This work studies the distribution of warehouses and distribution centers (W&DCs) in California and analyzes their potential relationships with disadvantaged communities (DACs). Through aggregated spatial analyses and econometric modeling, the research compares the concentration of W&DCs in five metropolitan planning organizations (MPOs) in California. The analyses show that the weighted geometric centers of W&DCs have shifted slightly toward city central areas in all five MPOs in the last few years, contrasting to the logistics sprawl trends evidenced in previous research. In the Bay Area and Southern California, W&DCs are more prevalent in areas with higher pollution burden, according to the CalEnviroScreen (CS) score. In Southern California, the study analyzes disaggregate industrial real estate data of 49,697 property transactions (properties sold) between 1989 and 2018. On average, the size of the facilities transacted have decreased, especially for those closer to the urban center. These results are confirmed using parametric and non-parametric data analyses. During recent years, smaller and closer (to the urban core) facilities represent the largest share in the transactions, consistent with the trends in e-commerce and its associated distribution requirements. Moreover, the data show a disproportionate sitting of facilities in areas where DACs reside. The paper ends with a discussion of policy and planning recommendations.
{"title":"Distribution facilities in California: A dynamic landscape and equity considerations","authors":"M. Jaller, Xiuli Zhang, Xiaodong Qian","doi":"10.5198/jtlu.2022.2130","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2130","url":null,"abstract":"This work studies the distribution of warehouses and distribution centers (W&DCs) in California and analyzes their potential relationships with disadvantaged communities (DACs). Through aggregated spatial analyses and econometric modeling, the research compares the concentration of W&DCs in five metropolitan planning organizations (MPOs) in California. The analyses show that the weighted geometric centers of W&DCs have shifted slightly toward city central areas in all five MPOs in the last few years, contrasting to the logistics sprawl trends evidenced in previous research. In the Bay Area and Southern California, W&DCs are more prevalent in areas with higher pollution burden, according to the CalEnviroScreen (CS) score. In Southern California, the study analyzes disaggregate industrial real estate data of 49,697 property transactions (properties sold) between 1989 and 2018. On average, the size of the facilities transacted have decreased, especially for those closer to the urban center. These results are confirmed using parametric and non-parametric data analyses. During recent years, smaller and closer (to the urban core) facilities represent the largest share in the transactions, consistent with the trends in e-commerce and its associated distribution requirements. Moreover, the data show a disproportionate sitting of facilities in areas where DACs reside. The paper ends with a discussion of policy and planning recommendations.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42811115","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Transit-oriented cities often use urban rail transit (e.g., metro) to lead public transport development (TOD), which might overlook other public transport options (e.g., bus) that matter for the health and wellbeing of older people. We investigate older people’s public transport use patterns and how multiple public transport options are related to the physical and mental health of older people. In the case city of Hong Kong, which is well-known for its metro-led transit-oriented development, we collected questionnaire data from 826 older people on their public transport use behaviors, route environment to normally used stops/stations, and physical and mental health. We used univariate analysis to measure explanatory factors (P<0.25). We applied multivariable linear regression models with several sensitivity analyses to test the associations among public transport use, route environment, and health outcomes, adjusting for covariates of individual factors, physical activity, and self-reported chronic disease. We found that (1) using multiple public transport options was positively associated with better physical health (p<0.001); (2) mixed metro and bus users had the highest physical activity (high level with MET-mins/week>3,000, 75%) as well as the best physical health (physical component summary (PCS) >50, 41.42%) and mental health (mental component summary (MCS) > 50, 68.28%), compared to bus-only or metro-only users; and (3) for mixed-mode users, pedestrian crowdedness was negatively associated with physical health (p < 0.01), while satisfaction in sidewalk width was positively related to mental health (p=0.038). We found that older people prefer multiple public transport options rather than the metro-dominated single-mode, and this travel preference benefits the physical and mental health of this population. Our research helps deepen the understanding of public transport use and associated health outcomes among older people and has policy implications for TOD planning concerning the aging population.
{"title":"Transit-oriented development for older people: Does using multiple public transport options improve their physical and mental health?","authors":"Yao Du, Guibo Sun, M. Kwan","doi":"10.5198/jtlu.2022.2152","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2152","url":null,"abstract":"Transit-oriented cities often use urban rail transit (e.g., metro) to lead public transport development (TOD), which might overlook other public transport options (e.g., bus) that matter for the health and wellbeing of older people. We investigate older people’s public transport use patterns and how multiple public transport options are related to the physical and mental health of older people. \u0000In the case city of Hong Kong, which is well-known for its metro-led transit-oriented development, we collected questionnaire data from 826 older people on their public transport use behaviors, route environment to normally used stops/stations, and physical and mental health. We used univariate analysis to measure explanatory factors (P<0.25). We applied multivariable linear regression models with several sensitivity analyses to test the associations among public transport use, route environment, and health outcomes, adjusting for covariates of individual factors, physical activity, and self-reported chronic disease. \u0000We found that (1) using multiple public transport options was positively associated with better physical health (p<0.001); (2) mixed metro and bus users had the highest physical activity (high level with MET-mins/week>3,000, 75%) as well as the best physical health (physical component summary (PCS) >50, 41.42%) and mental health (mental component summary (MCS) > 50, 68.28%), compared to bus-only or metro-only users; and (3) for mixed-mode users, pedestrian crowdedness was negatively associated with physical health (p < 0.01), while satisfaction in sidewalk width was positively related to mental health (p=0.038).\u0000We found that older people prefer multiple public transport options rather than the metro-dominated single-mode, and this travel preference benefits the physical and mental health of this population. Our research helps deepen the understanding of public transport use and associated health outcomes among older people and has policy implications for TOD planning concerning the aging population.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2022-12-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44715793","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Lancelot Rodrigue, Julie Daley, L. Ravensbergen, Kevin Manaugh, Rania Wasfi, Gregory P Butler, A. El-geneidy
Subjective walkability is a measure of the perceived friendliness of walking in an area. Though subjective walkability is less commonly assessed than objective measurements, the latter often fail to reflect the experience of walking. This study aims to better understand subjective walkability and how it varies between travel and leisure walking by investigating its relationship with the built environment and land-use characteristics. Data is collected from 848 street segments in Montreal, Canada, using the MAPS-mini audit tool, external measurements including Walkscore as well as synthetic subjective walkability scores. Mixed effect multilevel models are then generated using travel and leisure subjective walkability scores as dependent variables and built environment features as independent variables. Statistically significant positive predictors of perceived walkability differ between walking for travel and walking for leisure. Walkscore is found to have a weak but significant effect on perceived walkability for travel but no effect at all for leisure. Based on this research, a multi-scalar approach both at the street and neighborhood level making use of a combination of objective and subjective walkability measures should be employed to study predictors of walking behavior. Lastly, distinctions of walking behaviors based on trip purpose should be integrated in future research.
{"title":"Factors influencing subjective walkability: Results from built environment audit data","authors":"Lancelot Rodrigue, Julie Daley, L. Ravensbergen, Kevin Manaugh, Rania Wasfi, Gregory P Butler, A. El-geneidy","doi":"10.5198/jtlu.2022.2234","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2234","url":null,"abstract":"Subjective walkability is a measure of the perceived friendliness of walking in an area. Though subjective walkability is less commonly assessed than objective measurements, the latter often fail to reflect the experience of walking. This study aims to better understand subjective walkability and how it varies between travel and leisure walking by investigating its relationship with the built environment and land-use characteristics. Data is collected from 848 street segments in Montreal, Canada, using the MAPS-mini audit tool, external measurements including Walkscore as well as synthetic subjective walkability scores. Mixed effect multilevel models are then generated using travel and leisure subjective walkability scores as dependent variables and built environment features as independent variables. Statistically significant positive predictors of perceived walkability differ between walking for travel and walking for leisure. Walkscore is found to have a weak but significant effect on perceived walkability for travel but no effect at all for leisure. Based on this research, a multi-scalar approach both at the street and neighborhood level making use of a combination of objective and subjective walkability measures should be employed to study predictors of walking behavior. Lastly, distinctions of walking behaviors based on trip purpose should be integrated in future research.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2022-11-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48155877","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Informal transport is often described as flexible, reactive, demand responsive, niche-filling, and in-tune with passenger needs. This paper proposes expanded definitions of flexibility in the operations of informal transport networks and presents a theoretical framing for understanding the growth and change in the locations of routes and terminals. Based on surveys and interviews of transport workers and regulators in four African cities, it argues that individually competing vehicles encounter coordination failures that limit their incentives for searching out niche services. Meanwhile, in cities with localized, route-based associations, organizations of multiple vehicles are able to take on the initiative and risk of developing new service locations and responding to passenger demand. This is done through a complex, gradual process that includes temporary subsidies to drivers and operators, testing and measuring potential demand, and advertising the new route. The key mechanism is in competition not between individual drivers, who manage internal competition carefully with a variety of mechanisms to distribute income opportunities fairly, but between firms and associations over territorial coverage. This not only opens potential for engaging transport associations in planning and policymaking, but also reveals limitations to the coverage and equity of access offered by existing networks and incentive structures.
{"title":"Is informal transport flexible?","authors":"Tamara Kerzhner","doi":"10.5198/jtlu.2022.2213","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2213","url":null,"abstract":"Informal transport is often described as flexible, reactive, demand responsive, niche-filling, and in-tune with passenger needs. This paper proposes expanded definitions of flexibility in the operations of informal transport networks and presents a theoretical framing for understanding the growth and change in the locations of routes and terminals. Based on surveys and interviews of transport workers and regulators in four African cities, it argues that individually competing vehicles encounter coordination failures that limit their incentives for searching out niche services. Meanwhile, in cities with localized, route-based associations, organizations of multiple vehicles are able to take on the initiative and risk of developing new service locations and responding to passenger demand. This is done through a complex, gradual process that includes temporary subsidies to drivers and operators, testing and measuring potential demand, and advertising the new route. The key mechanism is in competition not between individual drivers, who manage internal competition carefully with a variety of mechanisms to distribute income opportunities fairly, but between firms and associations over territorial coverage. This not only opens potential for engaging transport associations in planning and policymaking, but also reveals limitations to the coverage and equity of access offered by existing networks and incentive structures.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2022-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48320598","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Mikko Kärmeniemi, Tiina Lankila, E. Rönkkö, Kari Nykänen, Heli Koivumaa-Honkanen, R. Korpelainen
Land use and transportation policies have been recognized globally as major sources of physical inactivity, but there has been a gap between research and policy implementation. Our objective for this research was to produce an integrated view of community planning policies and the association between urban form characteristics and transportation mode choices in the city of Oulu from 1998 to 2016. Our findings showed that increasing density and diversity of the urban form, emphasizing active transportation, and developing the city center were highlighted in the community and transportation planning policies. In practice, urban form development focused on the inner city, but in the outer urban area and urban fringe, sprawl and car dependency increased. Overall, the active transportation mode share decreased by 2 percentage points during the follow-up, but increases in density, mix and access networks were associated with increased walking and cycling compared to car use. In conclusion, no consensus was established in Oulu to limit the dominance of private motor vehicles. Decreased active transportation mode share might have been due to inadequately assessed functional mix outside the inner city, increased urban sprawl and building more capacity for cars. In the future, stronger political leadership, increased density, better access to nearby services combined with investments in public transportation will be required to meet the policy goals.
{"title":"Active transportation policy and practice in the city of Oulu from 1998 to 2016—A mixed methods study","authors":"Mikko Kärmeniemi, Tiina Lankila, E. Rönkkö, Kari Nykänen, Heli Koivumaa-Honkanen, R. Korpelainen","doi":"10.5198/jtlu.2022.2034","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2034","url":null,"abstract":"Land use and transportation policies have been recognized globally as major sources of physical inactivity, but there has been a gap between research and policy implementation. Our objective for this research was to produce an integrated view of community planning policies and the association between urban form characteristics and transportation mode choices in the city of Oulu from 1998 to 2016.\u0000Our findings showed that increasing density and diversity of the urban form, emphasizing active transportation, and developing the city center were highlighted in the community and transportation planning policies. In practice, urban form development focused on the inner city, but in the outer urban area and urban fringe, sprawl and car dependency increased. Overall, the active transportation mode share decreased by 2 percentage points during the follow-up, but increases in density, mix and access networks were associated with increased walking and cycling compared to car use.\u0000In conclusion, no consensus was established in Oulu to limit the dominance of private motor vehicles. Decreased active transportation mode share might have been due to inadequately assessed functional mix outside the inner city, increased urban sprawl and building more capacity for cars. In the future, stronger political leadership, increased density, better access to nearby services combined with investments in public transportation will be required to meet the policy goals.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2022-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48975993","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
African countries serve as used vehicle dumping sites for advanced capitalist countries, undermining global and local goals to move toward safe and low-emissions transport. Africa’s used vehicle dependency is commonly explained in terms of push-pull factors linked to demand for new cars and stringent environmental policies in wealthier countries that make available used vehicles for export, the limited purchasing power for less-polluting new safer vehicles, and weak regulation of vehicle emissions in Africa, all of which sustain used vehicle import on the continent. Drawing on the Ghanaian case, we present an enhanced explanation that brings in the role of historical underinvestment in public transport and larger processes that channel public resources toward car-oriented transport and land use, marginalizing other modes of transport used by the majority. Using historically informed political economy analyses and drawing on interviews and grey literature including media and institutional sources, this paper makes two contributions. First, it advances used vehicle research by moving beyond the push-pull approach to incorporate the historical institutional drivers of used vehicle and automobile consumption generally in Africa. Second, it provides insight into why used vehicle import bans on their own are unlikely to lead to sustained environmental and public health benefits and instead recommends more holistic policies for shifting toward cleaner, safer and affordable public transport in Africa. Transport and land-use planning reforms and investment prioritizing public transit including minibus recapitalization programs, as well as mixed land use and transit-oriented development can help reduce used vehicle dependency and the harms it brings.
{"title":"Beyond bans: A political economy of used vehicle dependency in Africa","authors":"Festival Godwin Boateng, J. Klopp","doi":"10.5198/jtlu.2022.2202","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2202","url":null,"abstract":"African countries serve as used vehicle dumping sites for advanced capitalist countries, undermining global and local goals to move toward safe and low-emissions transport. Africa’s used vehicle dependency is commonly explained in terms of push-pull factors linked to demand for new cars and stringent environmental policies in wealthier countries that make available used vehicles for export, the limited purchasing power for less-polluting new safer vehicles, and weak regulation of vehicle emissions in Africa, all of which sustain used vehicle import on the continent. Drawing on the Ghanaian case, we present an enhanced explanation that brings in the role of historical underinvestment in public transport and larger processes that channel public resources toward car-oriented transport and land use, marginalizing other modes of transport used by the majority. Using historically informed political economy analyses and drawing on interviews and grey literature including media and institutional sources, this paper makes two contributions. First, it advances used vehicle research by moving beyond the push-pull approach to incorporate the historical institutional drivers of used vehicle and automobile consumption generally in Africa. Second, it provides insight into why used vehicle import bans on their own are unlikely to lead to sustained environmental and public health benefits and instead recommends more holistic policies for shifting toward cleaner, safer and affordable public transport in Africa. Transport and land-use planning reforms and investment prioritizing public transit including minibus recapitalization programs, as well as mixed land use and transit-oriented development can help reduce used vehicle dependency and the harms it brings.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2022-10-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48807322","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
As transport planners increasingly frame project impacts in accessibility terms, it is worth considering how this foundational land-use transport interaction concept can shape stakeholder attitudes. In this paper, we test whether framing the benefits of public transit projects in terms of increased accessibility better fosters enthusiasm among advocates, as compared to framing benefits in terms of travel-time savings. We test two versions of an interactive mapping tool in small workshops examining upgraded bus services. One version shows isochrones and accessibility indicators, and the other shows paths and travel time indicators. Results from pre- and post-surveys suggest that framing impacts in accessibility terms may encourage broader thinking and stronger dialog than framing impacts in time-savings terms. In particular, the accessibility version seems to mitigate skepticism and car users’ predispositions against upgrading bus service. An unexpected result is that many workshop participants report decreased overall enthusiasm for the bus upgrades after using either version of the tool. This disappointment may stem from an unrealistic baseline, which assumes perfect schedule adherence not aligned with lived experiences. Future research should consider tools that help stakeholders understand and deliberate about actual service and network-level reliability, and testing such tools with wider audiences.
{"title":"Interactive mapping for public transit planning: Comparing accessibility and travel-time framings","authors":"Anson F. Stewart, P. Zegras","doi":"10.5198/jtlu.2022.1760","DOIUrl":"https://doi.org/10.5198/jtlu.2022.1760","url":null,"abstract":"As transport planners increasingly frame project impacts in accessibility terms, it is worth considering how this foundational land-use transport interaction concept can shape stakeholder attitudes. In this paper, we test whether framing the benefits of public transit projects in terms of increased accessibility better fosters enthusiasm among advocates, as compared to framing benefits in terms of travel-time savings. We test two versions of an interactive mapping tool in small workshops examining upgraded bus services. One version shows isochrones and accessibility indicators, and the other shows paths and travel time indicators. Results from pre- and post-surveys suggest that framing impacts in accessibility terms may encourage broader thinking and stronger dialog than framing impacts in time-savings terms. In particular, the accessibility version seems to mitigate skepticism and car users’ predispositions against upgrading bus service. An unexpected result is that many workshop participants report decreased overall enthusiasm for the bus upgrades after using either version of the tool. This disappointment may stem from an unrealistic baseline, which assumes perfect schedule adherence not aligned with lived experiences. Future research should consider tools that help stakeholders understand and deliberate about actual service and network-level reliability, and testing such tools with wider audiences.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2022-10-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41448855","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
We explore the potential of incorporating accessibility analysis in addressing the impact of subway expansions on the real estate market. We first demonstrate that by using increases in accessibility to jobs as a continuous treatment variable, rather than adopting a binary station dummy approach, we achieve better goodness-of-fit in a quasi-experimental econometric analysis. Furthermore, accessibility measures allow the exploration of impacts beyond the local effects around new subway stations, shedding light on a network impact that has been largely overlooked to date. To increase the external validity of our findings, we apply the same analysis to the cities of Santiago (Chile), Sao Paulo (Brazil), Singapore, and Barcelona (Spain). and then explore the emergent patterns. We argue that the integration of urban economics and transportation analysis via the use of accessibility measures constitutes an innovation in the empirical approach commonly adopted in the literature. The use of such measures in causal empirical studies on transportation impacts can yield more robust and comprehensive results and capture nuanced spatial heterogeneity effects.
{"title":"Subway expansion, job accessibility improvements, and home value appreciation in four global cities: Considering both local and network effects","authors":"Adriano Borges Costa, Camila Ramos, Siqi Zheng","doi":"10.5198/jtlu.2022.2146","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2146","url":null,"abstract":"We explore the potential of incorporating accessibility analysis in addressing the impact of subway expansions on the real estate market. We first demonstrate that by using increases in accessibility to jobs as a continuous treatment variable, rather than adopting a binary station dummy approach, we achieve better goodness-of-fit in a quasi-experimental econometric analysis. Furthermore, accessibility measures allow the exploration of impacts beyond the local effects around new subway stations, shedding light on a network impact that has been largely overlooked to date. To increase the external validity of our findings, we apply the same analysis to the cities of Santiago (Chile), Sao Paulo (Brazil), Singapore, and Barcelona (Spain). and then explore the emergent patterns. We argue that the integration of urban economics and transportation analysis via the use of accessibility measures constitutes an innovation in the empirical approach commonly adopted in the literature. The use of such measures in causal empirical studies on transportation impacts can yield more robust and comprehensive results and capture nuanced spatial heterogeneity effects.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2022-10-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44173566","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Gregory S. Macfarlane, Carole Turley Voulgaris, Teresa Tapia
During the spring and summer of 2020, cities across the world responded to the global COVID-19 pandemic by converting roadway facilities into open pedestrian spaces. These conversions improved access to public open space, but measuring the variation in that improvement among different populations requires clear definitions of access and methods for measuring it. In this study, we evaluate the change in a utility-based park accessibility measure resulting from street conversions in Alameda County, California. Our utility-based accessibility measure is constructed from a park activity location choice model we estimate using mobile device data – supplied by StreetLight Data, Inc. – representing trips to parks in that county. The estimated model reveals heterogeneity in inferred affinity for park attributes among different sociodemographic groups. We find, for example, that neighborhoods with more lower-income residents and those with more residents of color show a greater preference for park proximty while neighborhods with higher incomes and those with more white residents show a greater preference for park size and amenities. We then apply this model to examine the accessibility benefits resulting from COVID-19 street conversions to create a set of small park-like open spaces; we find that this has been a pro-social policy in that Black, Hispanic, and low-income households receive a disproportionate share of the policy benefits, relative to the population distribution.
{"title":"City parks and slow streets: A utility-based access and equity analysis","authors":"Gregory S. Macfarlane, Carole Turley Voulgaris, Teresa Tapia","doi":"10.5198/jtlu.2022.2009","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2009","url":null,"abstract":"During the spring and summer of 2020, cities across the world responded to the global COVID-19 pandemic by converting roadway facilities into open pedestrian spaces. These conversions improved access to public open space, but measuring the variation in that improvement among different populations requires clear definitions of access and methods for measuring it. In this study, we evaluate the change in a utility-based park accessibility measure resulting from street conversions in Alameda County, California. Our utility-based accessibility measure is constructed from a park activity location choice model we estimate using mobile device data – supplied by StreetLight Data, Inc. – representing trips to parks in that county. The estimated model reveals heterogeneity in inferred affinity for park attributes among different sociodemographic groups. We find, for example, that neighborhoods with more lower-income residents and those with more residents of color show a greater preference for park proximty while neighborhods with higher incomes and those with more white residents show a greater preference for park size and amenities. We then apply this model to examine the accessibility benefits resulting from COVID-19 street conversions to create a set of small park-like open spaces; we find that this has been a pro-social policy in that Black, Hispanic, and low-income households receive a disproportionate share of the policy benefits, relative to the population distribution.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2022-09-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41916244","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
School travel behaviors are associated with children’s health and well-being, traffic congestion, and sustainability. Australia has seen a steady rise in the number of car-passenger trips made by children to school, and a decline in walking-to-school. Australia differs from most nations in that it has one of the highest rates of private schooling in the world at around 34%, supported by high levels of Commonwealth Government funding. Little is known about the effects this has on travel behavior and whether it is a factor in Australia’s high rates of chauffeuring. This paper looks at journeys-toschool in South-East Queensland. Two research questions were posed: i) how do students in private and public schools travel to school, including mode shares and median trip-distances by mode?; and ii) is there any relationship between school type and mode choice, when controlling for key demographic and land use variables? Advanced geo-spatial matching allocated all trips made to schools in the 2017-2019 South East Queensland Travel Survey to either public or private schools. The resulting dataset included 2600 public school students’ trips to school and 1117 private school students’ trips to school. The public and private schools’ commuting travel behavior was then examined. Private motor vehicle is the most frequently chosen mode for travelling to school across the two groups (72.3% for public and 74.6% for private). The proportion of students walking/biking to school is 2.3 times greater for public than for private schools (16.8% versus 7.3%) even though those two groups share the same median trip distance value in active travel. For all other travel modes (automobile, public transportation and school bus), median trip distances are greater for private school students than private school students. Multinomial logistic regression modelling suggests that private school students are less likely to walk/cycle to school than public school students when controlling for key demographics and schools’ urban form characteristics. Private schools appear to disproportionately contribute to traffic congestion. Australia should consider amending its school policy frameworks to help address these concerns.
{"title":"Is private-schooling problematic for transportation? Evidence from Southeast Queensland, Australia","authors":"Yiping Yan, M. Burke, Abraham Leung, J. Mcbroom","doi":"10.5198/jtlu.2022.1874","DOIUrl":"https://doi.org/10.5198/jtlu.2022.1874","url":null,"abstract":"School travel behaviors are associated with children’s health and well-being, traffic congestion, and sustainability. Australia has seen a steady rise in the number of car-passenger trips made by children to school, and a decline in walking-to-school. Australia differs from most nations in that it has one of the highest rates of private schooling in the world at around 34%, supported by high levels of Commonwealth Government funding. Little is known about the effects this has on travel behavior and whether it is a factor in Australia’s high rates of chauffeuring. This paper looks at journeys-toschool in South-East Queensland. Two research questions were posed: i) how do students in private and public schools travel to school, including mode shares and median trip-distances by mode?; and ii) is there any relationship between school type and mode choice, when controlling for key demographic and land use variables? Advanced geo-spatial matching allocated all trips made to schools in the 2017-2019 South East Queensland Travel Survey to either public or private schools. The resulting dataset included 2600 public school students’ trips to school and 1117 private school students’ trips to school. The public and private schools’ commuting travel behavior was then examined. Private motor vehicle is the most frequently chosen mode for travelling to school across the two groups (72.3% for public and 74.6% for private). The proportion of students walking/biking to school is 2.3 times greater for public than for private schools (16.8% versus 7.3%) even though those two groups share the same median trip distance value in active travel. For all other travel modes (automobile, public transportation and school bus), median trip distances are greater for private school students than private school students. Multinomial logistic regression modelling suggests that private school students are less likely to walk/cycle to school than public school students when controlling for key demographics and schools’ urban form characteristics. Private schools appear to disproportionately contribute to traffic congestion. Australia should consider amending its school policy frameworks to help address these concerns.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49563035","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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