. It shows that urbanization and CCV have a significant negative relationship in Nigeria, suggesting that more urban states have lower levels of CCV than relatively more rural states. However, it indicates that relatively more urban states in Nigeria tend to have lower sensitivity and higher adaptive capacity to climate change, but there is no clear rural-urban difference in exposure to climate change. It follows that while there is a rural-urban disparity in CCV, individual components of vulnerability may exhibit a different relationship with urbanization. Thus, it concludes that the impact of climate change is dynamic and complex. Hence, there is a need to open the urbanization-climate change nexus to a lively debate to further climate change scholarship. Thus, while taking an all-inclusive approach to addressing climate change is desirable, it is vital also to explore the impacts of individual elements that comprise vulnerability.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"26 1","pages":"582 - 603"},"PeriodicalIF":2.9,"publicationDate":"2021-07-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/12265934.2021.1956365","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47208145","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-07-12DOI: 10.1080/12265934.2021.1951822
ABSTRACT
Using daily census block group level data from the U.S., this paper investigates the welfare costs of staying at home due to COVID-19 across socioeconomic and demographic groups. The investigation is based on an economic model of which implications suggest that the welfare costs of staying at home increase with the stay-at-home probabilities of individuals. The empirical results provide evidence for significant heterogeneity across census block groups regarding the welfare effects of staying at home. This heterogeneity is further used to obtain measures of welfare changes for different socioeconomic and demographic groups at the national level.
{"title":"Unequal welfare costs of staying at home across socioeconomic and demographic groups","authors":"","doi":"10.1080/12265934.2021.1951822","DOIUrl":"https://doi.org/10.1080/12265934.2021.1951822","url":null,"abstract":"<p><b>ABSTRACT</b></p><p>Using daily census block group level data from the U.S., this paper investigates the welfare costs of staying at home due to COVID-19 across socioeconomic and demographic groups. The investigation is based on an economic model of which implications suggest that the welfare costs of staying at home increase with the stay-at-home probabilities of individuals. The empirical results provide evidence for significant heterogeneity across census block groups regarding the welfare effects of staying at home. This heterogeneity is further used to obtain measures of welfare changes for different socioeconomic and demographic groups at the national level.</p>","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":" 2","pages":""},"PeriodicalIF":2.9,"publicationDate":"2021-07-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"138514656","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-07-03DOI: 10.1080/12265934.2021.1956715
D. Janssens, C. Joh
The COVID-19 pandemic has been (and at this moment still is) a global health crisis which impacted the life of so many of us. Not only the medical footprint of this pandemic was enormous, also its mental-health fallout will take us many more years to understand in full detail. Also the societal impacts and behavioural patterns of the post COVID-19 era are still hard to foresee. Several scholars believe that the fallout of the crisis is expected to fundamentally change business industries and customers’ needs. With this in mind, the International Journal of Urban Sciences has launched a special issue related to the behavioural change of activities and travel in response to the pandemic disease. Indeed, mobility patterns and transport are simply a derived demand, i.e. derived from activities we do, and if society is to change fundamentally, also mobility will follow this evolution without any doubt. We are proud to present to you in this special issue a selection of seven papers, which went through a rigorous blind review process, nicely illustrating the aforementioned societal and behavioural changes due to COVID-19. A summary of the different contributions is mentioned below. In a first paper, Abbas Ziafati Bafarasat conducted a meta-analysis of COVID-19 lessons to primarily characterize the application of anticontagion strategies that are situated in their contextual specifications. To guide prior preparations for future application of pandemic management strategies, this paper nicely consolidates lessons learned in implementation of situated strategies and proposes preparations at the national level for elimination, at the local/community level for suppression, and at the regional level for mitigation. After that, the paper by Muhammad Ahsanul Habib and Md Asif Hasan Anik examined the long-term impacts of COVID-19 using an integrated transport and land-use modelling system. Specific behavioural attributes of households associated with and without a COVID-19 scenario are modelled and simulated up to year 2030 within an integrated transport, land-use and energy model. Apart from the metrological and technical contributions, the results of this study will offer transport and land-use planners insights into how households’ long-term decision making may evolve in the future due to the COVID-19 crisis and help develop policies to continue focusing on the sustainability goals for communities. In a first study from the United States, Hakan Yilmazkuday investigated the welfare costs of staying at home due to COVID-19 across socio-economic and demographic groups using daily census block group level data from the U.S.A. The empirical results provide evidence for significant heterogeneity across census block groups regarding the welfare effects of staying at home. This heterogeneity is further used to obtain measures of welfare changes for different socioeconomic and demographic groups at the national level. Furthermore, in a study conducted by Jody Liu, J
{"title":"Editorial","authors":"D. Janssens, C. Joh","doi":"10.1080/12265934.2021.1956715","DOIUrl":"https://doi.org/10.1080/12265934.2021.1956715","url":null,"abstract":"The COVID-19 pandemic has been (and at this moment still is) a global health crisis which impacted the life of so many of us. Not only the medical footprint of this pandemic was enormous, also its mental-health fallout will take us many more years to understand in full detail. Also the societal impacts and behavioural patterns of the post COVID-19 era are still hard to foresee. Several scholars believe that the fallout of the crisis is expected to fundamentally change business industries and customers’ needs. With this in mind, the International Journal of Urban Sciences has launched a special issue related to the behavioural change of activities and travel in response to the pandemic disease. Indeed, mobility patterns and transport are simply a derived demand, i.e. derived from activities we do, and if society is to change fundamentally, also mobility will follow this evolution without any doubt. We are proud to present to you in this special issue a selection of seven papers, which went through a rigorous blind review process, nicely illustrating the aforementioned societal and behavioural changes due to COVID-19. A summary of the different contributions is mentioned below. In a first paper, Abbas Ziafati Bafarasat conducted a meta-analysis of COVID-19 lessons to primarily characterize the application of anticontagion strategies that are situated in their contextual specifications. To guide prior preparations for future application of pandemic management strategies, this paper nicely consolidates lessons learned in implementation of situated strategies and proposes preparations at the national level for elimination, at the local/community level for suppression, and at the regional level for mitigation. After that, the paper by Muhammad Ahsanul Habib and Md Asif Hasan Anik examined the long-term impacts of COVID-19 using an integrated transport and land-use modelling system. Specific behavioural attributes of households associated with and without a COVID-19 scenario are modelled and simulated up to year 2030 within an integrated transport, land-use and energy model. Apart from the metrological and technical contributions, the results of this study will offer transport and land-use planners insights into how households’ long-term decision making may evolve in the future due to the COVID-19 crisis and help develop policies to continue focusing on the sustainability goals for communities. In a first study from the United States, Hakan Yilmazkuday investigated the welfare costs of staying at home due to COVID-19 across socio-economic and demographic groups using daily census block group level data from the U.S.A. The empirical results provide evidence for significant heterogeneity across census block groups regarding the welfare effects of staying at home. This heterogeneity is further used to obtain measures of welfare changes for different socioeconomic and demographic groups at the national level. Furthermore, in a study conducted by Jody Liu, J","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"25 1","pages":"297 - 298"},"PeriodicalIF":2.9,"publicationDate":"2021-07-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/12265934.2021.1956715","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46035027","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-07-03DOI: 10.1080/12265934.2021.1951821
M. A. Habib, Md Asif Hasan Anik
ABSTRACT This paper investigates the long-term impacts of COVID-19 on transport and land-use systems through understanding changes in households’ long-term choices, such as residential location choice, travel tool ownership and type choice. For that, it first develops two possible scenarios, which are, (i) without COVID-19 pandemic, (ii) with COVID-19 pandemic. Specific behavioural attributes of households associated with each scenario are modelled and simulated up to the year 2030 within an integrated transport, land-use and energy (iTLE) model. iTLE is an agent-based microsimulation model developed for Nova Scotia, Canada. Results show that, if COVID-19 persists, most people who do not own a car will continue restraining themselves from purchasing one up to the year 2027. Most households having heads aged between 30 and 75 years and a yearly income above $100,000 will purchase new vehicles in year 2022, making the vehicle purchase rate doubled in the province. In terms of vehicle type choice decision, the use of SUVs will increase by 25% and 27% by 2025 and 2030, respectively, compared to year 2020. The pandemic will cause a 0%–74% increase in vehicle ownership in suburban areas by 2030. Additionally, the ability to ‘work from home’ and online school facilities may influence people to live further away from downtown. The results of this study will offer transport and land-use planners insights into how households’ long-term decision making may evolve in the future due to the COVID-19 crisis and help develop policies to continue focusing on the sustainability goals for communities.
{"title":"Examining the long term impacts of COVID-19 using an integrated transport and land-use modelling system","authors":"M. A. Habib, Md Asif Hasan Anik","doi":"10.1080/12265934.2021.1951821","DOIUrl":"https://doi.org/10.1080/12265934.2021.1951821","url":null,"abstract":"ABSTRACT\u0000 This paper investigates the long-term impacts of COVID-19 on transport and land-use systems through understanding changes in households’ long-term choices, such as residential location choice, travel tool ownership and type choice. For that, it first develops two possible scenarios, which are, (i) without COVID-19 pandemic, (ii) with COVID-19 pandemic. Specific behavioural attributes of households associated with each scenario are modelled and simulated up to the year 2030 within an integrated transport, land-use and energy (iTLE) model. iTLE is an agent-based microsimulation model developed for Nova Scotia, Canada. Results show that, if COVID-19 persists, most people who do not own a car will continue restraining themselves from purchasing one up to the year 2027. Most households having heads aged between 30 and 75 years and a yearly income above $100,000 will purchase new vehicles in year 2022, making the vehicle purchase rate doubled in the province. In terms of vehicle type choice decision, the use of SUVs will increase by 25% and 27% by 2025 and 2030, respectively, compared to year 2020. The pandemic will cause a 0%–74% increase in vehicle ownership in suburban areas by 2030. Additionally, the ability to ‘work from home’ and online school facilities may influence people to live further away from downtown. The results of this study will offer transport and land-use planners insights into how households’ long-term decision making may evolve in the future due to the COVID-19 crisis and help develop policies to continue focusing on the sustainability goals for communities.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"25 1","pages":"323 - 346"},"PeriodicalIF":2.9,"publicationDate":"2021-07-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/12265934.2021.1951821","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43412813","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-07-03DOI: 10.1080/12265934.2021.1952890
Jody Liu, James J. Gross, J. Ha
ABSTRACT With recent research identifying mobility restrictions for alleviating the spread of COVID-19, governments have implemented stay-at-home measures, which in turn produced significant changes in people's travel behaviours. Despite these orders, however, people still have to make trips for work or to acquire essential goods. To better understand how these necessary trips influenced changes in individual mobility due to the pandemic, this study focused on the relationship between trip frequency and distance to median incomes, as well as between trip frequency and distance to supermarket density. We made use of the University of Maryland COVID-19 Impact Analysis Platform as our primary source for GPS travel data to study mobility changes at the county-level across the U.S.A. Results showed that trip frequency and distance were significantly different before the outbreak of COVID-19 and during three peak periods of COVID-19 infection. Specifically, we found the reduction of both frequency and distance of trips is negatively correlated to both median income and supermarket density. Thus we conclude that individual choice in adherence to staying-at-home is less dependent on the lockdown measures and more influenced by financial capacity and access to necessary goods and services. These findings could help inform policy development and programmatic responses to help people reduce their mobility. For example, government authorities might consider monthly stimulus or other financial support programs that would allow people greater access to delivery services. In the future, urban planners and policymakers should address the root causes that lead to such economic disparities and food insecurities, in order to build resilience in the face of possible future pandemics.
{"title":"Is travel behaviour an equity issue? Using GPS location data to assess the effects of income and supermarket availability on travel reduction during the COVID-19 pandemic","authors":"Jody Liu, James J. Gross, J. Ha","doi":"10.1080/12265934.2021.1952890","DOIUrl":"https://doi.org/10.1080/12265934.2021.1952890","url":null,"abstract":"ABSTRACT With recent research identifying mobility restrictions for alleviating the spread of COVID-19, governments have implemented stay-at-home measures, which in turn produced significant changes in people's travel behaviours. Despite these orders, however, people still have to make trips for work or to acquire essential goods. To better understand how these necessary trips influenced changes in individual mobility due to the pandemic, this study focused on the relationship between trip frequency and distance to median incomes, as well as between trip frequency and distance to supermarket density. We made use of the University of Maryland COVID-19 Impact Analysis Platform as our primary source for GPS travel data to study mobility changes at the county-level across the U.S.A. Results showed that trip frequency and distance were significantly different before the outbreak of COVID-19 and during three peak periods of COVID-19 infection. Specifically, we found the reduction of both frequency and distance of trips is negatively correlated to both median income and supermarket density. Thus we conclude that individual choice in adherence to staying-at-home is less dependent on the lockdown measures and more influenced by financial capacity and access to necessary goods and services. These findings could help inform policy development and programmatic responses to help people reduce their mobility. For example, government authorities might consider monthly stimulus or other financial support programs that would allow people greater access to delivery services. In the future, urban planners and policymakers should address the root causes that lead to such economic disparities and food insecurities, in order to build resilience in the face of possible future pandemics.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"25 1","pages":"366 - 385"},"PeriodicalIF":2.9,"publicationDate":"2021-07-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/12265934.2021.1952890","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46216758","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-07-03DOI: 10.1080/12265934.2021.1936136
Abbas Ziafati Bafarasat
ABSTRACT Development of the COVID-19 vaccines has been creating a lot of hope for an ultimate return to normality, but returning to normality as we had before would mean we will continue to ignore life-ravaging lessons, as we did for severe acute respiratory syndrome, Ebola, and Middle East respiratory syndrome. This meta-synthesis of COVID-19 lessons charts sustainable pandemic management in terms of choosing strategies that are situated in their contextual specifications and beginning preparations for future application of such strategies from now. To guide selection of a situated strategy, the paper provides a comprehensive list of epidemiological determinants (e.g. communicativeness, poverty, supply chain, density, wind, remoteness); consolidates knowledge about strategies of elimination, suppression and mitigation; and proposes a quantified SWOT analysis of epidemiological determinants that produces coordinates for strategy identification in a Cartesian plane divided into twelve strategy quarters. To guide prior preparations for future application of pandemic management strategies, the paper consolidates lessons learned in implementation of situated strategies and proposes preparations at the national level for elimination, at the local/community level for suppression, and at the regional level for mitigation. Highlights Lessons of COVID-19 (coronavirus) chart sustainable management of future pandemics Epidemiological determinants and their mechanisms of impact are listed Knowledge about elimination, suppression and mitigation strategies is consolidated A quantified SWOT and Cartesian plane enable selecting context-specific strategies Preparations for future elimination, suppression and mitigation are listed
{"title":"Meta-synthesis of COVID-19 lessons: charting sustainable management of future pandemics","authors":"Abbas Ziafati Bafarasat","doi":"10.1080/12265934.2021.1936136","DOIUrl":"https://doi.org/10.1080/12265934.2021.1936136","url":null,"abstract":"ABSTRACT Development of the COVID-19 vaccines has been creating a lot of hope for an ultimate return to normality, but returning to normality as we had before would mean we will continue to ignore life-ravaging lessons, as we did for severe acute respiratory syndrome, Ebola, and Middle East respiratory syndrome. This meta-synthesis of COVID-19 lessons charts sustainable pandemic management in terms of choosing strategies that are situated in their contextual specifications and beginning preparations for future application of such strategies from now. To guide selection of a situated strategy, the paper provides a comprehensive list of epidemiological determinants (e.g. communicativeness, poverty, supply chain, density, wind, remoteness); consolidates knowledge about strategies of elimination, suppression and mitigation; and proposes a quantified SWOT analysis of epidemiological determinants that produces coordinates for strategy identification in a Cartesian plane divided into twelve strategy quarters. To guide prior preparations for future application of pandemic management strategies, the paper consolidates lessons learned in implementation of situated strategies and proposes preparations at the national level for elimination, at the local/community level for suppression, and at the regional level for mitigation. Highlights Lessons of COVID-19 (coronavirus) chart sustainable management of future pandemics Epidemiological determinants and their mechanisms of impact are listed Knowledge about elimination, suppression and mitigation strategies is consolidated A quantified SWOT and Cartesian plane enable selecting context-specific strategies Preparations for future elimination, suppression and mitigation are listed","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"25 1","pages":"299 - 322"},"PeriodicalIF":2.9,"publicationDate":"2021-07-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/12265934.2021.1936136","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45816293","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-07-03DOI: 10.1080/12265934.2021.1951823
M. Kim, Jiwon Lee, T. Gim
ABSTRACT The severe acute respiratory syndrome coronavirus 2 (SARS-CoV-2) pandemic is believed to have substantially changed travel mode choices. While current urban transit policies and plans aim at higher public transit ridership, the negative perception that transit is unsafe increases in line with the spread of Coronavirus Disease 2019 (COVID-19) because of its higher risk in cases in which so-called 3C conditions are met: crowded areas, close-contact settings, and closed places. Thus, this study empirically examines how the perception of urban spaces changed by COVID-19 and how it influenced the choice of travel modes, accordingly, in the Seoul Metropolitan Area, South Korea. A structural equation model presents that changes in individual cognition and positive perception of policy changes during COVID-19 changes their perception of multi-use facilities negatively compared to before the COVID-19 outbreak. The negative perception is found to result in changes in travel mode choices by decreasing public transit ridership. Analytical findings show that intrinsic utility (i.e. risk perception) is revealed as a major determinant to understand travel mode choice. Also, in relation to the limitations of the current metropolitan transit system, the findings provide policy implications in the aspect of preventive measures and promoting micro-mobility for post-COVID-19 transit. Highlights The behavioural change under the pandemic is caused by fear of infection. Risk perception on public transit is affected negatively due to COVID-19. The increased risk perception leads to a reduction in public transit use. Risk perception is a major determinant to understand travel mode choice. Promoting micro-mobility will enhance the city's resilience during a pandemic.
{"title":"How did travel mode choices change according to Coronavirus Disease 2019? Lessons from Seoul, South Korea","authors":"M. Kim, Jiwon Lee, T. Gim","doi":"10.1080/12265934.2021.1951823","DOIUrl":"https://doi.org/10.1080/12265934.2021.1951823","url":null,"abstract":"ABSTRACT The severe acute respiratory syndrome coronavirus 2 (SARS-CoV-2) pandemic is believed to have substantially changed travel mode choices. While current urban transit policies and plans aim at higher public transit ridership, the negative perception that transit is unsafe increases in line with the spread of Coronavirus Disease 2019 (COVID-19) because of its higher risk in cases in which so-called 3C conditions are met: crowded areas, close-contact settings, and closed places. Thus, this study empirically examines how the perception of urban spaces changed by COVID-19 and how it influenced the choice of travel modes, accordingly, in the Seoul Metropolitan Area, South Korea. A structural equation model presents that changes in individual cognition and positive perception of policy changes during COVID-19 changes their perception of multi-use facilities negatively compared to before the COVID-19 outbreak. The negative perception is found to result in changes in travel mode choices by decreasing public transit ridership. Analytical findings show that intrinsic utility (i.e. risk perception) is revealed as a major determinant to understand travel mode choice. Also, in relation to the limitations of the current metropolitan transit system, the findings provide policy implications in the aspect of preventive measures and promoting micro-mobility for post-COVID-19 transit. Highlights The behavioural change under the pandemic is caused by fear of infection. Risk perception on public transit is affected negatively due to COVID-19. The increased risk perception leads to a reduction in public transit use. Risk perception is a major determinant to understand travel mode choice. Promoting micro-mobility will enhance the city's resilience during a pandemic.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"902 ","pages":"437 - 454"},"PeriodicalIF":2.9,"publicationDate":"2021-07-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/12265934.2021.1951823","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41310053","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-06-30DOI: 10.1080/12265934.2021.1946418
Youngbin Lym, Seunghoon Kim, Zhenhua Chen
ABSTRACT This study investigates the influence of different levels of urbanization, built environment, and socio-demographic features on the frequency of vehicle crashes associated with distracted driving (DD). Through a multi-state comparison, the statistical linkage between the frequency of crashes related to DD and the influential factors was examined using county-level data for the period 2013-2017 in six states in the U.S. The results show that the frequency (relative risk) of crashes caused by DD tends to be higher in certain built environments, such as areas with high population density, whereas it is relatively lower on freeways and areas of a high level of traffic intensity. In addition, the influence of contributing factors such as urbanicity and age cohorts on the relative risks of crashes appears to vary among different states as well as severity levels. Such a discrepancy may reflect differences in driving behaviours and levels of urbanization across states. These findings provide important policy implications for transportation planners and decision-makers to customize targeted policy considerations to improve transportation safety and public health in response to distracted driving. Highlights The effect of urbanicity on the risk of distraction-affected crashes was examined. Six states in the U.S. were considered for comparison. The influence of built environment reveals state-specific variability. The risks of distracted driving-related crashes differ across age cohorts. The study addresses several policy implications to improve transportation safety.
{"title":"The influence of urbanicity and built environment on the frequency of distracted driving-related crashes: a multi-state comparison","authors":"Youngbin Lym, Seunghoon Kim, Zhenhua Chen","doi":"10.1080/12265934.2021.1946418","DOIUrl":"https://doi.org/10.1080/12265934.2021.1946418","url":null,"abstract":"ABSTRACT This study investigates the influence of different levels of urbanization, built environment, and socio-demographic features on the frequency of vehicle crashes associated with distracted driving (DD). Through a multi-state comparison, the statistical linkage between the frequency of crashes related to DD and the influential factors was examined using county-level data for the period 2013-2017 in six states in the U.S. The results show that the frequency (relative risk) of crashes caused by DD tends to be higher in certain built environments, such as areas with high population density, whereas it is relatively lower on freeways and areas of a high level of traffic intensity. In addition, the influence of contributing factors such as urbanicity and age cohorts on the relative risks of crashes appears to vary among different states as well as severity levels. Such a discrepancy may reflect differences in driving behaviours and levels of urbanization across states. These findings provide important policy implications for transportation planners and decision-makers to customize targeted policy considerations to improve transportation safety and public health in response to distracted driving. Highlights The effect of urbanicity on the risk of distraction-affected crashes was examined. Six states in the U.S. were considered for comparison. The influence of built environment reveals state-specific variability. The risks of distracted driving-related crashes differ across age cohorts. The study addresses several policy implications to improve transportation safety.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"26 1","pages":"185 - 212"},"PeriodicalIF":2.9,"publicationDate":"2021-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/12265934.2021.1946418","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47594231","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-06-21DOI: 10.1080/12265934.2021.1942165
S. Tripathi, E. Kutsenko, V. Boos
ABSTRACT The present paper assesses the impact of general urbanization and urbanization patterns (the number of cities of a certain size in the region) on different phases of the regional innovation process: knowledge creation, implementation, and production of innovation production. Knowledge creation is measured by patent statistics, knowledge implementation – by the share of innovative organizations, innovation production – by the volume of innovation production produced by industrial organizations. We apply the dynamic panel data model technique by using data from the period of 1998 to 2016. Our results suggest that general urbanization has a positive influence on every stage of the innovation process, while the impact of different urbanization patterns varies depending on its stage. Million plus cities affect knowledge creation in the region but have no considerable impact on knowledge implementation and innovation production. At the same time, the presence of cities with a population from 0.5 million to 1 million people in the region positively influences more mature stages of the innovation process: knowledge implementation and manufacturing of innovation production. So far as the effective innovation development demands complete innovation cycle, not only million plus cities should be considered as the main drivers of innovation, but cities of lower size (at least with population from 0.5 million to 1 million people) as well should attend the innovation agenda.
{"title":"How different patterns of urbanization affect regional innovation? Evidence from Russia","authors":"S. Tripathi, E. Kutsenko, V. Boos","doi":"10.1080/12265934.2021.1942165","DOIUrl":"https://doi.org/10.1080/12265934.2021.1942165","url":null,"abstract":"ABSTRACT The present paper assesses the impact of general urbanization and urbanization patterns (the number of cities of a certain size in the region) on different phases of the regional innovation process: knowledge creation, implementation, and production of innovation production. Knowledge creation is measured by patent statistics, knowledge implementation – by the share of innovative organizations, innovation production – by the volume of innovation production produced by industrial organizations. We apply the dynamic panel data model technique by using data from the period of 1998 to 2016. Our results suggest that general urbanization has a positive influence on every stage of the innovation process, while the impact of different urbanization patterns varies depending on its stage. Million plus cities affect knowledge creation in the region but have no considerable impact on knowledge implementation and innovation production. At the same time, the presence of cities with a population from 0.5 million to 1 million people in the region positively influences more mature stages of the innovation process: knowledge implementation and manufacturing of innovation production. So far as the effective innovation development demands complete innovation cycle, not only million plus cities should be considered as the main drivers of innovation, but cities of lower size (at least with population from 0.5 million to 1 million people) as well should attend the innovation agenda.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"26 1","pages":"213 - 243"},"PeriodicalIF":2.9,"publicationDate":"2021-06-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/12265934.2021.1942165","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46436238","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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