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":null,"pages":null},"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":null,"pages":null},"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":null,"pages":null},"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":null,"pages":null},"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}
Portland Central City has experienced growth in population and employment over the last decades, which leads to an increase in travel demand. One of the visions of the Central City 2035 plan is to encourage walking. This paper presents a model of pedestrian travel demand to help assess the impact of land use and transportation policies in the Central City area. The model is an enhanced version of the Model of Pedestrian Demand (MoPeD). Realistic scenarios and the projected population and employment are incorporated in this study. Four future scenarios for 2035 are tested and compared to 2010 base conditions. The results suggest that demographic growth and job increases can help to encourage a large share of walk trips. Pedestrian behavior is also sensitive to network connectivity, but the influence is not as impactful compared to population and job growth. Furthermore, model results show that a good street network and a dense and diverse land-use plan can maximize the effects of promoting walk trips. This paper presents the capability of the pedestrian planning tool MoPeD. It is sensitive to the small-scale variations in local land use and transport development, which can help policymakers better understand the effects of various demographic policies and infrastructure planning on the walk share.
{"title":"Assessing pedestrian impacts of future land use and transportation scenarios","authors":"Qin Zhang, R. Moeckel, K. Clifton","doi":"10.5198/jtlu.2022.2117","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2117","url":null,"abstract":"Portland Central City has experienced growth in population and employment over the last decades, which leads to an increase in travel demand. One of the visions of the Central City 2035 plan is to encourage walking. This paper presents a model of pedestrian travel demand to help assess the impact of land use and transportation policies in the Central City area. The model is an enhanced version of the Model of Pedestrian Demand (MoPeD). Realistic scenarios and the projected population and employment are incorporated in this study. Four future scenarios for 2035 are tested and compared to 2010 base conditions. The results suggest that demographic growth and job increases can help to encourage a large share of walk trips. Pedestrian behavior is also sensitive to network connectivity, but the influence is not as impactful compared to population and job growth. Furthermore, model results show that a good street network and a dense and diverse land-use plan can maximize the effects of promoting walk trips. This paper presents the capability of the pedestrian planning tool MoPeD. It is sensitive to the small-scale variations in local land use and transport development, which can help policymakers better understand the effects of various demographic policies and infrastructure planning on the walk share.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-08-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41381137","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 San Francisco Bay Area is one of the most progressive transportation regions in the deployment of high-capacity transit and the use of policies to encourage active transportation. Yet, there remains a dearth of knowledge on the abundance and location of parking infrastructure. The extent and location of parking supply, including on-street and off-street spaces, are estimated for the nine-county Bay Area by creating a federated database that joins land use, transportation, parcel, building, and parking code layers to estimate the number and characteristics of parking spaces at the census block scale. This bottom-up parking space inventory results in an estimated 15 million parking spaces in the region: 8.6 million on-street and 6.4 million off-street. Residential parking dominates the share of supply at 70%, followed by commercial at 9.4%. Space density is greatest in downtown San Francisco, Oakland, and San Jose—largely attributed to high-rise structures. On-street parking is dominant in the North Bay, commanding 78% of total parking in Napa, 75% in Solano, 68% in Sonoma, and 67% in Marin County. Parking area constitutes 7.9% of the total incorporated area. Notably, when compared to other southwest cities (Phoenix Metropolitan Area and Los Angeles County), the Bay Area parking supply appears better utilized considering spaces per person, per car, and per job. The density and quantity of parking spaces in the Bay Area are critical insights toward developing targeted policies that encourage active mobility and support affordable housing.
{"title":"Parking by the bay: The supply and implications of parking infrastructure in the San Francisco Bay Area","authors":"Rui Li, Alysha M. Helmrich, M. Chester","doi":"10.5198/jtlu.2022.2123","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2123","url":null,"abstract":"The San Francisco Bay Area is one of the most progressive transportation regions in the deployment of high-capacity transit and the use of policies to encourage active transportation. Yet, there remains a dearth of knowledge on the abundance and location of parking infrastructure. The extent and location of parking supply, including on-street and off-street spaces, are estimated for the nine-county Bay Area by creating a federated database that joins land use, transportation, parcel, building, and parking code layers to estimate the number and characteristics of parking spaces at the census block scale. This bottom-up parking space inventory results in an estimated 15 million parking spaces in the region: 8.6 million on-street and 6.4 million off-street. Residential parking dominates the share of supply at 70%, followed by commercial at 9.4%. Space density is greatest in downtown San Francisco, Oakland, and San Jose—largely attributed to high-rise structures. On-street parking is dominant in the North Bay, commanding 78% of total parking in Napa, 75% in Solano, 68% in Sonoma, and 67% in Marin County. Parking area constitutes 7.9% of the total incorporated area. Notably, when compared to other southwest cities (Phoenix Metropolitan Area and Los Angeles County), the Bay Area parking supply appears better utilized considering spaces per person, per car, and per job. The density and quantity of parking spaces in the Bay Area are critical insights toward developing targeted policies that encourage active mobility and support affordable housing.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-08-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42521016","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}
R. Hemphill, John Macarthur, Philip Longenecker, Garim Desai, Lillie Nie, Abbey Ibarra, Jennifer Dill
With the proliferation of electric scooters (e-scooters) in cities across the world, concerns continue to arise about their parking spots on sidewalks and other public spaces. Research has looked at e-scooter parking compliance and compared compliance to other mobility devices, but research has not yet examined the impacts of the built environment on parking compliance. Using a field observation dataset in Portland, Oregon, and novel GIS data, we attempt to understand the spatial distribution of e-scooter parking and the impact of built features on parking compliance, offering recommendations for policymakers and future research. The results of our study show that 76% of e-scooters observed fail at least one of the Portland’s parking compliance requirements and 59% fail at least two criteria. However, compliance varies spatially and by violation type, indicating that parking compliance (or non-compliance) is dependent on features of the built environment. Parking compliance is significantly higher on blocks with designated e-scooter parking than blocks without designated e-scooter parking. A statistically significant relationship is observed between the amount of legally parkable area on a city block and parking compliance. Parking compliance increases with larger percentages of legally parkable area. This finding can help policymakers prioritize dedicated e-scooter parking for blocks with limited legally parkable area.
{"title":"Congested sidewalks: The effects of the built environment on e-scooter parking compliance","authors":"R. Hemphill, John Macarthur, Philip Longenecker, Garim Desai, Lillie Nie, Abbey Ibarra, Jennifer Dill","doi":"10.5198/jtlu.2022.2110","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2110","url":null,"abstract":"With the proliferation of electric scooters (e-scooters) in cities across the world, concerns continue to arise about their parking spots on sidewalks and other public spaces. Research has looked at e-scooter parking compliance and compared compliance to other mobility devices, but research has not yet examined the impacts of the built environment on parking compliance. Using a field observation dataset in Portland, Oregon, and novel GIS data, we attempt to understand the spatial distribution of e-scooter parking and the impact of built features on parking compliance, offering recommendations for policymakers and future research. The results of our study show that 76% of e-scooters observed fail at least one of the Portland’s parking compliance requirements and 59% fail at least two criteria. However, compliance varies spatially and by violation type, indicating that parking compliance (or non-compliance) is dependent on features of the built environment. Parking compliance is significantly higher on blocks with designated e-scooter parking than blocks without designated e-scooter parking. A statistically significant relationship is observed between the amount of legally parkable area on a city block and parking compliance. Parking compliance increases with larger percentages of legally parkable area. This finding can help policymakers prioritize dedicated e-scooter parking for blocks with limited legally parkable area.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-08-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42432554","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}
Dominik Ziemke, Nico Kuehnel, C. Llorca, R. Moeckel, K. Nagel
Integrated land-use transport models are often accused of being too complex, too coarse or too slow. We tightly couple the microscopic land use model SILO (Simple Integrated Land Use Orchestrator) with the agent-based transport simulation model MATSim (Multi-Agent Transport Simulation). The integration of the two models is person-centric. It means, firstly, that travel demand is generated microscopically. Secondly, SILO agents can query individualized travel information to search for housing or jobs (and to choose among available modes). Consequently, travel time matrices (skim matrices) are not needed anymore. Travel time queries can be done for any time of the day (instead of for one or few time periods), any x/y coordinate (instead of a limited number of zones) and take into account properties of the individual. This way, we avoid aggregation issues (e.g., large zones that disguise local differences) and we can account for individual constraints (e.g., nighttime workers who cannot commute by public transport for lack of service). Therefore, the behavior of agents is represented realistically, which allows us to simulate their reaction to novel policies (e.g., emission-class-based vehicle restrictions) and to extract system-wide effects. The model is applied in two study areas: a toy scenario and the metropolitan region of Munich. We simulate various transport and land use policies to test the model capabilities, including public transport extensions, zones restricted for private cars and land use development regulations. The results demonstrate that the increase of the model resolution and model expressiveness facilitates the simulation of such policies and the interpretation of the results.
{"title":"FABILUT: The Flexible Agent-Based Integrated Land Use/Transport Model","authors":"Dominik Ziemke, Nico Kuehnel, C. Llorca, R. Moeckel, K. Nagel","doi":"10.5198/jtlu.2022.2126","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2126","url":null,"abstract":"Integrated land-use transport models are often accused of being too complex, too coarse or too slow. We tightly couple the microscopic land use model SILO (Simple Integrated Land Use Orchestrator) with the agent-based transport simulation model MATSim (Multi-Agent Transport Simulation). The integration of the two models is person-centric. It means, firstly, that travel demand is generated microscopically. Secondly, SILO agents can query individualized travel information to search for housing or jobs (and to choose among available modes). Consequently, travel time matrices (skim matrices) are not needed anymore. Travel time queries can be done for any time of the day (instead of for one or few time periods), any x/y coordinate (instead of a limited number of zones) and take into account properties of the individual. This way, we avoid aggregation issues (e.g., large zones that disguise local differences) and we can account for individual constraints (e.g., nighttime workers who cannot commute by public transport for lack of service). Therefore, the behavior of agents is represented realistically, which allows us to simulate their reaction to novel policies (e.g., emission-class-based vehicle restrictions) and to extract system-wide effects. The model is applied in two study areas: a toy scenario and the metropolitan region of Munich. We simulate various transport and land use policies to test the model capabilities, including public transport extensions, zones restricted for private cars and land use development regulations. The results demonstrate that the increase of the model resolution and model expressiveness facilitates the simulation of such policies and the interpretation of the results.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-08-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41906530","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}
Understanding the impact of transport systems on the spatial agglomeration of urban facilities is critical for urban and transport planning. Recent studies show three separate mechanisms, including matching, sharing, and trip chaining on the agglomeration of commercial facilities, but little is known about which of these mechanisms is dominant and how its dominance varies across transport systems. Aiming at empirically investigating the mechanisms, we first calculate a simple agglomeration index for 69 Japanese cities and then explore the association between the index and city-level characteristics (including transport) using a decision tree analysis. The results confirm that (1) cities with larger areas and higher train shares experience agglomeration, presumably through matching and/or trip chaining, while cities with smaller areas have less agglomeration despite high train shares; and (2) car-dependent cities experience agglomeration, presumably through sharing, particularly by agglomerating in their residential and roadside areas. These findings indicate that effective agglomeration forces vary across transport systems.
{"title":"On the empirical association between spatial agglomeration of commercial facilities and transportation systems in Japan: A nationwide analysis","authors":"Maya Safira, M. Chikaraishi","doi":"10.5198/jtlu.2022.1968","DOIUrl":"https://doi.org/10.5198/jtlu.2022.1968","url":null,"abstract":"Understanding the impact of transport systems on the spatial agglomeration of urban facilities is critical for urban and transport planning. Recent studies show three separate mechanisms, including matching, sharing, and trip chaining on the agglomeration of commercial facilities, but little is known about which of these mechanisms is dominant and how its dominance varies across transport systems. Aiming at empirically investigating the mechanisms, we first calculate a simple agglomeration index for 69 Japanese cities and then explore the association between the index and city-level characteristics (including transport) using a decision tree analysis. The results confirm that (1) cities with larger areas and higher train shares experience agglomeration, presumably through matching and/or trip chaining, while cities with smaller areas have less agglomeration despite high train shares; and (2) car-dependent cities experience agglomeration, presumably through sharing, particularly by agglomerating in their residential and roadside areas. These findings indicate that effective agglomeration forces vary across transport systems.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-08-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41575578","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}
Despite the worldwide popularity of bus rapid transit (BRT), empirical evidence of its effects on land uses and development remains limited. This paper examines BRT’s impacts on land use and development in Bogotá and Quito, by using a parcel-level difference-in-differences research design. We estimate a propensity score-weighted regression model of parcel development characteristics in treatment and control areas. In Bogotá, although parcels in close proximity to the BRT are subject to fewer changes in terms of development intensity (changes in built-up area) in relation to parcels in the control area, they are more likely to change uses, shifting toward commercial activities. In Quito, the results are mixed; parcels in one BRT corridor are more likely to be subject to redevelopment, but the parcels in a more recent BRT corridor are less likely to be subject to development activity in relation to parcels in the control corridor. Taken together, our results suggest that changes in land use are important but frequently overlooked impacts produced by BRT implementation. Attempts to capture value from mass transit investments should also consider the ancillary planning decisions required to allow changes in land use.
{"title":"Bus rapid transit impacts on land uses and development over time in Bogotá and Quito","authors":"C. E. Vergel-Tovar, D. Rodriguez","doi":"10.5198/jtlu.2022.1888","DOIUrl":"https://doi.org/10.5198/jtlu.2022.1888","url":null,"abstract":"Despite the worldwide popularity of bus rapid transit (BRT), empirical evidence of its effects on land uses and development remains limited. This paper examines BRT’s impacts on land use and development in Bogotá and Quito, by using a parcel-level difference-in-differences research design. We estimate a propensity score-weighted regression model of parcel development characteristics in treatment and control areas. In Bogotá, although parcels in close proximity to the BRT are subject to fewer changes in terms of development intensity (changes in built-up area) in relation to parcels in the control area, they are more likely to change uses, shifting toward commercial activities. In Quito, the results are mixed; parcels in one BRT corridor are more likely to be subject to redevelopment, but the parcels in a more recent BRT corridor are less likely to be subject to development activity in relation to parcels in the control corridor. Taken together, our results suggest that changes in land use are important but frequently overlooked impacts produced by BRT implementation. Attempts to capture value from mass transit investments should also consider the ancillary planning decisions required to allow changes in land use.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-08-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44072111","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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