Search results

This paper seeks to investigate the use of town centre guides as a device for the representation of urban shopping destinations.

Following a review of the relevant academic literature in the areas of cartography and place marketing, the paper considers the use of graphic interface elements of scale, projection and symbolisation in the specific context of maps in town centre guides. The guides are drawn from various UK locations reflecting different levels of the retail hierarchy and different locational “archetypes” as identified by URBED.

The level of detail and content of maps in town centre guides studied varied significantly. All the graphic interface elements of scale, projection and symbolisation were incorporated. Projection was usually oblique, and in some maps isometric. Regarding symbolisation, the most important variables were shape and hue.

This is an exploratory investigation using a limited number of town centre guides. An agenda for further research, focusing on issues in relation to the production and consumption of maps in this context, is presented.

The paper provides place marketing practitioners with guidance as to the development of town centre marketing/promotional material, which may incorporate maps.

Town centre guides are an important and commonly used promotional mechanism for urban retail provision. This paper considers issues relating to the use of a crucial component of these guides, namely cartographic representations of the town cente.

The purpose of this paper is to study empirically the effect of a pedestrianisation scheme on retail rent, in a case study in Hong Kong.

Most of the previous studies on the impacts of pedestrianised areas on the environment were qualitative ones, and without controls. This study, in contrast, uses panel market data in Hong Kong to estimate the effect in a two‐street‐two‐period controlled model.

The results show a net 17 per cent increase in rental value of retail shops in the pedestrianised area is achieved, ceteris paribus.

Sample size and number of case study are not large enough to make robust conclusions; some other uncontrollable variables may well be attributed to the increase in rents.

Retail rent is found empirically to be dependent of the external environment.

Shoppers' preference for pedestrianisation schemes can be indirectly quantified by the change of retail rent.

This paper presents the first two‐street‐two‐period panel empirical test on the effect of pedestrianisation scheme on retail rent.

This chapter defines and describes the different types of carfree and low-car development found in the United Kingdom and continental Europe, analysing the benefits and problems they bring and their implications for parking policy.

The chapter draws on the literature on UK and European carfree developments, including primary research conducted by the author into the potential for carfree development in the United Kingdom. It is also informed by a series of observational visits to some of the principal carfree developments around Europe.

The UK concepts of car-free and low-car housing are limited in scope, defined by the absence or reduced level of parking. The European concept of carfree development is broader, bringing greater benefits to the immediate residents. All have led to lower traffic generation. European carfree developments bring other benefits to their residents such as more socialisation between neighbours and earlier independence for children. The potential demand for car-free and low-car housing is greatest in the inner areas of larger cities. These are also the places which offer the most suitable development locations. The most common problems encountered relate to parking and/or management of vehicular access. To avoid overspill problems, parking needs to be controlled on the streets surrounding carfree or low-car developments.

The benefits of carfree development are greatest in urban areas where road capacity and/or parking are under the greatest pressure. Thus carfree development is a useful tool for cities undergoing urban intensification.

The chapter is the first to analyse carfree and low-car development from a parking perspective and to demonstrate their implications for parking policy.

Problems concerning operational inefficiencies of goods delivery and reception to retail outlets located on the high street are frequently said to stem from deficiencies in the transport infrastructure. These deficiencies are often made worse by poor organisation and management of the facilities available, and this has repercussions on the environment in which people shop. In an effort to alleviate pressure put on the retail environment by conflicting transport uses, planning authorities have implemented schemes which enable pedestrians and vehicles to be segregated. Hence they have created traffic‐free pedestrianized areas and shopping centres. The exclusion of vehicles from these sensitive areas has meant that other arrangements have had to be made to enable goods vehicles to service shops. These usually take the form of specially designed off‐loading areas, remote from major Pedestrian concentrations.

Today, the presence of unwanted activities threatening the safety of the field, which has negative effects on daily life and social psychology, is increasing day by day. There is no doubt that it is inevitable to avoid these threats, but it is possible to take some measures to reduce the destructive power of these threats. Nowadays, increasing terrorist attacks increase the importance of field safety design in urban areas. There is a loss of life in attacks around the world. The subject of this study is to investigate the design criteria related to the built environment and the measures to be taken in the case of bomb attacks in the built environment. In this study, a checklist will designed to measure the security design process around the building. The checklist titles are taken mainly from the “Safety design and Landscape Architecture” series of the Landscape Architecture Technical Information Series/LATIS publications by the American Society of Landscape Architects (ASLA) and the Risk Management Series of the Federal Emergency Management Agency/FEMA (FEMA, 2003, 2007; LATIS, 2016) and others. The checklist created as a result of literature review will be tested in Istanbul Sultanahmet Square. As a result of the study, it was determined that improvements should be made in the areas of vehicular and pedestrian access, parking lots, lighting and trash receptacle designs around Sultanahmet Square.

Town centre vitality and viability is of importance to a range of stakeholders: users, producers and intermediaries. Within the stakeholder grouping of intermediaries, town centre management (TCM) is a co‐ordinated response – of public and private sectors – through which the town centre “product” can be managed and developed. Utilising evidence from a range of Scottish town centres, this case study illustrates the contextual issues – at both micro and macro‐levels – that TCM operated under. Initially, the formative stages of strategy formulation and development are outlined followed by a review of the first three years. In particular, infrastructural issues, funding sources, TCM marketing and management structures are focused upon. Finally, initial progress is reviewed against the original plan and a number of emergent issues – widening funding sources and increasing the scope of marketing – are prioritised for the second stage of TCM.

With the increasing urbanization rates in emerging countries such as the ones in Latin America and the Caribbean, urban logistics solutions and initiatives are widely needed. Urban planners often consider only passenger transportation and leave freight transportation unattended, thus increasing externalities and degrading the transportation of goods. This chapter presents three urban logistics solutions, which intend to tackle problems related to urbanization and last mile delivery operations challenges by evaluating location models for loading and unloading bays, urban transfer centers location models, and freight trip generation models. The presented solutions were proposed by several researchers of the Institute of Innovation in Productivity and Logistics CATENA-USFQ over the last four years and remain theoretical at the moment. However, we present estimated results of potential implementations in three districts of Quito: Historic Center, Entertainment District, and Corporate District. This chapter not only presents the mentioned urban logistics solutions in Quito but also gives an overview of the followed methodology, which can be replicated in countries and cities of similar characteristics of the region.

Acknowledges there is an increasing recognition that corporate retail power is the driving force for the supply chain. States a variety of large shopping developments in out of town and edge of town locations, plus continued construction and redevelopment of shopping centres within town and city centres, provide a potential physical pointer regarding retail corporate power. Concludes that major retail centres seem to be prioritised above more informal retail activities, such as street traders.

Looks at pavings and how they contribute to the character of villages, towns and cities. Surveys the history of pavings from Roman times, and discusses the different types of paving which can be found. Concludes with an outline of legal controls and planning policies.