Road Network Patterns Research Articles

Analysis of Building Distribution and Accessibility of Kanigoro Urban Roads

The Kanigoro Settlement Area's land is mostly utilized for residential and agricultural purposes. Modifications to the city's construction and development are necessary to turn Kanigoro into a sustainable urban region, particularly in the field of urban morphological pattern development. City or area morphology may be analyzed using three primary components: building density, land use patterns, and road network patterns. This research aims to investigate the urban morphology pattern in Kanigoro Urban Area, focusing on road accessibility and building dispersion. In order to accomplish this goal, land use and building distribution were identified using satellite image data from 2011, 2015, 2019 and 2023, along with questionnaire data on residential location selection. The findings demonstrate that elongated patterns dominate settlement patterns in Kanigoro, with group patterns and the main road network following closely behind. Kinship and historical factors also play a role in this pattern. During the study, there was a notable increase in settlement growth, particularly on main transportation routes. The population density analysis shows that there is a concentration of population in the city center and some rapidly developing residential areas as a result of this rapid settlement growth. According to the road accessibility analysis, most areas are served by arterial roads, but there are still some areas with limited accessibility, especially with regard to collector roads. Based on the research results, there is a need for sustainable integrated spatial planning, adequate infrastructure, improving the quality of the collector road network and developing integrated public transportation.

Contribution of Economic Development to The Development of The Mamminasata Region

Mamminasata (Makassar, Maros, Gowa, Takalar) is one of the urban or metropolitan areas in Eastern Indonesia. Mamminasata as a strategic area with economic interests has an important role in the development of its city and surrounding areas. Meanwhile, the dynamic development of the city causes demands for space needs to increase, especially the need for residential land. The objectives of this study are to 1) know economic development in the Mamminasata district/city in 2001-2021 2) know the development of built-up land in the Mamminasata district/city in 2001-2021 and 3) know the influence and contribution of economic growth to the development of the Mamminasata region. The research location is Makassar City, Maros Regency, Gowa Regency and Takalar Regency. This type of research is descriptive quantitative qualitative. The required data is collected through literature studies in the form of secondary data, namely Gross Regional Domestic Product (GRDP) at constant prices 2010, and google earth images 2001-2021. The analysis used in the research is literature study analysis, qualitative quantitative descriptive, basic statistics, LQ-DLQ, Shift Share, and multiple linear regression analysis. The result of this study is that during 2001-2021 the real income of the Mamminasata Region continued to increase. With the highest growth rate in Gowa Regency. Makassar City only has one leading sector, Maros Regency has two leading sectors, Gowa Regency has three leading sectors, and Takalar Regency has two leading sectors. Only Kabupaten Maros experienced a shift in economic structure from the tertiary sector to the primary sector in 2021 due to a significant economic decline. Spatially, sub-districts that are adjacent or directly adjacent to Makassar City have the most significant built-up land growth with developments following the main road network pattern. Based on the results of multiple linear regression analysis, it shows that there is no significant influence between the independent variables on the dependent variable either jointly or partially individually. Then the t-test was conducted again between tertiary variables and built-up land and showed a significant influence with a contribution of 33% to built-up land.

Study on the spatial relationship between road network and the diversity of urban public facilities: the case of the central area of Changsha City

In the context of contemporary urbanization, the significance of diversifying urban public facilities has attracted significant attention. This study examines the relationship between road network and the diversity of urban public facilities in Changsha City. These factors are measured through the Shannon-Weiner Index and Space Syntax method. To provide greater specificity, the study employs Random Forest and Geographically Weighted Regression models to analyze the relationship between road networks and the diversity of urban public facilities. The results identify a nonlinear relationship between these variables. In addition, high accessibility exhibits a stronger association with diversity than accessibility alone, and this correlation is reflected in varying degrees of inconsistency across different study areas. Finally, the cartographic depiction of diversity clusters is overlaid on the road network, demonstrating a significant relationship between the configuration of the road network and diversity patterns. In conclusion, this research emphasizes the robust correlation between the roadway network and the diversity of urban public facilities. It prompts local governments to focus beyond mere equality, with a greater commitment to enhancing the quality of life for residents through diversity.

The influence of road network topology on street flooding in New York City—A social media data approach

Urban road network is crucial stormwater infrastructure as city roads serve as paths for stormwater runoff and urban flooding. However, it remains unclear how different road networks influence urban flooding. While past studies have examined high-magnitude and high-intensity flooding events at the large river basin scale, they neglected smaller and more frequent street flooding events (SFEs) which could have a higher cumulative cost. Hence, this study used urban road network topology (RNT) factors and social media big data related to street flooding to investigate their associations with data-driven methods for 557 sewer catchments across New York City (NYC). 11,042 SFEs were taken from raw street flooding complaints (SFCs) recorded on the NYC 311 sewer complaints platform between January 1, 2010, and April 28, 2022. We then used generalized linear mixed models to identify the relationship between RNT factors and street flooding risk (SFR) and found that the characteristics of SFR periodically changed with spatial–temporal heterogeneity. While impervious factor was previously found important, RNT emerged as a new significant factor influencing SFR, with the effects being larger in combined sewer systems and heavy precipitation events. We discerned that planning a dendric road network pattern, increasing RNT connectivity in downstream areas, and having wider roads with more intersections could reduce SFR. Decreasing RNT connectivity in upstream areas, road length, the number of roads, and sewer catchment area also mitigated SFR. Our analysis provided informed street flooding mitigation and adaptation strategies to promote a more resilient, healthy, and sustainable urban environment.

Spatial analysis of transportation infrastructure distribution in Adamawa State, Nigeria: A location quotient perspective

Transportation constitutes one of the pivotal systems crucial to the advancement of so-cioeconomic conditions. However, numerous communities, particularly in Nigeria, face a multitude of transportation challenges. The primary objective of this study is to examine the spatial arrangement of transportation facilities in Adamawa State, Nigeria, with the intention of identifying spatial-related challenges confronting the transportation sector and the socioeconomic development of the state. During the period spanning 2018 to 2019, an investigation into the spatial distribution pattern of transport facilities within the state was conducted. To gather data pertaining to the geographical concentration and developmental trajectory of the transportation system in the state, the ArcGIS 10.5 Length Calculation Module, Google Earth Pro, and questionnaire administration were employed. Data were subjected to inferential statistical analysis, results were tabulated, and maps were generated. The findings unveiled three distinct modes of transit, namely road, water, and air, with roads emerging as the most prominent option. Furthermore, the state exhibited a higher prevalence of paved (engineered but untarred) roads compared to tarred roads. Moreover, an analysis of the spatial pattern encompassing the state’s population and road network revealed that the length and density of tarred roads were greater in less populated Local Government Areas as opposed to the more populated ones. Ultimately, the road network pattern has yielded negative consequences for the state’s development. In light of these findings, the study puts forth recommendations that emphasize the urgent need to tar the numerous paved roads within the state in order to enhance connectivity with markets and other urban-centric facilities.

Evaluation of Connected and Autonomous Vehicles for Congestion Mitigation: An Approach Based on the Congestion Patterns of Road Networks

Evaluation of Connected and Autonomous Vehicles for Congestion Mitigation: An Approach Based on the Congestion Patterns of Road Networks

Do road network patterns and points of interest influence bicycle safety? Evidence from dockless bike sharing in China and policy implications for traffic safety planning

Dockless bike sharing, also known as the shared bicycle industry, is booming, especially in China. Since cyclists are more vulnerable than motor vehicle drivers in traffic crashes, it is necessary to investigate shared bicycle traffic safety. Road network patterns and the proportion of different points of interest (POIs) are two critical macro-level factors influencing bicycle crashes. Therefore, it is necessary to consider bicycle traffic safety in road networks and land use policy in road traffic planning. This study investigated risk exposure, demographic data, proportion of different POIs, land use, road network features, and bicycle crashes in 124 census tracts in Beijing's Sixth Ring Road area. The betweenness centrality was calculated for the census tracts to classify the road network patterns. A negative binomial conditional autoregressive (NB-CAR) model was developed for bicycle total crashes, and bivariate negative binomial CAR (BNB-CAR) models were developed for bicycle single-vehicle (SV) and multi-vehicle (MV) crashes, property damage only (PDO) and injury crashes. The results show the following. 1) The BNB-CAR model had a better fit than the NB-CAR model. 2) The census tracts with parallel, mixed, and loops & lollipops patterns were associated with higher bicycle crash frequency than those with a grid pattern. The difference in the bicycle SV crash frequency between the mixed and loop & lollipop patterns was larger than that in the bicycle MV crash frequency. 3) Census tracts with higher proportions of POIs for subway and bus stations (T-POI) were associated with fewer bicycle crashes. 4) Census tracts with higher arterial proportions were associated with more injury crashes. This study provides a theoretical basis for formulating road network and land-use policies to ensure road traffic safety.

Quantifying Bus Accessibility and Mobility for Urban Branches: A Reliability Modeling Approach

In order to quantitatively assess the realization degree of urban branch road function, an evaluation method based on reliability theory was established. Firstly, the main characteristics of urban branch road functions, that is, emphasizing accessibility while maintaining mobility, were analyzed. Based on common road network patterns, the branch road network between adjacent higher-level roads was selected as the research object. Public transportation, which is more representative of accessibility, was considered in the evaluation method. Then, a reliability model for branch road function evaluation was proposed, in which walking distance and travel time by bus were taken as the main indicators. Combining Dijkstra algorithm and Monte Carlo simulation, the model was solved. The feasibility of the method was verified through a case study of two branch road units. Then, influences of road network density, connectivity, and bus route layout on the reliability of branch road unit functions were clarified by sensitivity analysis. Results showed that the reliability of the branch unit exhibited a trend of initially increasing and then decreasing with the growth of road network density and connectivity, which indicated that excessively high road network density may hinder the performance of the branch road unit. Adjusting the layout of bus routes within branch road units and expanding the service area of bus routes can enhance reliability. Finally, some suggestions for optimizing branch road unit reliability were provided.

জিআইএস এবং রিমোট সেন্সিং কৌশল ব্যবহার করে SDG লক্ষ্য এবং সূচক নিরূপন:

Among the Sustainable Development Goals, SDG-11 calls for a variety of initiatives to build sustainable cities for cities and their communities. The main agenda of SDG-11 is to make cities and human settlements more inclusive, safe, resilient and sustainable. The main objective of this study is to map the road network and road density of the Bil Baghil Basin using GIS and remote sensing (mainly satellite images) in urban areas and assess the accessibility of public transport to the public for sustainable development goal 11 (SDG-11) to assess and map the current status in order to achieving SDG indicator 11.2.1. SDG Indicator 11.2.1 strives to provide safe, affordable, accessible, and sustainable transportation networks for all, increase road safety, notably through the growth of public transportation, and respond to the needs of women, children, people with disabilities, and the elderly in crisis situations. In order to ensure a sustainable transportation system it is important to determine route designs and density. Here a very high resolution (30 cm) satellite image called WorldView-03 along with Bangladesh Bureau of Statistics is used to determine the road network pattern of the study area. As the Bil Baghil basin is a fully urbanized area which has already rapidly changed into an urban area resulting maximum amount of agricultural land, water bodies, forests and open areas in the region have all decreased. According to the research findings, the study area has three types of road networks- katca, pucca and semi-pucca, of which semi-pucca roads are the most and pucca roads are the least. Some areas have high population density as well as dense road network but no bus stops for transport accessibility. The percentage of overall transport accessibility for the study area is 35.68% and the percentage of inaccessible area is 64.22%. The survey area has very few areas with high transport accessibility and the percentage of population with high transport accessibility is also very low. The study area has only 10 bus stops which did not cover the entire study area. For higher transport accessibility it is necessary to build more bus stops in the study area. Which will make this place more convenient for the movement of its residents.

Resilience patterns of urban road networks under the worst-case localized disruptions.

Recent events, including COVID-19, extreme floods, and explosion accidents, commonly induced localized closures and disruptions of urban road networks (URNs), resulting in significant impacts on human mobility and socio-economic activities. Existing studies on URN resilience to those events mainly took few cases for empirical studies, limiting our understanding on the URN resilience patterns across different cities. By conducting a large-scale nationwide resilience analysis of URNs in 363 cities in mainland China, this study attempts to uncover the resilience patterns of URNs against the worst-case single (SLDs) and multiple localized disruptions (MLDs). Results show that the distance from the worst-case SLD to the city center would be less than 5km in 62.3% cities, as opposed to more than 15km in 14.3% cities. Moreover, the average road network resilience of cities in western China could be 7% and 13% smaller than that of the eastern cities under the worst-case SLDs and MLDs, respectively. This inequality in the worst-caseresilience is partly attributable to variations in urban socio-economic, infrastructure-related, and topographic factors. These findings could inspire nationwide pre-disaster mitigation strategies to cope with localized disruptions andhelp transfer insights for mitigation strategies against disruptive events across cities.

Global urban road network patterns: Unveiling multiscale planning paradigms of 144 cities with a novel deep learning approach

Urban road networks (URNs) are ubiquitous and essential components of cities. Visually, they present diverse patterns that embody latent planning principles. However, we still lack a global insight into such patterns. In this paper, we propose a scalable deep learning-based framework to automate accurate and multiscale classification of road network patterns in cities and present a comprehensive global implementation on 144 major cities around the world, yielding their multiscale pattern profiles and urban fabrics, highlighting both similarities and contrasts. We observe significant disparities across continents and regions, particularly at larger scales. We give particular attention to exploring inter-city pattern similarities with new metrics we introduce, and uncover subgroups in each continent, unveiling the potential intercontinental dissemination of planning paradigms. We establish four modes of intra-city spatial distribution of patterns considering diversity and clustering. Notably, radial road networks are found to be positively correlated with GDP per capita and negatively correlated with PM2.5 pollution. Our global study provides a new perspective to understand the URN texture of cities, which helps to understand the externalities of different road patterns and accordingly promote scientific and sustainable solutions for urban development.

Balancing Economic Sustainability with Densification: A Case Study of Dhaka

Economically sustainable urban residential neighborhoods are characterized by adequate provision of physical infrastructure including transport facilities and utility services. The built urban fabric of residential areas of Dhaka has been undergoing densification operation over the past decades without considering the physical infrastructure capacity of these areas in terms of accessibility and provision of transportation and utility services. This intervention eventually exerted pressure on the existing infrastructure and caused negative externalities like traffic congestion, pollution, and water clogging. Thus, this paper aims to investigate the impact of densification on residential areas of Dhaka through the lens of economic sustainability. Seven residential areas from Old and New Dhaka that underwent various degreesof densification were selected as the study areas. Primary data was collected through a random sampling household questionnaire survey, fieldwork, and informal qualitative interviews with the residents and officials. Various published literature, newspaper articles, plans, and reports from government archives, Capital Development Authority (RAJUK), Dhaka South City Corporation (DSCC), and Dhaka North City Corporation (DNCC) provided the secondary data. The analysis is carried out in two parts. In the firstpart the impact of densification on accessibility to transportation facilities and utility services is analyzed in terms of availability of the services, distance to the bus stops, average travel time, modal choice, and residents’ satisfaction level. The second part explores the relationship between density and aspects of economic sustainability through Pearson’s correlation test. The findings revealed that public transportation is more accessible in lower-density areas than the higher-density residential areas owing to the road network pattern. A significant service delivery gap except for water supply was observed regarding the provision and quality of gas, electricity, sewerage, and garbage disposal services across all the study areas. Overall, density was found to have a negative association with the accessibility to physical infrastructures indicating that high-density residential areas of Dhaka do not have increased access to public transport and utility services which is contrary to the expected benefits of high-density living. A comprehensive density planning with an integrated sustainable transport plan needs to be formulated where viable public transport like Bus Rapid Transit (BRTs) systems and waterways may mitigate the situation from further worsening.

Street network patterns for mitigating urban heat islands in arid climates

ABSTRACT This study explores the impact of street pattern measurements on urban heat islands (UHI) in the arid climate of Mashhad, Iran. The Landsat-8 top-of-the-atmosphere (TOA) brightness images from 2013 to 2021, average values of normalized difference vegetation index (NDVI) and land surface temperature (LST) were calculated. Street pattern measurements, including closeness-centrality, straightness, and street orientation, were employed to analyse the patterns in each district. The results indicated that districts with higher straightness and lower closeness-centrality exhibit cooler surface temperatures. Strong correlations were observed between LST and NDVI, straightness, and local closeness-centrality. The research highlighted the importance of considering street network measurements in long-term urban planning and design to mitigate the UHI effect in arid regions. A moderate grid street pattern with a reasonable distribution of green spaces throughout the region is suggested to reduce surface temperatures sustainably. Street pattern indexes, such as straightness and local closeness-centrality, are identified as significant factors in urban design to mitigate UHI. These findings have implications for urban planners, who can use this information to create street network patterns with lower UHI effects by reducing local closeness-centrality and increasing straightness.

Quantifying the pedestrian access potential of suburban street network retrofits

The United States largely depends on the automobile for personal transportation. This dominance has significant consequences for society over a range of issues, including the environment, public safety, public health, and equity. The issues associated with the dominance of the automobile are most pressing in the suburbs due to their size and curvilinear street network patterns. Thus, any effort to address the negative consequences of automobile dependency in the US needs to consider retrofitting the suburbs and their street networks. We attempt to better understand the potential for street network retrofits to increase suburban pedestrian access. We consider a class of planar graph augmentation problems that attempt to increase pedestrian access to points of interest (POIs) within the study area by adding new pedestrian paths to the street network that follow existing property lines. Our methodology builds on past work on graph dilation and route directness, from the planar graph and street network communities, respectively, to score the pedestrian access disruption of individual blocks. We apply this methodology to a case study of suburban Seattle. We find that, both in the limit of all possible interventions and with a limited number of untargeted interventions, retrofits can meaningfully increase pedestrian access to POIs. Given this promise, the methods we outline present a useful starting point for discussing the potential of street network retrofits to serve non-automobile mobility in suburban communities across the US.

Exploring the relationship between the spatial distribution of roads and universal pattern of travel-route efficiency in urban road networks

Urban road networks are well-known to exhibit universal characteristics and scale-invariant patterns, despite the different geographical and historical contexts of cities. Previous studies on the universal characteristics of urban road networks have mostly focused on their network properties but have often ignored the spatial network structures. To address this research gap, we explore the underlying spatial patterns of road networks. We examine the travel-route efficiency in a given road network across 70 global cities, which provides information on the usage pattern and functionality of the road structure. The efficiency of travel routes is measured by analyzing the detour patterns, as determined by the detour index (DI). The DI is a long-standing popular measure, but its spatial pattern has been barely considered so far. In this study, we investigate the behavior of DI with respect to spatial variables by scanning the network radially from a city center. Through empirical analysis, we first discover universal properties in DI throughout most cities, which are summarized as a constant behavior of DI regardless of the radial position from a city center and a clear collapse into a single curve for DIs for various radii with respect to the angular distance. Especially the latter enables us to determine the scaling factor in the length scale. We further reveal that the universal pattern is induced by the center-periphery spatial structure of urban roads through the model study of an artificial road network. In addition to exploring the universality of DI, we delve into the specific characteristics of DI associated with the unique internal structure of individual cities. By visualizing the spatial DI network on city maps, we identify distinct city-specific DI characteristics. The case studies of selected cities demonstrate that our proposed method of spatial DI networks has the potential for practical implications in analyzing individual cities.

Measuring the Urban Road network pattern using connectivity analysis: A micro-level study in Egra Municipality, West Bengal

Egra Municipality is most important for providing administrative facilities to the Purba Medinipur District. Many other facilities, such as educational facilities (school, college), super specialty hospital facilities, transport and communication facilities, etc., are attracting many people from different places. So they have chosen Egra Municipality as their destination. The central areas of this municipality are already overcrowded, and population and building densities are relatively high. Now a days, gradually, the existing administrative boundary is being extended towards the periphery. So, the transport communication system and basic amenity facilities have to be improved. The aim of this paper is to analyse the road connectivity and network accessibility of the Egra municipality. The alpha index, beta index, gamma index, and cyclomatic number have also been used for understanding network accessibility in this area. The data sets were collected through a field survey that visited 14 wards of the Egra municipality area, and secondary data was collected from the Egra municipality office and an open street map. We used the connectivity analysis method to examine the accessibility of this area. According to calculations, mainly the 7, 11, and 13 wards are more efficient than other wards. Therefore, it would suggest that there is a need to improve the connectivity and accessibility of those periphery areas for the future growth and development of the Egra municipality.

Assessing the Relative and Combined Effects of Network, Demographic, and Suitability Patterns on Retail Store Sales

Despite challenges associated with acquiring proprietary sales data, there exists a wealth of literature using different types of data (e.g., spending, demographic, geographic) to understand or represent different drivers of retail store sales. We contribute to the spatial analysis of drivers of retail store sales by analyzing the relative influence of road networks, demographic, and suitability variables on retail store sales within the home-improvement sector. Results demonstrate that the inclusion of variables describing the road network pattern is more influential in predicting store sales than demographic and suitability variables with linear models (e.g., ordinary- and partial-least squares regression) as well as with a non-linear mathematical model derived using artificial intelligence. The analysis builds on previous research estimating consumer spending and a big-data suitability analysis for site selection that incorporates spatial interaction models, location quotient, and other unique criteria that are typically used in isolation. The overarching contribution of our results is the demonstration that network patterns can play a critical role in retail store sales, especially when regressions, analogs, and other simple methods for site selection are used.

Impact of street path's form on achieving human scale in a city

A city's human scale can be achieved if people recognized the four Cardinal Directions (CDs) anywhere within the city. As a reflection of the theory of ‘prospect and refuge,’ this paper investigates the problem of losing a city's human scale, by studying the impact of the form of the street paths on maintaining and perception of the four CDs. The paper highlights the problem of a non-designed street network and the heterogeneity of its texture. The paper explores the impact of such random street networks on achieving the human scale of cities. Kharga City in Egypt located on (25.4390° N, 30.5586° E) is an example of cities suffering from non-designed street networks. Therefore, the paper relied on the inferential statistics approach by surveying a sample of residents in Kharga City, with the assumption that, the main reason for that problem was the various curves existing in the street paths, which had different shapes, sizes, diameters, and directions. Moreover, the lack of a typical street network pattern had aggravated the problem. Analysis and results confirmed the hypothesis of the research, hence basic recommendations were made. The most important of which is, the need to avoid random curves in street directions, and to follow the orthogonal grid pattern, mainly in the design of street networks, in order to ensure a city with human-scale, that is easy to recognize its correct mental map.

Settlement Pattern Morphology of Ampera Village

Kampung Ampera is one of the traditional settlements in the modern era and still maintains its customs. The Malay ethnicity is a characteristic of the people of Kampung Ampera. A settlement formed for the royal, colonial and modern eras. This settlement pattern is interesting to study because its living is part of historical growth and a form of settlement pattern that continues to grow and develop all this time. Not only that, the existence of a settlement pattern that persists with the traditional settlement pattern is the identity of the Malay community's settlement pattern. The formulation of the problem studied is the morphology of settlement patterns in the three periods and the factors that influence changes in their development. This research aims to identify the morphology of settlement patterns and the factors that affect them. This research is a qualitative descriptive study with an explanatory approach, showing the perspective of looking for an explanation of how this phenomenon can occur based on facts. The analysis technique used in settlement morphology is mapping settlement patterns in the royal (1750-1860), colonial (1860-1870), and modern (1900-present) periods. The morphological study of the settlements of Kampung Ampera includes, namely: land use, building typology, road network (linkage), and plot pattern (district). The study found that the morphology pattern spread linearly following the original river network to become a road network, the effect factor in the settlement was the view through the ecistic element factors.

Analysis of Morphological Development Due to the Industrial Development in Majalaya District, Bandung Regency

Majalaya District is one of the areas close to the Upper Citarum River. Agricultural land in some areas in the district is converted for industrial development. This causes a decrease in the quantity and quality of agricultural land. The existence of land conversion can affect morphological changes. The study aims to determine the pattern of land use changes and determine the morphology of regional development in 2014 and 2021 in Majalaya District, Bandung Regency. The spatial analysis method is done by on-screen digitization, descriptive analysis and figure ground analysis. The results of this study are the pattern of land use changes using figure ground method and descriptive analysis of the morphology in Majalaya District between 2014 and 2021. Based on the results of figure ground analysis calculation on the solid classification of industrial class in 2014 it was 182,310 Ha (25%), while in 2021 it was 258,905 Ha (27.19%). Morphological analysis of the district is based on the pattern of building plots, road network patterns and building systems from 2014 to 2021. The analysis results show the district morphology of octopus/star shaped cities and unpatterned cities. This form is influenced by the development of industrial buildings in Majalaya District which causes the morphology of the area also to change.
 Keywords: Figure Ground, Industry, Land Use Change, Majalaya District, Morphology