Several works have addressed the impact of transport accessibility on regional development. Nevertheless, it is not consensual that new levels of accessibility lead to the improvement of regional ...development. This article proposes a methodological approach to assess whether significant relationship exist between these two variables. The methodology uses Data Envelopment Analysis to evaluate regional performance and spatial statistics methods (local bivariate relationships) to evaluate the type of relationships between accessibility and performance for each region, along with its significance. The approach was applied to 186 NUTS that cover 19 European countries, extending previous works which focus on global results, in the sense that only one (usually large) area is considered. Results indicate that approximately half the regions have a significant relationship between transport accessibility and regional performance. Logit regression analyses show that central regions are more likely to exhibit significance, as well as regions with high (low) levels of performance surrounded by regions with high (low) levels of accessibility, hinting at a synergy between the two variables. An important policy implication is that regions of high performance surrounded by regions of low accessibility may benefit from investments in the transport infrastructure.
Internationally, transit oriented development (TOD) is characterised by moderate to high density development with diverse land use patterns and well connected street networks centred around high ...frequency transit stops (bus and rail). Although different TOD typologies have been developed in different contexts, they are based on subjective evaluation criteria derived from the context in which they are built and typically lack a validation measure. Arguably there exist sets of TOD characteristics that perform better in certain contexts, and being able to optimise TOD effectiveness would facilitate planning and supporting policy development. This research utilises data from census collection districts (CCDs) in Brisbane with different sets of TOD attributes measured across six objectively quantified built environmental indicators: net employment density, net residential density, land use diversity, intersection density, cul-de-sac density, and public transport accessibility.
Agglomeration, accessibility and productivity Melo, Patricia C; Graham, Daniel J; Levinson, David ...
Urban studies (Edinburgh, Scotland),
01/2017, Volume:
54, Issue:
1
Journal Article
Peer reviewed
Open access
This paper estimates the productivity gains from agglomeration economies for a sample of the largest metropolitan areas in the United States using measures of urban agglomeration based on employment ...density and employment accessibility. The latter is a more accurate measure of economic proximity and allows testing for the spatial decay of agglomeration effects with increasing travel time. We find that the productivity gains from urban agglomeration are consistent between measures, with elasticity values between 0.07 and 0.10. The large majority of the productivity gains occur within the first 20 minutes, and do not appear to exhibit significant nonlinearities.
In recent years, the micromobility and the usage of shared electric kick scooters (e-kscooters) have been constantly growing, especially for systematic and recreational trips in large urban areas. ...Micromobility might be seen as a well-suited last-mile solution by providing a flexible travel service connection with public transport and MaaS (Mobility as a Service), in general. However, there is a need for implementing adequate regulations regarding safety aspects and shared e-kscooter parking locations, but also for meeting the user requirements. The choice of optimal shared e-kscooter parking locations could help decision-makers to regulate unmanaged dock-less shared e-kscooter parking spots that could generate issues for other road users. To this end, in this paper, a novel multi-objective Micromobility Maximal Coverage Parking Location model (M-MCPL) is developed. The model has been solved by applying an elitist Genetic Algorithm that returns the optimal shared e-kscooter parking locations based on the following objective functions: i) the maximization of the population coverage; ii) the maximization of multimodal accessibility coverage (i.e., bus, railway, and metro modes); iii) the maximization of the attraction coverage considering the most relevant points of interest for each corresponding zone in large urban areas. The proposed M-MCPL model has been applied to the case of Rome (Italy) and results suggest priorities for the shared e-kscooter parking locations design. Furthermore, the proposed model is flexible and can be considered as a decision support tool for decision-makers when planning dedicated services in different large urban areas. For that purpose, we conducted the sensitivity analysis by focusing on the single-objective model in which decision-makers might be interested in providing only high accessibility to transport services or maximizing potential demand.
ABSTRACTThe Tricity consists of three coastal cities – Gdańsk, Gdynia and Sopot – which also form the core of the Tricity agglomeration. They are among the main development centres of the country. ...Proper access to public transport for residents is crucial for the sustainable development of the agglomeration. Although the cities are connected by functional links in different areas, the further development of a coherent public transport system is problematic. It is therefore crucial to formulate the question of how these cities can develop the public (collective) transport network? Do residents have access to it and does it meet their needs? Are these measures complementary? A proprietary methodological approach using QGIS and ORS tools was used to conduct the survey. The results of the survey show that 83.5% of Tri-City residents have the nearest train, bus, tram or trolleybus stop within a 5-minute walk of their place of residence. This is followed by 14.39% of residents having a stop within 10 min, 1.47% within 15 min and 0.20% within 20 min. Unfavourable time accessibility applies to 0.45% of residents. The findings of the study may help Tricity local authorities to develop a sustainable public transport policy.
The Covid-19 pandemic has affected the travel behavior of commuters, with soft modes emerging as reliable options for short-distance trips. This research focuses on evaluating the bike-friendliness ...of Venice, Italy, a unique city for its morphological and mobility characteristics. When considering daily commuting between the mainland and the historic city center in the lagoon, the bicycle is not an adopted solution. Yet, the recent construction of a bicycle and pedestrian path that runs alongside the main bridge between the mainland and historical city could alleviate the pressure on public transport and the use of cars, especially in peak hours. This contribution evaluates the potential for using bicycles to reach the historic center of Venice from the mainland, and the appropriateness of the infrastructural equipment. The quantitative analysis examines the current supply and demand in absolute values and in terms of modal share. Projecting the number of actual users under different scenarios until 2030, in accordance with the Venice Sustainable Urban Mobility Plan and other relevant plans, the inadequate provision of parking areas for bikes emerges as an unsolved issue. A revision of the mobility layout is thus required if bicycles are expected to be a competitive alternative solution.
This paper studies the impact of expected transport accessibility improvement on house prices. We identify the effect exploiting a quasi-natural experiment created by the approval and construction of ...the Ryfast tunnel system in Rogaland, Norway, which shortened the traveling time to the affected municipality from 62 to 24 min. Estimates of a repeated sales model in a difference-in-differences framework show that the expectation of improvement in transport accessibility connected with the construction of the tunnel system led to an increase in house prices by 12.8% on average. That effect grew as the opening of the tunnel drew closer and was driven by less valuable houses.
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