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Avenue Plantation as a Viable Carbon Confiscation Tool: A Blueprint for Eco-smart Cities
Published in Moonisa Aslam Dervash, Akhlaq Amin Wani, Climate Change Alleviation for Sustainable Progression, 2022
Amit Kumar, Rima Kumari, Purabi Saikia
Avenue plantation is one of the important practices of growing plant species along the roadside and canal side to increase the aesthetic beauty of the landscape and provide shade to animals and travellers (Anon, 1961). These plantations are primarily placed along the roadside, greenbelt zone, institutional boundary and with in the road divider with planned initiatives and seldom fortuitous (Ramachandran, 1999). Generally, greenbelt plantation includes the mass plantation of evergreen and deciduous pollution-tolerant tree species to minimise the ambient air pollution as well as noise through filtration, interception and absorption of pollutants in an effective manner for improvement of the environment (Green Planner, 2020). They form an integral component of urban ecosystems necessary for sustainable urban development besides acting as a buffer that aids in ameliorating the microclimatic conditions in and around the urban areas and in enhancing environmental quality (Chaudhry and Tewari, 2011). Avenue plantations do not qualify as a forest but are required to be monitored for carbon-stock estimation along with plant diversity conservation as they provide an innumerable list of benefits. They are not just recognised for their aesthetic beauty and visual relief in haphazardly developed urban areas, but also acknowledged for the psychological, social and economic benefits (McPherson et al., 1997; Dumbaugh, 2005). They play an important role in maintaining the ecological balance, reducing the pollution level (Kiren and Shah, 2011) and CO2 concentration in the form of biomass (Chavan and Rasal, 2010). Urban areas are responsible for substantial emissions of carbon due to their fossil fuel-based lifestyles and higher vehicular movements. Avenue plantations can reverse these effects to an extent by altering the urban microclimates through transpirational cooling, sequestering carbon, energy use changes and alteration in albedo (Nowak et al., 2013). This vegetation also helps in reducing the energy consumption of the buildings and other premises through the interception of solar radiation, wind speed reduction and alteration in heat flux (Heisler, 1986; Akbari, 2002). Thus, proper management of avenue trees around buildings and roadsides will aid in fostering sustainable urbanisation and in achieving the smart cities' mission with a clean and sustainable environment.
Leisure walking in the original compact city: senses, distinction, and rhythms of the bourgeois promenade
Published in Mobilities, 2023
In the process, Norrbro became less appealing for self-representation and sociality, and in the new century, Stockholm’s promenading centre of gravity shifted towards Strandvägen. A product of the grandiose urban plans of the 1850s, Strandvägen was completed just before the opening of Stockholm World’s Fair 1897—connecting the city centre with the festive area on Djurgården. This boulevard, 72 metres wide, harboured traffic lanes as well as a wide, tree-lined avenue for walking, riding and cycling in the middle. Strandvägen was the foremost of several boulevards circumventing the transformed district of Östermalm. With the exclusive waterfront residences of the business elite lined up along the street, in the new century, it became the most popular promenade spot. According to several testimonies, the promenade along Strandvägen was more ‘democratic’ than the bourgeois promenade at Norrbro, with people of all classes taking part (Andersson and Monastra 1997, 69–70).
Operational performance evaluation of adaptive traffic control systems: A Bayesian modeling approach using real-world GPS and private sector PROBE data
Published in Journal of Intelligent Transportation Systems, 2020
Zulqarnain H. Khattak, Mark J. Magalotti, Michael D. Fontaine
Baum Boulevard and Center Avenue form two of the busiest and most important routes in the City of Pittsburgh. There are 23 intersections in the Baum/Center corridor which have been converted to operate with the SURTRAC adaptive traffic signals. The length of the study corridor is 7.5 miles, and is shown in Figure 2. Both the study routes are undivided roads with two 12 feet lanes in each direction of travel. At some locations, on street parking limits the routes to a single lane of travel in each direction. Bicyclists are also allowed to use the traffic lanes for some part of the route. The speed limit on the study corridor is 35 mph, and the routes serve as the central access routes to residential settings in the University and Central Business District. The corridor experiences high traffic flow, averaging 35000 vehicles for the combined AM, Mid-day, PM and Evening Peak hours. The Average Annual Daily Traffic (AADT) for Baum Boulevard is 16409 and the AADT for Center Avenue is 8897. The conversion of time of day coordinated signals to SURTRAC was a two-phase project where phase 1 involved retiming and renewal of existing signal equipment that ended in Dec 2014. During phase 2, the system was converted to SURTRAC in August 2015. Hence, any improvements in performance are likely due to the conversion to ASCT and not significantly outdated timing planes in the “before” period.
Driverless vehicles' potential influence on bicyclist facility preferences
Published in International Journal of Sustainable Transportation, 2018
Michael Blau, Gulsah Akar, Jack Nasar
The survey then asked respondents which bicycle facilities they prefer when cycling in current conditions and in a hypothetical driverless vehicle environment. Respondents selected their preferred bicycle facility for three street types in each scenario. Street types were created based on Congress of New Urbanism (CNU) roadway classifications that use terms such as “boulevard” and “avenue” instead of “arterial” or “subcollector.” CNU terminology is more descriptive and accessible to the general public than conventional transportation planning roadway classifications. The street types are: Street type 1: A quiet, two lane residential street with slow traffic and few vehiclesStreet type 2: A moderately busy, three to four lane avenue with a mix of local and through traffic, and speeds under 35 miles per hourStreet type 3: A major boulevard with more than four lanes and lots of traffic travelling over 35 miles per hour