The Application of Growth Theory in Explaining theSubjective Optimal Pattern of Urban Travel Demand (Case Study: Kerman City)

The Application of Growth Theory in Explaining theSubjective Optimal Pattern of Urban Travel Demand (Case Study: Kerman City) | Research Square window.SnipcartSettings = { analytics: { enabled: false } }; (function() { var accessVector = localStorage.getItem('access_vector') || ''; window.dataLayer = window.dataLayer || []; if (accessVector) { window.dataLayer.push({ user: { profile: { profileInfo: { snid: accessVector } } } }); } })(); (function(w,d,s,l,i){w[l]=w[l]||[];w[l].push({'gtm.start':new Date().getTime(),event:'gtm.js'});var f=d.getElementsByTagName(s)[0],j=d.createElement(s),dl=l!='dataLayer'?'&l='+l:'';j.async=true;j.src='https://www.googletagmanager.com/gtm.js?id='+i+dl;f.parentNode.insertBefore(j,f);})(window,document,'script','dataLayer','GTM-K279D39R'); Browse Preprints In Review Journals COVID-19 Preprints AJE Video Bytes Research Tools Research Promotion AJE Professional Editing AJE Rubriq About Preprint Platform In Review Editorial Policies Our Team Advisory Board Help Center Sign In Submit a Preprint Cite Share Download PDF Research Article The Application of Growth Theory in Explaining theSubjective Optimal Pattern of Urban Travel Demand (Case Study: Kerman City) Mohammad Hossein Saraei, Moslem Ghasemi This is a preprint; it has not been peer reviewed by a journal. https://doi.org/ 10.21203/rs.3.rs-7259119/v1 This work is licensed under a CC BY 4.0 License Status: Posted Version 1 posted You are reading this latest preprint version Abstract The transportation needs of people living in urban areas, such as commuting to work, running errands, attending events, and traveling for leisure, are referred to as urban travel and travel demand. To provide effective and sustainable transportation options, it is crucial for transportation planning and infrastructure development in cities to comprehend travel demand patterns. Therefore, the current article is working toward its primary objective, which is to provide an ideal mental model of the demand for urban travel based on the growth theory of Strauss and Corbin, the coding process, and quantitative and qualitative analysis in the city of Kerman. In Kerman city, the most frequent origin-destination trips are for leisure and personal work (104522 trips within 11 traffic zones), education (47394 visits), business (37695 trips), continuous operations (19,188 trips), and shopping (15256). Due to their numerous tourist attractions, the streets of Dr. Shariati in Zone 2, which span 295 minutes, and Shahid Rajaee in Zone 1, which span 225 minutes, experience heavy traffic. Accordingly, "15-17 and 21-19" are the most relaxed times, while "9-7, 11-9, 11-13, 15-13, and 19-17" are the busiest. The demand for inner-city travel in Kerman is directly correlated with the best behavioral, belief, value, and need patterns that have a big influence on urban travel objectives. One desirable model for urban transportation planning, including public transportation use, is the ideal mental pattern of inner-city travel demand. Figures Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 1 Introduction Traveling with a focus on cities has always been popular nowadays and has helped to revitalize and improve many urban areas worldwide [ 2 ]. At the heart of the situation are cities, which offer tourists a varied and instantaneous experience that satisfies their travel needs and leisure pursuits [ 30 ]. To build an agent-based model that includes both travel demand and the transportation supply in the study area, integrated urban transport planning suggests that discussions about urban travel are based on two types of input data [ 31 ]. Of these, the discussion of urban travel patterns involves a set of factors that are always defined by their programs and characteristics [ 12 ]. These attempt to connect one activity to other travel activities and include details about the times and locations where the traveler plans to engage in those activities [ 19 ]. Traffic congestion has become one of the main problems of our day in Iran due to the country's fast urbanization in recent decades, the rise in the number of people who own and use personal vehicles, the inefficiency of the streets, and the many difficulties in building or widening them. Large cities and metropolitan areas have not been the only places where this issue has arisen; small and intermediate cities are also gradually experiencing it [ 14 ]. One of the primary concerns of urban managers and planners nowadays is sustainable urban transportation, given the rise in automobile use and the escalation of traffic and pollution in urban areas. Finding travel patterns is a requirement for sustainable transport management [ 32 ]. An important area of study in urban planning is the factors that influence urban travel choices. The patterns and numbers of urban trips depend on several related factors, each of which is important depending on the circumstances of the city. Given the socioeconomic and environmental conditions of metropolitan areas, any appropriate management in planning and investing for the development and expansion of public transport systems will have a significant impact on urban transport and, consequently, on solving the problems arising from traffic and environmental pollution [ 17 ]. These factors include the socioeconomic and environmental status, the citizens and their employment levels, urban land use, the structure and spatial pattern of the city, and the civic and traffic culture of the citizens [ 39 ]. Many people enjoy traveling to new places and experiencing the local way of life, and urban trips provide a relatively quick way to experience a city's culture, history, cuisine, and entertainment [ 34 ]. These journeys frequently give information about the available modes of transportation as well as the social and economic aspects of the factors [ 24 ]. Urban trips and travel demand, according to urban experts, are the transportation requirements of people living in urban areas, including going to work, running errands, attending events, and taking leisure trips. To provide effective and sustainable transportation options, transportation planning and infrastructure development in cities must take into account patterns of travel demand [ 13 ]. Demand for urban travel is influenced by several factors, such as social behaviors and preferences, economic activity, employment opportunities, traffic congestion, public transportation availability, and population density. Selecting the best time and method of transportation for different goals improves passenger satisfaction and cuts down on travel time, which raises the system's appeal at the local level [ 26 , 1 ]. The scheduled start time of activities (and the degree of flexibility in the start time of activities) and the travel time on routes after the journey begins are two of the most significant factors influencing the choice of travel start time. Individual characteristics (e.g., age, gender, occupation, income, car ownership, etc.) are additional factors. [ 16 ] as well as the means of transportation. However, due to variations in social, political, economic, and cultural contexts, people's travel demands in different cities and nations make it common for transportation policies to differ depending on the country [ 18 ]. Therefore, the current state of the transportation system must be evaluated in terms of sustainability or unsustainability before taking any action to direct the planning efforts towards sustainable transportation systems. To measure sustainable transportation in the nation, this action necessitates the creation and identification of local indicators [ 20 ]. In actuality, the demand for the street network in cities has greatly exceeded its supply because private vehicle volumes have increased more quickly than those of public transportation. Street congestion has consequently become an urban problem due to this mismatch between the supply and demand of street space, which has detrimental effects on the city [ 22 ]. The volume and number of trips in cities must be decreased to solve the problem. Using the theories of subject-matter experts, demand management for urban travel is a short-term strategy for putting this concept into practice. Strauss and Corbin's grounded theory is one of the theories that can be used in this situation. Developing theories based on empirical data is the goal of this qualitative research approach, which is also referred to as a contextual theory [ 9 ]. By using this method to analyze urban travel, one can better comprehend the experiences, attitudes, and actions of tourists in a particular city or area. Urban researchers can find patterns and themes that guide the creation of a theory about how people move through and engage with urban environments by employing grounded theory to iteratively analyze observations, interviews, and other data sources. To improve urban mobility and lessen traffic and other adverse effects of travel, they can also create interventions or policies [ 27 ]. Thus, using Strauss and Corbin's grounded theory approach, we aim to address the following basic questions: What are the key factors influencing urban travel in Kerman, and what is the best mental model of the demand for urban travel in Kerman? 2 Literature review 2.1 Travel request The need or desire of people to travel within a city or urban area is referred to as the demand for urban trips. Numerous factors, including traveling to and from work, obtaining services, spending time with friends and family, engaging in leisure activities, and more, contribute to this demand [ 38 ]. Analyzing data on present and future trends in transportation demand, assessing current infrastructure and possible improvements or expansions, taking socioeconomic and environmental factors into account, and creating strategies to effectively and sustainably meet the population's transportation needs are all part of planning optimal patterns of urban travel demand [ 7 ]. This includes designing a variety of transportation options, such as public transportation, active transportation modes like walking and bicycling, and the use of private vehicles, to meet the unique needs of various population groups [ 11 ]. The demand for urban travel is also influenced by the desire to visit different locations within the city for leisure [ 36 ]. Therefore, several variables, including population density, urban growth, the standard and accessibility of transportation infrastructure, economic activity, and lifestyle choices, can affect the demand for urban travel.In order to create effective and sustainable transportation systems that satisfy the needs of both locals and tourists, urban planners, legislators, and transportation authorities must have a thorough understanding of this demand [ 5 ]. However, the popularity of city travel can have a negative effect on locals' health and safety. Addressing the demand for urban travel effectively requires an understanding of these relationships. This necessitates putting in place transportation laws and infrastructure that put sustainability, health, and safety first to give inhabitants a livable and healthy urban environment. Preventing accidents and injuries for all users of the road, including cyclists, pedestrians, and drivers, is what is meant by "safety" when traveling in cities [ 29 ]. This includes precautions to reduce hazards and guarantee people's safety when they are moving around the city. Thus, the impact of factors like air pollution and a sedentary lifestyle on respiratory and physical health is referred to as health in urban travel demand. This includes how people's transportation choices affect their general health and their chance of developing chronic illnesses [ 40 ]. Therefore, to develop effective strategies for planning optimal patterns of urban travel demand, it is imperative to comprehend developmental theories in addition to other motivations in urban travel demand. We can build a solid knowledge base for upcoming interventions targeted at altering those behaviors by researching current behavioral patterns and people's opinions of different forms of transportation. We will highlight some of the most significant of the many studies that have been done on the demand for and recognition of urban travel. In recent decades, Iran, like many developing nations, has seen a rapid increase in urbanization, which has raised demand for travel within cities. This nation's transportation system is primarily dependent on private automobiles, which causes traffic jams and air pollution in cities. Using a fuzzy multi-criteria decision-making model, Amin Safdari and colleagues looked at Tehran in their paper "Providing an Optimal Pattern for Housing and Suitable Transportation Means for Urban Travel to Enhance Urban Livability.". According to the questionnaire's results, the majority of respondents believe that the most significant options influencing the enhancement of urban transportation, livable housing, and urban livability and health are having appropriate housing, accessible transportation, and a livable transportation network [ 4 ]. 2.2 Request for travel within Kerman city The city of Kerman has seen a surge in traffic in recent years due to an increase in both the number of vehicles and the reasons for travel. Since private vehicles are used for a large percentage of these trips, traffic issues, pollution, and frequent congestion have been caused by the lack of roadside parking and the narrow streets, especially in the city's central regions. Thus, taking into account locals' inclinations to use public transportation rather than drive their cars, as well as encouraging pedestrian-friendly practices and bicycling on some congested and busy streets, is one of the most significant accomplishments we have made. This suggests that residents are very eager to use public transit. Nevertheless, this system has drawbacks and difficulties as well, which have been discussed in the thesis as a whole and verified by the target community and experts. The inadequate quality of certain streets and the absence of appropriate infrastructure in Kerman are additional gaps and problems in urban travel, which result in traffic jams and slower vehicle movement speeds. To address this issue and satisfy the needs of the local population, the routes with the highest traffic volumes have been identified. The associated issues with these routes, brought on by the heavy traffic, have also been taken into account. Furthermore, it takes a considerable amount of time and money to get to these centers and meet the needs of the locals due to the great distances between residential areas and travel destinations. The travel demand patterns of Kerman city's residents were investigated independently based on travel purposes in this study, which used the grounded theory method to code the data collected from the statistical population and extract the key elements of urban travel in Kerman. This was done to become acquainted with the different kinds of travel that the locals engage in and to suggest ways to deal with these problems. Therefore, based on the interviews we conducted, we concluded that residents' travel habits in cities favor public transportation over private vehicles. Based on this, we indicated the obstacles and issues in these locations and routes and suggested fixes for them by determining the patterns of citizen travel demand and identifying routes and centers with high travel purposes. 2.3 Scientific background In their paper "Spatial Modeling of Rural Travel Flow and Analysis of Factors Affecting Travel Demand (Case Study: Villages of Tabriz County)," Aghayari and colleagues looked at several demographic and economic indicators as well as different travel goals. The study's findings showed that the spatial distribution of trips followed a clustered pattern, with some villages having a high volume of trips and others having a low volume. Access to public transportation had a bigger influence on the amount of travel in the villages, according to the GWR model's analysis of the relationship between the research variables and travel volume [ 3 ]. In a study titled "Non-linear Effects of the Built Environment and Social Environment on Bus Use Among Older Adults in China," Wang and colleagues concluded that this method makes it possible to replicate fictitious travel patterns, which serves as a foundation for the repeatability of subsequent research. Additionally, the study's findings are readily available to the larger research community and practice-oriented stakeholders due to the methodology's open data foundation [ 37 ]. In a paper titled "The Impact of Subjective and Objective Factors on Bus Travel Intentions," Qi Chen and colleagues concluded that the widespread integration of information and communication technology into the operations of travel service providers has significantly changed the patterns of travel distribution in emerging destinations. Improved digital literacy and growing internet penetration among the populace of developing destinations have also been contributing factors [ 35 ]. The benefits of employing activity-based travel demand models over the existing four-step models were empirically demonstrated by Adnan and colleagues in their paper, "Analyzing the Potential Effects of Motorcycle Travel Demand Management Using an Activity-Based Travel Demand Model for Ho Chi Minh City, Vietnam" [ 32 ]. 3 Materials and methods The current study is categorized as exploratory in nature, fundamental in terms of research type, uses an inductive research strategy, and is a mixed-methods (qualitative-quantitative) study based on Strauss and Corbin's grounded theory model. This method highlights how crucial it is to examine qualitative data and pay close attention to specifics to fully comprehend phenomena. This method bases data analysis on the concepts and patterns concealed in qualitative data, which are deemed more significant than quantitative data. According to Strauss and Corbin, people's cultural surroundings and context have a big influence on their actions and behaviors. Thus, Strauss and Corbin's grounded theory emphasizes the accurate and thorough examination of qualitative data, careful consideration of the cultural context and environment, and its impact on social patterns and behavior. This article will also discuss how urban travel performance is affected by these factors. This is among the research's novel features. With the growth of qualitative and mixed methods (quantitative and qualitative), questionnaires and interviews—two of the most popular tools—are used in the field-based data collection method. An exploratory study-based unstructured in-depth interview was used. This method will use open coding (categorical identification), axial coding (categorical development), and selective coding (categorical final selection) to analyze data. Since the study is concerned with urban transportation, the statistical population of the study includes all urban transportation specialists, Kerman municipal experts, and residents. The theoretical sampling guide asks questions and compares questions that arise when interview and questionnaire content is analyzed with individuals to identify appropriate categories, their characteristics, and dimensions. Therefore, the research population has been selected using purposive sampling. The most appropriate sampling method for this study was theoretical sampling, which is the process of data collection for theorizing, in which the analyst collects, codes, and analyzes the data at the same time. The sample size is maintained until saturation or theoretical sufficiency is reached. MaxQDA software has been used to identify the optimal mental model of urban travel demand in Kerman and to describe the optimal mental model from the data, and to achieve the desired goals and answer the questions asked, using the MaxQDA software to identify the optimal mental model of urban travel demand in Kerman. It is a qualitative and mixed data analysis computer program that analyzes text, images, and video. We gathered codes about urban travel to choose the final elements for examination using the Strauss and Corbin grounded theory method. Thus, 186 codes about the subject of urban travel and transportation were extracted in the first coding stage, and 110 codes were chosen in the second coding stage after the components were refined. The codes and components with the highest degree of similarity and topical relevance were chosen to conduct a more thorough analysis of the obtained components. Thus, 37 key concepts were extracted, and 15 components and final categories were obtained in the form of 4 basic categories for analyzing the demand for urban travel in Kerman after each concept was compared with the others. (Fig. 2 ). 3.1 Case study selection The city of Kerman is the center of Kerman province and county, located between 56 degrees and 58 minutes east longitude and 30 degrees and 14 to 30 degrees and 19 minutes north latitude, at an altitude of 1755 meters above sea level. The area of this city is 7644 hectares, and it is situated in a foothill position. In recent years, this city has experienced significant traffic and travel due to its emergence as a metropolitan area and the establishment of diverse land uses and services, and this volume will vary in different parts of the city (Fig. 3 ). 4 Results and discussion Many studies have been carried out in the context of urban travel and travel demand patterns, with varying degrees of success. The results about the best patterns of demand for urban travel show the impact of several criteria and factors that can impact the city and the standard of living of its citizens as a result of urban travel, each of which will be used appropriately. As a result, we will discuss some of the most significant findings from earlier studies on the demand patterns for urban travel and contrast them with the findings from this article. Increased Use of Public Transportation : Results from related research show that people in urban areas favor public transportation over private vehicles for short-distance travel. Economic Factors' Impact : Several studies also emphasize the significance and impact of economic factors on urban travel demand patterns, showing that factors like expenses, income, and gas prices have a big impact on these patterns. Impact of Social Factors : A review of related research highlights that social factors, including age, gender, and social and cultural standing, are some of the most important determinants of travel demand trends. Impact of Technology : Research has also demonstrated that the adoption of new technologies, like car-sharing programs and traffic apps, improves travel demand trends. As a result, these research studies and publications can help develop suitable policies and initiatives to enhance public transportation networks and lessen traffic in cities. The qualitative grounded theory approach, as suggested by Strauss and Corbin, will be used in this study to analyze the economic, social, and environmental factors influencing urban travel while also gathering pertinent data and statistics, which will be discussed in more detail later. The purpose of this analysis is to investigate the theoretical connections between the essential elements of Kerman urban travel. Compared to other studies, this paper is novel in that it presents urban travel in Kerman using a developmental theory approach for the first time. To choose and obtain the pertinent elements and their specific selections for qualitative analyses, we will examine every step of the developmental theory in this context. Additionally, we will offer models of demand for urban travel based on the latest statistics and data from Kerman, divided into five urban regions that haven't been used in previous studies. Thus, to arrive at the intended theory regarding behavioral patterns and their roles in urban travel in Kerman, qualitative analyses based on people's experiences and behavioral patterns regarding the demand for urban travel in Kerman are being used. On the one hand, although similar studies have looked at urban travel in Kerman across four regions, this paper uses Strauss and Corbin's grounded theory to analyze five urban regions of Kerman based on the most recent data and statistics. The theoretical relationships between the chosen elements of urban travel and high-purpose travel routes within Kerman are also examined using Corbin's grounded theory, which represents additional innovations of this paper. This approach has never been used before and was assembled as part of a doctoral dissertation. It all boils down to how data is used to maximize the urban transportation experience when talking about the quality of urban travel relationships. Cities and transportation organizations can go beyond conventional methods and focus their efforts on making urban travel more effective, fair, and pleasurable for all locals and tourists by implementing grounded theory in the field of urban travel. Fundamental ideas and precepts that support data collection, organization, analysis, and interpretation are at the heart of grounded theory. The quality of urban travel can be greatly improved by the presence of culturally rich areas with attractions like theaters, galleries, museums, and historical sites. Along the way, these areas offer chances for entertainment and education in addition to fostering a feeling of place and identity. In this regard, the built environment's architecture, urban planning, and public art all contribute to the city's aesthetic appeal and general ambiance. Urban travel can be made more interesting and pleasurable by creating a sense of place through well-designed artificial environments. Another important factor affecting locals' travel intentions is the accessibility of parks, leisure areas, and recreational facilities. These areas have the potential to greatly enhance the quality of urban travel by offering chances for rest, social contact, and exercise. They can also improve well-being and a feeling of community. Furthermore, the amount of traffic and residents' movements to accommodate their needs will draw attention to the pollution problem more and more. A high-quality urban environment depends on the efficient management of pollution, including noise and air pollution. Both locals and tourists may find the city healthier and more enjoyable if pollution levels are reduced. Along with urban amenities, creativity is another important factor that affects urban travel and can have a big impact on how residents get to different parts of the city. Thus, promoting artistic communities, creative industries, and cultural events can enhance the urban fabric and make urban travel more exciting and motivating. A vibrant, creative scene frequently adds to a distinctive and unforgettable urban experience. To improve social interaction, leisure, and a sense of connection with nature in the city, access to green spaces and public gathering places is essential. Urban travel can be greatly enhanced by well-designed parks and public areas. To create walkable and vibrant neighborhoods and lessen reliance on private vehicles, transit-oriented development that emphasizes the creation of mixed-use areas surrounding transportation hubs should be encouraged. This element can have a positive effect on the sustainability and comfort of urban travel, which also calls for the implementation of initiatives like parking management, especially in crowded and important areas like Kerman's city bazaar. Therefore, it is possible to maximize urban spaces and improve the overall experience of moving within the city by effectively managing parking demand and offering a variety of transportation options, such as public transportation, bicycle infrastructure, and pedestrian-friendly paths. The value of a data-driven viewpoint and the application of gathered data for analysis and decision-making in a variety of domains are examined by grounded theory. In their book "Basics of Qualitative Research," John Strauss and Juliet Corbin go over the importance of data-driven approaches and related concepts. These writers stress the value of data and gathered information, showing how effective data use can enhance a variety of procedures and decision-making. Since many people depend on urban travel daily, it is important and has a significant impact on urban life and quality of life, according to Kerman's theoretical relationship model among the categories of urban travel. The information gathered from urban travels can improve these trips from a grounded theory standpoint by offering better options for public transportation, streamlining traffic, and making use of ICT. Utilizing data, it is possible to analyze passenger behavior patterns and their transportation requirements to enhance urban services and transportation infrastructure. When it comes to public transportation, traffic control, and urban infrastructure, data analysis can provide insightful information that helps cities, transportation authorities, and urban planners make better decisions. 4.1 Qualitative analysis of selected components of Kerman city trips Economic and social factors are among the most significant determinants of urban travel goals, according to analyses carried out in the city of Kerman. There are five municipal areas, 130 traffic districts, and 11 traffic zones in Kerman. Kerman's general social and economic standing is mediocre. One of Kerman Province's commercial and industrial hubs, this city is home to several important industries, including the manufacturing of textiles, apparel, and food processing. The demand for urban travel to visit Kerman's tourist attractions and buy locally made goods is boosted by the city's industries and attractions. Furthermore, the existence of major corporations and respectable universities in Kerman adds to the city's student and worker population, making urban travel necessary to get to work and school. The demand for urban travel can be significantly influenced by the number of businesses and jobs in a given area. More people travel to cities for dining, shopping, and recreational purposes as the number of jobs and business units rises. Additionally, an increase in business units and jobs may result in a rise in the number of workers in a given area, which in turn may increase the need for urban travel to get to work. Economic models may be used as a tool to estimate the economic factors influencing the demand for urban travel. Usually, statistical data and economic theories serve as the foundation for these models. As a result, a kind of basic probabilistic distribution model is frequently employed in this research to estimate the demand for urban travel. This simple probabilistic model for estimating urban travel demand is as follows: $$\:\:Demand={\beta\:}_{0}+{\beta\:}_{1}\:.\:Price+{\beta\:}_{2}$$ 1 $$\:Income+{\beta\:}_{3}\:.\:Population+\:ϵ$$ Price, income, population, and a random variable (model error) are used to define the travel demand variable in this equation. Econometric techniques are used to estimate the parameters β0β0 to β3β3. In general, researchers and economic analysts can better understand the relationships between different economic variables and make more accurate predictions by using economic models to estimate the demand for urban travel. Table 1 and Fig. 5 provide an overview of the findings from this urban travel demand model for Kerman. The demand for urban travel can be directly impacted by the percentage and per capita number of vehicles. The number of urban trips will rise if a city has a high percentage of public vehicles, such as buses, taxis, and subways, per capita. This is because people can use these forms of transportation to get to their destinations with ease. Therefore, public transportation must be widely available and reasonably priced, and its share and per capita usage must be high to increase the number of urban trips. Increasing the number of urban trips can also be significantly influenced by the growth and enhancement of the city's public transportation system. (Table 2 ). Table 1 Kerman's intra-urban travel demand by urban area, estimated using economic variables Business units Workers at the Place of Employment Workers at the Place of Residence Urban areas 5094 32715 50981 Region 1 12730 60074 63375 Region 2 18856 99175 116128 Region 3 8741 43143 55390 Region 4 16806 44010 40966 Region 5 Table 2 Per capita ownership and share of intra-city travel vehicles by urban area in Kerman Share and Per Capita Ownership of Motorcycles Share and Per Capita Ownership of Cars Urban Areas 1/135 6/237 Region 1 1/19 11/194 Region 2 1/322 12/827 Region 3 1/538 6/37 Region 4 0/421 2/897 Region 5 If the travel demand lines for public transportation show the number of trips exchanged between two areas in this system, then regions with high travel exchanges can be identified. Figures 7 and 8 , the travel demand lines, which indicate the number of travel exchanges between the major internal areas of Kerman city for exchanges of more than 300 trips in one direction. These figures show that the most frequent bus travel is to the central areas, with major areas 2, 1, 3, and 5, which are the historical fabric of Kerman, the most popular destinations for bus travel. Many peripheral areas also have significant travel connections with their neighbors. Figure 9 shows the travel demand lines for taxis, and Fig. 11 shows the travel demand lines for minibuses. The number of trips that are exchanged between two areas determines how thick these lines are. For exchanges exceeding 200 trips in one direction, the drawn lines show the volume of travel between Kerman City's main internal areas. These numbers show that there is a discernible travel demand for taxis across different regions, with the central areas (Area 5) having the highest travel demand for the taxi system. On the other hand, minibus travel demand lines are dispersed throughout various locations, and substantial travel between a number of important regions is not made with this form of transportation. 4.2 Travel demand pattern, travel propensity lines, and travel goals within Kerman city On the other hand, minibus travel demand lines are dispersed throughout various locations, and substantial travel between a number of important regions is not made with this form of transportation. Demand for Cultural Travel : People who exhibit this pattern want to see The city's historical and cultural landmarks. They travel throughout the city to visit historical sites, museums, and exhibitions (such as the Industrial Museum in Area 2, the National Library in Area 1, and the old castles of Dokhtar and Ardeshir). Demand for Commercial Travel : People who exhibit this pattern are primarily interested in retail and shopping. To buy electronics, books, clothes, and other items, they travel within the city. Although this pattern is present throughout Kerman city, it is particularly noticeable in Area 2 because of the opulent new commercial lands and mixed-use areas, as well as in Area 5 because of its historical background and market presence. Demand for Recreational Travel : People in this group are searching for entertainment and leisure activities. They visit theaters, movie theaters, parks, and other locations within the city. According to this pattern, Area 2 of Kerman City, along with Areas 4 and 5, has more trips because of its many parks and recreational and tourist complexes. Service Travel Demand : Those following this pattern seek urban services such as restaurants, cafes, and hotels. They travel within the city to eat, drink, or stay in hotels. The travel demand lines of Kerman city dwellers, broken down by travel purpose during the peak midday period, are depicted in Figs. 13 to 17 for each of the 11 traffic zones and five urban areas. As can be seen, the most frequent travel during this time is for personal, recreational, and educational reasons, whereas the least frequent travel is for shopping and other reasons. The most frequent routes for travel for work are from Area 1 to Area 3. Furthermore, the most educational trips take place between Areas 2 and 5, Areas 8 and 3, Area 1 and Area 3, and Area 3 and Area 9. The majority of shopping excursions are focused on Area 1, which is the center of the market; the most frequent routes are from Area 1 to Area 3. Lastly, the most important travel exchange takes place between Areas 1 and 3 for trips about leisure and personal business. The corridors of Esteglal, Ferdowsi Boulevard, and Jihad Boulevard have the highest average traffic volume during this time, according to the results obtained. Likewise, the corridors with the highest average number of people using public transportation are Dr. Shariati, Shahid Beheshti, and Shah Nematollah Vali. Given this knowledge, the study process made use of all environmental, socioeconomic, cultural, infrastructure, and other factors in order to clarify the ideal patterns of urban travel demand in Kerman. This method sought to pinpoint and elucidate the needs, values, beliefs, and behavioral patterns people have about traveling through the city in different parts of Kerman.(Table 3 ). Thus, a variety of techniques, including qualitative research and interviews, were used to clarify these trends. The demand for urban travel in Kerman was found to be directly correlated with the best behavioral patterns, attitudes, values, and requirements that have a big impact on the goals of urban travel. In order to easily reach their travel objectives and fulfill their everyday needs, people in Kerman prefer to use public transportation over private vehicles due to behavioral patterns, beliefs, and values. This decision enables them to maximize their financial expenses in addition to providing convenient access to travel destinations. Additionally, this pattern is supported by Kerman's production and appeal of urban travel as well as the demand lines for travel. Since most services and land uses, especially the Grand Bazaar and historic buildings, are located in the central areas of Kerman, where a large amount of travel takes place, public transportation makes it much simpler and more convenient to get to these areas. Because of this, people now think that public transportation is an accessible way to achieve their urban travel goals. In contrast, Kerman's Zone 2 residents, who have significant economic potential, still favor using their cars to fulfill their needs and accomplish their travel objectives. In addition to raising expenses, this preference contributes to problems like pollution and traffic jams. Table 3 Roads with the highest average traffic volume during the noon period Roads with the highest average passenger volume during the noon period. Roads with the highest average traffic volume during the noon period. Average Passengers on the Road Street Name Average Traffic Volume in the Road Street Name 1769 Dr Shariati 4891 Esteghlal 1535 Dr Beheshti 4437 Boulevard Ferdowsi 1524 Shah Nematollah Valli 3778 Boulevard Jihad 1497 Esteghlal 3730 Boulevard 22 Bahman 1360 Eghbal 3614 Ayatollah Sadooghi 1168 Mirza Reza Kermani 3577 Sepahbod Gharani 943 Ayatollah Salehi 3342 Boulevard Vali Asr 825 Boulevard Quds 3314 Boulevard Quds 823 Ayatollah Motaheri 3242 Ayatollah Salehi 715 Sarbaz 3171 Eghbal Residents of Kerman believe that public transportation should be the basis for the optimal travel demand pattern when it comes to meeting their travel needs because it is generally less expensive than using a personal vehicle to access urban travel objectives, eliminates the need to park a car, reduces air pollution And traffic congestion, and makes different parts of the city accessible. Kerman's urban travel goals are mostly dependent on demand patterns for travel that prioritize public transportation over private automobiles. According to Kerman's origin-destination and travel demand lines, public transportation typically satisfies the highest level of urban travel demand. People's decisions between public and private transportation are influenced by this pattern, which includes significant and acceptable assumptions and beliefs. Numerous factors, such as the state of the economy, local culture, traffic, and the kinds of public and private transportation that are available, frequently influence these decisions. Consequently, a desirable framework for urban transportation planning may be the optimal mental model of urban travel demand. This suggests that the best mental model of Kerman's urban travel demand will include a large number of people using public transportation. 5 Conclusion Although the road infrastructure in our nation has not changed, the problem of urban transportation has grown more acute because of the country's fast population growth, the quick rise in the number of vehicles, the growing desire to travel, and the high demand for urban trips. The quality of roads and the state of streets cause traffic jams on communication routes. Kerman, one of the nation's largest cities, is not an exception to this rule. The cultural foundation of Kerman is linked to one of the major traffic issues. Kerman's poor traffic conditions are caused by the absence of the infrastructure required for safe travel through the city's busiest areas. Therefore, pedestrians have been involved in a sizable portion of traffic accident fatalities in Kerman over the past few years. The Kerman urban managers have made building 20 bridges a top priority in order to address this problem. However, because of administrative red tape, work on some of these bridges in busy areas has been put on hold for months. Numerous studies on intra-city travel and patterns of travel demand have been carried out, with varying degrees of success. The results about identity travel demand patterns show the impact of numerous criteria and factors that can affect the city and the standard of living for its citizens. Every one of these elements will be used in the right situations. As a result, we have discussed some of the most significant findings from earlier studies about the demand patterns for intra-city travel and contrasted them with the findings of this paper. Findings from related studies show that for short-distance travel, city dwellers favor public transportation over private vehicles. According to some of these studies, indicators like expenses, income, and gas prices have an impact on travel demand patterns within cities, highlighting the significance and impact of economic factors in this regard. Social factors like age, gender, and social and cultural status are among the most important factors influencing travel demand patterns, according to an analysis of the results of related studies. Additionally, studies have demonstrated that the adoption of new technologies, like car-sharing services and traffic apps, has a positive effect on patterns of travel demand. As a result, these studies and publications can aid in the creation of suitable policies and initiatives meant to enhance public transit networks and lessen traffic in cities. Thus, the current study has been analyzed using the qualitative grounded theory method put forth by Strauss and Corbin, while also looking at all economic, social, and environmental factors influencing intra-city travel and gathering pertinent data and statistics on this topic, which will be covered in more detail later. The theoretical connections between the key elements of intra-city travel in Kerman will be investigated as a result. Thus, one of the novel features of this paper, in contrast to other articles, is that it presents intra-city travel in Kerman using a developmental theory approach for the first time. Initially, all relevant indicators and components were taken from a variety of statistical sources, interviews, documents, and library resources. Additionally, literature and theoretical background pertaining to intra-city travel were also gathered. Following the selection of the components and indicators that were most similar to the topic in the second stage, the final selection phase was conducted. Based on their recurrence and frequency, the chosen categories were then thoroughly investigated and analyzed in Kerman. Because this is the first time that the developmental theory has been applied to intra-city travel in Kerman, a significant number of indicators were examined during the review of all stages, and the pertinent indicators were then extracted. The models of intra-city travel demand that were presented were based on the most recent data and statistics gathered from statistical sources and field visits in Kerman. They were quantitatively divided into five urban areas and were not previously used in order to select and obtain the desired components and their selective choices for qualitative analyses. To arrive at the intended theory regarding behavioral patterns and their roles in intra-city travel in Kerman, the application of qualitative analyses in the context of individual experiences and behavioral patterns regarding intra-city travel demand in Kerman has been investigated. Although the subject of intra-city travel in Kerman has been covered in comparable articles in four different locations, this study uses Strauss and Corbin's grounded theory to examine five urban areas of Kerman based on the most recent data and statistics. This method, which was compiled as a doctoral dissertation, has never been used before. Another novel feature of this paper is the analysis of high-demand travel routes within Kerman using Corbin's grounded theory approach, in addition to looking at the theoretical relationships between the chosen intra-city travel components. To determine the best patterns of urban travel demand in Kerman, this study uses a variety of environmental, socioeconomic, cultural, infrastructure, and other factors because its research methodology is primarily qualitative. This method seeks to pinpoint and elucidate the needs, values, beliefs, and behavioral patterns people have about traveling through the city in various parts of Kerman. To shed light on these trends, a variety of techniques were employed, including qualitative research and interviews. The demand for urban travel in Kerman was found to be directly correlated with the ideal behavioral patterns, beliefs, values, and needs that have a major impact on the goals of urban travel. Because public transportation makes it easier for them to accomplish their travel objectives and take care of their daily needs, people in Kerman prefer it to private vehicles. This preference allows them to optimize their economic costs while ensuring convenient access to their travel destinations. The travel patterns and the generation and attraction of urban trips in Kerman also support this trend. Given that a significant volume of trips occurs in the central parts of Kerman, where most services and land uses—particularly the Grand Bazaar and historical buildings—are located, accessing these centers via public transportation is much easier and more convenient. Consequently, individuals have come to believe that public transportation is a reliable means for facilitating their urban travel goals. However, even though District 2 residents in Kerman have a lot of economic potential, they still favor using their cars to fulfill their needs and accomplish their travel goals. In addition to raising expenses, this decision exacerbates problems like pollution and traffic jams. In general, Kerman residents believe that public transportation should be the foundation of the ideal pattern of urban travel demand because it is less expensive, eliminates the need for parking, reduces traffic and air pollution, and provides better access to different parts of the city. As a result, they want to use this method to satisfy their travel requirements. Kerman's urban travel goals are mostly dependent on patterns of travel demand that prioritize public transit over private automobiles. According to data on origin-destination pairs and travel trends within Kerman, public transportation typically satisfies the greatest demand for urban travel. This pattern includes ideas and opinions that people find important and acceptable, which affects their decision to use private or public transportation. Numerous factors, such as the state of the economy, local culture, traffic, and the kinds of public and private transportation that are available, frequently influence these decisions. Consequently, a desirable framework for urban transportation planning may be the optimal mental model of urban travel demand. Therefore, it can be said that the best mental model of Kerman's urban travel demand includes public transportation use for a large number of people. The presence of densely populated residential areas, the high volume of pedestrians crossing streets without following the rules (Shariati Street-Somayeh Intersection), the absence of the necessary infrastructure for building parking facilities and pedestrian overpasses, the concentration of many medical buildings nearby within a busy and highly concentrated urban fabric, and the careless pedestrian crossings of streets are some of the notable results of urban travel in various areas of Kerman. These issues cause a very serious problem for vehicle traffic, such that the subsequent intersections are generally uncongested, and the traffic backing up from this location sometimes reaches Azadi Square. Additionally, in the concentrated and old urban fabric areas located in District 5, which face a massive volume of service and usage density due to the city’s historical bazaar, the construction of underpasses is not possible due to the main gas pipelines. Therefore, the construction of pedestrian bridges can be effective in resolving some issues, such as preserving the lives of citizens from drivers who are involved in high-speed movements. Part of the traffic on the streets of Kerman city is due to pedestrians crossing the street, and a severe drop in the average operational speed. According to origin-destination databases, 3–8% of all trips are made using the bus transportation system during the day. In the bus transportation system, the largest percentage of passengers are members of the occupational groups of students (32 percent), housewives (23 percent), and students (19 percent), who make up the largest percentage of all vehicles. Nearly three-quarters of all trips are made by these occupational groups, and over half of bus transportation system trips are made by students and students. Official linear taxi lines, van taxis, radio taxis, private hire taxis, taxis for businesses and educational institutions, and unofficial taxi drivers make up Kerman City's current taxi system. Twenty percent of all trips in Kerman City currently involve one of the various types of taxis. Among these figures, 4.1% (which is 20% of taxi trips) relates to school services. Minibus vehicles in Kerman city operate with designated stations and fixed routes. The share of trips made by minibuses accounts for 8.5% of all trips in the city, of which about 80% (6.4% of total trips) are related to school services. Therefore, the highest travel tendency by bus is toward the central areas, with major regions No. 2, 1, 3, and 5 — which are part of Kerman’s historic fabric — being the main destinations for the bus system. Additionally, some peripheral zones exchange significant trips with their neighboring areas. The highest travel preference for the taxi system is toward the central districts (District 5), with noticeable travel flows between different regions via taxis. The travel routes of minibuses between different zones are scattered, and there is little significant travel between some major regions using this vehicle. During the peak midday period, travel patterns show that trips undertaken for personal work, leisure, and educational purposes constitute the highest volume of trips. Trips for shopping and trips without a specific purpose account for the lowest volume. Regarding work trips, the highest number of trips occurs from Area 1 to Area 3. Similarly, the greatest number of educational trips are from Area 2 to Area 5, Area 8 to Area 3, Area 1 to Area 3, and Area 3 to Area 9. For shopping trips, most trips are directed toward Area 1, which acts as the city’s market zone. Additionally, the highest number of shopping trips occurs in Area 1 to Area 3. Finally, in terms of trips for personal work, leisure, and trips without a specific purpose, the most exchanges happen between Areas 1 and 3. Based on this, the following proposals have been formulated: - It is recommended that retail units that cause less congestion be located along street frontages, while retail units with high congestion be situated within shopping centers and mixed-use developments. This approach can be applied particularly within the historic fabric area and Area 5 of Kerman city, which include many retail units with varying levels of congestion. The presence of Imam Khomeini Street, which hosts a large number of these commercial activities, has contributed to a high volume of trips (both work-related and commercial). - It is recommended to implement measures to restrict the use of private vehicles, such as time and location restrictions on roadside parking. This factor is particularly relevant in the areas of Dr. Shariati Street in Regions 1 and 5, and Shahid Shariati Street in Region 2. Due to the concentration of various land uses in their surroundings, these areas experience significant vehicular and pedestrian traffic congestion, especially during peak hours, coupled with parking shortages and narrow street widths. - It is recommended to facilitate pedestrian networks in such a way that pedestrian access to public transportation stations is provided within the shortest possible distance. This is particularly recommended for Jomhouri Eslami (Islamic Republic) Boulevard, which has pedestrian-friendly infrastructure and where trip-generating land uses are concentrated. - It is recommended that, in order to reduce trip demand especially to the city center, neighborhood services be distributed in a balanced manner to meet daily needs. - It is recommended that the city’s primary land uses be re-sited and implemented in the center of neighborhoods based on their relationship with each other, proximity to public transportation stations, and encouragement of pedestrian activity. - It is recommended that, with public participation, a long-term program for changing and improving citizens’ traffic behavior culture be implemented. By enhancing cultural infrastructure, the sense of belonging, neighborhood identity, and social cohesion are increased, and people will participate consciously and actively in solving neighborhood and city-wide issues. - It is recommended that, in toduce traffic load—especially in the central city area and District 5, where the historic Bazaar of Kerman and multiple trip-attracting land uses are present—a hierarchical system of services be revisited, needs assessed, locations determined, prioritized, and planned for neighborhood centers around the historic core (Malek neighborhood, Pamenar, Bagh Lalah, etc.). Declarations Acknowledgements The authors are grateful to the residents of Kerman city, authorities, and academic elites for their assistance in data collection. The authors would also like to thank the university professors for providing insight into this research. Author contributions M. GH.: Conceptualization, data collection, writing of the main draft, methodology, formal analysis. M. S.: Writing, reviewing and editing, conceptualization, supervision, illustration. All authors reviewed and approved the final version of the article. Funding The authors did not receive support from any organization for the submitted work. Data availability The data for this study is available upon request. Data entail datasets from GIS and questionnaire. Ethics All procedures performed in studies involving human participants were in accordance with the ethical standards of the National Council for Science and Technology and the Science Law. This study was approved by the Graduate Studies Committee of Yazd University. Consent to participate Informed verbal consent was obtained from Kerman city residents, elites and university professors, and city officials before the interview. All participants were over 18 years of age. 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A two-dimensional propensity score matching method for longitudinal quasi-experimental studies: A focus on travel behavior and the built environment. Environ Plann B: Urban Analytics City Sci. 2020;48(7):2110–22. 10.1177/2399808320982305 . Additional Declarations No competing interests reported. Cite Share Download PDF Status: Posted Version 1 posted You are reading this latest preprint version Research Square lets you share your work early, gain feedback from the community, and start making changes to your manuscript prior to peer review in a journal. As a division of Research Square Company, we’re committed to making research communication faster, fairer, and more useful. We do this by developing innovative software and high quality services for the global research community. Our growing team is made up of researchers and industry professionals working together to solve the most critical problems facing scientific publishing. Also discoverable on Platform About Our Team In Review Editorial Policies Advisory Board Help Center Resources Author Services Accessibility API Access RSS feed Manage Cookie Preferences © Research Square 2026 | ISSN 2693-5015 (online) Privacy Policy Terms of Service Do Not Sell My Personal Information {"props":{"pageProps":{"initialData":{"identity":"rs-7259119","acceptedTermsAndConditions":true,"allowDirectSubmit":true,"archivedVersions":[],"articleType":"Research Article","associatedPublications":[],"authors":[{"id":496156788,"identity":"fd4f8b16-29f2-43a3-a7f5-b8e60fdf9e79","order_by":0,"name":"Mohammad Hossein Saraei","email":"data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAAZAAAAAyAQMAAABI0h/eAAAABlBMVEX///8AAABVwtN+AAAACXBIWXMAAA7EAAAOxAGVKw4bAAAAzUlEQVRIiWNgGAWjYPACCTkwCSLYiNViTLIWhsQGmBaCQLf/8LMPPyos0jccP/7wBkONHQOf9AH8WsxupBnP7DkjkbvhTEKyBcOxZAY2vgRCWhiMGXjbgFoOJByTYGA7wMDGQ8BhZuePf2b8+08i3eD8wzYJhn/EaDmQY8zM2yCRYHAjmU2CsY0YLTdyiplljkkYzrzxjNkisS+ZhxiHbWZ8U1Mnz3c+/eGND9/s5OR7CGiBA4UDQCKBgYGQHUhAvoF4taNgFIyCUTDCAACpcj1Du2mJtwAAAABJRU5ErkJggg==","orcid":"","institution":"Yazd University","correspondingAuthor":true,"prefix":"","firstName":"Mohammad","middleName":"Hossein","lastName":"Saraei","suffix":""},{"id":496156789,"identity":"1f2b6f7a-2194-4db9-ba77-eb0f045bd657","order_by":1,"name":"Moslem Ghasemi","email":"","orcid":"","institution":"Yazd University","correspondingAuthor":false,"prefix":"","firstName":"Moslem","middleName":"","lastName":"Ghasemi","suffix":""}],"badges":[],"createdAt":"2025-07-31 07:23:13","currentVersionCode":1,"declarations":"","doi":"10.21203/rs.3.rs-7259119/v1","doiUrl":"https://doi.org/10.21203/rs.3.rs-7259119/v1","draftVersion":[],"editorialEvents":[],"editorialNote":"","failedWorkflow":false,"files":[{"id":88775831,"identity":"7b2f0766-e9f2-4bbe-a4e2-0fc03979a03d","added_by":"auto","created_at":"2025-08-11 10:07:27","extension":"png","order_by":1,"title":"Figure 1","display":"","copyAsset":false,"role":"figure","size":131322,"visible":true,"origin":"","legend":"\u003cp\u003eKerman City's communication network distribution. 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Source: Authors, 2025\u003c/p\u003e","description":"","filename":"4.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/f49235da3263ba62fd06ca0a.png"},{"id":88773916,"identity":"c9f764a1-5b29-432c-9707-0cba9ea2b1bd","added_by":"auto","created_at":"2025-08-11 09:59:27","extension":"png","order_by":5,"title":"Figure 5","display":"","copyAsset":false,"role":"figure","size":16191,"visible":true,"origin":"","legend":"\u003cp\u003eEconomic Variables for Kerman's Urban Travel Demand Estimated by Urban Areas. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"5.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/3706a644b384f0b6c13982eb.png"},{"id":88777739,"identity":"5f4acb71-934a-466d-b61c-92782fcbdf2e","added_by":"auto","created_at":"2025-08-11 10:15:27","extension":"png","order_by":6,"title":"Figure 6","display":"","copyAsset":false,"role":"figure","size":179394,"visible":true,"origin":"","legend":"\u003cp\u003eThe location of Kerman City's public transit system. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"6.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/359bf5c2349efeeb59bc1677.png"},{"id":88773927,"identity":"cb2d98c8-7c1c-40c3-ace8-c9a28dd476bc","added_by":"auto","created_at":"2025-08-11 09:59:27","extension":"png","order_by":7,"title":"Figure 7","display":"","copyAsset":false,"role":"figure","size":143499,"visible":true,"origin":"","legend":"\u003cp\u003eThe number of public transportation trips per day. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"7.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/d1997073e057746b1acf2b91.png"},{"id":88777741,"identity":"19d76c55-7ab1-4b2b-9aa8-e12270949ddd","added_by":"auto","created_at":"2025-08-11 10:15:27","extension":"png","order_by":8,"title":"Figure 8","display":"","copyAsset":false,"role":"figure","size":124742,"visible":true,"origin":"","legend":"\u003cp\u003eTravel desire lines of daily public transportation by bus. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"8.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/3a1168e3a35a45e01093a54b.png"},{"id":88778522,"identity":"efacb4e7-9390-413f-a8ae-1131642021e1","added_by":"auto","created_at":"2025-08-11 10:23:35","extension":"png","order_by":9,"title":"Figure 9","display":"","copyAsset":false,"role":"figure","size":136404,"visible":true,"origin":"","legend":"\u003cp\u003eTaxi trips in Kerman city daily. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"9.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/fb1e19561da9b15bf83ff299.png"},{"id":88775839,"identity":"38d932f4-c13e-443d-a849-e4a04e3ddff3","added_by":"auto","created_at":"2025-08-11 10:07:27","extension":"png","order_by":10,"title":"Figure 10","display":"","copyAsset":false,"role":"figure","size":79175,"visible":true,"origin":"","legend":"\u003cp\u003eTravel desire lines of daily taxi system trips. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"10.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/2954587ba9ca2adc98378c6f.png"},{"id":88773932,"identity":"5cf70db8-831d-4b41-a8af-26b4616a1952","added_by":"auto","created_at":"2025-08-11 09:59:27","extension":"png","order_by":11,"title":"Figure 11","display":"","copyAsset":false,"role":"figure","size":108849,"visible":true,"origin":"","legend":"\u003cp\u003eDaily trips of public transportation minibuses. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"11.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/4c1a48a99b23e718d413eb91.png"},{"id":88777745,"identity":"26b77d32-61bb-45f3-a761-7149a3453569","added_by":"auto","created_at":"2025-08-11 10:15:27","extension":"png","order_by":12,"title":"Figure 12","display":"","copyAsset":false,"role":"figure","size":75440,"visible":true,"origin":"","legend":"\u003cp\u003eTravel desire lines of daily minibuses in Kerman city. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"12.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/a0a9ca92e20be6228ed38624.png"},{"id":88777746,"identity":"3587918c-748b-434f-9b01-70e0ccc03902","added_by":"auto","created_at":"2025-08-11 10:15:27","extension":"png","order_by":13,"title":"Figure 13","display":"","copyAsset":false,"role":"figure","size":90421,"visible":true,"origin":"","legend":"\u003cp\u003eResidents' desire lines to travel for work-related reasons. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"13.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/f5cd868d343cc2e4fb60783d.png"},{"id":88775848,"identity":"4e687fb7-1a4b-4810-8f78-dac5a8333590","added_by":"auto","created_at":"2025-08-11 10:07:28","extension":"png","order_by":14,"title":"Figure 14","display":"","copyAsset":false,"role":"figure","size":113335,"visible":true,"origin":"","legend":"\u003cp\u003eResidents' desire lines to travel for educational purposes. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"14.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/9ccef8c52c0f70203c5fb740.png"},{"id":88773936,"identity":"08d6ddad-191e-42c9-889e-3eb05631f033","added_by":"auto","created_at":"2025-08-11 09:59:27","extension":"png","order_by":15,"title":"Figure 15","display":"","copyAsset":false,"role":"figure","size":69622,"visible":true,"origin":"","legend":"\u003cp\u003eTravel desire lines of residents with the purpose of shopping. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"15.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/b1157d64e765afebc7b612b1.png"},{"id":88773943,"identity":"e060ca42-d2c6-4030-baca-e437df5e5942","added_by":"auto","created_at":"2025-08-11 09:59:28","extension":"png","order_by":16,"title":"Figure 16","display":"","copyAsset":false,"role":"figure","size":120199,"visible":true,"origin":"","legend":"\u003cp\u003eTravel desire lines of residents with the purpose of personal work. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"16.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/a7986110079f56dc4538e9e4.png"},{"id":88773952,"identity":"db144310-5937-4578-89ca-a438af81712e","added_by":"auto","created_at":"2025-08-11 09:59:28","extension":"png","order_by":17,"title":"Figure 17","display":"","copyAsset":false,"role":"figure","size":73732,"visible":true,"origin":"","legend":"\u003cp\u003eTravel desire lines of residents of Kerman city with the purpose of travel to the workplace during the peak noon hour. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"17.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/42bd7ecfafcdb1c5e170d1e7.png"},{"id":88773942,"identity":"04b6e18e-4160-4d5b-b8b8-b1c18c62fe7b","added_by":"auto","created_at":"2025-08-11 09:59:27","extension":"png","order_by":18,"title":"Figure 18","display":"","copyAsset":false,"role":"figure","size":105708,"visible":true,"origin":"","legend":"\u003cp\u003eStrauss's Paradigm Model of Optimal Patterns of Intra-Urban Travel Demand. Source: Authors, 2025\u003c/p\u003e","description":"","filename":"18.png","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/dc158f4ee00e48b844fe42ca.png"},{"id":91619815,"identity":"68f2770b-548d-47b5-9ca2-68a537d1d4fd","added_by":"auto","created_at":"2025-09-18 11:17:36","extension":"pdf","order_by":0,"title":"","display":"","copyAsset":false,"role":"manuscript-pdf","size":2770602,"visible":true,"origin":"","legend":"","description":"","filename":"manuscript.pdf","url":"https://assets-eu.researchsquare.com/files/rs-7259119/v1/f60e5efd-ddf1-4e7f-a934-ce87a4448483.pdf"}],"financialInterests":"No competing interests reported.","formattedTitle":"The Application of Growth Theory in Explaining theSubjective Optimal Pattern of Urban Travel Demand (Case Study: Kerman City)","fulltext":[{"header":"1 Introduction","content":"\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eTraveling with a focus on cities has always been popular nowadays and has helped to revitalize and improve many urban areas worldwide [\u003cspan citationid=\"CR2\" class=\"CitationRef\"\u003e2\u003c/span\u003e]. At the heart of the situation are cities, which offer tourists a varied and instantaneous experience that satisfies their travel needs and leisure pursuits [\u003cspan citationid=\"CR30\" class=\"CitationRef\"\u003e30\u003c/span\u003e]. To build an agent-based model that includes both travel demand and the transportation supply in the study area, integrated urban transport planning suggests that discussions about urban travel are based on two types of input data [\u003cspan citationid=\"CR31\" class=\"CitationRef\"\u003e31\u003c/span\u003e]. Of these, the discussion of urban travel patterns involves a set of factors that are always defined by their programs and characteristics [\u003cspan citationid=\"CR12\" class=\"CitationRef\"\u003e12\u003c/span\u003e].\u003c/p\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eThese attempt to connect one activity to other travel activities and include details about the times and locations where the traveler plans to engage in those activities [\u003cspan citationid=\"CR19\" class=\"CitationRef\"\u003e19\u003c/span\u003e]. Traffic congestion has become one of the main problems of our day in Iran due to the country's fast urbanization in recent decades, the rise in the number of people who own and use personal vehicles, the inefficiency of the streets, and the many difficulties in building or widening them. Large cities and metropolitan areas have not been the only places where this issue has arisen; small and intermediate cities are also gradually experiencing it [\u003cspan citationid=\"CR14\" class=\"CitationRef\"\u003e14\u003c/span\u003e]. One of the primary concerns of urban managers and planners nowadays is sustainable urban transportation, given the rise in automobile use and the escalation of traffic and pollution in urban areas. Finding travel patterns is a requirement for sustainable transport management [\u003cspan citationid=\"CR32\" class=\"CitationRef\"\u003e32\u003c/span\u003e]. An important area of study in urban planning is the factors that influence urban travel choices. The patterns and numbers of urban trips depend on several related factors, each of which is important depending on the circumstances of the city. Given the socioeconomic and environmental conditions of metropolitan areas, any appropriate management in planning and investing for the development and expansion of public transport systems will have a significant impact on urban transport and, consequently, on solving the problems arising from traffic and environmental pollution [\u003cspan citationid=\"CR17\" class=\"CitationRef\"\u003e17\u003c/span\u003e]. These factors include the socioeconomic and environmental status, the citizens and their employment levels, urban land use, the structure and spatial pattern of the city, and the civic and traffic culture of the citizens [\u003cspan citationid=\"CR39\" class=\"CitationRef\"\u003e39\u003c/span\u003e].\u003c/p\u003e\u003cp\u003eMany people enjoy traveling to new places and experiencing the local way of life, and urban trips provide a relatively quick way to experience a city's culture, history, cuisine, and entertainment [\u003cspan citationid=\"CR34\" class=\"CitationRef\"\u003e34\u003c/span\u003e]. These journeys frequently give information about the available modes of transportation as well as the social and economic aspects of the factors [\u003cspan citationid=\"CR24\" class=\"CitationRef\"\u003e24\u003c/span\u003e]. Urban trips and travel demand, according to urban experts, are the transportation requirements of people living in urban areas, including going to work, running errands, attending events, and taking leisure trips. To provide effective and sustainable transportation options, transportation planning and infrastructure development in cities must take into account patterns of travel demand [\u003cspan citationid=\"CR13\" class=\"CitationRef\"\u003e13\u003c/span\u003e]. Demand for urban travel is influenced by several factors, such as social behaviors and preferences, economic activity, employment opportunities, traffic congestion, public transportation availability, and population density. Selecting the best time and method of transportation for different goals improves passenger satisfaction and cuts down on travel time, which raises the system's appeal at the local level [\u003cspan citationid=\"CR26\" class=\"CitationRef\"\u003e26\u003c/span\u003e, \u003cspan citationid=\"CR1\" class=\"CitationRef\"\u003e1\u003c/span\u003e]. The scheduled start time of activities (and the degree of flexibility in the start time of activities) and the travel time on routes after the journey begins are two of the most significant factors influencing the choice of travel start time. Individual characteristics (e.g., age, gender, occupation, income, car ownership, etc.) are additional factors. [\u003cspan citationid=\"CR16\" class=\"CitationRef\"\u003e16\u003c/span\u003e] as well as the means of transportation. However, due to variations in social, political, economic, and cultural contexts, people's travel demands in different cities and nations make it common for transportation policies to differ depending on the country [\u003cspan citationid=\"CR18\" class=\"CitationRef\"\u003e18\u003c/span\u003e]. Therefore, the current state of the transportation system must be evaluated in terms of sustainability or unsustainability before taking any action to direct the planning efforts towards sustainable transportation systems. To measure sustainable transportation in the nation, this action necessitates the creation and identification of local indicators [\u003cspan citationid=\"CR20\" class=\"CitationRef\"\u003e20\u003c/span\u003e].\u003c/p\u003e\u003cp\u003eIn actuality, the demand for the street network in cities has greatly exceeded its supply because private vehicle volumes have increased more quickly than those of public transportation. Street congestion has consequently become an urban problem due to this mismatch between the supply and demand of street space, which has detrimental effects on the city [\u003cspan citationid=\"CR22\" class=\"CitationRef\"\u003e22\u003c/span\u003e].\u003c/p\u003e\u003cp\u003eThe volume and number of trips in cities must be decreased to solve the problem. Using the theories of subject-matter experts, demand management for urban travel is a short-term strategy for putting this concept into practice. Strauss and Corbin's grounded theory is one of the theories that can be used in this situation. Developing theories based on empirical data is the goal of this qualitative research approach, which is also referred to as a contextual theory [\u003cspan citationid=\"CR9\" class=\"CitationRef\"\u003e9\u003c/span\u003e]. By using this method to analyze urban travel, one can better comprehend the experiences, attitudes, and actions of tourists in a particular city or area. Urban researchers can find patterns and themes that guide the creation of a theory about how people move through and engage with urban environments by employing grounded theory to iteratively analyze observations, interviews, and other data sources. To improve urban mobility and lessen traffic and other adverse effects of travel, they can also create interventions or policies [\u003cspan citationid=\"CR27\" class=\"CitationRef\"\u003e27\u003c/span\u003e]. Thus, using Strauss and Corbin's grounded theory approach, we aim to address the following basic questions: What are the key factors influencing urban travel in Kerman, and what is the best mental model of the demand for urban travel in Kerman?\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e"},{"header":"2 Literature review","content":"\u003cdiv id=\"Sec3\" class=\"Section2\"\u003e\u003ch2\u003e2.1 Travel request\u003c/h2\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eThe need or desire of people to travel within a city or urban area is referred to as the demand for urban trips. Numerous factors, including traveling to and from work, obtaining services, spending time with friends and family, engaging in leisure activities, and more, contribute to this demand [\u003cspan citationid=\"CR38\" class=\"CitationRef\"\u003e38\u003c/span\u003e]. Analyzing data on present and future trends in transportation demand, assessing current infrastructure and possible improvements or expansions, taking socioeconomic and environmental factors into account, and creating strategies to effectively and sustainably meet the population's transportation needs are all part of planning optimal patterns of urban travel demand [\u003cspan citationid=\"CR7\" class=\"CitationRef\"\u003e7\u003c/span\u003e]. This includes designing a variety of transportation options, such as public transportation, active transportation modes like walking and bicycling, and the use of private vehicles, to meet the unique needs of various population groups [\u003cspan citationid=\"CR11\" class=\"CitationRef\"\u003e11\u003c/span\u003e]. The demand for urban travel is also influenced by the desire to visit different locations within the city for leisure [\u003cspan citationid=\"CR36\" class=\"CitationRef\"\u003e36\u003c/span\u003e]. Therefore, several variables, including population density, urban growth, the standard and accessibility of transportation infrastructure, economic activity, and lifestyle choices, can affect the demand for urban travel.In order to create effective and sustainable transportation systems that satisfy the needs of both locals and tourists, urban planners, legislators, and transportation authorities must have a thorough understanding of this demand [\u003cspan citationid=\"CR5\" class=\"CitationRef\"\u003e5\u003c/span\u003e]. However, the popularity of city travel can have a negative effect on locals' health and safety.\u003c/p\u003e\u003cp\u003eAddressing the demand for urban travel effectively requires an understanding of these relationships. This necessitates putting in place transportation laws and infrastructure that put sustainability, health, and safety first to give inhabitants a livable and healthy urban environment. Preventing accidents and injuries for all users of the road, including cyclists, pedestrians, and drivers, is what is meant by \"safety\" when traveling in cities [\u003cspan citationid=\"CR29\" class=\"CitationRef\"\u003e29\u003c/span\u003e].\u003c/p\u003e\u003cp\u003eThis includes precautions to reduce hazards and guarantee people's safety when they are moving around the city. Thus, the impact of factors like air pollution and a sedentary lifestyle on respiratory and physical health is referred to as health in urban travel demand. This includes how people's transportation choices affect their general health and their chance of developing chronic illnesses [\u003cspan citationid=\"CR40\" class=\"CitationRef\"\u003e40\u003c/span\u003e].\u003c/p\u003e\u003cp\u003eTherefore, to develop effective strategies for planning optimal patterns of urban travel demand, it is imperative to comprehend developmental theories in addition to other motivations in urban travel demand. We can build a solid knowledge base for upcoming interventions targeted at altering those behaviors by researching current behavioral patterns and people's opinions of different forms of transportation. We will highlight some of the most significant of the many studies that have been done on the demand for and recognition of urban travel. In recent decades, Iran, like many developing nations, has seen a rapid increase in urbanization, which has raised demand for travel within cities. This nation's transportation system is primarily dependent on private automobiles, which causes traffic jams and air pollution in cities. Using a fuzzy multi-criteria decision-making model, Amin Safdari and colleagues looked at Tehran in their paper \"Providing an Optimal Pattern for Housing and Suitable Transportation Means for Urban Travel to Enhance Urban Livability.\". According to the questionnaire's results, the majority of respondents believe that the most significant options influencing the enhancement of urban transportation, livable housing, and urban livability and health are having appropriate housing, accessible transportation, and a livable transportation network [\u003cspan citationid=\"CR4\" class=\"CitationRef\"\u003e4\u003c/span\u003e].\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec4\" class=\"Section2\"\u003e\u003ch2\u003e2.2 Request for travel within Kerman city\u003c/h2\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eThe city of Kerman has seen a surge in traffic in recent years due to an increase in both the number of vehicles and the reasons for travel. Since private vehicles are used for a large percentage of these trips, traffic issues, pollution, and frequent congestion have been caused by the lack of roadside parking and the narrow streets, especially in the city's central regions. Thus, taking into account locals' inclinations to use public transportation rather than drive their cars, as well as encouraging pedestrian-friendly practices and bicycling on some congested and busy streets, is one of the most significant accomplishments we have made.\u003c/p\u003e\u003cp\u003eThis suggests that residents are very eager to use public transit. Nevertheless, this system has drawbacks and difficulties as well, which have been discussed in the thesis as a whole and verified by the target community and experts.\u003c/p\u003e\u003cp\u003eThe inadequate quality of certain streets and the absence of appropriate infrastructure in Kerman are additional gaps and problems in urban travel, which result in traffic jams and slower vehicle movement speeds. To address this issue and satisfy the needs of the local population, the routes with the highest traffic volumes have been identified. The associated issues with these routes, brought on by the heavy traffic, have also been taken into account. Furthermore, it takes a considerable amount of time and money to get to these centers and meet the needs of the locals due to the great distances between residential areas and travel destinations. The travel demand patterns of Kerman city's residents were investigated independently based on travel purposes in this study, which used the grounded theory method to code the data collected from the statistical population and extract the key elements of urban travel in Kerman. This was done to become acquainted with the different kinds of travel that the locals engage in and to suggest ways to deal with these problems.\u003c/p\u003e\u003cp\u003eTherefore, based on the interviews we conducted, we concluded that residents' travel habits in cities favor public transportation over private vehicles. Based on this, we indicated the obstacles and issues in these locations and routes and suggested fixes for them by determining the patterns of citizen travel demand and identifying routes and centers with high travel purposes.\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec5\" class=\"Section2\"\u003e\u003ch2\u003e2.3 Scientific background\u003c/h2\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eIn their paper \"Spatial Modeling of Rural Travel Flow and Analysis of Factors Affecting Travel Demand (Case Study: Villages of Tabriz County),\" Aghayari and colleagues looked at several demographic and economic indicators as well as different travel goals. The study's findings showed that the spatial distribution of trips followed a clustered pattern, with some villages having a high volume of trips and others having a low volume. Access to public transportation had a bigger influence on the amount of travel in the villages, according to the GWR model's analysis of the relationship between the research variables and travel volume [\u003cspan citationid=\"CR3\" class=\"CitationRef\"\u003e3\u003c/span\u003e]. In a study titled \"Non-linear Effects of the Built Environment and Social Environment on Bus Use Among Older Adults in China,\" Wang and colleagues concluded that this method makes it possible to replicate fictitious travel patterns, which serves as a foundation for the repeatability of subsequent research. Additionally, the study's findings are readily available to the larger research community and practice-oriented stakeholders due to the methodology's open data foundation [\u003cspan citationid=\"CR37\" class=\"CitationRef\"\u003e37\u003c/span\u003e]. In a paper titled \"The Impact of Subjective and Objective Factors on Bus Travel Intentions,\" Qi Chen and colleagues concluded that the widespread integration of information and communication technology into the operations of travel service providers has significantly changed the patterns of travel distribution in emerging destinations. Improved digital literacy and growing internet penetration among the populace of developing destinations have also been contributing factors [\u003cspan citationid=\"CR35\" class=\"CitationRef\"\u003e35\u003c/span\u003e]. The benefits of employing activity-based travel demand models over the existing four-step models were empirically demonstrated by Adnan and colleagues in their paper, \"Analyzing the Potential Effects of Motorcycle Travel Demand Management Using an Activity-Based Travel Demand Model for Ho Chi Minh City, Vietnam\" [\u003cspan citationid=\"CR32\" class=\"CitationRef\"\u003e32\u003c/span\u003e].\u003c/p\u003e\u003c/div\u003e"},{"header":"3 Materials and methods","content":"\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eThe current study is categorized as exploratory in nature, fundamental in terms of research type, uses an inductive research strategy, and is a mixed-methods (qualitative-quantitative) study based on Strauss and Corbin's grounded theory model. This method highlights how crucial it is to examine qualitative data and pay close attention to specifics to fully comprehend phenomena. This method bases data analysis on the concepts and patterns concealed in qualitative data, which are deemed more significant than quantitative data.\u003c/p\u003e\u003cp\u003eAccording to Strauss and Corbin, people's cultural surroundings and context have a big influence on their actions and behaviors. Thus, Strauss and Corbin's grounded theory emphasizes the accurate and thorough examination of qualitative data, careful consideration of the cultural context and environment, and its impact on social patterns and behavior. This article will also discuss how urban travel performance is affected by these factors. This is among the research's novel features. With the growth of qualitative and mixed methods (quantitative and qualitative), questionnaires and interviews\u0026mdash;two of the most popular tools\u0026mdash;are used in the field-based data collection method. An exploratory study-based unstructured in-depth interview was used.\u003c/p\u003e\u003cp\u003eThis method will use open coding (categorical identification), axial coding (categorical development), and selective coding (categorical final selection) to analyze data. Since the study is concerned with urban transportation, the statistical population of the study includes all urban transportation specialists, Kerman municipal experts, and residents. The theoretical sampling guide asks questions and compares questions that arise when interview and questionnaire content is analyzed with individuals to identify appropriate categories, their characteristics, and dimensions. Therefore, the research population has been selected using purposive sampling. The most appropriate sampling method for this study was theoretical sampling, which is the process of data collection for theorizing, in which the analyst collects, codes, and analyzes the data at the same time. The sample size is maintained until saturation or theoretical sufficiency is reached. MaxQDA software has been used to identify the optimal mental model of urban travel demand in Kerman and to describe the optimal mental model from the data, and to achieve the desired goals and answer the questions asked, using the MaxQDA software to identify the optimal mental model of urban travel demand in Kerman. It is a qualitative and mixed data analysis computer program that analyzes text, images, and video.\u003c/p\u003e\u003cp\u003eWe gathered codes about urban travel to choose the final elements for examination using the Strauss and Corbin grounded theory method. Thus, 186 codes about the subject of urban travel and transportation were extracted in the first coding stage, and 110 codes were chosen in the second coding stage after the components were refined. The codes and components with the highest degree of similarity and topical relevance were chosen to conduct a more thorough analysis of the obtained components. Thus, 37 key concepts were extracted, and 15 components and final categories were obtained in the form of 4 basic categories for analyzing the demand for urban travel in Kerman after each concept was compared with the others. (Fig.\u0026nbsp;\u003cspan refid=\"Fig2\" class=\"InternalRef\"\u003e2\u003c/span\u003e).\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003cdiv id=\"Sec7\" class=\"Section2\"\u003e\u003ch2\u003e3.1 Case study selection\u003c/h2\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eThe city of Kerman is the center of Kerman province and county, located between 56 degrees and 58 minutes east longitude and 30 degrees and 14 to 30 degrees and 19 minutes north latitude, at an altitude of 1755 meters above sea level. The area of this city is 7644 hectares, and it is situated in a foothill position. In recent years, this city has experienced significant traffic and travel due to its emergence as a metropolitan area and the establishment of diverse land uses and services, and this volume will vary in different parts of the city (Fig.\u0026nbsp;\u003cspan refid=\"Fig3\" class=\"InternalRef\"\u003e3\u003c/span\u003e).\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003c/div\u003e"},{"header":"4 Results and discussion","content":"\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eMany studies have been carried out in the context of urban travel and travel demand patterns, with varying degrees of success. The results about the best patterns of demand for urban travel show the impact of several criteria and factors that can impact the city and the standard of living of its citizens as a result of urban travel, each of which will be used appropriately. As a result, we will discuss some of the most significant findings from earlier studies on the demand patterns for urban travel and contrast them with the findings from this article.\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003cul\u003e\u003cli\u003e\u003cp\u003e\u003cb\u003eIncreased Use of Public Transportation\u003c/b\u003e: Results from related research show that people in urban areas favor public transportation over private vehicles for short-distance travel.\u003c/p\u003e\u003c/li\u003e\u003cli\u003e\u003cp\u003e\u003cb\u003eEconomic Factors' Impact\u003c/b\u003e: Several studies also emphasize the significance and impact of economic factors on urban travel demand patterns, showing that factors like expenses, income, and gas prices have a big impact on these patterns.\u003c/p\u003e\u003c/li\u003e\u003cli\u003e\u003cp\u003e\u003cb\u003eImpact of Social Factors\u003c/b\u003e: A review of related research highlights that social factors, including age, gender, and social and cultural standing, are some of the most important determinants of travel demand trends.\u003c/p\u003e\u003c/li\u003e\u003cli\u003e\u003cp\u003e\u003cb\u003eImpact of Technology\u003c/b\u003e: Research has also demonstrated that the adoption of new technologies, like car-sharing programs and traffic apps, improves travel demand trends.\u003c/p\u003e\u003c/li\u003e\u003c/ul\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eAs a result, these research studies and publications can help develop suitable policies and initiatives to enhance public transportation networks and lessen traffic in cities. The qualitative grounded theory approach, as suggested by Strauss and Corbin, will be used in this study to analyze the economic, social, and environmental factors influencing urban travel while also gathering pertinent data and statistics, which will be discussed in more detail later.\u003c/p\u003e\u003cp\u003eThe purpose of this analysis is to investigate the theoretical connections between the essential elements of Kerman urban travel. Compared to other studies, this paper is novel in that it presents urban travel in Kerman using a developmental theory approach for the first time. To choose and obtain the pertinent elements and their specific selections for qualitative analyses, we will examine every step of the developmental theory in this context. Additionally, we will offer models of demand for urban travel based on the latest statistics and data from Kerman, divided into five urban regions that haven't been used in previous studies. Thus, to arrive at the intended theory regarding behavioral patterns and their roles in urban travel in Kerman, qualitative analyses based on people's experiences and behavioral patterns regarding the demand for urban travel in Kerman are being used. On the one hand, although similar studies have looked at urban travel in Kerman across four regions, this paper uses Strauss and Corbin's grounded theory to analyze five urban regions of Kerman based on the most recent data and statistics. The theoretical relationships between the chosen elements of urban travel and high-purpose travel routes within Kerman are also examined using Corbin's grounded theory, which represents additional innovations of this paper. This approach has never been used before and was assembled as part of a doctoral dissertation. It all boils down to how data is used to maximize the urban transportation experience when talking about the quality of urban travel relationships. Cities and transportation organizations can go beyond conventional methods and focus their efforts on making urban travel more effective, fair, and pleasurable for all locals and tourists by implementing grounded theory in the field of urban travel. Fundamental ideas and precepts that support data collection, organization, analysis, and interpretation are at the heart of grounded theory.\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eThe quality of urban travel can be greatly improved by the presence of culturally rich areas with attractions like theaters, galleries, museums, and historical sites. Along the way, these areas offer chances for entertainment and education in addition to fostering a feeling of place and identity. In this regard, the built environment's architecture, urban planning, and public art all contribute to the city's aesthetic appeal and general ambiance. Urban travel can be made more interesting and pleasurable by creating a sense of place through well-designed artificial environments. Another important factor affecting locals' travel intentions is the accessibility of parks, leisure areas, and recreational facilities. These areas have the potential to greatly enhance the quality of urban travel by offering chances for rest, social contact, and exercise. They can also improve well-being and a feeling of community. Furthermore, the amount of traffic and residents' movements to accommodate their needs will draw attention to the pollution problem more and more.\u003c/p\u003e\u003cp\u003eA high-quality urban environment depends on the efficient management of pollution, including noise and air pollution. Both locals and tourists may find the city healthier and more enjoyable if pollution levels are reduced. Along with urban amenities, creativity is another important factor that affects urban travel and can have a big impact on how residents get to different parts of the city. Thus, promoting artistic communities, creative industries, and cultural events can enhance the urban fabric and make urban travel more exciting and motivating. A vibrant, creative scene frequently adds to a distinctive and unforgettable urban experience. To improve social interaction, leisure, and a sense of connection with nature in the city, access to green spaces and public gathering places is essential.\u003c/p\u003e\u003cp\u003eUrban travel can be greatly enhanced by well-designed parks and public areas. To create walkable and vibrant neighborhoods and lessen reliance on private vehicles, transit-oriented development that emphasizes the creation of mixed-use areas surrounding transportation hubs should be encouraged. This element can have a positive effect on the sustainability and comfort of urban travel, which also calls for the implementation of initiatives like parking management, especially in crowded and important areas like Kerman's city bazaar.\u003c/p\u003e\u003cp\u003eTherefore, it is possible to maximize urban spaces and improve the overall experience of moving within the city by effectively managing parking demand and offering a variety of transportation options, such as public transportation, bicycle infrastructure, and pedestrian-friendly paths. The value of a data-driven viewpoint and the application of gathered data for analysis and decision-making in a variety of domains are examined by grounded theory. In their book \"Basics of Qualitative Research,\" John Strauss and Juliet Corbin go over the importance of data-driven approaches and related concepts.\u003c/p\u003e\u003cp\u003eThese writers stress the value of data and gathered information, showing how effective data use can enhance a variety of procedures and decision-making. Since many people depend on urban travel daily, it is important and has a significant impact on urban life and quality of life, according to Kerman's theoretical relationship model among the categories of urban travel. The information gathered from urban travels can improve these trips from a grounded theory standpoint by offering better options for public transportation, streamlining traffic, and making use of ICT. Utilizing data, it is possible to analyze passenger behavior patterns and their transportation requirements to enhance urban services and transportation infrastructure. When it comes to public transportation, traffic control, and urban infrastructure, data analysis can provide insightful information that helps cities, transportation authorities, and urban planners make better decisions.\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003cdiv id=\"Sec9\" class=\"Section2\"\u003e\u003ch2\u003e4.1 Qualitative analysis of selected components of Kerman city trips\u003c/h2\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eEconomic and social factors are among the most significant determinants of urban travel goals, according to analyses carried out in the city of Kerman. There are five municipal areas, 130 traffic districts, and 11 traffic zones in Kerman. Kerman's general social and economic standing is mediocre. One of Kerman Province's commercial and industrial hubs, this city is home to several important industries, including the manufacturing of textiles, apparel, and food processing. The demand for urban travel to visit Kerman's tourist attractions and buy locally made goods is boosted by the city's industries and attractions. Furthermore, the existence of major corporations and respectable universities in Kerman adds to the city's student and worker population, making urban travel necessary to get to work and school. The demand for urban travel can be significantly influenced by the number of businesses and jobs in a given area. More people travel to cities for dining, shopping, and recreational purposes as the number of jobs and business units rises. Additionally, an increase in business units and jobs may result in a rise in the number of workers in a given area, which in turn may increase the need for urban travel to get to work. Economic models may be used as a tool to estimate the economic factors influencing the demand for urban travel. Usually, statistical data and economic theories serve as the foundation for these models. As a result, a kind of basic probabilistic distribution model is frequently employed in this research to estimate the demand for urban travel. This simple probabilistic model for estimating urban travel demand is as follows:\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Equ1\" class=\"Equation\"\u003e\u003cdiv format=\"TEX\" class=\"mathdisplay\" id=\"FileID_Equ1\" name=\"EquationSource\"\u003e\n$$\\:\\:Demand={\\beta\\:}_{0}+{\\beta\\:}_{1}\\:.\\:Price+{\\beta\\:}_{2}$$\u003c/div\u003e\u003cdiv class=\"EquationNumber\"\u003e1\u003c/div\u003e\u003c/div\u003e\u003cdiv id=\"Equa\" class=\"Equation\"\u003e\u003cdiv format=\"TEX\" class=\"mathdisplay\" id=\"FileID_Equa\" name=\"EquationSource\"\u003e\n$$\\:Income+{\\beta\\:}_{3}\\:.\\:Population+\\:ϵ$$\u003c/div\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003ePrice, income, population, and a random variable (model error) are used to define the travel demand variable in this equation. Econometric techniques are used to estimate the parameters β0β0 to β3β3. In general, researchers and economic analysts can better understand the relationships between different economic variables and make more accurate predictions by using economic models to estimate the demand for urban travel. Table\u0026nbsp;\u003cspan refid=\"Tab1\" class=\"InternalRef\"\u003e1\u003c/span\u003e and Fig.\u0026nbsp;\u003cspan refid=\"Fig5\" class=\"InternalRef\"\u003e5\u003c/span\u003e provide an overview of the findings from this urban travel demand model for Kerman.\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eThe demand for urban travel can be directly impacted by the percentage and per capita number of vehicles. The number of urban trips will rise if a city has a high percentage of public vehicles, such as buses, taxis, and subways, per capita. This is because people can use these forms of transportation to get to their destinations with ease. Therefore, public transportation must be widely available and reasonably priced, and its share and per capita usage must be high to increase the number of urban trips. Increasing the number of urban trips can also be significantly influenced by the growth and enhancement of the city's public transportation system. (Table\u0026nbsp;\u003cspan refid=\"Tab2\" class=\"InternalRef\"\u003e2\u003c/span\u003e).\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003cdiv class=\"gridtable\"\u003e\u003ctable float=\"Yes\" id=\"Tab1\" border=\"1\"\u003e\u003ccaption language=\"En\"\u003e\u003cdiv class=\"CaptionNumber\"\u003eTable 1\u003c/div\u003e\u003cdiv class=\"CaptionContent\"\u003e\u003cp\u003eKerman's intra-urban travel demand by urban area, estimated using economic variables\u003c/p\u003e\u003c/div\u003e\u003c/caption\u003e\u003ccolgroup cols=\"4\"\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c1\" colnum=\"1\"\u003e\u003c/div\u003e\u003cdiv align=\"char\" char=\".\" class=\"colspec\" colname=\"c2\" colnum=\"2\"\u003e\u003c/div\u003e\u003cdiv align=\"char\" char=\".\" class=\"colspec\" colname=\"c3\" colnum=\"3\"\u003e\u003c/div\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c4\" colnum=\"4\"\u003e\u003c/div\u003e\u003cthead\u003e\u003ctr\u003e\u003cth align=\"left\" colname=\"c1\"\u003e\u003cp\u003eBusiness units\u003c/p\u003e\u003c/th\u003e\u003cth align=\"left\" colname=\"c2\"\u003e\u003cp\u003eWorkers at the Place of Employment\u003c/p\u003e\u003c/th\u003e\u003cth align=\"left\" colname=\"c3\"\u003e\u003cp\u003eWorkers at the Place of Residence\u003c/p\u003e\u003c/th\u003e\u003cth align=\"left\" colname=\"c4\"\u003e\u003cp\u003eUrban areas\u003c/p\u003e\u003c/th\u003e\u003c/tr\u003e\u003c/thead\u003e\u003ctbody\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003e5094\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"char\" char=\".\" colname=\"c2\"\u003e\u003cp\u003e32715\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"char\" char=\".\" colname=\"c3\"\u003e\u003cp\u003e50981\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e\u003cem\u003eRegion 1\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003e12730\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"char\" char=\".\" colname=\"c2\"\u003e\u003cp\u003e60074\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"char\" char=\".\" colname=\"c3\"\u003e\u003cp\u003e63375\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e\u003cem\u003eRegion 2\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003e18856\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"char\" char=\".\" colname=\"c2\"\u003e\u003cp\u003e99175\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"char\" char=\".\" colname=\"c3\"\u003e\u003cp\u003e116128\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e\u003cem\u003eRegion 3\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003e8741\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"char\" char=\".\" colname=\"c2\"\u003e\u003cp\u003e43143\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"char\" char=\".\" colname=\"c3\"\u003e\u003cp\u003e55390\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e\u003cem\u003eRegion 4\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003e16806\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"char\" char=\".\" colname=\"c2\"\u003e\u003cp\u003e44010\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"char\" char=\".\" colname=\"c3\"\u003e\u003cp\u003e40966\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c4\"\u003e\u003cp\u003e\u003cem\u003eRegion 5\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003c/tbody\u003e\u003c/colgroup\u003e\u003c/table\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003cdiv class=\"gridtable\"\u003e\u003ctable float=\"Yes\" id=\"Tab2\" border=\"1\"\u003e\u003ccaption language=\"En\"\u003e\u003cdiv class=\"CaptionNumber\"\u003eTable 2\u003c/div\u003e\u003cdiv class=\"CaptionContent\"\u003e\u003cp\u003ePer capita ownership and share of intra-city travel vehicles by urban area in Kerman\u003c/p\u003e\u003c/div\u003e\u003c/caption\u003e\u003ccolgroup cols=\"3\"\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c1\" colnum=\"1\"\u003e\u003c/div\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c2\" colnum=\"2\"\u003e\u003c/div\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c3\" colnum=\"3\"\u003e\u003c/div\u003e\u003cthead\u003e\u003ctr\u003e\u003cth align=\"left\" colname=\"c1\"\u003e\u003cp\u003eShare and Per Capita Ownership of Motorcycles\u003c/p\u003e\u003c/th\u003e\u003cth align=\"left\" colname=\"c2\"\u003e\u003cp\u003eShare and Per Capita Ownership of Cars\u003c/p\u003e\u003c/th\u003e\u003cth align=\"left\" colname=\"c3\"\u003e\u003cp\u003eUrban Areas\u003c/p\u003e\u003c/th\u003e\u003c/tr\u003e\u003c/thead\u003e\u003ctbody\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003e1/135\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003e6/237\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e\u003cem\u003eRegion 1\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003e1/19\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003e11/194\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e\u003cem\u003eRegion 2\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003e1/322\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003e12/827\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e\u003cem\u003eRegion 3\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003e1/538\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003e6/37\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e\u003cem\u003eRegion 4\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colname=\"c1\"\u003e\u003cp\u003e0/421\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c2\"\u003e\u003cp\u003e2/897\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e\u003cem\u003eRegion 5\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003c/tbody\u003e\u003c/colgroup\u003e\u003c/table\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eIf the travel demand lines for public transportation show the number of trips exchanged between two areas in this system, then regions with high travel exchanges can be identified. Figures\u0026nbsp;\u003cspan refid=\"Fig7\" class=\"InternalRef\"\u003e7\u003c/span\u003e and \u003cspan refid=\"Fig8\" class=\"InternalRef\"\u003e8\u003c/span\u003e, the travel demand lines, which indicate the number of travel exchanges between the major internal areas of Kerman city for exchanges of more than 300 trips in one direction. These figures show that the most frequent bus travel is to the central areas, with major areas 2, 1, 3, and 5, which are the historical fabric of Kerman, the most popular destinations for bus travel. Many peripheral areas also have significant travel connections with their neighbors.\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eFigure \u003cspan refid=\"Fig9\" class=\"InternalRef\"\u003e9\u003c/span\u003e shows the travel demand lines for taxis, and Fig.\u0026nbsp;\u003cspan refid=\"Fig11\" class=\"InternalRef\"\u003e11\u003c/span\u003e shows the travel demand lines for minibuses. The number of trips that are exchanged between two areas determines how thick these lines are. For exchanges exceeding 200 trips in one direction, the drawn lines show the volume of travel between Kerman City's main internal areas. These numbers show that there is a discernible travel demand for taxis across different regions, with the central areas (Area 5) having the highest travel demand for the taxi system.\u003c/p\u003e\u003cp\u003eOn the other hand, minibus travel demand lines are dispersed throughout various locations, and substantial travel between a number of important regions is not made with this form of transportation.\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003c/div\u003e\u003cdiv id=\"Sec10\" class=\"Section2\"\u003e\u003ch2\u003e4.2 Travel demand pattern, travel propensity lines, and travel goals within Kerman city\u003c/h2\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eOn the other hand, minibus travel demand lines are dispersed throughout various locations, and substantial travel between a number of important regions is not made with this form of transportation.\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003cul\u003e\u003cli\u003e\u003cp\u003e\u003cb\u003eDemand for Cultural Travel\u003c/b\u003e: People who exhibit this pattern want to see The city's historical and cultural landmarks. They travel throughout the city to visit historical sites, museums, and exhibitions (such as the Industrial Museum in Area 2, the National Library in Area 1, and the old castles of Dokhtar and Ardeshir).\u003c/p\u003e\u003c/li\u003e\u003cli\u003e\u003cp\u003e\u003cb\u003eDemand for Commercial Travel\u003c/b\u003e: People who exhibit this pattern are primarily interested in retail and shopping. To buy electronics, books, clothes, and other items, they travel within the city. Although this pattern is present throughout Kerman city, it is particularly noticeable in Area 2 because of the opulent new commercial lands and mixed-use areas, as well as in Area 5 because of its historical background and market presence.\u003c/p\u003e\u003c/li\u003e\u003cli\u003e\u003cp\u003e\u003cb\u003eDemand for Recreational Travel\u003c/b\u003e: People in this group are searching for entertainment and leisure activities. They visit theaters, movie theaters, parks, and other locations within the city. According to this pattern, Area 2 of Kerman City, along with Areas 4 and 5, has more trips because of its many parks and recreational and tourist complexes.\u003c/p\u003e\u003c/li\u003e\u003cli\u003e\u003cp\u003e\u003cb\u003eService Travel Demand\u003c/b\u003e: Those following this pattern seek urban services such as restaurants, cafes, and hotels. They travel within the city to eat, drink, or stay in hotels.\u003c/p\u003e\u003c/li\u003e\u003c/ul\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eThe travel demand lines of Kerman city dwellers, broken down by travel purpose during the peak midday period, are depicted in Figs.\u0026nbsp;\u003cspan refid=\"Fig13\" class=\"InternalRef\"\u003e13\u003c/span\u003e to \u003cspan refid=\"Fig17\" class=\"InternalRef\"\u003e17\u003c/span\u003e for each of the 11 traffic zones and five urban areas. As can be seen, the most frequent travel during this time is for personal, recreational, and educational reasons, whereas the least frequent travel is for shopping and other reasons. The most frequent routes for travel for work are from Area 1 to Area 3.\u003c/p\u003e\u003cp\u003eFurthermore, the most educational trips take place between Areas 2 and 5, Areas 8 and 3, Area 1 and Area 3, and Area 3 and Area 9. The majority of shopping excursions are focused on Area 1, which is the center of the market; the most frequent routes are from Area 1 to Area 3. Lastly, the most important travel exchange takes place between Areas 1 and 3 for trips about leisure and personal business.\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eThe corridors of Esteglal, Ferdowsi Boulevard, and Jihad Boulevard have the highest average traffic volume during this time, according to the results obtained. Likewise, the corridors with the highest average number of people using public transportation are Dr. Shariati, Shahid Beheshti, and Shah Nematollah Vali.\u003c/p\u003e\u003cp\u003eGiven this knowledge, the study process made use of all environmental, socioeconomic, cultural, infrastructure, and other factors in order to clarify the ideal patterns of urban travel demand in Kerman. This method sought to pinpoint and elucidate the needs, values, beliefs, and behavioral patterns people have about traveling through the city in different parts of Kerman.(Table\u0026nbsp;\u003cspan refid=\"Tab3\" class=\"InternalRef\"\u003e3\u003c/span\u003e).\u003c/p\u003e\u003cp\u003eThus, a variety of techniques, including qualitative research and interviews, were used to clarify these trends. The demand for urban travel in Kerman was found to be directly correlated with the best behavioral patterns, attitudes, values, and requirements that have a big impact on the goals of urban travel. In order to easily reach their travel objectives and fulfill their everyday needs, people in Kerman prefer to use public transportation over private vehicles due to behavioral patterns, beliefs, and values. This decision enables them to maximize their financial expenses in addition to providing convenient access to travel destinations. Additionally, this pattern is supported by Kerman's production and appeal of urban travel as well as the demand lines for travel.\u003c/p\u003e\u003cp\u003eSince most services and land uses, especially the Grand Bazaar and historic buildings, are located in the central areas of Kerman, where a large amount of travel takes place, public transportation makes it much simpler and more convenient to get to these areas. Because of this, people now think that public transportation is an accessible way to achieve their urban travel goals. In contrast, Kerman's Zone 2 residents, who have significant economic potential, still favor using their cars to fulfill their needs and accomplish their travel objectives. In addition to raising expenses, this preference contributes to problems like pollution and traffic jams.\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003cdiv class=\"gridtable\"\u003e\u003ctable float=\"Yes\" id=\"Tab3\" border=\"1\"\u003e\u003ccaption language=\"En\"\u003e\u003cdiv class=\"CaptionNumber\"\u003eTable 3\u003c/div\u003e\u003cdiv class=\"CaptionContent\"\u003e\u003cp\u003eRoads with the highest average traffic volume during the noon period\u003c/p\u003e\u003c/div\u003e\u003c/caption\u003e\u003ccolgroup cols=\"6\"\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c1\" colnum=\"1\"\u003e\u003c/div\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c2\" colnum=\"2\"\u003e\u003c/div\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c3\" colnum=\"3\"\u003e\u003c/div\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c4\" colnum=\"4\"\u003e\u003c/div\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c5\" colnum=\"5\"\u003e\u003c/div\u003e\u003cdiv align=\"left\" class=\"colspec\" colname=\"c6\" colnum=\"6\"\u003e\u003c/div\u003e\u003cthead\u003e\u003ctr\u003e\u003cth align=\"left\" colspan=\"3\" nameend=\"c3\" namest=\"c1\"\u003e\u003cp\u003eRoads with the highest average passenger volume during the noon period.\u003c/p\u003e\u003c/th\u003e\u003cth align=\"left\" colspan=\"2\" nameend=\"c5\" namest=\"c4\"\u003e\u003cp\u003eRoads with the highest average traffic volume during the noon period.\u003c/p\u003e\u003c/th\u003e\u003cth align=\"left\" colspan=\"1\" nameend=\"c6\" namest=\"c6\"\u003e\u0026nbsp;\u003c/th\u003e\u003c/tr\u003e\u003c/thead\u003e\u003ctbody\u003e\u003ctr\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c2\" namest=\"c1\"\u003e\u003cp\u003e\u003cem\u003eAverage Passengers on the Road\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003e\u003cem\u003eStreet Name\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c5\" namest=\"c4\"\u003e\u003cp\u003e\u003cem\u003eAverage Traffic Volume in the Road\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c6\"\u003e\u003cp\u003e\u003cem\u003eStreet Name\u003c/em\u003e\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c2\" namest=\"c1\"\u003e\u003cp\u003e1769\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003eDr Shariati\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c5\" namest=\"c4\"\u003e\u003cp\u003e4891\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c6\"\u003e\u003cp\u003eEsteghlal\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c2\" namest=\"c1\"\u003e\u003cp\u003e1535\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003eDr Beheshti\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c5\" namest=\"c4\"\u003e\u003cp\u003e4437\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c6\"\u003e\u003cp\u003eBoulevard Ferdowsi\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c2\" namest=\"c1\"\u003e\u003cp\u003e1524\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003eShah Nematollah Valli\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c5\" namest=\"c4\"\u003e\u003cp\u003e3778\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c6\"\u003e\u003cp\u003eBoulevard Jihad\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c2\" namest=\"c1\"\u003e\u003cp\u003e1497\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003eEsteghlal\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c5\" namest=\"c4\"\u003e\u003cp\u003e3730\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c6\"\u003e\u003cp\u003eBoulevard 22 Bahman\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c2\" namest=\"c1\"\u003e\u003cp\u003e1360\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003eEghbal\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c5\" namest=\"c4\"\u003e\u003cp\u003e3614\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c6\"\u003e\u003cp\u003eAyatollah Sadooghi\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c2\" namest=\"c1\"\u003e\u003cp\u003e1168\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003eMirza Reza Kermani\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c5\" namest=\"c4\"\u003e\u003cp\u003e3577\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c6\"\u003e\u003cp\u003eSepahbod Gharani\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c2\" namest=\"c1\"\u003e\u003cp\u003e943\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003eAyatollah Salehi\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c5\" namest=\"c4\"\u003e\u003cp\u003e3342\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c6\"\u003e\u003cp\u003eBoulevard Vali Asr\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c2\" namest=\"c1\"\u003e\u003cp\u003e825\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003eBoulevard Quds\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c5\" namest=\"c4\"\u003e\u003cp\u003e3314\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c6\"\u003e\u003cp\u003eBoulevard Quds\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c2\" namest=\"c1\"\u003e\u003cp\u003e823\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003eAyatollah Motaheri\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c5\" namest=\"c4\"\u003e\u003cp\u003e3242\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c6\"\u003e\u003cp\u003eAyatollah Salehi\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003ctr\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c2\" namest=\"c1\"\u003e\u003cp\u003e715\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c3\"\u003e\u003cp\u003eSarbaz\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colspan=\"2\" nameend=\"c5\" namest=\"c4\"\u003e\u003cp\u003e3171\u003c/p\u003e\u003c/td\u003e\u003ctd align=\"left\" colname=\"c6\"\u003e\u003cp\u003eEghbal\u003c/p\u003e\u003c/td\u003e\u003c/tr\u003e\u003c/tbody\u003e\u003c/colgroup\u003e\u003c/table\u003e\u003c/div\u003e\u003c/p\u003e\u003cp\u003e\u003cdiv class=\"BlockQuote\"\u003e\u003cp\u003eResidents of Kerman believe that public transportation should be the basis for the optimal travel demand pattern when it comes to meeting their travel needs because it is generally less expensive than using a personal vehicle to access urban travel objectives, eliminates the need to park a car, reduces air pollution And traffic congestion, and makes different parts of the city accessible. Kerman's urban travel goals are mostly dependent on demand patterns for travel that prioritize public transportation over private automobiles. According to Kerman's origin-destination and travel demand lines, public transportation typically satisfies the highest level of urban travel demand. People's decisions between public and private transportation are influenced by this pattern, which includes significant and acceptable assumptions and beliefs.\u003c/p\u003e\u003cp\u003eNumerous factors, such as the state of the economy, local culture, traffic, and the kinds of public and private transportation that are available, frequently influence these decisions. Consequently, a desirable framework for urban transportation planning may be the optimal mental model of urban travel demand. This suggests that the best mental model of Kerman's urban travel demand will include a large number of people using public transportation.\u003c/p\u003e\u003c/div\u003e\u003c/p\u003e\u003c/div\u003e"},{"header":"5 Conclusion","content":"\u003cdiv class=\"BlockQuote\"\u003e\n \u003cp\u003eAlthough the road infrastructure in our nation has not changed, the problem of urban transportation has grown more acute because of the country\u0026apos;s fast population growth, the quick rise in the number of vehicles, the growing desire to travel, and the high demand for urban trips. The quality of roads and the state of streets cause traffic jams on communication routes. Kerman, one of the nation\u0026apos;s largest cities, is not an exception to this rule. The cultural foundation of Kerman is linked to one of the major traffic issues. Kerman\u0026apos;s poor traffic conditions are caused by the absence of the infrastructure required for safe travel through the city\u0026apos;s busiest areas. Therefore, pedestrians have been involved in a sizable portion of traffic accident fatalities in Kerman over the past few years.\u003c/p\u003e\n \u003cp\u003eThe Kerman urban managers have made building 20 bridges a top priority in order to address this problem. However, because of administrative red tape, work on some of these bridges in busy areas has been put on hold for months. Numerous studies on intra-city travel and patterns of travel demand have been carried out, with varying degrees of success. The results about identity travel demand patterns show the impact of numerous criteria and factors that can affect the city and the standard of living for its citizens. Every one of these elements will be used in the right situations. As a result, we have discussed some of the most significant findings from earlier studies about the demand patterns for intra-city travel and contrasted them with the findings of this paper.\u003c/p\u003e\n \u003cp\u003eFindings from related studies show that for short-distance travel, city dwellers favor public transportation over private vehicles. According to some of these studies, indicators like expenses, income, and gas prices have an impact on travel demand patterns within cities, highlighting the significance and impact of economic factors in this regard. Social factors like age, gender, and social and cultural status are among the most important factors influencing travel demand patterns, according to an analysis of the results of related studies. Additionally, studies have demonstrated that the adoption of new technologies, like car-sharing services and traffic apps, has a positive effect on patterns of travel demand. As a result, these studies and publications can aid in the creation of suitable policies and initiatives meant to enhance public transit networks and lessen traffic in cities.\u003c/p\u003e\n \u003cp\u003eThus, the current study has been analyzed using the qualitative grounded theory method put forth by Strauss and Corbin, while also looking at all economic, social, and environmental factors influencing intra-city travel and gathering pertinent data and statistics on this topic, which will be covered in more detail later. The theoretical connections between the key elements of intra-city travel in Kerman will be investigated as a result. Thus, one of the novel features of this paper, in contrast to other articles, is that it presents intra-city travel in Kerman using a developmental theory approach for the first time. Initially, all relevant indicators and components were taken from a variety of statistical sources, interviews, documents, and library resources. Additionally, literature and theoretical background pertaining to intra-city travel were also gathered. Following the selection of the components and indicators that were most similar to the topic in the second stage, the final selection phase was conducted.\u003c/p\u003e\n \u003cp\u003eBased on their recurrence and frequency, the chosen categories were then thoroughly investigated and analyzed in Kerman. Because this is the first time that the developmental theory has been applied to intra-city travel in Kerman, a significant number of indicators were examined during the review of all stages, and the pertinent indicators were then extracted. The models of intra-city travel demand that were presented were based on the most recent data and statistics gathered from statistical sources and field visits in Kerman. They were quantitatively divided into five urban areas and were not previously used in order to select and obtain the desired components and their selective choices for qualitative analyses. To arrive at the intended theory regarding behavioral patterns and their roles in intra-city travel in Kerman, the application of qualitative analyses in the context of individual experiences and behavioral patterns regarding intra-city travel demand in Kerman has been investigated. Although the subject of intra-city travel in Kerman has been covered in comparable articles in four different locations, this study uses Strauss and Corbin\u0026apos;s grounded theory to examine five urban areas of Kerman based on the most recent data and statistics.\u003c/p\u003e\n \u003cp\u003eThis method, which was compiled as a doctoral dissertation, has never been used before. Another novel feature of this paper is the analysis of high-demand travel routes within Kerman using Corbin\u0026apos;s grounded theory approach, in addition to looking at the theoretical relationships between the chosen intra-city travel components.\u003c/p\u003e\n \u003cp\u003eTo determine the best patterns of urban travel demand in Kerman, this study uses a variety of environmental, socioeconomic, cultural, infrastructure, and other factors because its research methodology is primarily qualitative. This method seeks to pinpoint and elucidate the needs, values, beliefs, and behavioral patterns people have about traveling through the city in various parts of Kerman. To shed light on these trends, a variety of techniques were employed, including qualitative research and interviews. The demand for urban travel in Kerman was found to be directly correlated with the ideal behavioral patterns, beliefs, values, and needs that have a major impact on the goals of urban travel. Because public transportation makes it easier for them to accomplish their travel objectives and take care of their daily needs, people in Kerman prefer it to private vehicles. This preference allows them to optimize their economic costs while ensuring convenient access to their travel destinations. The travel patterns and the generation and attraction of urban trips in Kerman also support this trend. Given that a significant volume of trips occurs in the central parts of Kerman, where most services and land uses\u0026mdash;particularly the Grand Bazaar and historical buildings\u0026mdash;are located, accessing these centers via public transportation is much easier and more convenient. Consequently, individuals have come to believe that public transportation is a reliable means for facilitating their urban travel goals.\u003c/p\u003e\n \u003cp\u003eHowever, even though District 2 residents in Kerman have a lot of economic potential, they still favor using their cars to fulfill their needs and accomplish their travel goals. In addition to raising expenses, this decision exacerbates problems like pollution and traffic jams. In general, Kerman residents believe that public transportation should be the foundation of the ideal pattern of urban travel demand because it is less expensive, eliminates the need for parking, reduces traffic and air pollution, and provides better access to different parts of the city. As a result, they want to use this method to satisfy their travel requirements. Kerman\u0026apos;s urban travel goals are mostly dependent on patterns of travel demand that prioritize public transit over private automobiles. According to data on origin-destination pairs and travel trends within Kerman, public transportation typically satisfies the greatest demand for urban travel.\u003c/p\u003e\n \u003cp\u003eThis pattern includes ideas and opinions that people find important and acceptable, which affects their decision to use private or public transportation. Numerous factors, such as the state of the economy, local culture, traffic, and the kinds of public and private transportation that are available, frequently influence these decisions. Consequently, a desirable framework for urban transportation planning may be the optimal mental model of urban travel demand. Therefore, it can be said that the best mental model of Kerman\u0026apos;s urban travel demand includes public transportation use for a large number of people. The presence of densely populated residential areas, the high volume of pedestrians crossing streets without following the rules (Shariati Street-Somayeh Intersection), the absence of the necessary infrastructure for building parking facilities and pedestrian overpasses, the concentration of many medical buildings nearby within a busy and highly concentrated urban fabric, and the careless pedestrian crossings of streets are some of the notable results of urban travel in various areas of Kerman.\u003c/p\u003e\n \u003cp\u003eThese issues cause a very serious problem for vehicle traffic, such that the subsequent intersections are generally uncongested, and the traffic backing up from this location sometimes reaches Azadi Square. Additionally, in the concentrated and old urban fabric areas located in District 5, which face a massive volume of service and usage density due to the city\u0026rsquo;s historical bazaar, the construction of underpasses is not possible due to the main gas pipelines. Therefore, the construction of pedestrian bridges can be effective in resolving some issues, such as preserving the lives of citizens from drivers who are involved in high-speed movements. Part of the traffic on the streets of Kerman city is due to pedestrians crossing the street, and a severe drop in the average operational speed.\u003c/p\u003e\n \u003cp\u003eAccording to origin-destination databases, 3\u0026ndash;8% of all trips are made using the bus transportation system during the day. In the bus transportation system, the largest percentage of passengers are members of the occupational groups of students (32 percent), housewives (23 percent), and students (19 percent), who make up the largest percentage of all vehicles. Nearly three-quarters of all trips are made by these occupational groups, and over half of bus transportation system trips are made by students and students. Official linear taxi lines, van taxis, radio taxis, private hire taxis, taxis for businesses and educational institutions, and unofficial taxi drivers make up Kerman City\u0026apos;s current taxi system. Twenty percent of all trips in Kerman City currently involve one of the various types of taxis.\u003c/p\u003e\n\u003c/div\u003e\n\u003cdiv class=\"BlockQuote\"\u003e\n \u003cp\u003eAmong these figures, 4.1% (which is 20% of taxi trips) relates to school services. Minibus vehicles in Kerman city operate with designated stations and fixed routes. The share of trips made by minibuses accounts for 8.5% of all trips in the city, of which about 80% (6.4% of total trips) are related to school services. Therefore, the highest travel tendency by bus is toward the central areas, with major regions No. 2, 1, 3, and 5 \u0026mdash; which are part of Kerman\u0026rsquo;s historic fabric \u0026mdash; being the main destinations for the bus system. Additionally, some peripheral zones exchange significant trips with their neighboring areas. The highest travel preference for the taxi system is toward the central districts (District 5), with noticeable travel flows between different regions via taxis. The travel routes of minibuses between different zones are scattered, and there is little significant travel between some major regions using this vehicle.\u003c/p\u003e\n \u003cp\u003eDuring the peak midday period, travel patterns show that trips undertaken for personal work, leisure, and educational purposes constitute the highest volume of trips. Trips for shopping and trips without a specific purpose account for the lowest volume. Regarding work trips, the highest number of trips occurs from Area 1 to Area 3. Similarly, the greatest number of educational trips are from Area 2 to Area 5, Area 8 to Area 3, Area 1 to Area 3, and Area 3 to Area 9. For shopping trips, most trips are directed toward Area 1, which acts as the city\u0026rsquo;s market zone. Additionally, the highest number of shopping trips occurs in Area 1 to Area 3. Finally, in terms of trips for personal work, leisure, and trips without a specific purpose, the most exchanges happen between Areas 1 and 3. Based on this, the following proposals have been formulated:\u003c/p\u003e\n\u003c/div\u003e\n\u003cp\u003e- It is recommended that retail units that cause less congestion be located along street frontages, while retail units with high congestion be situated within shopping centers and mixed-use developments. This approach can be applied particularly within the historic fabric area and Area 5 of Kerman city, which include many retail units with varying levels of congestion. The presence of Imam Khomeini Street, which hosts a large number of these commercial activities, has contributed to a high volume of trips (both work-related and commercial).\u003c/p\u003e\n\u003cp\u003e- It is recommended to implement measures to restrict the use of private vehicles, such as time and location restrictions on roadside parking. This factor is particularly relevant in the areas of Dr. Shariati Street in Regions 1 and 5, and Shahid Shariati Street in Region 2. Due to the concentration of various land uses in their surroundings, these areas experience significant vehicular and pedestrian traffic congestion, especially during peak hours, coupled with parking shortages and narrow street widths.\u003c/p\u003e\n\u003cp\u003e- It is recommended to facilitate pedestrian networks in such a way that pedestrian access to public transportation stations is provided within the shortest possible distance. This is particularly recommended for Jomhouri Eslami (Islamic Republic) Boulevard, which has pedestrian-friendly infrastructure and where trip-generating land uses are concentrated.\u003c/p\u003e\n\u003cp\u003e- It is recommended that, in order to reduce trip demand especially to the city center, neighborhood services be distributed in a balanced manner to meet daily needs.\u003c/p\u003e\n\u003cp\u003e- It is recommended that the city\u0026rsquo;s primary land uses be re-sited and implemented in the center of neighborhoods based on their relationship with each other, proximity to public transportation stations, and encouragement of pedestrian activity.\u003c/p\u003e\n\u003cp\u003e- It is recommended that, with public participation, a long-term program for changing and improving citizens\u0026rsquo; traffic behavior culture be implemented. By enhancing cultural infrastructure, the sense of belonging, neighborhood identity, and social cohesion are increased, and people will participate consciously and actively in solving neighborhood and city-wide issues.\u003c/p\u003e\n\u003cp\u003e- It is recommended that, in toduce traffic load\u0026mdash;especially in the central city area and District 5, where the historic Bazaar of Kerman and multiple trip-attracting land uses are present\u0026mdash;a hierarchical system of services be revisited, needs assessed, locations determined, prioritized, and planned for neighborhood centers around the historic core (Malek neighborhood, Pamenar, Bagh Lalah, etc.).\u003c/p\u003e"},{"header":"Declarations","content":"\u003cp\u003e\u003cstrong\u003eAcknowledgements\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eThe authors are grateful to the residents of Kerman city, authorities, and academic elites for their assistance in data collection. The authors would also like to thank the university professors for providing insight into this research.\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eAuthor\u003c/strong\u003e\u003cstrong\u003e contributions\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eM. GH.: Conceptualization, data collection, writing of the main draft, methodology, formal analysis. M. S.: Writing, reviewing and editing, conceptualization, supervision, illustration. All authors reviewed and approved the final version of the article.\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eFunding\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eThe\u0026nbsp;authors\u0026nbsp;did\u0026nbsp;not\u0026nbsp;receive\u0026nbsp;support\u0026nbsp;from\u0026nbsp;any\u0026nbsp;organization\u0026nbsp;for\u0026nbsp;the\u0026nbsp;submitted\u0026nbsp;work.\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eData\u0026nbsp;\u003c/strong\u003e\u003cstrong\u003eavailability\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eThe data for this study is available upon request. Data entail datasets from GIS and questionnaire.\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eEthics\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eAll procedures performed in studies involving human participants were in accordance with the ethical standards of the National Council for Science and Technology and the Science Law. This study was approved by the Graduate Studies Committee of Yazd University.\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eConsent\u0026nbsp;to participate\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eInformed verbal consent was obtained from Kerman city residents, elites and university professors, and city officials before the interview. All participants were over 18 years of age.\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eConsent\u0026nbsp;to publish\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eThe\u0026nbsp;authors\u0026nbsp;affirm\u0026nbsp;that\u0026nbsp;human\u0026nbsp;research\u0026nbsp;participants\u0026nbsp;provided\u0026nbsp;informed\u0026nbsp;consent\u0026nbsp;for\u0026nbsp;publication.\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eCompeting\u003c/strong\u003e\u003cstrong\u003einterests\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eThe\u0026nbsp;authors\u0026nbsp;declare\u0026nbsp;no\u0026nbsp;competing interests.\u003c/p\u003e"},{"header":"References","content":"\u003col\u003e\u003cli\u003e\u003cspan\u003eAbabio-Donkor A, Saleh W, Fonzone A. (2020). The role of personal norms in the choice of mode for commuting. 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Environ Plann B: Urban Analytics City Sci. 2020;48(7):2110\u0026ndash;22. \u003cspan class=\"ExternalRef\"\u003e\u003cspan class=\"RefSource\"\u003e10.1177/2399808320982305\u003c/span\u003e\u003cspan address=\"10.1177/2399808320982305\" targettype=\"DOI\" class=\"RefTarget\"\u003e\u003c/span\u003e\u003c/span\u003e.\u003c/span\u003e\u003c/li\u003e\u003c/ol\u003e"}],"fulltextSource":"","fullText":"","funders":[],"hasAdminPriorityOnWorkflow":false,"hasManuscriptDocX":true,"hasOptedInToPreprint":true,"hasPassedJournalQc":"","hasAnyPriority":false,"hideJournal":true,"highlight":"","institution":"","isAcceptedByJournal":false,"isAuthorSuppliedPdf":false,"isDeskRejected":"","isHiddenFromSearch":false,"isInQc":false,"isInWorkflow":false,"isPdf":false,"isPdfUpToDate":true,"isWithdrawnOrRetracted":false,"journal":{"display":true,"email":"[email protected]","identity":"researchsquare","isNatureJournal":false,"hasQc":true,"allowDirectSubmit":true,"externalIdentity":"","sideBox":"","snPcode":"","submissionUrl":"/submission","title":"Research Square","twitterHandle":"researchsquare","acdcEnabled":true,"dfaEnabled":false,"editorialSystem":"","reportingPortfolio":"","inReviewEnabled":false,"inReviewRevisionsEnabled":true},"keywords":"","lastPublishedDoi":"10.21203/rs.3.rs-7259119/v1","lastPublishedDoiUrl":"https://doi.org/10.21203/rs.3.rs-7259119/v1","license":{"name":"CC BY 4.0","url":"https://creativecommons.org/licenses/by/4.0/"},"manuscriptAbstract":"\u003cp\u003eThe transportation needs of people living in urban areas, such as commuting to work, running errands, attending events, and traveling for leisure, are referred to as urban travel and travel demand. To provide effective and sustainable transportation options, it is crucial for transportation planning and infrastructure development in cities to comprehend travel demand patterns. Therefore, the current article is working toward its primary objective, which is to provide an ideal mental model of the demand for urban travel based on the growth theory of Strauss and Corbin, the coding process, and quantitative and qualitative analysis in the city of Kerman. In Kerman city, the most frequent origin-destination trips are for leisure and personal work (104522 trips within 11 traffic zones), education (47394 visits), business (37695 trips), continuous operations (19,188 trips), and shopping (15256). Due to their numerous tourist attractions, the streets of Dr. Shariati in Zone 2, which span 295 minutes, and Shahid Rajaee in Zone 1, which span 225 minutes, experience heavy traffic. Accordingly, \"15-17 and 21-19\" are the most relaxed times, while \"9-7, 11-9, 11-13, 15-13, and 19-17\" are the busiest. The demand for inner-city travel in Kerman is directly correlated with the best behavioral, belief, value, and need patterns that have a big influence on urban travel objectives. One desirable model for urban transportation planning, including public transportation use, is the ideal mental pattern of inner-city travel demand.\u003c/p\u003e","manuscriptTitle":"The Application of Growth Theory in Explaining theSubjective Optimal Pattern of Urban Travel Demand (Case Study: Kerman City)","msid":"","msnumber":"","nonDraftVersions":[{"code":1,"date":"2025-08-11 09:59:22","doi":"10.21203/rs.3.rs-7259119/v1","editorialEvents":[{"type":"communityComments","content":0}],"status":"published","journal":{"display":true,"email":"[email protected]","identity":"researchsquare","isNatureJournal":false,"hasQc":true,"allowDirectSubmit":true,"externalIdentity":"","sideBox":"","snPcode":"","submissionUrl":"/submission","title":"Research Square","twitterHandle":"researchsquare","acdcEnabled":true,"dfaEnabled":false,"editorialSystem":"","reportingPortfolio":"","inReviewEnabled":false,"inReviewRevisionsEnabled":true}}],"origin":"","ownerIdentity":"36acdec6-8001-435c-b6da-779f112b9b61","owner":[],"postedDate":"August 11th, 2025","published":true,"recentEditorialEvents":[],"rejectedJournal":[],"revision":"","amendment":"","status":"posted","subjectAreas":[],"tags":[],"updatedAt":"2025-09-18T11:09:15+00:00","versionOfRecord":[],"versionCreatedAt":"2025-08-11 09:59:22","video":"","vorDoi":"","vorDoiUrl":"","workflowStages":[]},"version":"v1","identity":"rs-7259119","journalConfig":"researchsquare"},"__N_SSP":true},"page":"/article/[identity]/[[...version]]","query":{"redirect":"/article/rs-7259119","identity":"rs-7259119","version":["v1"]},"buildId":"8U1c8b4HqxoKbykW_rLl7","isFallback":false,"isExperimentalCompile":false,"dynamicIds":[84888],"gssp":true,"scriptLoader":[]}