Transit-oriented development (TOD) is being promoted as a promising development strategy to integrate transit and land use around public transportation stations. The node-place model provides a ...useful framework to evaluate the performance of TOD by focusing on the balancing of node and place characteristics. Although the demand characteristics in station areas reflects current development situation and hierarchical status at the station level and regional level respectively, which promotes the reshaping of urban spatial structures, the demand related factors have rarely been systematically incorporated into the node-place model in previous studies compared to various morphological factors used in TOD evaluation. In this study, the demand related factors derived from multi-source geotagged big data in ‘Transit’, ‘Development’ and ‘Interaction’ dimensions of TOD are implemented into the node-place model. Metro station areas in Beijing were used as the case study area and were classified using K-means clustering method based on combination of both demand and morphology indicators. Our results show that the performance of TOD in station areas in terms of demand and morphology do not necessarily match well, especially for ‘Transit’ and ‘Interaction’ dimensions. The five identified types with different TOD characteristics based on demand factors indicate three levels of station areas (large, medium and small) in Beijing. The seven identified types based on both morphological and demand factors provide a more comprehensive characterization of TOD station area. We suggest adding demand factors to the node-place model to better assess the existing level of station areas.
Međimurska županija spada u red hrvatskih županija s manje izraženim nepovoljnim demografskim pokazateljima. Radi se o površinom najmanjoj hrvatskoj županiji koja, za hrvatske prilike, ima ...nadprosječnu gustoću naseljenosti. Cilj rada je utvrditi kako vremenska prometna dostupnost cestovnim prometom, u odnosu na županijsko sjedište Čakovec, utječe na promjenu broja stanovnika i na razinu ostarjelosti stanovništva. Istraživanje je izvršeno za razdoblje od maksimuma naseljenosti (1991.) do zadnjeg popisa stanovništva (2021.), s time da su u vrijeme pisanja rada bili dostupni samo prvi rezultati najnovijeg popisa o broju stanovnika po naseljima, kao i sastav stanovništva prema dobi i spolu na razini Hrvatske i njezinih županija. Stoga je analiza ostarjelosti (koja uključuje razinu naselja) učinjena prema popisu stanovništva iz 2011. godine. Prostor Međimurske županije je podijeljen u 8 zona vremenske prometne dostupnosti izokronama od 5 minuta u odnosu na Čakovec. Analizom intenziteta depopulacije u GIS okruženju utvrđen je trend njegovog povećanja smanjenjem vremenske prometne dostupnosti prema Čakovcu. To načelno znači da je, uz određena odstupanja, intenzitet depopulacije veći u prometno manje dostupnim (prometno izoliranijim) dijelovima županije. Analiza indeksa starenja nije pokazala trend povećanja razine ostarjelosti smanjenjem vremenske prometne dostupnosti naselja u odnosu na Čakovec.
•Regional transport accessibility influences sales prices besides local accessibility.•Highest gains in transit accessibility improvements on sales prices in rural areas.•Lowest gains in transport ...accessibility improvements on sales prices in urban areas.•Need to reduce regional stations’ negative externalities in their disamenity zone.
There has been a growing interest in land value capture as a means of funding investments in transport infrastructure (TI), as reported in a vast literature analyzing the relationship between property values and accessibility provided by TI in general and transit specifically. There has, however, been limited research on the role of network-level regional transport accessibility and the intra-regional spatial heterogeneity of the price effects. Furthermore, studies usually focus on one transport mode, disregarding the multi-modal competition, and are mostly (pooled) cross-sectional analyses which do not reflect the dynamic nature of developments in TI and housing markets. To address these gaps, this paper empirically investigates the roles of local and regional transport accessibility by car and transit on the evolution of sales prices of single-family homes from 2001 to 2016, across different geographical contexts while controlling for various determinants in the Greater Toronto and Hamilton Area (GTHA). The spatial panel models’ results confirm that regional transport accessibility does indeed play a significant role in property values over and above the local proximity to TI, with variations between transit and car and over the spectrum of low–high density areas, which needs to be accounted for in land value capture policies.
Flooding of the urban transport systems is becoming ever more common, and their ability to function under such conditions requires detailed research. The main objective of this study was to determine ...the changes (mainly in their spatial nature) of intra-urban transport accessibility of a large city (Lodz) when impacted by urban flooding. The study utilised a variety of data, including the Digital Terrain Model, the Topographic Object Database and the Road Transport Speed Model. These were employed to determine those areas where disruption to the transport system may occur under varying degrees of rainfall (15-minute rainfall with a 20% probability of occurrence and maximum daily totals – an empirical probability of approximately 1.4%). Next, the changes in potential accessibility due to the occurrence of flooding were determined for different scenarios (various depths of flood water). In order to identify the absolute and relative changes in potential accessibility following a flood in the different scenarios, its value in a “normal” situation had to be calculated for all journey lengths in question. The study revealed that there is no correlation between the location of flooded sections of the network and the spatial differentiation of drops in travel times (analysed topologically) or declines in potential accessibility (irrespective of how attractive the destination is).
Promoting sustainable mobility systems by encouraging the use of the bicycle as a transport mode is now a public policy objective. This political will is also pursued in France where the modal share ...of cycling is relatively low. However, young people and those with a high level of human capital, such as members of the university community, are observed to be more advanced in their adoption of cycling. An understanding of how cycling is used by university students and staff would therefore help to inform public decision-making and support more efficient targeted policies to develop this mode of transport. Using original data from the MobiCampus-UdL project, the aim of this article is to analyze the determinants of bicycle use by the university community at the University of Lyon, France. Two multivariate logistic regression models are estimated on the subsamples of students and staff: one explaining the probability of using the bicycle as an exclusive mode of transport to get to the campus and the other explaining the probability of using the bicycle in combination with other modes. Our results suggest that while socio-demographic characteristics have little influence within our two relatively homogeneous subsamples, access to mobility resources and the spatial characteristics of the campus and place of residence are crucial. We also find that access to bicycles is an important determinant of the utilization of cycling. Given that the adoption of cycling is still very low, our findings justify policies to increase the availability of bicycles and subsidize their purchase. More specifically, our results suggest that access to a shared bike station on campus encourages the exclusive use of bicycles by students and staff but has no effect when used in combination with other modes. On the other hand, good accessibility to public transport, whether from home or from campus, does not reduce the use of bicycles by either sub-population, either exclusively or in combination. Furthermore, while living far from the city center is an obstacle to the exclusive use of the bicycles, especially for staff, it does not in any way prevent their use in combination with other modes, such as the train. These results open up new avenues for anticipating the development of intermodality between public transport and cycling.
Using the case of wheelchair users who choose to use public transport in London, this paper highlights the experiences of a marginalized group within infrastructure to investigate how transport ...impacts their lives and well-being. This article first describes the barriers faced by wheelchair users in the transit network (from physical to social) and the largely negative emotions that these barriers bring out on these passengers. It then highlights how these users have developed problem-solving techniques to cope with the barriers they face. The article then discusses the impact that these barriers have on the lives of wheelchair users, not only regarding issues of access but also the ways in which it affects social inclusion. Lastly, this article considers how wheelchair users’ responses to barriers may be of consequence to the transport system itself, both as providing some interesting insight for transport engineers but also as potential harm to the network if improvements to access are not enacted.
We address the problem of the impacts of COVID-19 pandemic on foreign trade transport by introducing a foreign trade intermodal transport accessibility (FTITA) index. First, we present the definition ...of FTITA, which combines the convenience of transporting domestic cargoes to overseas regions by an international intermodal transport network and the trade attractiveness of the domestic cargoes in the overseas regions. Second, we analyze the path choice behaviors of domestic shippers and propose the measurement method of the FTITA index. Finally, using the 41 cities in the Yangtze River Delta region in mainland China as origins and eight overseas regions as destinations, we empirically analyze the impacts of COVID-19 pandemic on the FTITA. With the empirical study conducted in the prepandemic and postpandemic years, we analyzed the overall trends of the FTITAs from the YRD region to eight overseas regions, spatial patterns of the distributions of the FTITAs in the YRD region, rankings of average FTITA values for the top ten cities in the YRD region, and the FTITAs for different cargoes. The results indicate that the FTITAs of the YRD region in the prepandemic year are significantly higher than those in the postpandemic year. Moreover, in both the prepandemic and postpandemic years, the FTITAs to North America, Japan/South Korea, Europe, and Southeast Asia are significantly higher than those to Oceania, Middle East, South America, and Africa. Through analysis of the spatial patterns of the FTITAs across cities in the YRD region, we find that the cities with high FTITA are mainly close to Shanghai Port and Ningbo Port; the cities with middle-high FTITA are mainly located in southern Zhejiang and the regions along the Yangtze River; the cities with middle-low FTITA are mainly located in northern Jiangsu; and the cities with low FTITA are located in northern Anhui. Furthermore, comparing the impacts of COVID-19 pandemic on the FTITAs for different cargoes, we observe that COVID-19 has the least impact on foodstuffs and event cargoes. Our findings can guide decision makers in implementing policies for alleviating the impacts of COVID-19 pandemic on foreign trade transport and further promoting the sustainable development of port and shipping industries.
Bogotá, a paradigmatic case of urban (re)development driven by transport interventions, began transforming its public transport system anew in mid-2010. It was not until 2012 when a gradual ...implementation of the new integrated public transport system of Bogotá (SITP in Spanish) began. By 2015, about 74% of the new bus routes were implemented. The considerable changes in supply and operational models for public transport during this period redefined travel conditions, having a direct impact on accessibility. Our research analyzes observable changes in accessibility to jobs and houses at both the home and work ends of trips as a result of differences in travel time for respondents to a household travel survey in Bogotá between 2011 and 2015. The paper presents a cross-sectional analysis of accessibility changes, pinpointing low accessibility levels facilitated by the current public transport system to the most deprived groups of Bogotá. Results are presented as access curves by socioeconomic levels and zones that estimate the time required to access workplaces via public transport. Results show that the location of low-income settlements implies a disadvantage as a consequence of spatial segregation that increases distances to job-opportunities. Five years after the implementation of the SITP, public transport in Bogotá still fails to improve accessibility, reinforcing gaps between rich and poor groups instead of closing them.
The main aim of this study was to determine the communication value of urban space. This goal was pursued in several research stages. For the needs of this study, the concept of communication value ...of public transport was defined as the ease of transit between points in space by means of public transport. The communication value of urban space is directly proportional to the number of lines serving a given stop, the number of lines departing from a given stop, and the distance to a public transport stop. The indicators of communication value were determined. The theoretical assumptions for developing a method for the determination of communication value were also developed. The proposed method was verified in the study area, and the applicability of the proposed method was discussed. The study was conducted in the city of Olsztyn where two types of public transport are available: buses and trams. In the analyzed period, Olsztyn had 35 bus lines, including 25 regular lines, 3 commuter lines, 5 seasonal lines, and 2 night lines. There were also 3 tram lines in the city. The main public transport operator had a fleet of 160 vehicles. The results of the study indicate that the proposed method supports the identification of areas with high communication value as well as areas where public transport requires improvement. Due to its universality, the method is applicable in many areas, from city planning through the process of estimating the market value of the property to the decisions made by the inhabitants when choosing their place of residence. Acoustic value maps have recently gained popularity in urbanized areas. A map of the communication value of urban space based on the proposed method is likely to become equally popular.
Display omitted
•The existing urban network should be analyzed, monitored and assessed in the process of planning a city's transport policy.•Transport networks with a large number of stops promote residential mobility in cities.•Proposal tool to support the development of spatial policy of the city.
Transport accessibility is assumed to be a main driver of urbanisation. Like many other metropolitan regions, the Randstad, the population and economic core of the Netherlands has experienced ...significant urbanisation, transport network expansion and spatial policies aimed to channel urban growth. This paper investigates the long-term relationships between the development of railway and motorway networks, urbanisation, and spatial policies, by using a panel dataset consisting of grid cells measured at six time points from 1960 to 2010. Generalised Estimating Equations analysis was applied to model the built-up area. Predictors include proximity to and accessibility by transport infrastructure, vicinity of urban areas, and spatial policies. Results indicate that road and rail accessibility alike, stably influenced urbanisation, but less than proximity to urban areas. Spatial policies played a significant role in channelling new urbanisation, while preserving the centrally located green and mainly rural area. Remarkably, the legacy of earlier policies is still significant despite shifts in predominant Dutch spatial policies. The findings are expected to be relevant for comparable poly-nuclear areas.
PDF
