Ageing is an inevitable trend of population development. It is vital to study the traffic safety of elderly populations. Although much literature has been produced about this issue, problems such as an inconsistent definition of the elderly and scattered research objectives still exist. This study uses crash data analysis to find the conclusions, limitations and development directions of this research by retrieving accident analysis studies of the elderly from 2015 to the present. This study reviews crash analysis methods and crash characteristics and crash-influencing factors among the elderly. Most of the current studies analysing traffic accidents in the elderly come from the United States, China and Korea. The literature typically defines the elderly as those above 60 or 65 years old. Common research methods include statistical and machine learning methods. Key factors influencing traffic safety among the elderly are factors related to crash victims, vehicles and the road environment. Future research directions are proposed to investigate the heterogeneity of elderly populations in greater depth.

To examine the bus travel behaviour of the elderly in the context of the COVID-19 pandemic, this study analysed the mechanisms influencing the elderly’s risk perceptions regarding behavioural intention towards bus travel whilst focusing on the normalisation stage of pandemic prevention and control. Based on the theory of planned behaviour, a structural equation model of the elderly’s bus travel intention was constructed. The interactions among six factors—including attitudes, subjective norms, perceived behavioural control, cognitive risk perception, affective risk perception and the behavioural intention of the elderly’s bus travel—were quantitatively analysed. Valid sample data were used for empirical research. The results of this study show that perceived behavioural control, attitudes and subjective norms have a significant positive impact on the behavioural intentions of the elderly’s bus travel during the normalisation stage of pandemic prevention and control, with perceived behavioural control being the most influential factor. Moreover, perceived behavioural control also has a significant positive impact on attitudes, which indirectly influences behavioural intention. Cognitive risk perception has a direct and significant negative impact on attitudes, perceived behavioural control and subjective norms; however, affective risk perception only has a significant negative impact on subjective norms. Additionally, there is a positive correlation between the two, with both indirectly and negatively influencing the behavioural intentions of the elderly’s bus travel. This study can provide a basis for the formulation and improvement of pandemic prevention measures for bus travel during the normalisation stage of pandemic prevention and control to safeguard the elderly’s bus travel rights.

The main travel mode of the elderly group is walking, but with the physical inconvenience caused by the growth of the elderly group, the reaction speed of the elderly decreases, and they are more vulnerable to serious trauma and even death in traffic accidents. In recent years, the modeling of elderly pedestrian traffic accidents from macro aspects is one of the research directions of road traffic safety. The influencing factors of accidents are related to the complex built environment. Considering the spatial heterogeneity at the macro scale, thesis quantitatively analyzes the impact of urban environmental factors on the number of elderly pedestrian traffic accidents in the administrative Street area In this paper, the influence of urban environmental factors on the number of traffic accidents of elderly pedestrians in administrative street areas is quantitatively analyzed at the macro scale considering spatial heterogeneity, and the influencing factor model of the number of traffic accidents of elderly pedestrians considering the macro-built environment is constructed. Examining the spatial autocorrelation of elderly pedestrian crashes based on the Moran index for administrative street divisions. The co-point and co-edge regression matrix was constructed as the spatial weight matrix, and the co-linear variables were determined by variance inflation factor test and stepwise regression. The goodness of fit was compared based on ordinary least squares model and geographically weighted regression model, and the influencing factors of spatial heterogeneity were analyzed. The results show that the accidents are greatly affected by the regional average speed, the average distance between intersections, the density of elderly population, the density of road network and the density of service facilities, and show different performances with the distribution of geographical space.

China's population has been ageing fast at an accelerated pace since the 21st century, while the mobility and convenience of travel for the elderly were weakened by the limited transportation options. Autonomous vehicles, an emerging mode of transport, provide flexibility for the elderly, provided that the rapid and widespread this new mode of transportation can be accepted by the elderly population. This paper plans to gain insights from the attitudes of the Beijing elderly using autonomous vehicles, perceiving the importance of different types of services. The stated preference survey was conducted over 376 respondents from various generations, which examined their perception of autonomous vehicles after their retirement. An ordered logistics model used in this paper shows that people who use emerging transportation modes (e.g., car-sharing and ride-hailing) are more likely to use autonomous vehicle services. Accessing shopping activities and medical care is the two crucial purposes for the elderly autonomous vehicle users. Additionally, the clustering and correlation analysis indicate that people with a higher willingness to use autonomous vehicles are the earliest target users of these services. However, living with children and running errands in short distances by bicycle and walk, the elderly in the early generation hardly adopts autonomous vehicle services after their retirement.

In the context of aging, community has become the main activity place for the elderly, and their daily travel is closely related to their health. This paper aims to understand the overall travel and activity characteristics, health level of the elderly with different attributes in the old residential areas, the relationship between travel conditions and health level, the difficulties faced by daily travel and suggestions to improve the travel environment and health level of the elderly. Three old residential areas in Chaoyang District, Beijing were selected to investigate 15 elderly people on their daily travel, activities and health in the form of observation, questionnaire and interview. The survey results show that the daily travel modes of the elderly mainly include walking, cycling and public transportation. About 1 / 3 of the elderly need auxiliary tools. About 80% of the elderly suffer from diseases and 20% of the elderly have normal body mass index（BMI）. The self-rated mental health (MSH) of the elderly is the best. The relationship between the average activity duration of the elderly and their health level under different travel conditions is mainly shown as follows: with the increase of travel time per trip, the outdoor activity duration of the elderly shows a trend of "first increase and then decrease", the number of diseases decreases, and the average BMI fluctuate. The next step is to expand the research scope and explore the travel and health status of the elderly in different community types, so as to provide basis for improving the travel environment and the health of the elderly.

Currently, many urban planning projects have sought to apply sustainable strategies, with a special dedication to mobility. International guidelines indicate a focus on pedestrians and their integration with other active and collective transport modes, discouraging car use. Conceptions of transit-oriented development (TOD) see cities strengthen walkable environments around public transport stations, which provide several benefits. Around the world, there has also been a shift from a commodity-based industrial economy to a knowledge-based economy. TOD environments are seen as having the potential to attract young workers, generating jobs in creative and knowledge economies. However, criticism arises regarding the possibility of real estate valuation and consequent gentrification with the consummation of these planning practices. Considering positive and negative aspects, the objective of this paper is to provide a brief literature review of the impacts of urban transformations dedicated to stimulating pedestrian mobility, with an emphasis on their interplay with the knowledge-based economy. There is no focus on methods, rather on concepts and interpretations regarding how processes occur in spatial dynamics. Reviewing case studies from the USA, Australia and China indicates correlation between the amenities characteristic of walkable environments and the creative and knowledge sectors. Negative effects for start-ups or smaller capital companies are apparently related to the cost of real estate. With the understanding that gentrification tends to be inherent to the dynamics of urban requalification, public policies and planning actions are suggested to manage gentrification and minimise its problems.

Culture influences the way people develop and use urban spaces. These are voids between and around buildings intended for public and private use. It consists of many categories of well-defined open spaces, though, some are being categorised as an ‘undefined’ spaces, referred to in this study as the in-between spaces. This work explores the relationship between people’s behaviour and use of such spaces and the spatial configuration in general and the degree of opening and enclosure in particular. Past studies have shown people’s preference for open spaces to enclosed ones. In-between spaces in the city of Béjaia, where the case study is located, and most Algerian cities are ‘undefined’ categories of spaces between streets and buildings. Their unequal use contributes to making them as leftover and disconnected spaces within the urban environment, instead of being spaces for social interactions. Using a mixed method approach, this study attempts to develop a better understanding of the degree of physical enclosure and the use of the in-between spaces using a series of measurable physical indicators to characterise these spaces. The obtained data is compared to the data relating to people’ space use obtained from a behaviour mapping. The data shows that people prefer to use the large spaces with a moderate sense of enclosure more than the open spaces or the narrow spaces with a strong sense of enclosure which are used mostly as transitional spaces.

The world over, increasing automobile trips and the resulting negative consequences, such as traffic congestion, air pollution, and accidents, have been a matter of concern. As a strategy to contain automobile travel by shifting to Transit, a concept called Transit Oriented Development (TOD) has been propagated. This study compares two areas in the city of Naples, Italy, which can be considered a valuable case study. Beginning with the 1997 Transport Plan, the city of Naples has developed a strategy similar to the TOD concept with rail Transit. This study makes a comparative analysis of two urban districts with different urban forms in meeting the characteristics of the TOD concept: 1) the Centro Direzionale, alias central business district, located at the edge of the city centre, and 2) the Municipio area, in the central core of the city. Although different in terms of urban morphology and historical value, these two areas are characterised by high density, mixed land use, and good accessibility to rail transport. The analysis is based on a comprehensive data collection and a comprehensive user response survey, to investigate respectively the features of the analysed districts and travel characteristics of residents and workers. The study analyses socio-economic characteristics along with travel patterns of both areas, to develop meaningful insights regarding the kind of urban form and its level of achieving the benefits of the TOD concept. The paper will conclude with a set of recommendations, on whether to implement high-rise cost-intensive projects in the name of TOD or to preserve the conservative urban form having a glorious urban heritage.

Rapid urbanization and growth in the Kalurahan Wonokromo, situated in the peri-urban area of Yogyakarta City causes the loss of children's playgrounds while the number of children is increasing. Preserving the remaining space for Green Open Space (GOS) is crucial. Amid the space limit, choosing the right location is one of the keys to ensuring the space functions optimally. We employ the Spatial Multi-Criteria Analysis (SMCA) in selecting several location candidates for the development of GOS using 9 criteria of tree cover, existing open green space, ricefield, social facilities, accessibility, distance to school, presence of small shop, children density, and the riverbank. The SMCA analysis is powered by Analytical Hierarchical Process using expert judgment combined with GIS analysis to yield the weight priority and score for each criterion. As the result, the score for each criterion is 0.3218 for existing open green space, 0.1616 for social facilities 0.1446 for small shops, 0.1265 for roads or accessibility, 0.085 for vegetation, 0.0504 for distance to school, 0.0499 for the riverbank, 0.0367 for the children density, 0.0234 for the ricefield. We obtain 9 candidates for the GOS. The Kalurahan Wonokromo has also planned to build and rehabilitate the open space but needs to acknowledge the needs for GOS from gated communities and pesantren communities as the different types of communities with a different kind of GOS.

To promote urban regeneration, temporary or permanent public open spaces have recently been provided by many overseas cities through greening and beautification of spaces left by the removal of dilapidated buildings. Through the development of a theoretical evaluation system, the method of importance-performance analysis and non-market valuation (willing to pay) and a case study, the purpose of this study is to analyse matters of public interest and to estimate the economic value of a landscape improvement program, including removal of dilapidated and abandoned buildings, implementation of greening and beautification, and provision of temporary public open spaces. The appraisal result shows that nearby residents are pleased to welcome the temporary public open spaces program since it can improve public security and quality of life and amenity. Also, property owners in surrounding areas are willing to pay prices 4 to 5 times higher than non-estate owners. In the study case, the average amount of willingness to pay per person is NT $ 3,076. In summary, it is found that Taipei City Government’s landscape improvement program, provision of temporary open space by removing the dilapidated buildings and space greening, is highly appreciated by nearby residents and passing pedestrians. This may be a positive signal to other local governments interested in similar actions.

Buses are one of the most essential parts of the urban transportation system since they can cater to residents’ daily transit demands. This study investigates the spatio-temporal patterns of urban bus traveler activities using a one-month bus trajectory dataset in Kumamoto City based on smart card data. Based on the idea of a compact city, the ordinary least squares (OLS) regression model is implemented to explore the factors that affect the bus ridership at the bus stop level in the 17 essential core districts in Kumamoto City. Then using the geographically weighted regression (GWR) model, we can get the spatial heterogeneity of the bus ridership and visualize the spatial distributions of parameter estimations. By comparing the results of the two models, we find that the two models performed similarly both in global fit and explanatory accuracy. These results can provide valuable suggestions for estimating bus demand, which may exert important implications for bus route optimization. They can also provide a basis for policy formulation by city and transportation planning and management authorities. The results of the study demonstrate the effectiveness of compact urban development in Kumamoto City from the perspective of bus ridership in each core district.

Green spaces play an important role in the well-being of society. Many research works have tried to establish green space's associations with air quality, reduced air pollution, controlled traffic noise, cooler temperature, and improved users' mental health. However, there are some contradictions in using the term 'Greenspace' and 'Green space' while formulating urban planning policies in India. The researchers have given an insight into these terminologies; still, there is some lacuna in applying these terminologies. This research work attempts to analyze the existing literature relating to this field and tries to figure out the interchangeability of these terms. For this objective, a literature review has been done. These terms have been observed to differ in meaning, attributes, characteristics, usability, and decision-making.

Demographic factors strongly connect to the spatial distribution of crime type and crime rate. Therefore, it is of cardinal importance to analyse these demographic factors and make precise outcomes to minimise crime. This study focuses on understanding the spatial interrelationships between crime and demographic factors in the municipal corporation of Bhopal city in India. The study involved the collection of data and its statistical analysis. GIS mapping of the crime and demographic factors and correlation analysis showed a robust linkage between the factors. The findings of this study represent how crimes are affected by the spatial distribution of demographic factors. This research's further scope has emphasised the optimum distribution of demographic factors for minimising crime.

Urban growth and land use change are just a few of the many perplexing factors affecting our cities in the future. The city of Irbid has been characterized by rapid growth as a result of political and social developments related to the events in the region, where the structure of Irbid city and its spatial organization have radically changed; it was transformed from a village to a city and later to the second-largest city in Jordan. This study, using GIS techniques, aimed to monitor the urban growth direction and land use change pattern over the past seven decades, specifically during the period from 1950 to 2019 by creating GIS maps related to the land use of Irbid city. It also discussed the influencing factors. The study proved the effectiveness of GIS and its techniques in producing accurate land use maps and detailed change statistics for Irbid city, which provide an important database assist in the formulation of policies related to land use and urban growth in the city or in making decisions and developing plans related to the providing of appropriate facilities. The study concludes with practical recommendations for urban development of Irbid city for a better understanding of the city growth pattern.

Industrial development causes the phenomenon of gentrification. However, studies on this topic were relatively rare, especially those giving a case of an enclave-shaped industrial area. Given the rapid industrial development in a suburb of the Semarang Metropolitan Region (SMR), this study aims to observe the phenomenon of industrial development-induced gentrification in the Semarang-Bawen transport corridor, especially in an area near an intercity arterial road and an enclave-shaped area. We used satellite image analysis complemented by visual observation and descriptive analysis of the data from 100 respondents for each location to be compared to each other in this study. The results show that unplanned and rapid industrial development has stimulated suburbanization in the study area. Then, residential and low-intensity commercial gentrification followed. They also show that the gentrification process in both industrial areas was quite similar. However, the area near the arterial road had a slightly higher degree of gentrification, and its residents seemed more likely to welcome migrants. Even though previous studies mentioned that social segregation is the negative impact of gentrification, our case study generally showed that the locals felt comfortable living side by side with the migrants. We suggest that the social harmony between the locals and the migrants could be encouraged by the local stakeholders.