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Christchurch, one of New Zealand’s major cities, has been dealing with a housing shortage after a series of major earthquakes struck in 2010 and 2011, causing extensive damage to the city. Consequently, two distinct types of housing development appeared in the suburban areas of Christchurch: low-density single-use neighbourhoods and higher-density mixed-use neighbourhoods. The latter type is relatively new for Christchurch suburban areas where low population densities dominated prior to 2011. Thus, this study aimed to investigate the preferences of the residents of Christchurch and its surrounding districts for living in mixed-use neighbourhoods. Specifically, it sought to identify the weights that those residents place on the costs of house purchase and transport, versus neighbourhood costs associated with mixed-use development, when purchasing a residential property in the suburban areas of Christchurch. For this, a stated preference survey was developed, using the efficient design method, and mixed-logit models were estimated using the data. The results show that most of those residents prefer to live in low-density single-use neighbourhoods rather than in higher-density mixed-use neighbourhoods, and are sensitive to increases in the land price, density of development and diversity of land use in the areas. 新西兰主要城市之一克赖斯特彻奇 （基督堂市） 2010 和 2011 年经历了一系列地震灾害， 对城市造成广泛损坏，此后一直面临住房紧缺。随之而来的，克赖斯特彻奇郊区出现了两 种截然不同的住房开发类型：低密度单一用途街区和高密度混合利用街区。在 2011 年之 前，克赖斯特彻奇郊区以低人口密度为主导，后一种类型相对而言是新来的事物。本研宄 旨在考察克赖斯特彻奇及周边地区居民对于在混合利用街区居住的偏好。具体而言，本文 希望厘清这些居民在克赖斯特彻奇郊区购买住宅物业时，对购房和交通成本相比与混合利 用相关的街区成本所做的权衡。为此，我们运用有效设计的方法制定了一项自述偏好调查, 并运用所得数据估测了混合评定模型。结果显示，大多数居民偏好于在低密度单一用途的 街区居住，而非在高密度混合利用街区居住，并且对该地区地价的攀升以及开发密度和土 地利用多样性的增强颇为敏感。

Vertical mixed-use development is a favourite choice in urban development in high-density Asian cities to increase the land use efficiency. The flexibility of construction timing and the restrictions by lease contracts in vertical mixeduse projects are usually different from horizontal ones and single-use properties. To improve the valuation for vertical mixed-use projects, this study re-examines the real option pricing model. Simultaneous development for different uses and a finite maximum waiting period are the major characteristics of these projects. An approach is introduced to determine whether to develop a mixed-use project vertically or horizontally on the basis of a statistics called the critical height premium. The vertical mixed-use project pricing model can be further verified by containing a height premium if market price information is derived from non-vertical mixed-use properties. This study suggests a more comprehensive real option approach to quantify the advantages and disadvantages of operating vertical mixed-use developments.

The attempt by the Berlin Government to develop a publicly owned commercial courtyard infrastructure is anchored in various district and city‐wide planning frameworks. The main rationale is to support small and medium‐sized enterprises from manifold branches (light manufacturing, crafts, start‐ups, cultural industries) with appropriate and affordable spaces for future industrial and commercial‐based services of general interest (gewerbliche Daseinsvorsorge). The general urban and architectural design concept for what has been dubbed commercial courtyards 2.0 (Gewerbehof 2.0) is derived from the traditional Berlin Mix (Berliner Mischung) based on mixed‐use development, short distances, local sourcing, and a vertical commercial building structure adapted to contemporary framework conditions. Seven different state‐owned properties have been taken into consideration for further development whereof three of these properties (located in the districts of Mitte, Lichtenberg, Marzahn‐Hellersdorf) will be showcased here. Methodologically, we carried out location analyses, created urban and architectural designs, utilization concepts and conducted expert interviews, based on a research‐to‐practice approach and an inside‐outside perspective. Our results show that—despite great future ideas such as innovation‐oriented, mixed‐use, crafts, cultural‐creative, manufacturing‐based, and socially anchored commercial courtyards with childcare facilities—competing and conflicting uses, economic profitability considerations, the fiscal situation of public authorities, urban development policies, property laws and building regulations impose a tight straitjacket concerning its realization. Pertinent commercial courtyard planning programs and experience with publicly owned operating companies from Berlin itself in the past and in other large German cities indicate that if long‐term planning horizons for such endeavors are envisioned these ventures can be successful.

Contemporary planners see mixing residential, retail and other compatible uses as an essential planning principle. This paper explores the challenges that planners, developers and municipal councillors encounter in trying to implement retail uses as part of the mix in suburban areas in three Canadian cities. The study finds that planners employ evolutionary theories of urban development to naturalise their normative visions of walkable and sociable communities. By contrast, developers point to consumer behaviour to explain why planners' ideas on mix do not work. In a society where people shop at big-box outlets, making the local café or pub commercially viable proves increasingly challenging.

Purpose The purpose of this paper is to investigate the relationship between office rents and mixed-use development in the context of agglomeration economies. Design/methodology/approach Using a sample of 10,209 observations in 100 Grade A office buildings in Hong Kong from January 2001 to June 2011, the authors estimated office rent regression using unbalanced panel data analysis. Findings The results show that rents decreased with an increase in distance from retailers and hotels. Furthermore, the results revealed that, ceteris paribus, office tenants were willing to pay higher rents in a mixed-use than in a single-use office development. Research limitations/implications There is an existence of agglomeration economies due to the clustering of various industries in mixed-use developments, which allow for their close proximity to potential clients. Practical implications The diversity of activities in a mixed-use development benefit its tenants and, thus, convince them to pay higher rents. Higher rents generated by a mixed-use facility will attract more investors to it. Investors should seek opportunities to capitalize on their equity in mixed-use developments. Originality/value This paper attempts to uncover a relationship between office rents and mixed-use developments by drawing on the concept of agglomeration economies.

Whether you are a developer, planner, or property owner, if concerns about traffic impacts of proposed development are a challenge, this book offers solutions. Learn about best practices in transportation demand management and make the case by showing how ten communities across the nation implemented these policies and got results.

Rapid urbanization and car dependency have transformed Riyadh into a sprawling metropolis, straining mobility, sustainability, and land use efficiency. Investments in metro and Bus Rapid Transit (BRT) systems present an opportunity to shift toward transit-oriented development (TOD), making strategic urban planning essential. This study assesses Riyadh’s TOD potential by analyzing its urban structure, transport accessibility, and regulatory framework while drawing lessons from successful global models. This study applies GIS-based spatial analysis, policy review, and AI-driven clustering techniques (e.g., DBSCAN, K-Means) to evaluate TOD readiness and inform actionable strategies for Riyadh. The findings indicate that transit investments alone are insufficient due to gaps in zoning policies, pedestrian connectivity, and urban density. Enhancing compact, mixed-use developments, improving first- and last-mile accessibility, and leveraging AI-driven planning can reshape the city’s mobility ecosystem and foster sustainable urban growth. Vision 2030 provides a pivotal opportunity to align infrastructure investments with urban planning policies, ensuring Riyadh evolves into a modern, efficient, and transit-friendly city.

US cities of cool-climate zone such as Chicago and Boston are witnessing a reduction in carbon emissions potentially due to promoting public transportation and alternative energy resources. It is difficult to validate or deny optimal integration between land-use practices and transportation policies in mitigating carbon emissions due to the lack of urban comparative studies among metropolitan areas. Therefore, this research aims to examine the relationship between land use, travel behavior, and socio-economic characteristics related to carbon dioxide emissions at the zip code level. The research tends to investigate the carbon emissions in four metropolitan regions in cool climatic zone 5 compared to the carbon emissions in all US zip codes, to generate benchmarking predictive models. To this end, nine regression models were developed in this research. These include the US data model, zone 5 model, zone 5 cities model, zone 5 metropolitan areas model, zone 5 micropolitan areas model, Boston model, Chicago model, Columbus model, and Detroit model considering 14 independent variables. The nine models were calibrated and evaluated to include the statistically significant variables having the expected logical sign and acceptable values for t -statistic and multicollinearity. The adjusted R 2 values vary between 0.62 and 0.91, where Boston, Chicago, Columbus, and Detroit models are statistically better than other models. The results indicate that the policies that can be adopted to reduce carbon emissions vary among the models.

A now substantial body of literature finds that land use and urban form have a statistically significant, albeit relatively modest, effect on travel behavior. Some scholars have suggested that various built-environment characteristics influence travel more in concert than when considered in isolation. Yet few previous studies have combined built-environment measures to create holistic descriptions of the overall character of neighborhoods, and fewer still have related these neighborhoods to residents' travel decisions. To address this gap in the literature, we develop a typology of seven distinct neighborhood types by applying factor analysis and then cluster analysis to a set of 20 variables describing built-environment characteristics for most census tracts in the United States. We then include these neighborhood types in a set of multivariate regression models to estimate the effect of neighborhood type on the travel behavior of neighborhood residents, controlling for an array of personal and household characteristics. We find relatively little variation in the number of daily trips among neighborhood types, but there is substantial neighborhood variation in both person miles of travel and mode choice. Travel by residents of one particular neighborhood type is notably distinguished from all others by a very low number of miles traveled, little solo driving, and high transit use. However, this neighborhood type is found almost exclusively in just a few very large metropolitan areas, and its replicability is uncertain.

Urban neighbourhoods are defined as much by their commercial character as their residential; retail services not only provide material needs for those living nearby, but less-tangible social and cultural capital as well. It is reasonable to expect, then, that excessive churn in these businesses can threaten the stability of a neighbourhood. Using a longitudinal data set on mixeduse neighbourhoods in New York City, we test whether or not neighbourhoods of varying circumstances and characteristics experience different degrees and types of retail turnover. Results suggest that there are meaningful differences in retail turnover across neighbourhoods. Retail turnover is directly associated with the type of business activity, commercial infrastructure and the neighbourhood’s consumer profile. However, when all three sets of factors are considered simultaneously in a regression analysis, consumer-related characteristics explain turnover more than those related to the local commercial environment. Specifically, businesses that provide necessity and more frequently consumed goods/services are more stable and chain establishments are more likely to venture into markets with some housing price discounts, growth potential and possibly less organised opposition. Neighbourhoods with less (and more heterogeneous) general retail (as opposed to food service) concentration, as well as bigger businesses, are more stable. More importantly, bigger households and higher shares of white residents are most strongly associated with less retail churn, and population growth is the strongest predictor of more turnover. 城市街区由它们的商业特征界定，也同样由它们的居住特征界定；零售服务不仅为附近居民提 供物质服务，也提供并不清晰可见的社会和文化资本。因此，可以合理预见，这些零售店的过 度流转会威胁街区的稳定。我们运用纽约市混合利用街区的一组纵向数据，测试了不同环境和 特征的街区是否会经历不同程度和类型的零售店流转。结果表明，不同街区在零售店流转方面 有着显著差异。零售店流转与业务类型、商业基础设施以及街区的消费者特征直接相关。但是， 通过回归分析来同时考虑这全部三组因素时，我们发现，相比与地方商业环境相关的特征，零 售店的流转更多与消费者相关的特征相关。具体而言，供应生活必需品和常用商品/服务的零售 店更稳定，连锁店更容易进入那些房价优惠、有增长潜力并且有组织的对抗较少的市场。一般 零售（与餐饮服务相对）集中度较低（更加异质化）的街区以及大型零售店聚集的街区，相比 之下更为稳定。更重要的是，房屋面积总体较大、白人居民占比较高的街区，其零售店流转率 往往更低，而人口增长是更高流转率的最强有力预测指标。