Pub Date : 2023-01-10DOI: 10.1080/12265934.2023.2165531
Sungtaek Choi, Daejin Kim, Joonho Ko, Jonghan Park, Yongseok Ko
In this study we aim to identify how the adoption of autonomous vehicles (AVs) affects the value of travel time savings (VOTTS) for commuting trips under different trip distance scenarios (local and inter-city travel). Using a stated preference survey administered to Korean commuters in 2019, two multinomial logit (MNL) mode choice models are developed. These models are stratified by trip length and include four alternatives: AV with a manual driving option (AVMD), AV with a self-driving option (AVSD), shared AV (SAV), and public transit (PT). The results show that the value of in-vehicle travel time savings for AVSD (on average, $7.61/hr) is lower than for the other two AV modes (AVMD = $10.26/hr, SAV = $13.67/hr). It suggests that travelers tend to pay less to reduce travel time while using a private hands-free mode because it allows travelers to use their travel time more productively and/or relieve stress for driving. In addition, changes in the VOTTS for each mode vary by trip length. As travel distance increases, VOTTS for shared modes (SAV and PT) tends to decrease. The value of in-vehicle travel time for SAV in the local travel scenario is the highest among the four modes but is considerably lower than that in the inter-city scenario. These differences suggest that travelers require a certain amount of time to fully use their in-vehicle time, highlighting the importance of trip length when determining the VOTTS. Interestingly, the VOTTS for PT is lower than three AV modes, implying that it might be too early to expect substantial reduction in the VOTTS for AVs due to potential risks of accidents, unfamiliarity with AVs, or immature technology of AVs. HighlightsLikelihood of choosing autonomous vehicles is modelled based on trip length.Changes in value of travel time savings for each mode vary by trip length.Value of travel time savings for public transit is lower than autonomous vehicles.Self-driving vehicles have a low value of travel time savings than other modes.People need a certain amount of time to fully perform activities while traveling.
{"title":"Value of travel time savings of autonomous vehicle commuters: a segmented valuation for local and inter-city travel","authors":"Sungtaek Choi, Daejin Kim, Joonho Ko, Jonghan Park, Yongseok Ko","doi":"10.1080/12265934.2023.2165531","DOIUrl":"https://doi.org/10.1080/12265934.2023.2165531","url":null,"abstract":"In this study we aim to identify how the adoption of autonomous vehicles (AVs) affects the value of travel time savings (VOTTS) for commuting trips under different trip distance scenarios (local and inter-city travel). Using a stated preference survey administered to Korean commuters in 2019, two multinomial logit (MNL) mode choice models are developed. These models are stratified by trip length and include four alternatives: AV with a manual driving option (AVMD), AV with a self-driving option (AVSD), shared AV (SAV), and public transit (PT). The results show that the value of in-vehicle travel time savings for AVSD (on average, $7.61/hr) is lower than for the other two AV modes (AVMD = $10.26/hr, SAV = $13.67/hr). It suggests that travelers tend to pay less to reduce travel time while using a private hands-free mode because it allows travelers to use their travel time more productively and/or relieve stress for driving. In addition, changes in the VOTTS for each mode vary by trip length. As travel distance increases, VOTTS for shared modes (SAV and PT) tends to decrease. The value of in-vehicle travel time for SAV in the local travel scenario is the highest among the four modes but is considerably lower than that in the inter-city scenario. These differences suggest that travelers require a certain amount of time to fully use their in-vehicle time, highlighting the importance of trip length when determining the VOTTS. Interestingly, the VOTTS for PT is lower than three AV modes, implying that it might be too early to expect substantial reduction in the VOTTS for AVs due to potential risks of accidents, unfamiliarity with AVs, or immature technology of AVs. HighlightsLikelihood of choosing autonomous vehicles is modelled based on trip length.Changes in value of travel time savings for each mode vary by trip length.Value of travel time savings for public transit is lower than autonomous vehicles.Self-driving vehicles have a low value of travel time savings than other modes.People need a certain amount of time to fully perform activities while traveling.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"96 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-01-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136266818","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-01-02DOI: 10.1080/12265934.2022.2085151
Yi-Kai Juan, Wan-Hsuan Lin
ABSTRACT Although the overall crime rate in Taiwan has shown a declining trend in recent years, the proportion of burglaries remains high. Most studies regarding the prevention of burglaries proceed from the perspectives of population composition or criminal psychology, and place focus on the internal spatial planning of buildings without mentioning the association between case locations and urban environments. In order to effectively prevent crime and improve the quality of life, this study utilized cases provided by the Taipei City Government Open Platform (Data. Taipei) to confirm the surrounding environmental factors and building data of burglary cases for data mining application. The proposed method consists of two phases: clustering and association rule mining. In the clustering phase, the key substructures of environmental information are collected; then characteristics in each cluster are analyzed based on the association rule. The results of analysis showed that the first group (Group 1) in the classification should give priority to improving the visibility of idle space and streets, while the second group (Group 2) should improve the efficiency of personnel surveillance and solve the problem of crowds caused by business activities. The third group (Group 3), which featured narrow lanes and insufficient street lamps on chaotic streets, should engage in overall planning and design. Some studies have found that the environmental characteristics of burglary cases in Taipei City are different from the characteristics of crime-saddled urban areas defined by international scholars. Such differences deserve further study. The findings of this study can serve as an environmental design model for future urban development.
{"title":"The relationship between residential burglaries and urban environments in Taipei City: a data mining approach","authors":"Yi-Kai Juan, Wan-Hsuan Lin","doi":"10.1080/12265934.2022.2085151","DOIUrl":"https://doi.org/10.1080/12265934.2022.2085151","url":null,"abstract":"ABSTRACT Although the overall crime rate in Taiwan has shown a declining trend in recent years, the proportion of burglaries remains high. Most studies regarding the prevention of burglaries proceed from the perspectives of population composition or criminal psychology, and place focus on the internal spatial planning of buildings without mentioning the association between case locations and urban environments. In order to effectively prevent crime and improve the quality of life, this study utilized cases provided by the Taipei City Government Open Platform (Data. Taipei) to confirm the surrounding environmental factors and building data of burglary cases for data mining application. The proposed method consists of two phases: clustering and association rule mining. In the clustering phase, the key substructures of environmental information are collected; then characteristics in each cluster are analyzed based on the association rule. The results of analysis showed that the first group (Group 1) in the classification should give priority to improving the visibility of idle space and streets, while the second group (Group 2) should improve the efficiency of personnel surveillance and solve the problem of crowds caused by business activities. The third group (Group 3), which featured narrow lanes and insufficient street lamps on chaotic streets, should engage in overall planning and design. Some studies have found that the environmental characteristics of burglary cases in Taipei City are different from the characteristics of crime-saddled urban areas defined by international scholars. Such differences deserve further study. The findings of this study can serve as an environmental design model for future urban development.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"27 1","pages":"155 - 177"},"PeriodicalIF":2.9,"publicationDate":"2023-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46266610","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-12DOI: 10.1080/12265934.2022.2154250
Xiao Zhang
ABSTRACT Chinese policymakers have widely established special economic zones (SEZs) as key drivers to attract FDI, and by extension facilitate R&D and technology diffusion to realize industry upgrading. However, to the extent that SEZs might be regarded as enclaves, the extent to which subsidiaries of MNEs foster local linkages and transfer knowledge in SEZs remains unclear. This research investigates the state of the linkages generated by firms that have shareholders from incoming MNEs within an SEZ to see if these linkages show signs of knowledge diffusion in the local area. The empirical research is based on a case study of Suzhou Industrial Park (SIP) through secondary data collection on the equity investment of incoming MNEs within SIP and data from semi-structured interviews. The findings suggest that the organizational network of incoming MNEs in SIP is still internalized, and technology transfer through these linkages is weak – this despite SIP apparently having evolved from an enclave to an urban economic agglomeration.
{"title":"Equity-based linkages in the evolving process of industry enclaves: a case study of Suzhou Industrial Park, China","authors":"Xiao Zhang","doi":"10.1080/12265934.2022.2154250","DOIUrl":"https://doi.org/10.1080/12265934.2022.2154250","url":null,"abstract":"ABSTRACT Chinese policymakers have widely established special economic zones (SEZs) as key drivers to attract FDI, and by extension facilitate R&D and technology diffusion to realize industry upgrading. However, to the extent that SEZs might be regarded as enclaves, the extent to which subsidiaries of MNEs foster local linkages and transfer knowledge in SEZs remains unclear. This research investigates the state of the linkages generated by firms that have shareholders from incoming MNEs within an SEZ to see if these linkages show signs of knowledge diffusion in the local area. The empirical research is based on a case study of Suzhou Industrial Park (SIP) through secondary data collection on the equity investment of incoming MNEs within SIP and data from semi-structured interviews. The findings suggest that the organizational network of incoming MNEs in SIP is still internalized, and technology transfer through these linkages is weak – this despite SIP apparently having evolved from an enclave to an urban economic agglomeration.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"27 1","pages":"461 - 482"},"PeriodicalIF":2.9,"publicationDate":"2022-12-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49042383","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-11DOI: 10.1080/12265934.2022.2153472
A. Müller, Joonha Park, J. Sonn
The smart city concept has become a ubiquitous policy agenda across the world. From the Megacities of Asia to medium-sized cities across the Global North and South, politicians, planners and tech entrepreneurs have embraced and promoted the concept. As the concept has gained popularity, the early techno-optimism or -pessimism has been replaced by more nuanced and in-depth analyses of smart city projects. Furthermore, while early so-called smart cities took the form of new urban development such as Songdo in South Korea, most smart city projects today are implemented in a variety of existing urban contexts with long historical trajectories, a broad range of stakeholders, and variegated institutional contexts. Even if the term of smart city has been applied to a whole host of urban development and renewal projects, it has become clear that smart cities have not become the global homogenizing force envisioned by early proponents and feared by critics (Cardullo & Kitchin, 2019; Cugurullo, 2018; Halpern, Mitchell, & Geoghegan, 2017; Joss, Sengers, Schraven, Caprotti, & Dayot, 2019). As Shelton et al. have pointed out most smart city projects do not occur on a tabula rasa but are rather interventions ‘ ... awkwardly integrated into, existing social and spatial constellations of urban governance and the built environment’ (Shelton, Zook, & Wiig, 2015, p. 14). In their study of Songdo New City in South Korea Shin, Park and Sonn argue for an analytical framework that investigates the dialectic interaction between path dependence and new forms of networks where relations of power between different actors, old and new, are being renegotiated and agendas reformulated (Shin, Park, & Sonn, 2015). Perhaps the heaviest critique of smart city projects is that, despite more than a decade of projects, it is still unclear how they have helped to solve or mitigate some of the most pressing urban problems (Clark, 2021). The promise of smart city technologies as a technological fix has indeed yet to materialize. Perhaps what is the most tangible outcome of the smart city debate has been how it has shaken things up and reignited much needed discussions on what really matters when it comes to urban futures. Another main critique of the smart city agenda is its focus on scalability and replicability. In the European Union’s Horizon 2020 Smart Cities and Communities Lighthouse programme development of scalable and replicable technical solutions to urban problems was at the centre (Cardullo & Kitchin, 2019; European Commission, 2022). Forty eight lead cities and 72 follower cities across Europe with a combined budget of more than 1.2 billion EUR were to pathways to smarter and sustainable cities across 28 EU member states and associated countries. The lighthouse projects were also expected to be amenable to local needs, but the tension between the EU’s ambition of scalable and replicable solutions on one hand and national and local contexts on the other speaks to the limita
{"title":"Finding the old in the new: Smart cities in the national and local trajectories of urban development","authors":"A. Müller, Joonha Park, J. Sonn","doi":"10.1080/12265934.2022.2153472","DOIUrl":"https://doi.org/10.1080/12265934.2022.2153472","url":null,"abstract":"The smart city concept has become a ubiquitous policy agenda across the world. From the Megacities of Asia to medium-sized cities across the Global North and South, politicians, planners and tech entrepreneurs have embraced and promoted the concept. As the concept has gained popularity, the early techno-optimism or -pessimism has been replaced by more nuanced and in-depth analyses of smart city projects. Furthermore, while early so-called smart cities took the form of new urban development such as Songdo in South Korea, most smart city projects today are implemented in a variety of existing urban contexts with long historical trajectories, a broad range of stakeholders, and variegated institutional contexts. Even if the term of smart city has been applied to a whole host of urban development and renewal projects, it has become clear that smart cities have not become the global homogenizing force envisioned by early proponents and feared by critics (Cardullo & Kitchin, 2019; Cugurullo, 2018; Halpern, Mitchell, & Geoghegan, 2017; Joss, Sengers, Schraven, Caprotti, & Dayot, 2019). As Shelton et al. have pointed out most smart city projects do not occur on a tabula rasa but are rather interventions ‘ ... awkwardly integrated into, existing social and spatial constellations of urban governance and the built environment’ (Shelton, Zook, & Wiig, 2015, p. 14). In their study of Songdo New City in South Korea Shin, Park and Sonn argue for an analytical framework that investigates the dialectic interaction between path dependence and new forms of networks where relations of power between different actors, old and new, are being renegotiated and agendas reformulated (Shin, Park, & Sonn, 2015). Perhaps the heaviest critique of smart city projects is that, despite more than a decade of projects, it is still unclear how they have helped to solve or mitigate some of the most pressing urban problems (Clark, 2021). The promise of smart city technologies as a technological fix has indeed yet to materialize. Perhaps what is the most tangible outcome of the smart city debate has been how it has shaken things up and reignited much needed discussions on what really matters when it comes to urban futures. Another main critique of the smart city agenda is its focus on scalability and replicability. In the European Union’s Horizon 2020 Smart Cities and Communities Lighthouse programme development of scalable and replicable technical solutions to urban problems was at the centre (Cardullo & Kitchin, 2019; European Commission, 2022). Forty eight lead cities and 72 follower cities across Europe with a combined budget of more than 1.2 billion EUR were to pathways to smarter and sustainable cities across 28 EU member states and associated countries. The lighthouse projects were also expected to be amenable to local needs, but the tension between the EU’s ambition of scalable and replicable solutions on one hand and national and local contexts on the other speaks to the limita","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"27 1","pages":"1 - 9"},"PeriodicalIF":2.9,"publicationDate":"2022-12-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49152771","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-11DOI: 10.1080/12265934.2022.2154249
Suchismita Nayak, Debapratim Pandit
ABSTRACT Activity-based travel demand models (ABM) have gained popularity during the last three decades and are currently in use in several urban areas. In ABM, special emphasis is given to modelling individuals’ decisions related to participation in activity and its scheduling. Most researchers and popular ABM frameworks have, however, refrained from implicit activity participation decision modelling and have concentrated only on the activity scheduling part thus replacing ‘activity’ with ‘tour’ as the main focus of ABM. This may lead to oversimplification and may offset the need for ABMs in the first place. Thus there is a need to review research focusing on activity participation decisions to facilitate their incorporation and eventual strengthening of existing ABM frameworks. Accordingly, a critical review of activity generation focusing on conceptualization, modelling approaches and activity categorization is conducted to identify the lacunas towards making it more policy-sensitive, efficient and behaviourally realistic. The strength and weaknesses of different modelling techniques are also explored to understand their prediction accuracy and computational complexities. Additionally, the progress of activity participation decision modelling within the existing ABM frameworks is also traced. The existing models are also explored through the lens of changing activity-travel behaviour of urban commuters resulting from technological improvement and wide access to telecommunication services even in developing countries. Our review not only traces the transition of standalone activity participation decision models to activity agenda generation and activity sequence generation models but also identifies the progress in incorporating various spatio-temporal interaction effects and the underlying behavioural dynamics of activity participation decisions within these models. One issue identified though is the trade-off between behavioural dynamism and data requirement and the need for standardization of activity categories.
{"title":"A critical review of activity participation decision: a key component of activity-based travel demand models","authors":"Suchismita Nayak, Debapratim Pandit","doi":"10.1080/12265934.2022.2154249","DOIUrl":"https://doi.org/10.1080/12265934.2022.2154249","url":null,"abstract":"ABSTRACT Activity-based travel demand models (ABM) have gained popularity during the last three decades and are currently in use in several urban areas. In ABM, special emphasis is given to modelling individuals’ decisions related to participation in activity and its scheduling. Most researchers and popular ABM frameworks have, however, refrained from implicit activity participation decision modelling and have concentrated only on the activity scheduling part thus replacing ‘activity’ with ‘tour’ as the main focus of ABM. This may lead to oversimplification and may offset the need for ABMs in the first place. Thus there is a need to review research focusing on activity participation decisions to facilitate their incorporation and eventual strengthening of existing ABM frameworks. Accordingly, a critical review of activity generation focusing on conceptualization, modelling approaches and activity categorization is conducted to identify the lacunas towards making it more policy-sensitive, efficient and behaviourally realistic. The strength and weaknesses of different modelling techniques are also explored to understand their prediction accuracy and computational complexities. Additionally, the progress of activity participation decision modelling within the existing ABM frameworks is also traced. The existing models are also explored through the lens of changing activity-travel behaviour of urban commuters resulting from technological improvement and wide access to telecommunication services even in developing countries. Our review not only traces the transition of standalone activity participation decision models to activity agenda generation and activity sequence generation models but also identifies the progress in incorporating various spatio-temporal interaction effects and the underlying behavioural dynamics of activity participation decisions within these models. One issue identified though is the trade-off between behavioural dynamism and data requirement and the need for standardization of activity categories.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":" ","pages":""},"PeriodicalIF":2.9,"publicationDate":"2022-12-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48974384","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-11DOI: 10.1080/12265934.2022.2154248
Xiaolin Wu, Xiaoqin Tan
ABSTRACT Gated communities are considered a way of living that provides privacy and security. Existing research has mostly focused on subjective emotional judgments such as fear of crime, while it is unclear whether communities with different degrees of closure have avoided insecure incidents. Taking six communities and 649 questionnaires in Changsha, China as study cases, we analyze the relationship between community closure and community security. The results show that not gated communities but open communities are the safest, while semi-gated communities are the least safe. It is confirmed that community security is regardless of being gated. One possible explanation for this is the joint effect of ‘dual security scenarios’. This means that the living communities’ security is not only rooted in the construction of a safe physical space, but also depended on a humanistic atmosphere with informal relations and residents’ safety awareness, providing natural surveillance possibilities.
{"title":"Is the gated community really safe? An empirical analysis based on communities with varying degrees of closure","authors":"Xiaolin Wu, Xiaoqin Tan","doi":"10.1080/12265934.2022.2154248","DOIUrl":"https://doi.org/10.1080/12265934.2022.2154248","url":null,"abstract":"ABSTRACT Gated communities are considered a way of living that provides privacy and security. Existing research has mostly focused on subjective emotional judgments such as fear of crime, while it is unclear whether communities with different degrees of closure have avoided insecure incidents. Taking six communities and 649 questionnaires in Changsha, China as study cases, we analyze the relationship between community closure and community security. The results show that not gated communities but open communities are the safest, while semi-gated communities are the least safe. It is confirmed that community security is regardless of being gated. One possible explanation for this is the joint effect of ‘dual security scenarios’. This means that the living communities’ security is not only rooted in the construction of a safe physical space, but also depended on a humanistic atmosphere with informal relations and residents’ safety awareness, providing natural surveillance possibilities.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":" ","pages":""},"PeriodicalIF":2.9,"publicationDate":"2022-12-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43590618","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-07DOI: 10.1080/12265934.2022.2154692
Z. Živanović, B. Tošić, Natalija Mirić, Nikola Vračević
{"title":"The nature of urban sprawl in Western Balkan cities","authors":"Z. Živanović, B. Tošić, Natalija Mirić, Nikola Vračević","doi":"10.1080/12265934.2022.2154692","DOIUrl":"https://doi.org/10.1080/12265934.2022.2154692","url":null,"abstract":"","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":" ","pages":""},"PeriodicalIF":2.9,"publicationDate":"2022-12-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45356525","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-11-29DOI: 10.1080/12265934.2022.2149610
Young-Hyun Song, Jung Wook Kim
ABSTRACT This study aims to investigate the formation of the inter-city technology innovation network and its economic effects on the Yangtze River Delta (YRD). To examine the innovation network, this study utilizes high-tech industry registered patent data that provide for a more substantial formation of the inter-city technology network. First, this study finds that a solid technology innovation network was formed between most cities in YRD. Moreover, we found that various small, medium-sized and large cities acted as hubs for the networks. Lastly, a spatial econometrics model was constructed and empirical analysis was conducted to determine whether the spatial spillover effect through YRD’s inter-city technology innovation network actually occurs and to what extent. The result confirms that there is a positive spatial spillover effect through a technology innovation network between cities in the YRD high-tech industrial sector.
{"title":"The spatial spillover effect of technological innovation network in cities: a case of the high-tech industry of Yangtze River Delta","authors":"Young-Hyun Song, Jung Wook Kim","doi":"10.1080/12265934.2022.2149610","DOIUrl":"https://doi.org/10.1080/12265934.2022.2149610","url":null,"abstract":"ABSTRACT This study aims to investigate the formation of the inter-city technology innovation network and its economic effects on the Yangtze River Delta (YRD). To examine the innovation network, this study utilizes high-tech industry registered patent data that provide for a more substantial formation of the inter-city technology network. First, this study finds that a solid technology innovation network was formed between most cities in YRD. Moreover, we found that various small, medium-sized and large cities acted as hubs for the networks. Lastly, a spatial econometrics model was constructed and empirical analysis was conducted to determine whether the spatial spillover effect through YRD’s inter-city technology innovation network actually occurs and to what extent. The result confirms that there is a positive spatial spillover effect through a technology innovation network between cities in the YRD high-tech industrial sector.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"27 1","pages":"414 - 441"},"PeriodicalIF":2.9,"publicationDate":"2022-11-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48548817","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-11-06DOI: 10.1080/12265934.2022.2142650
Subasish Das, X. Kong, M. Hossain
ABSTRACT The emergence of automated vehicles (AV) has been occurring rapidly as these vehicles have the potential to reduce/eradicate human driving faults and related collisions. To enhance AV safety, the NHTSA recommends the continuous presence of a backup human driver that has a reasonable understanding of AV technologies to ensure disengagement when manual overtake is required. However, due to several AV-related traffic crashes during roadway testing and extensive media interest, AV safety has become a critical issue. This study collected 255 crash reports filed by different manufacturers testing AVs in California from September 2014 to April 2020. The crash dataset was analyzed using two data mining algorithms (association rule mining and text network analysis) to identify the key AV-related crash attributes and their associations based on the vehicle’s prior driving mode (conventional or automated). The results show that the manner of collision and the prior movement of the testing vehicle are strongly connected with prior driving mode. For example, AV crashes in a manual driving mode often result in a sideswipe collision during moving status, whereas AV crashes in an automated driving mode are highly associated with rear-end collisions when AVs are stopped in traffic. The findings of this study can help policymakers and AV engineers improve AV deployment strategies to support the adoption of AVs and promote potential safety benefits for AV technologies.
{"title":"Exploration on prior driving modes for automated vehicle collisions","authors":"Subasish Das, X. Kong, M. Hossain","doi":"10.1080/12265934.2022.2142650","DOIUrl":"https://doi.org/10.1080/12265934.2022.2142650","url":null,"abstract":"ABSTRACT The emergence of automated vehicles (AV) has been occurring rapidly as these vehicles have the potential to reduce/eradicate human driving faults and related collisions. To enhance AV safety, the NHTSA recommends the continuous presence of a backup human driver that has a reasonable understanding of AV technologies to ensure disengagement when manual overtake is required. However, due to several AV-related traffic crashes during roadway testing and extensive media interest, AV safety has become a critical issue. This study collected 255 crash reports filed by different manufacturers testing AVs in California from September 2014 to April 2020. The crash dataset was analyzed using two data mining algorithms (association rule mining and text network analysis) to identify the key AV-related crash attributes and their associations based on the vehicle’s prior driving mode (conventional or automated). The results show that the manner of collision and the prior movement of the testing vehicle are strongly connected with prior driving mode. For example, AV crashes in a manual driving mode often result in a sideswipe collision during moving status, whereas AV crashes in an automated driving mode are highly associated with rear-end collisions when AVs are stopped in traffic. The findings of this study can help policymakers and AV engineers improve AV deployment strategies to support the adoption of AVs and promote potential safety benefits for AV technologies.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":" ","pages":""},"PeriodicalIF":2.9,"publicationDate":"2022-11-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47773128","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-10-28DOI: 10.1080/12265934.2022.2137566
Nestor Garza, Ivan Verbel-Montes, José Ramos-Ruiz
ABSTRACT This paper revisits and improves upon the traditional urban life cycle theory, using it as a long-term conceptual baseline model to assess the effect of the Colombian internal armed conflict on urbanization during 1938–2018. The paper makes three innovations: (1) It uses a third-degree autoregressive panel estimation to detect the underlying Data Generating Process of the urban life cycle, a feature that eluded original scholarship in the field; (2) It uses the baseline urban life cycle model to assess the impact of long-term violence in Colombia; and (3) It produces an inductive conceptual approach to the relationship between urbanization and economic development. Our third-degree autoregressive panel models adequately explain the urban concentration cycles experienced by Colombia’s 20 largest metropolitan areas, regardless of using different specification structures. It also correctly controls the long-term trends of the demographic transition that the country experienced during that period: its rate of urbanization increased from 31 to 68% between 1938 and 2018; the largest 20 metro areas increased their participation in the total population from 17 to 54%; and yearly total population growth increased from 2.12% in the 1940s to its peak 3.19% in the 1970s, decreasing to 1.18% in the 2010s. The homicide rate had a controlling effect on the increasing parts of the urban life cycle, acting as a deterrent of urban concentration per metropolitan area.
{"title":"Urban life cycle and long-run violence: Colombia 1938–2018","authors":"Nestor Garza, Ivan Verbel-Montes, José Ramos-Ruiz","doi":"10.1080/12265934.2022.2137566","DOIUrl":"https://doi.org/10.1080/12265934.2022.2137566","url":null,"abstract":"ABSTRACT This paper revisits and improves upon the traditional urban life cycle theory, using it as a long-term conceptual baseline model to assess the effect of the Colombian internal armed conflict on urbanization during 1938–2018. The paper makes three innovations: (1) It uses a third-degree autoregressive panel estimation to detect the underlying Data Generating Process of the urban life cycle, a feature that eluded original scholarship in the field; (2) It uses the baseline urban life cycle model to assess the impact of long-term violence in Colombia; and (3) It produces an inductive conceptual approach to the relationship between urbanization and economic development. Our third-degree autoregressive panel models adequately explain the urban concentration cycles experienced by Colombia’s 20 largest metropolitan areas, regardless of using different specification structures. It also correctly controls the long-term trends of the demographic transition that the country experienced during that period: its rate of urbanization increased from 31 to 68% between 1938 and 2018; the largest 20 metro areas increased their participation in the total population from 17 to 54%; and yearly total population growth increased from 2.12% in the 1940s to its peak 3.19% in the 1970s, decreasing to 1.18% in the 2010s. The homicide rate had a controlling effect on the increasing parts of the urban life cycle, acting as a deterrent of urban concentration per metropolitan area.","PeriodicalId":46464,"journal":{"name":"International Journal of Urban Sciences","volume":"1 1","pages":""},"PeriodicalIF":2.9,"publicationDate":"2022-10-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41804015","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
京公网安备 11010802042870号
京ICP备2023020795号-1
扫码关注我们
求助内容：
应助结果提醒方式：