In Sub-Saharan Africa, paratransit is the primary means of mobility where accessibility to its bus terminals offers access to diverse societal opportunities. This study accounts for the capacity of ...bus terminals, population demand, the geographic separations between demand and supply locations, and pedestrian response to congestion in the Greater Kumasi area of Ghana. We found that access to bus terminals is low averaging 0.5 bus terminals per 10,000 people, underpinned by random distribution, low capacity, and high demand. Incorporation of urban morphology showed that high-dense settlements have better accessibility, while moderate-dense and low-dense settlements have comparable accessibility.
This article evaluates the work of ice winter roads and ice crossings on the roads of the Far North. An analysis is made of the transport and performance characteristics of seasonal routes and their ...impact on the transport network and socio-economic development of the Republic of Sakha (Yakutia). Limiting development factors and priority areas for improving the transport network of the Republic of Sakha (Yakutia) and the transport hub of the Arctic zone of the Far Eastern Federal District is identified, which is a strategically important issue in making managerial and geopolitical decisions.
The purpose of the study of seasonal traffic routes on roads is to form a database for the subsequent increase in transport accessibility in the regions of the Far North and the formation of a stable, ensuring uninterrupted transport connection in the transport hub of the Arctic zone of the Far Eastern Federal District. The transport link will make it possible to freely pass traffic flows on sections of roads with seasonal communication routes with minimal transport and time costs. The objectives of this study are to assess the operation of ice winter roads and crossings, identify constraints to development and identify priority areas for the development of the transport network.
The road network of the Republic of Sakha (Yakutia) is the central transport hub in the Arctic zone of the Far Eastern Federal District with access to neighboring regions (Krasnoyarsk Territory, Irkutsk Region, Amur Region, Magadan Region, Chukotka Autonomous Okrug) through which transit freight and passenger transportation are carried out. The uninterrupted functioning of traffic flows both within the republic and transit flows of neighboring entities in the republic is limited in the off-season, due to seasonal routes of communication. During transitional periods, the movement of vehicles is suspended on approximately 70 % of the roads of the republic.
The considered options for the development of the transport network of the Republic of Sakha (Yakutia) and the transport hub of the Far Eastern Federal District should take into account the seasonality of transport links and the specifics of the region. The targets specified in the Strategy for the Development of the Arctic Zone of the Russian Federation and Ensuring National Security until 2035, taking into account the specifics of the region, will achieve the development of trunk and transit roads in the Arctic zone of the Far Eastern Federal District and the Russian Federation as a whole.
Transportation infrastructure networks (TINs), and the accessibility that they provide, are argued to be major determinants of land-use change. However, the spatio-temporal extent of their impact on ...urbanization is unclear and calls for further investigation. This paper empirically investigates the impact of both road and transit networks on urbanization in the Greater Toronto-Hamilton Area (GTHA) from 1971 to 2016, using a traffic analysis zone (TAZ) level panel database of 17,160 observations. It first documents and measures the magnitude, location and rate of urbanization and TINs' development in the region and in relation to each other using descriptive and buffer analyses. It then estimates the share of transport accessibility in urbanization over time and space using fixed effects panel regression models. Our findings demonstrate the significant extent of the ongoing sprawl, the substantial historical and current difference between the potential transit and car travel times, and the stability of the potential car travel times despite improvements to the road network. They also highlight the importance of urban proximity in prompting urbanization and the decreasing impact of transit improvement on urban development in urban areas and over time. A policy implication is that to encourage transit-oriented development, it is more effective to introduce or reinforce connections to activity centers rather than invest in reducing travel times to reach them.
•A 130% growth in urban land in the Greater Toronto-Hamilton Area from 1971 to 2016.•Average travel time by transit decreased while average travel time by car increased.•More urban land around highway exits but station buffers are more densely urbanized.•Centrality's impact on urbanization is substantially more than transit improvement.•Accessibility's urbanization impact increasingly decreases with time and urbanity.
The universal design of public transportation is a crucial task worldwide, especially in aging societies. For this reason, public agencies and train operators have advocated for universal ...architectural design for train stations, for instance, installing elevators and designing step-free routes. However, the location of elevators is often decided on an ad-hoc basis, and wheelchair users are often forced to take unnecessary detours and collision risks. This is because few methodologies are available for making an integrated evaluation of spatial structure and wheelchair accessibility.
This paper introduces an evaluation framework based on network analysis to evaluate wheelchair accessibility from the aspect of the spatial structure at train stations. Specifically, we first develop weighted network data that describe the spatial structure of train stations in detail to represent the mobility restrictions of wheelchair users and pedestrians. We next propose several indices to evaluate each station in terms of its wheelchair accessibility using these data: “reachable time indices,” which measure the time to the train doors from the ticket gate, and “level of path independence,” which describes the low risk of collisions on paths. This evaluation framework was applied to nine train stations in Tokyo, Japan, as case studies to examine the relationship between spatial structure and wheelchair accessibility. As a result, we found three important relationships. First, placing an elevator in the center of a platform narrows the range of the reachable times for wheelchair users. Second, the proximity of elevator doors to stairs or escalator entrances tends to increase the risk of collisions with pedestrians. Third, a wheelchair stairlift installed in place of elevators increases the minimum reachable time and increases the risk of collisions on designated paths. These insights will be useful for finding facilities that require improvement in the wheelchair accessibility of step-free routes.
•Train-station spatial-structure network analysis reveals wheelchair accessibility.•Elevators at platform centers reduce the reachable time range of wheelchair users.•Elevator doors near stairs or escalators increase the risk of collisions.•Wheelchair stairlifts increase both the minimum reachable time and collision risk.
Industrial relocation patterns has become one of the central issues for sustainable development of economics. In order to analyze the relocation patterns of manufacturing industries from the ...perspective of transport accessibility, this study took the electronic and information industry in the Yangtze River Economic Belt as an example to analyze the relocation patterns of manufacturing industries in China. Considering the transportation factors and economic factors, a topological network of Yangtze River Economic Belt was constructed. Based on this network, the relocation patterns of manufacturing industry both at present and in the planning period were analyzed by percolation theory. And results show that: first, percolation transitions exists during the process of industry relocation. Cities located in border regions are the bottlenecks for industry relocation. Second, both improvements in transport accessibilities and increase of production costs accelerate the process of industrial relocation in “fly-in” mode. Finally, preferential policies are needed for provinces in the upper reaches Yangtze River Economic Belt to attract industrial relocation.
•Percolation transitions exist during the processes of manufacturing industry when considering both transport accessibility and basic product factors.•The critical cities during percolation transitions locate at the borders of different reaches of Yangtze River Economic Belt.•Both “gradient relocation” mode and “fly-in” mode appears when considering transport accessibility and product factors respectively.•Preferential policies on other product factors are needed for the promotion of industry relocation in upper reaches of the Yangtze River Economic Belt.
This paper seeks to investigate the timing of land value uplift associated with an extension to an existing light rail transport system. It seeks to understand the amount of land value increase on ...residential properties at different stages of the infrastructure delivery process of the Tyne and Wear Metro (TWM) system in the North East of England. This is to shed light on the potential use of land value capture methods for subsequent extensions. Whilst there has been substantial international research into transport related land value capture methods, this tends to take place in atypical capital cities with buoyant land markets and/or entire transport systems. This is reflected in England, where research is less frequent in major conurbations outside of Central London, which are more typical of urban areas in this country. In response, the intention is to shed new light on this situation by updating historical research into the impact of the TWM. Its primary focus is the longitudinal performance of the 2002 Sunderland Metro Extension (SME). This historical appraisal of impact is significant because it is important to understand when and how much uplift is generated. This in turn helps to evidence any justifications for subsequent extensions and funding via Land Value Capture. This study uses a novel time based analysis to quantify differences in property prices before, immediately after and fifteen years after the Sunderland Metro Extension (SME) was constructed. The original results show that property values increased immediately after the extension becomes operational, though no significant results were found 15 years later.
•Land value impact in sub-optimal locations.•Land value uplift appears to occur immediately after construction.•Findings suggest that land value capture instruments should target capture immediately after construction of light rail extensions in sub-optimal locations.
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