@2024 Afarand., IRAN
ISSN: 2538-4384 Geographical Researches 2021;36(2):161-171
ISSN: 2538-4384 Geographical Researches 2021;36(2):161-171
Transportation Indicators Assessment in Iran's Metropolises
ARTICLE INFO
Article Type
Original ResearchAuthors
Akbari M. (*1)(*1) Department of Geography and Urban Planning, Faculty of Literature and Humanities, Yasuj University, Yasuj, Iran
Correspondence
Address: Department of Geography and Urban Planning, Faculty of Literature and Humanities, Yasuj University, Yasuj, Iran. Postal Code: 7591775955Phone: +98 (74)3100000
Fax: +98 (74)3100000
mahmoodakbari91@yahoo.com
Article History
Received: December 14, 2020Accepted: January 14, 2021
ePublished: June 16, 2021
BRIEF TEXT
Iran's metropolises encounter various problems and urban transportation is one of the most struggling ones.
Urban transportation is one of the essential means of urban management [Hajduk, 2016]. Aljoufie et al. (2011) believe that transportation and urban development are directly relevant to each other. Hidalgo & Huizeenga (2013) mention that transportation plays a vital role in the economic and social development of Latin American cities. Although public transportation is of greater importance, cars and motorcycles ownership is included. Cooks & Behrens (2017) concluded that there is a significant relationship between population distribution, land-uses combination, and public transportation potentials. Stable public transportation prevents social deprivation, crowdedness, and air pollution [Hajduk, 2016]. Stable transportation is one of the necessities of smart cities. The movements of resources, people, and goods lead to local and international welfare [Bamweisigye & Hlavackova, 2019].
This study aimed to analyze various indicators of transportation in Iran's metropolises.
This is an analytical study.
The current research is carried out in all 10 of Iran's formal metropolises including Tehran, Mashhad, Isfahan, Shiraz, Qom, Kermanshah, Rasht, Hamedan, Zahedan, and Kerman in 2019.
The data about all metropolises were collected from Tehran statistical yearbook.
EDAS multi-criteria decision-making technique was used for the analysis.
When the indicators and the options were selected, indicators' weights were calculated using the entropy model. The aim was to evaluate the transportation situation of 10 metropolises in Iran according to 18 transportation indicators. All indicators are positive and the higher scores are more suitable. The solution average is calculated for each indicator that is shown in Table 2. Using the functions, positive distance from average (PDA) and negative distance from average (NDA) were calculated. As all indicators were positive function 3 was used. Table 3 shows the positive distance of transportation indicators from average and table 4 shows the negative distance from average in Iran's metropolises in 2019. Function 3) Table 5 shows the weight of Transportation indicators in Iran metropolises in 2019 using the entropy model. The fifth step of the EDAS model is to calculate normal SP and SN. Table 6 shows the normal amount of transportation indicators in Iran's metropolises in 2019. The final score of the options is calculated using the following equation and is shown in Table 6. 〖AS〗_i=1/2 (〖NSP〗_i+〖NSN〗_i) According to Table 6 and Graph 2, the biggest NSpi belongs to Tehran. NSni is equal to one in Tehran, Mashhad, Isfahan and Shiraz, while it is equal to zero in Qom, Kermanshah, Rasht, Hamedan, Zahedan, and Kerman. According to table 6 and Graph 3, the biggest amount of Asi belongs to Tehran and its smallest amount belongs to Zahedan. Figure 1 shows Iran's metropolises zoning in terms of transportation indicators in 2019.
The results of the current study are consistent with the results of Aljoufie et al. (2011). They believe that transportation and urban development are highly relevant. Their study shows that population growth increases urban movements. Bertolini (2012) approves the results of the current study. He concluded that there is a significant relationship between transportation infrastructures improvement, population growth and spatial growth. Approximately 10% of Iran's population live in Tehran and this population concentration has led to the enhancement of various services particularly transportation in Tehran. However, despite the enhancement of transportation indicators in Tehran, this city still encounters various transportation problems.
There is no suggestion reported.
There is no limitation reported.
Spatial distribution of the transportation indicators made the managers and urban planners in trouble. Except for Tehran, other metropolises are not in good condition in terms of transportation indicators.
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TABLES and CHARTS
Show attach fileCITIATION LINKS
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[20]Velazquez L, Munguia N, Will M, Zavala A, Verdugo SP, Delakowitz B, Giannetti B (2015). Sustainable transportation strategies for decoupling road vehicle transport and carbon dioxide emissions. Management of Environmental Quality: An International Journal. 26(3):373-388.
[21]Yu Nannan, De Jong M, Storm S, Mi Jianing (2012). Transport infrastructure, spatial clusters and Regional economic growth in China. Transport Reviews. 32(1):3-28.
[2]Badassa BB, Sun B, Qiao L (2020). Sustainable transport infrastructure and economic returns: A Bibliometric and Visualization analysis. Sustainability. 12(5):1-24.
[3]Bamwesigye D, Hlavackova P (2019). Analysis of sustainable transport for smart cities. Sustainability. 11(7):1-20.
[4]Baum-Snow N (2007). Did highways cause suburbanization? The Quarterly Journal of Economics. 122(2):775-805.
[5]Bertolini L (2012). Integrating mobility and urban development agendas: a manifesto. DisP–The Planning Review. 48(1):16–26.
[6]Cooke S, Behrens R (2017). Correlation or cause? The limitations of population density as an indicator for public transport viability in the context of a rapidly growing developing city. Transportation Research Procedia. 25:3003–3016.
[7]Costa Á, Fernandes R (2012). Urban public transport in Europe: Technology diffusion and market organization. Transportation Research Part A. 46(2):269–284.
[8]Dingil AE, Schweizer J, Rupi F, Stasiskiene Z (2018). Transport indicator analysis and comparison of 151 urban areas, based on open source data. European Transport Research Review. 10(58):1-9.
[9]Griškevičiūtė-Gečienė A, Griškevičienė D (2016). The influence of transport infrastructure development on sustainable living environment in Lithuania. Procedia Engineering. 134:215–223.
[10]Harriet T, Poku K, Kwabena Emmanuel A (2013). An assessment of traffic congestion and its effect on productivity in urban Ghana. International Journal of Business and Social Science. 4(3):225-234.
[11]Hajduk S (2016). Assessment of urban transport – A comparative analysis of selected cities by taxonomic methods. Economics and Management. 8(4):67-74.
[12]Vernon Henderson J (2010). Cities and development. Journal of Regional Science. 50(1):515-540.
[13]Hidalgo D, Huizenga C (2013). Implementation of sustainable urban transport in Latin America. Research in Transportation Economics. 40 (1):66-77.
[14]Keshavarz Ghorabaee M, Zavadskas EK, Olfat L, Turskis Z (2015). Multi-Criteria inventory classification using a new method of evaluation based on distance from average Solution (EDAS). Informatica. 26(3):435-451.
[15]Lu, I. J. Lewis, C. Lin, SJ (2009). The forecast of motor vehicle, energy demand and CO2 emission from Taiwan, road transportation Sector. Energy policy. 37(8):2952-2961.
[16]Lu, I. J. Lewis, C. Lin, SJ (2009). The forecast of motor vehicle, energy demand and CO2 emission from Taiwan, road transportation Sector. Energy policy. 37(8):2952-2961.
[17]Miller H, Witlox F, Tribby C (2013). Developing context-sensitive livability indicators for transportation planning: A measurement framework. Journal of Transport Geography. 26:51-64.
[18]Tehran Statistical Yearbook (2019). Publications of the Tehran municipality information and communication organization. 1st ed. Tehran. [Persian]
[19]Thynell M, Mohan D, Tiwari G (2010). Sustainable transport and the modernisation of urban transport in Delhi and Stockholm. Cities. 27(6):421–429.
[20]Velazquez L, Munguia N, Will M, Zavala A, Verdugo SP, Delakowitz B, Giannetti B (2015). Sustainable transportation strategies for decoupling road vehicle transport and carbon dioxide emissions. Management of Environmental Quality: An International Journal. 26(3):373-388.
[21]Yu Nannan, De Jong M, Storm S, Mi Jianing (2012). Transport infrastructure, spatial clusters and Regional economic growth in China. Transport Reviews. 32(1):3-28.