With the rapid growth of Transportation Network Company (TNC) services and the continued decline of transit ridership, existing research has proposed and some transit agencies have implemented programs that integrate transit and TNC services. This paper expands the research area to examine the equity implications of such integrations, focusing on job accessibility improvements for low-income workers. We develop an analytical framework that compares improvements in accessibility to jobs under different hypothetical scenarios in which TNC travel serves as the last-mile connection of transit services. Using the city of Chicago for the case study, this research confirms that such transit-TNC integration increases job accessibility for all low-income workers throughout the city, but it also pinpoints nuanced differences in the accessibility improvements among workers of different races, ethnicities, and sexes during peak and off-peak hours.
{"title":"Integrating transit and TNC services to improve job accessibility: Scenario analysis with an equity lens","authors":"Lingqian Hu, Sai Sun","doi":"10.5198/jtlu.2023.2229","DOIUrl":"https://doi.org/10.5198/jtlu.2023.2229","url":null,"abstract":"With the rapid growth of Transportation Network Company (TNC) services and the continued decline of transit ridership, existing research has proposed and some transit agencies have implemented programs that integrate transit and TNC services. This paper expands the research area to examine the equity implications of such integrations, focusing on job accessibility improvements for low-income workers. We develop an analytical framework that compares improvements in accessibility to jobs under different hypothetical scenarios in which TNC travel serves as the last-mile connection of transit services. Using the city of Chicago for the case study, this research confirms that such transit-TNC integration increases job accessibility for all low-income workers throughout the city, but it also pinpoints nuanced differences in the accessibility improvements among workers of different races, ethnicities, and sexes during peak and off-peak hours.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2023-01-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44163992","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}
Daily travel distance in urban China has substantially increased. The spatial layout of the 15-minute neighborhood, which supports local living and encourages walking and biking, was detailed in the Urban Residential District Planning and Design Standards in China in 2018. This study investigates the impacts of the 15-minute neighborhood described in the 2018 standards on activity space, using mobile network data in Qingdao, China. A total of 42,991 subscribers of China Mobile are randomly sampled. The 15-minute neighborhood attributes are objectively measured for sampled residents individually. Our study shows that not all 15-minute neighborhood attributes are associated with smaller activity space. Commercial retail services and green open space, which were found to increase walking and physical activity, do not reduce activity space. On the other hand, public services such as primary school and middle school, bus stops, neighborhood centers, and sports facilities within walking distance are positively associated with smaller activity space.
{"title":"activity space and the 15-minute neighborhood: An empirical study using big data in Qingdao, China","authors":"Lin Lin, Tianyi Chen","doi":"10.5198/jtlu.2023.2159","DOIUrl":"https://doi.org/10.5198/jtlu.2023.2159","url":null,"abstract":"Daily travel distance in urban China has substantially increased. The spatial layout of the 15-minute neighborhood, which supports local living and encourages walking and biking, was detailed in the Urban Residential District Planning and Design Standards in China in 2018. This study investigates the impacts of the 15-minute neighborhood described in the 2018 standards on activity space, using mobile network data in Qingdao, China. A total of 42,991 subscribers of China Mobile are randomly sampled. The 15-minute neighborhood attributes are objectively measured for sampled residents individually. Our study shows that not all 15-minute neighborhood attributes are associated with smaller activity space. Commercial retail services and green open space, which were found to increase walking and physical activity, do not reduce activity space. On the other hand, public services such as primary school and middle school, bus stops, neighborhood centers, and sports facilities within walking distance are positively associated with smaller activity space.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2023-01-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47224332","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}
The land-use identification process, which involves quantifying the types and intensity of human activities at a regional level, is a critical investigation step for ongoing land-use planning. One limitation of land-use identification practices is that they are based on theoretical-driven models using survey and socioeconomic data, which are often considered costly and time consuming. Another limitation is that most of these identification methods cannot incorporate the effect of daily human activity, resulting in some significant spatial heterogeneity being ignored. In this context, a novel land-use identification framework is proposed to quantify land-use characteristics using traffic-flow and traffic-events data. Regarding the identification models, two widely used Ensemble learning methods: Random Forest and Adaboost, are introduced to classify the land-use type and fit the land-use density. The case study collected the transit vehicle positions, traffic events, and geo-tagged data at the regional level in the San Francisco Bay Area, California. The results demonstrated that this framework with Ensemble learning was significantly accurate at identifying land-use characteristics in both the type classification and density regression tasks. The result averages improved 12.63%, 12.84%, 11.05%, 5.44%, 12.84% for Area Under ROC Curve (AUC), Classification Accuracy (CA), F-Measure (F1), Precision, and Recall, respectively, in classification tasks and 56.81%, 21.20%, 47.29% for Mean Squared Error (MSE), Root Mean Square Error (RMSE), and Mean Absolute Error (MAE), respectively, in regression tasks than other models. The Random Forest model performs better in labels with high regularity, such as education, residence, and work activities. Apart from the accuracy, the correlation analysis of the error term also showed that the result was consistent with people’s common sense of land-use characteristics, demonstrating the interpretability of the proposed framework.
{"title":"Using traffic data to identify land-use characteristics based on ensemble learning approaches","authors":"Jiahui Zhao, Zhibin Li, Pan-xue Liu","doi":"10.5198/jtlu.2023.2218","DOIUrl":"https://doi.org/10.5198/jtlu.2023.2218","url":null,"abstract":"The land-use identification process, which involves quantifying the types and intensity of human activities at a regional level, is a critical investigation step for ongoing land-use planning. One limitation of land-use identification practices is that they are based on theoretical-driven models using survey and socioeconomic data, which are often considered costly and time consuming. Another limitation is that most of these identification methods cannot incorporate the effect of daily human activity, resulting in some significant spatial heterogeneity being ignored. In this context, a novel land-use identification framework is proposed to quantify land-use characteristics using traffic-flow and traffic-events data. Regarding the identification models, two widely used Ensemble learning methods: Random Forest and Adaboost, are introduced to classify the land-use type and fit the land-use density. The case study collected the transit vehicle positions, traffic events, and geo-tagged data at the regional level in the San Francisco Bay Area, California. The results demonstrated that this framework with Ensemble learning was significantly accurate at identifying land-use characteristics in both the type classification and density regression tasks. The result averages improved 12.63%, 12.84%, 11.05%, 5.44%, 12.84% for Area Under ROC Curve (AUC), Classification Accuracy (CA), F-Measure (F1), Precision, and Recall, respectively, in classification tasks and 56.81%, 21.20%, 47.29% for Mean Squared Error (MSE), Root Mean Square Error (RMSE), and Mean Absolute Error (MAE), respectively, in regression tasks than other models. The Random Forest model performs better in labels with high regularity, such as education, residence, and work activities. Apart from the accuracy, the correlation analysis of the error term also showed that the result was consistent with people’s common sense of land-use characteristics, demonstrating the interpretability of the proposed framework.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2023-01-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42712344","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}
In the era of e-mobility, promoting electric vehicle (EV) usage is considered a policy worth incorporating into a government’s agenda. While accessibility has been broadly recognized as important for user intention to adopt EVs, few studies have considered how accessibility affects public acceptance of EVs. This study measures the objective, perceived and prospective accessibility of public EV charging facilities, investigating how and to what extent this novel set of accessibility measures affects the EV adoption intention of individuals. The data are primarily derived from a recent questionnaire survey of driver license holders in Hong Kong administered to both EV owners and non-EV owners. Objective accessibility is measured by the number of (population-weighted) Tesla and standard chargers publicly available within five minutes walking distance of an individual’s residential district and subjective (i.e., perceived and prospective) accessibility is measured by four Likert-scale questions. The results show that objective accessibility significantly and substantially influences an individual’s intention to purchase an EV. Meanwhile, both perceived and prospective accessibility are highly significant for the adoption intention of non-EV owners. We also observe significant effects for perceived and prospective driving ranges, environmental consciousness and prior experience with EVs. This study provides a valuable reference for the impact of the accessibility of public EV chargers on EV adoption in the context of a high-density Asian city. Based on the findings, we propose various policy recommendations that integrate accessibility planning strategies into EV promotion in cities that aspire to expand e-mobility.
{"title":"Factors affecting electric vehicle adoption intention: The impact of objective, perceived, and prospective charger accessibility","authors":"Sylvia Y. He, Shuli Luo, Kaiji Sun","doi":"10.5198/jtlu.2022.2113","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2113","url":null,"abstract":"In the era of e-mobility, promoting electric vehicle (EV) usage is considered a policy worth incorporating into a government’s agenda. While accessibility has been broadly recognized as important for user intention to adopt EVs, few studies have considered how accessibility affects public acceptance of EVs. This study measures the objective, perceived and prospective accessibility of public EV charging facilities, investigating how and to what extent this novel set of accessibility measures affects the EV adoption intention of individuals. The data are primarily derived from a recent questionnaire survey of driver license holders in Hong Kong administered to both EV owners and non-EV owners. Objective accessibility is measured by the number of (population-weighted) Tesla and standard chargers publicly available within five minutes walking distance of an individual’s residential district and subjective (i.e., perceived and prospective) accessibility is measured by four Likert-scale questions. The results show that objective accessibility significantly and substantially influences an individual’s intention to purchase an EV. Meanwhile, both perceived and prospective accessibility are highly significant for the adoption intention of non-EV owners. We also observe significant effects for perceived and prospective driving ranges, environmental consciousness and prior experience with EVs. This study provides a valuable reference for the impact of the accessibility of public EV chargers on EV adoption in the context of a high-density Asian city. Based on the findings, we propose various policy recommendations that integrate accessibility planning strategies into EV promotion in cities that aspire to expand e-mobility.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42679411","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}
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":null,"pages":null},"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":null,"pages":null},"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":null,"pages":null},"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":null,"pages":null},"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":null,"pages":null},"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":null,"pages":null},"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}
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