Socio-spatial transformation of neighbourhoods around rail transit stations: an experience from Tehran, Iran

While increasing evidence suggests that rail infrastructure plays a structuring role in shaping and transforming cities and regions over time, empirical studies on the simultaneous development of rail infrastructure and socio-spatial transformation of surrounding neighbourhoods, especially at a local scale, are scarce. The main aim of the article is to evaluate the transformation of neighbourhoods around rail transit stations, as well as provide a possible explanation of how neighbourhoods can be differently affected by the presence of rail stations. Based on a longitudinal dataset (2006–16) and using a Difference-in-Differences (DID) model and Multivariate Analysis of Variance (MANOVA), a comparative analysis of the Tehran Metro Rail System (TMRS) is conducted between high-income neighbourhoods and low-income neighbourhoods of the city. The results yield that the northern, high-income neighbourhoods and the southern, low-income neighbourhoods of Tehran have been transformed heterogeneously in terms of socio-demographic factors, land-use conditions and renewal processes. The findings also indicate that the mixed estimated transformation of neighbourhoods around TMRS’s stations could be explained by the contextual factors of the northern and southern study settings in Tehran, including land-use characteristics and socio-economic factors

Some aspects of the life history of Oxynoemacheilus bergianus (Actinopterygii: Nemacheilidae) from the Jajrud River in the Namak Lake basin, Central Iran

The length-weight relationship, breeding season and condition factor of Oxynoemacheilus bergianus from Jajrud River in the Namak Lake basin, Tehran Province, Central Iran, were investigated. Sampling was performed from March 2017 to February 2018. The biometric measurements and the body and gonad weights were monthly carried out for one year log sampling occasions, in a total of 546 specimens. The range of total length in males and females were 3.8-7.5 and 3-7.6 cm, and the range of total weight were correspondingly 0.36-3.53 and 0.2-4.67 g respectively. The calculated coefficient of determination (r2) in males and females was found to be 0.94 and 0.95, respectively reflecting a positive allometric (b > 3, p > 0.05) growth in both sexes. The gonadosomatic index and modified gonadosomatic index showed that O. bergianus spawns in the middle of spring in May. In agreement with that, the condition factor reached the minimum (0.60) in February, while the maximum (0.96) in May. Since there is poor conservation status of the species, this study aims to give a contribution for biologists and wildlife managers

Kakovost življenja v soseskah, ki se prenavljajo: primer iranskega mesta Mašad

Propadanje mestnih predelov je eden najbolj perečih izzivov v razvoju mest, zaradi katerega se stara mestna območja spopadajo z resnimi družbenimi, gospodarskimi in prostorskimi težavami. Mestne uprave zato izvajajo projekte prenove, s katerimi želijo oživiti in obnoviti objekte, območjem povrniti družbenogospodarsko zmogljivost in izboljšati kakovost življenja njihovih prebivalcev. Neupoštevanje kompleksnosti prostorskih posegov v stare mestne predele pa ima lahko neželene posledice, kot je dodatno poslabšanje kakovosti življenja. Avtorja v članku na primeru iranskega mesta Mašad proučujeta kakovost življenja v soseskah, vključenih v projekte prenove, pri čemer uporabljata kombinacijo kvantitativnih in kvalitativnih metod, vključno z vprašalniki, polstrukturiranimi intervjuji, georeferenciranimi podatki in neposrednim opazovanjem. Izsledki kažejo, da ima pomanjkanje trajnostnega financiranja projekta prenove okrožja Samen neželene prostorske, družbeno-kulturne in gospodarske vplive na staro jedro mesta Mašad ter občutno zmanjšuje kakovost življenja tamkajšnjih prebivalcev na račun zadovoljevanja interesov turistov, romarjev in zlasti zasebnih investitorjev

Rail transit station and neighbourhood change: A mixed-method analysis with respect to neighbourhood context

While increasing evidence suggests a determining role of urban rail transit in shaping and transforming cities and neighbourhoods, empirical studies on the simultaneous development of rail infrastructure and neighbourhood change are scarce. This paper attempts to evaluate the neighbourhood changes around rail transit stations as well as provide a possible explanation of how neighbourhoods can be differently affected by the presence of rail stations. Based on a longitudinal dataset (2006–2016) and using a mixed-method approach, a comparative analysis of six stations of the Tehran Metro Rail System is conducted between the high-income neighbourhoods and low-income neighbourhoods of the city. The Difference-in-Differences analysis yields that the northern high-income neighbourhoods and the southern low-income neighbourhoods of Tehran have experienced a heterogeneous model of changes in terms of demographic, housing, and land-use factors. In addition, the semi-structured interviews indicate that the heterogenous estimated changes in neighbourhoods around the case-study stations could be explained by the contextual factors of the northern and southern host neighbourhoods in Tehran including socio-cultural changes (social factors), land-use changes (physical factors) and the need for public transportation (transportation factors)

Estimating the impact of metro rail stations on residential property values: evidence from Tehran

Building a rail transit system into a neighbourhood generally raises expectations about the positive impact of the rail project on property values. Despite this general belief, the paper argues that the nature and magnitude of the effect vary depending on local and regional contextual factors. In this respect, the introduction of Tehran’s Metro Rail System (TMRS) between the low-income/run-down neighbourhoods on the south side and high-quality/affluent neighbourhoods on the north side of the city provides a suitable opportunity to examine this issue. Thus, the paper focuses on Shariati and Qolhak Stations in the northern parts, and Shohada and Shemiran Stations in the southern parts of the city, comparing price trends before and after the opening of the stations. The effect is estimated for treated and control properties of the metro stations using both trend analysis and a difference-in-differences model. Moreover, in order to identify the mediating contextual factors that influence the magnitude and direction of the impact, a survey is conducted close to the selected metro stations by means of qualitative methods of impact assessment. The paper found an overall negative effect of the metro stations on the sales value of residential properties located in Tehran’s affluent neighbourhoods. On the contrary, the effect is positive and high for properties located close to the southern stations in the poor and run-down neighbourhoods of the city. The qualitative survey indicates that this negative effect in the northern neighbourhoods may be due to such contextual factors as a lack of considerable demand for public transport, inappropriate land-use management, perceptions of crime and privacy, and nuisance effects

If you build it, they will change: Evaluating the impact of commuter rail stations on real estate values and neighborhood composition in the rotterdam–the hague metropolitan area, the netherlands

In many metropolitan regions, transit-oriented developments are built to motivate the use of sustainable travel by promoting urban growth within walking distances of public transport stations. Changes in residential property values are a common way to assess the success of transit-oriented developments. However, studies that focus on property values alone have reported mixed effects. This paper attempts to evaluate the land value impact around commuter rail stations by analyzing the change in property values within the context of the transformation of socio-spatial neighborhood attributes. The study sets out to estimate the effect of Randstad Rail stations using real estate transaction data of residential properties and neighborhood socio-spatial attributes in the Rotterdam–the Hague metropolitan area of the Netherlands covering a period from 1985 to 2018. Adopting a quasi-experimental design, the effect is estimated for properties within different catchment zones around three commuter rail stations using a Difference-in-Differences Model and Multivariate Analysis of Variance. The results demonstrate the overall negative effect of the Randstad Rail on the value of residential properties at a distance equal to or less than 400 meters from the selected rail stations in the range of-18.8% to-11.5%. In contrast, a positive effect is observed for the residential properties located within a radius of 400 to 800 meters from the rail stations, which is estimated to be +15% to +33.2%. The findings also indicate a considerable socio-spatial transformation in the neighborhood composition after the opening of the rail stations in terms of neighborhood population density, land-use density, housing characteristics, and car ownership, which significantly affect the magnitude and direction of the impact

If you build it, they will change: Evaluating the impact of commuter rail stations on real estate values and neighborhood composition in the rotterdam–the hague metropolitan area, the netherlands

In many metropolitan regions, transit-oriented developments are built to motivate the use of sustainable travel by promoting urban growth within walking distances of public transport stations. Changes in residential property values are a common way to assess the success of transit-oriented developments. However, studies that focus on property values alone have reported mixed effects. This paper attempts to evaluate the land value impact around commuter rail stations by analyzing the change in property values within the context of the transformation of socio-spatial neighborhood attributes. The study sets out to estimate the effect of Randstad Rail stations using real estate transaction data of residential properties and neighborhood socio-spatial attributes in the Rotterdam–the Hague metropolitan area of the Netherlands covering a period from 1985 to 2018. Adopting a quasi-experimental design, the effect is estimated for properties within different catchment zones around three commuter rail stations using a Difference-in-Differences Model and Multivariate Analysis of Variance. The results demonstrate the overall negative effect of the Randstad Rail on the value of residential properties at a distance equal to or less than 400 meters from the selected rail stations in the range of-18.8% to-11.5%. In contrast, a positive effect is observed for the residential properties located within a radius of 400 to 800 meters from the rail stations, which is estimated to be +15% to +33.2%. The findings also indicate a considerable socio-spatial transformation in the neighborhood composition after the opening of the rail stations in terms of neighborhood population density, land-use density, housing characteristics, and car ownership, which significantly affect the magnitude and direction of the impact