Spatial model of travel production in the central functional core of Kerman

Subject Areas :

mustafa mohammadi deh cheshme ¹ , Moslem GHASEMI ²

1 - Urban Planning Group, Faculty of Literature and Humanities, Shahid Chamran University OF, Ahvaz, AHVAZ, Iran
2 - PhD student in Geography and Urban Planning, Yazd University, Yazd, Iran

Received: 2021-04-24 Accepted : 2021-12-09 Published : 2023-11-22

Keywords: Functional core", " travel demand", " business travel goals", " GIS", " central area of Kerman,

Abstract :

Introduction
Improving land use pattern and efficient location of activities has been considered as one of the effective ways to reduce the production of intra-city travel, so that the decision regarding whether or not to travel is based on many socio-economic factors and conditions. Land use distribution is affected.
Methods
The aim of the research is to spatially measure the production of intra-city travel in the functional area. The research method is analytical-descriptive using GIS software.
Results
The results show that the highest number of business trips belongs to District 8 with %5.06 and the lowest to District 18 with %1.09, the highest fixed and fluid population density is due to business trips in District 42 and the lowest to District 7 and also based on the transportation indicators of the area, the highest parking shortage belongs to traffic area 8 with %17.29 and the lowest belongs to traffic area 42 with %0.97 and the highest rate of accidents belongs to traffic area 8 with / %84. 4 and the lowest belongs to area 18 with %0.65. It should be noted that the highest vehicle absorption belongs to traffic area 8 with %4.84 and the lowest belongs to area 18 with %0.65 belongs to. As a result, it can be said that among the studied areas in the central part of Kerman, District 8 has the highest and traffic area 18 has the lowest based on population density, business trips, lack of parking, accidents and vehicle recruitment.
Conclusion
In the approach based on the production of internal travel in functional areas, a four-stage model is considered as a common model for forecasting travel demand, which always lacks valid representatives of the basic behavior of travel. According to McNally, travel-based approaches do not reflect the time constraints and dependencies of activity planning; he actually considers activities as the basis for the production of intercity travel .
Extended Abstract
 
Introduction
One of the problems of widening the passages or building new streets, especially in the dense fabric of the city, is the high price of the opposing properties, which drastically increases the cost of traffic plans; Therefore, the main solution to open the city traffic junction is to create underground passages. However, the construction of such passages in Kerman is not an easy task, because the rising level of groundwater in the city of Kerman has made it difficult to build underground passages. Therefore, in the present study, in order to achieve the purpose of the research, we try to measure the production of intra-city travel in the functional area of the central area of Kerman, which has been determined among the different travel priorities.
Methodology
The present study is applied in terms of purpose and in terms of method is a combination of documentary and survey methods that using travel generation models and by estimating descriptive variables, the volume of daily trips generated from / to four traffic areas in the functional zone. The central area of Kerman is predicted. Then, using GIS software, the distributed business trips of the year under study are distributed in the form of a map. Therefore, the tools in the research method are Arc Map and Global Maper software to take images and convert them to output in the form of scatter maps and graphs.
Results and discussion
Population density in each urban area, existing uses and the amount of demand of people in each urban area, car and pedestrian crossing infrastructure, and the shape and quality of streets in each urban area are the main factors determining the production of internal travel in the functional areas of that area. Are. The population density in the city of Kerman is about 46 people per hectare, which according to the current statistics of the country is about one half of the average density of Iranian cities (100) people per hectare. Although the population density of Kerman is low, but in different parts of the city is not uniform and has a high dispersion, so that residential areas in the old part of the city (central area of Kerman) are almost uninhabited, while developed areas and New residential areas around the city, some of which are located a few kilometers from the city center, have a high population density.
Conclusion
Among the traffic areas in the central area of Kerman, traffic areas 42 and 20 located in area one of Kerman city, which both include the historical context and the city market area, have the highest number of households and resident employees. Among the traffic areas in the central area of Kerman, the highest number of households belongs to the traffic area 42 with 1641 people and the lowest belongs to the traffic area 7 with 329 people. Areas 6, 7, 8, 16, 17, 18, 19, 20 and 42 in the central part of Kerman attract more business trips than their neighboring areas and also a considerable volume of business trips in Kerman have been attracted to these areas. Traffic areas 6, 7, 8, 16, 17, 18, 19, 20 and 42 have a significant amount of lack of parking in Kerman.

References:

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