The Status of Urban and Suburban Sprawl in Egypt and Iran

By Amr Ah. Gouda, Maryamsadat Hosseini, and Houshmand E. Masoumi

The circumstances of urban sprawl in the Middle Eastern cities have been basically examined; now we are aware of the existence of a crawling sprawl in the growth pattern of the region’s cities. Nevertheless, the extent and the causes of this phenomenon have not yet been clearly explained. Thus, two questions are still unanswered: (1) to what extent are the Middle Eastern cities sprawled?, (2) what are the main drivers of sprawl in the Middle East? This paper brings together several evidences from international and the national languages to provide explanation to the above. The findings show that urban and suburban sprawl is an inclusive pattern seen in a wide variety of city sizes, planning concepts, times, etc. Sprawl is not limited to large metropolitan areas; mid-sized and small cities of the region are also sprawling. Furthermore, administrative and planning reasons are the strongest causes of urban sprawl in the region.

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More about urban planning in the Middle East:

A REGIONAL ANALYSIS OF URBAN POPULATION AND TRANSPORT ENERGY CONSUMPTION

Urban Sprawl Pattern Recognition Using Remote Sensing and GIS – Case Study Shiraz City, Iran

TRADITIONAL SHOPPING: A Syntactic Comparison of Commercial Spaces in Iran and Turkey

URBAN SPRAWL IN MID-SIZED CITIES OF MENA, EVIDENCE FROM YAZD AND KASHAN IN CENTRAL IRAN

A THEORETICAL APPROACH TO CAPABILITIES OF THE TRADITIONAL URBAN FORM IN PROMOTING SUSTAINABLE TRANSPORTATION

Residential Self-Selection and Its Effects on Urban Commute Travels in Iranian Cities Compared to US, UK, and Germany

MODELING THE TRAVEL BEHAVIOR IMPACTS OF MICRO-SCALE LAND USE AND SOCIO-ECONOMIC FACTORS

Bicycling as a Way of Life: A Comparative Case Study of Bicycle Culture in Portland, OR and Amsterdam

By Peter Pelzer,

Over the last decade, bicycling has found itself a place on both the policy and academic agenda. The bike is becoming an important part of urban transportation and life. Most academic research focuses either on determinants of bicycle use or emphasises bicycling as a cultural phenomenon. This paper attempts to bridge these two strands by arguing that ‘bicycle culture’ consists of both a material and a socially constructed dimension. This notion is explored empirically in a comparative case study of Amsterdam and Portland, OR. It concludes with some of the underlying mechanisms in which material and discursive factors interact and states that both policy makers and academics should be sensitive to their respective geohistorical context.

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More about bicycle planning:

Walking, Cycling, and Obesity Rates in Europe, North America, and Australia

Bike-sharing arrives in New York City via Citi Bike

TOWARDS A SUSTAINABLE URBAN TRANSPORT SYSTEM: PLANNING FOR NON-MOTORIZED VEHICLES IN CITIES

China’s Hangzhou Public Bicycle: Understanding Early Adoption and Behavioral Response to Bikesharing

Chinese bike-sharing dwarfs US and European programs

TOWARDS A SUSTAINABLE URBAN TRANSPORT SYSTEM: PLANNING FOR NON-MOTORIZED VEHICLES IN CITIES

By Geetam Tiwari

A sustainable transport system must meet the mobility and accessibility needs of people by providing safe and environmentally friendly modes of transportation. This is a complex and difficult task in the mega-cities of developing countries because the needs of people belonging to various income groups are not only different, but also often conflicting in nature. For example, if a large section of the population cannot afford to use motorized transport – private vehicles or public buses – they have to either walk to their place of work or use bicycles. Providing a safe infrastructure for cyclists and pedestrians means either physically segregating road space for cyclists and pedestrians from motorized traffic, or, if that is not possible, reducing the speed of motorized traffic. Both measures imply restricting the mobility of car users to ensure the mobility of bicycle users.
In this paper we show that pedestrians, cyclists and non-motorized rickshaws are the most critical elements in mixed traffic. If infrastructure design does not meet the requirements of these three all modes of transport operate in sub-optimal conditions. It is possible to redesign existing roads to provide a safe and convenient environment for non-motorized modes of transport. This also results in the improved efficiency of public transport vehicles and an enhanced capacity of the transport corridor when measured in number of passengers per hour per lane.

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more about urban sustainable transportation:

Walking, Cycling, and Obesity Rates in Europe, North America, and Australia

Systematic Review of Active Commuting to School and Children’s Physical Activity and Weight

Active transport to school and the risk of obesity

An Analysis of Car Ownership in Latin American Cities: a Perspective for Future Research

Bike-sharing arrives in New York City via Citi Bike

Challenges of urban transport in developing countries- a summary

Walking, Cycling, and Obesity Rates in Europe, North America, and Australia

By David R. Bassett, Jr., John Pucher, Ralph Buehler, Dixie L. Thompson, and Scott E. Crouter

Purpose: This study was designed to examine the relationship between active transportation (defined as the percentage of trips taken by walking, bicycling, and public transit) and obesity rates (BMI ≥ 30 kg · m−2) in different countries. Methods: National surveys of travel behavior and health indicators in Europe, North America, and Australia were used in this study; the surveys were conducted in 1994 to 2006. In some cases raw data were obtained from national or federal agencies and then analyzed, and in other cases summary data were obtained from published reports. Results: Countries with the highest levels of active transportation generally had the lowest obesity rates. Europeans walked more than United States residents (382 versus 140 km per person per year) and bicycled more (188 versus 40 km per person per year) in 2000. Discussion: Walking and bicycling are far more common in European countries than in the United States, Australia, and Canada. Active transportation is inversely related to obesity in these countries. Although the results do not prove causality, they suggest that active transportation could be one of the factors that explain international differences in obesity rates.

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more about active transportation:

Active transport to school and the risk of obesity

Systematic Review of Active Commuting to School and Children’s Physical Activity and Weight

Societal trends, mobility behaviour and sustainable transport in Europe and North America

MODELING THE TRAVEL BEHAVIOR IMPACTS OF MICRO-SCALE LAND USE AND SOCIO-ECONOMIC FACTORS

Bike-sharing arrives in New York City via Citi Bike

TOWARDS A SUSTAINABLE URBAN TRANSPORT SYSTEM: PLANNING FOR NON-MOTORIZED VEHICLES IN CITIES