Dorothee Stiller, M. Wurm, Thomas Stark, P. d’Angelo, Karsten Stebner, S. Dech, H. Taubenböck
A significant increase in global urban population affects the efficiency of urban transportation systems. Remarkable urban growth rates are observed in developing or newly industrialized countries where researchers, planners, and authorities face scarcity of relevant official data or geo-data. In this study, we explore remote sensing and open geo-data as alternative sources to generate missing data for transportation models in urban planning and research. We propose a multi-modal approach capable of assessing three essential parameters of the urban spatial structure: buildings, land use, and intra-urban population distribution. Therefore, we first create a very high-resolution (VHR) 3D city model for estimating the building floors. Second, we add detailed land-use information retrieved from OpenStreetMap (OSM). Third, we test and evaluate five experiments to estimate population at a single building level. In our experimental set-up for the mega-city of Santiago de Chile, we find that the multi-modal approach allows generating missing data for transportation independently from official data for any area across the globe. Beyond that, we find the high-level 3D city model is the most accurate for determining population on small scales, and thus evaluate that the integration of land use is an inevitable step to obtain fine-scale intra-urban population distribution.
{"title":"Spatial parameters for transportation: A multi-modal approach for modelling the urban spatial structure using deep learning and remote sensing","authors":"Dorothee Stiller, M. Wurm, Thomas Stark, P. d’Angelo, Karsten Stebner, S. Dech, H. Taubenböck","doi":"10.5198/JTLU.2021.1855","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1855","url":null,"abstract":"A significant increase in global urban population affects the efficiency of urban transportation systems. Remarkable urban growth rates are observed in developing or newly industrialized countries where researchers, planners, and authorities face scarcity of relevant official data or geo-data. In this study, we explore remote sensing and open geo-data as alternative sources to generate missing data for transportation models in urban planning and research. We propose a multi-modal approach capable of assessing three essential parameters of the urban spatial structure: buildings, land use, and intra-urban population distribution. Therefore, we first create a very high-resolution (VHR) 3D city model for estimating the building floors. Second, we add detailed land-use information retrieved from OpenStreetMap (OSM). Third, we test and evaluate five experiments to estimate population at a single building level. In our experimental set-up for the mega-city of Santiago de Chile, we find that the multi-modal approach allows generating missing data for transportation independently from official data for any area across the globe. Beyond that, we find the high-level 3D city model is the most accurate for determining population on small scales, and thus evaluate that the integration of land use is an inevitable step to obtain fine-scale intra-urban population distribution.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2021-07-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46491005","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 walkability of a neighborhood is closely related to residents’ travel behavior and daily life and, ultimately, their health and wellbeing. Although existing studies in this area have reached some enlightening conclusions, few of them have considered residents’ travel attitudes and preferences, or the mediating role of commute mode. Do travel attitudes and preferences matter in the relationship between neighborhood walkability and residents being obese? How does commute mode work as a mediator? To answer these questions, based on the 2019 travel survey data in Guangzhou, this paper uses the Multilevel Linear Model (MLM) to examine the association between neighborhood walkability and residents’ body mass index (BMI). Furthermore, the Mediation Model is used to identify the mediating role of commute mode in the relationship between walkability and BMI. The results show that (1) travel attitudes and preferences do affect the individual’s BMI through the mediator of commute mode. (2) After controlling the individual socio-demographics and travel attitudes and preferences, neighborhood walkability has a significant negative effect on BMI. Meanwhile, walkability has a significant positive effect on the use of non-private motorized commute modes. Non-private motorized commute modes have a significant negative effect on BMI. (3) The mediating effect of commute mode in the relationship of neighborhood walkability with the individual’s BMI is significant. The proportion of mediation is 32.90%. Insights into the relationship between neighborhood walkability, commute mode, and individual BMI highlight the importance of walkable neighborhoods that encourage people to use healthy commute modes.
{"title":"How does neighborhood walkability affect obesity? The mediating role of commute mode","authors":"Wenyue Yang, Xin Zhen, Suhong Zhou","doi":"10.5198/jtlu.2021.1948","DOIUrl":"https://doi.org/10.5198/jtlu.2021.1948","url":null,"abstract":"The walkability of a neighborhood is closely related to residents’ travel behavior and daily life and, ultimately, their health and wellbeing. Although existing studies in this area have reached some enlightening conclusions, few of them have considered residents’ travel attitudes and preferences, or the mediating role of commute mode. Do travel attitudes and preferences matter in the relationship between neighborhood walkability and residents being obese? How does commute mode work as a mediator? To answer these questions, based on the 2019 travel survey data in Guangzhou, this paper uses the Multilevel Linear Model (MLM) to examine the association between neighborhood walkability and residents’ body mass index (BMI). Furthermore, the Mediation Model is used to identify the mediating role of commute mode in the relationship between walkability and BMI. The results show that (1) travel attitudes and preferences do affect the individual’s BMI through the mediator of commute mode. (2) After controlling the individual socio-demographics and travel attitudes and preferences, neighborhood walkability has a significant negative effect on BMI. Meanwhile, walkability has a significant positive effect on the use of non-private motorized commute modes. Non-private motorized commute modes have a significant negative effect on BMI. (3) The mediating effect of commute mode in the relationship of neighborhood walkability with the individual’s BMI is significant. The proportion of mediation is 32.90%. Insights into the relationship between neighborhood walkability, commute mode, and individual BMI highlight the importance of walkable neighborhoods that encourage people to use healthy commute modes.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2021-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42797489","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}
Accompanying the rapid urban expansion and fast population growth is a progressive trend of residential relocation in developing countries, which necessitates a thorough understanding of households’ relocation decisions. Previous studies generally treated home relocation as an individual or unitary household decision, ignoring the interactive and collaborative decision-making mechanisms that household members may adopt when making group decisions. In view of this research gap, this study examines the feasibility of applying the egalitarian bargaining approach to simulating households’ group decisions concerning residential relocation and further compares its performance with the Nash bargaining and the conventional utilitarian approach. Moreover, the study experiments with the possibility of accommodating three possible group decision-making mechanisms using the latent class modeling framework. The proposed modeling approaches are applied to an empirical case study in Beijing. Results show that models based on the egalitarian and Nash bargaining principles have better model fits than the utilitarian principle, suggesting the importance of considering egalitarianism when modeling household members’ collaborative choice on residential relocation. Moreover, the model based on Nash bargaining has the best model fit, indicating that instead of merely seeking egalitarianism or utilitarianism, household members are more likely to strike a balance between fairness and efficiency.
{"title":"Modeling household relocation choice: An egalitarian bargaining approach and a comparative study","authors":"Mingzhu Yao, Donggen Wang","doi":"10.5198/jtlu.2021.1733","DOIUrl":"https://doi.org/10.5198/jtlu.2021.1733","url":null,"abstract":"Accompanying the rapid urban expansion and fast population growth is a progressive trend of residential relocation in developing countries, which necessitates a thorough understanding of households’ relocation decisions. Previous studies generally treated home relocation as an individual or unitary household decision, ignoring the interactive and collaborative decision-making mechanisms that household members may adopt when making group decisions. In view of this research gap, this study examines the feasibility of applying the egalitarian bargaining approach to simulating households’ group decisions concerning residential relocation and further compares its performance with the Nash bargaining and the conventional utilitarian approach. Moreover, the study experiments with the possibility of accommodating three possible group decision-making mechanisms using the latent class modeling framework. The proposed modeling approaches are applied to an empirical case study in Beijing. Results show that models based on the egalitarian and Nash bargaining principles have better model fits than the utilitarian principle, suggesting the importance of considering egalitarianism when modeling household members’ collaborative choice on residential relocation. Moreover, the model based on Nash bargaining has the best model fit, indicating that instead of merely seeking egalitarianism or utilitarianism, household members are more likely to strike a balance between fairness and efficiency.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2021-06-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46288004","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 infrastructure for parking and parked cars themselves (e.g., parked cars blocking bike lanes and sidewalks or the visibility range) can lead to conflicts for pedestrians and cyclists. The perception of conflicts could discourage walking and cycling in neighborhoods and undermine municipalities’ efforts to provide more sustainable urban mobility. The aim of this study was therefore to analyze the effect of on-street car parking in urban neighborhoods on perceived parking and traffic-related conflicts. In addition, it examines in what way the intention to reduce one’s car use influences the perception of the conflicts (Stage Model of Self-Regulated Behavior Change (SSBC)). A household survey was conducted in the inner-city neighborhood of Frankfurt-Bornheim, Germany (N=1027). The residents most often observed the conflicts in which parked cars impeded walking and cycling as well as situations in which pedestrians felt threatened by cyclists biking on the sidewalk. Results from multiple linear regression models revealed that the influencing factors for the perception of conflicts were the use of different means of transportation and the intention to change one’s behavior (SSBC model) to reduce car use rather than car ownership. In addition, a resident’s age and household structure seemed to affect awareness of conflicts in which pedestrians and cyclists were involved. The results suggest a group-serving bias, meaning that the residents mostly observed those conflicts that they did not cause. A separate infrastructure for pedestrians and cyclists could help prevent most of the conflicts described in this study.
{"title":"Parking and competition for space in urban neighborhoods: Residents’ perceptions of traffic and parking-related conflicts","authors":"F. Kirschner","doi":"10.5198/JTLU.2021.1870","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1870","url":null,"abstract":"The infrastructure for parking and parked cars themselves (e.g., parked cars blocking bike lanes and sidewalks or the visibility range) can lead to conflicts for pedestrians and cyclists. The perception of conflicts could discourage walking and cycling in neighborhoods and undermine municipalities’ efforts to provide more sustainable urban mobility. The aim of this study was therefore to analyze the effect of on-street car parking in urban neighborhoods on perceived parking and traffic-related conflicts. In addition, it examines in what way the intention to reduce one’s car use influences the perception of the conflicts (Stage Model of Self-Regulated Behavior Change (SSBC)). A household survey was conducted in the inner-city neighborhood of Frankfurt-Bornheim, Germany (N=1027). The residents most often observed the conflicts in which parked cars impeded walking and cycling as well as situations in which pedestrians felt threatened by cyclists biking on the sidewalk. Results from multiple linear regression models revealed that the influencing factors for the perception of conflicts were the use of different means of transportation and the intention to change one’s behavior (SSBC model) to reduce car use rather than car ownership. In addition, a resident’s age and household structure seemed to affect awareness of conflicts in which pedestrians and cyclists were involved. The results suggest a group-serving bias, meaning that the residents mostly observed those conflicts that they did not cause. A separate infrastructure for pedestrians and cyclists could help prevent most of the conflicts described in this study.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2021-06-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43379622","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}
Wenbin Tang, Qingbin Cui, Feilian Zhang, Hongyan Yan
Accurate evaluation of land value-added benefit brought by urban rail transit (URT) is critical for project investment decision making and value capture strategy development. Early studies have focused on the value impact strength under the assumption of the same impact range for all stations. However, the value impact range at different stations may vary owing to different accessibilities. Therefore, the present study releases this assumption and incorporates the changed impact range into the land value-added analysis. It presents a method to determine the range of land value-added impact and sample selection using the generalized transportation cost model, then spatial econometric models are further developed to estimate the impact strength. On the basis of these models, the entire value-added benefit brought by URT is evaluated. A case study of the Changsha Metro Line 2 in China is discussed to demonstrate the procedure, model, and analysis of spatial impact. The empirical analysis shows a dumbbell-shaped impact on the land value-added benefit along the transit line with a distance-dependent pattern at each station. In addition, the land value-added benefit from Changsha Metro Line 2 reached 12.099 billion USD. Lastly, two main value-added benefit capture modes are discussed, namely, land integration development and special land tax.
{"title":"Evaluation of the land value-added benefit brought by urban rail transit: The case in Changsha, China","authors":"Wenbin Tang, Qingbin Cui, Feilian Zhang, Hongyan Yan","doi":"10.5198/JTLU.2021.1645","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1645","url":null,"abstract":"Accurate evaluation of land value-added benefit brought by urban rail transit (URT) is critical for project investment decision making and value capture strategy development. Early studies have focused on the value impact strength under the assumption of the same impact range for all stations. However, the value impact range at different stations may vary owing to different accessibilities. Therefore, the present study releases this assumption and incorporates the changed impact range into the land value-added analysis. It presents a method to determine the range of land value-added impact and sample selection using the generalized transportation cost model, then spatial econometric models are further developed to estimate the impact strength. On the basis of these models, the entire value-added benefit brought by URT is evaluated. A case study of the Changsha Metro Line 2 in China is discussed to demonstrate the procedure, model, and analysis of spatial impact. The empirical analysis shows a dumbbell-shaped impact on the land value-added benefit along the transit line with a distance-dependent pattern at each station. In addition, the land value-added benefit from Changsha Metro Line 2 reached 12.099 billion USD. Lastly, two main value-added benefit capture modes are discussed, namely, land integration development and special land tax.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":"14 1","pages":"563-582"},"PeriodicalIF":1.9,"publicationDate":"2021-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49398625","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}
Urban land expansion (ULE) is a crucial factor for socioeconomic and environmentally sustainable development. However, nowadays, the unprecedented scale of high-speed railway (HSR) construction in China could exert an important influence on ULE. This manuscript first reveals the influence mechanism of HSR on ULE and then employs difference-in-difference (DID) models to investigate this effect based on the data of 280 prefectures and above level cities of 2001-2016. We analyze that HSR exerts a joint effect on ULE from the territorial and local levels and then affects urban land-use intensity (ULUI). HSR opening and HSR station distance both have notably positive effects on ULE, with elastic coefficients of 4.1% and 0.5%, respectively. HSR opening and HSR station distance also both exert positive effects on ULE of the central, eastern region cities and large cities of China, while for the western region and small to medium cities, they are not significant. The impact of HSR station distance on ULUI is negative with a significance level of 0.073, while the impact of HSR opening on ULUI is not significant. Lastly, relevant policy implications are proposed to alleviate urban land waste and spatial disequilibrium under the context of HSR building. This study can provide an important basis for sustainable urban land allocation.
{"title":"Impacts of high-speed rail development on urban land expansion and utilization intensity in China","authors":"Xin Li, Xiaodong Ma","doi":"10.5198/JTLU.2021.1804","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1804","url":null,"abstract":"Urban land expansion (ULE) is a crucial factor for socioeconomic and environmentally sustainable development. However, nowadays, the unprecedented scale of high-speed railway (HSR) construction in China could exert an important influence on ULE. This manuscript first reveals the influence mechanism of HSR on ULE and then employs difference-in-difference (DID) models to investigate this effect based on the data of 280 prefectures and above level cities of 2001-2016. We analyze that HSR exerts a joint effect on ULE from the territorial and local levels and then affects urban land-use intensity (ULUI). HSR opening and HSR station distance both have notably positive effects on ULE, with elastic coefficients of 4.1% and 0.5%, respectively. HSR opening and HSR station distance also both exert positive effects on ULE of the central, eastern region cities and large cities of China, while for the western region and small to medium cities, they are not significant. The impact of HSR station distance on ULUI is negative with a significance level of 0.073, while the impact of HSR opening on ULUI is not significant. Lastly, relevant policy implications are proposed to alleviate urban land waste and spatial disequilibrium under the context of HSR building. This study can provide an important basis for sustainable urban land allocation.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2021-05-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48969647","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 opening of a new metro station, as a mode of the transportation corridor, potentially could have different effects on housing prices. We have investigated its effect on the value of residential properties around those stations, using data from large expansions of the metro network in Tehran, Iran. In the period of our study (April 2010 to December 2018), forty-five metro stations were inaugurated in Tehran. We use a difference-in-difference regression method to identify the causal effect of interest, where adjacent properties are used as the treatment group and similar but distant properties as the control group. The results indicate that, on average, the adjacent properties are affected by a 3.7 percent increase in price relative to distant properties. We also extend our study by categorizing new metro stations according to the extent of ex-ante access to other modes of public transportation such as bus rapid transit (BRT). We find 2 to 11 percent positive effect of new metro stations in regions with lower public transport, while in regions with ex-ante extensive public transportation system, we find less than 2 percent positive effect.
{"title":"Metro station inauguration, housing prices, and transportation accessibility: Tehran case study","authors":"Yekta Yazdanifard, Hosein Joshaghani, Masoud Talebian","doi":"10.5198/JTLU.2021.1622","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1622","url":null,"abstract":"The opening of a new metro station, as a mode of the transportation corridor, potentially could have different effects on housing prices. We have investigated its effect on the value of residential properties around those stations, using data from large expansions of the metro network in Tehran, Iran. In the period of our study (April 2010 to December 2018), forty-five metro stations were inaugurated in Tehran. We use a difference-in-difference regression method to identify the causal effect of interest, where adjacent properties are used as the treatment group and similar but distant properties as the control group. The results indicate that, on average, the adjacent properties are affected by a 3.7 percent increase in price relative to distant properties. We also extend our study by categorizing new metro stations according to the extent of ex-ante access to other modes of public transportation such as bus rapid transit (BRT). We find 2 to 11 percent positive effect of new metro stations in regions with lower public transport, while in regions with ex-ante extensive public transportation system, we find less than 2 percent positive effect.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2021-04-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46880720","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}
Are there option values for transport services? A few studies have tried to answer this question through various stated preference methods, but we do not know much about its magnitude in different contexts. In this paper, we summarize the theory on option value, present previous empirical work concerning transport, and discuss its links to accessibility. Accessibility can be seen as the end product of the transport system, and the argument we pursue is that option value is a component of accessibility. Therefore, estimations of the option value ought to be connected to the marginal accessibility change of an optional transport mode. The concept of substitutability has the potential to meet this criterion. It is the degree to which an alternative trip can replace an initially preferred trip, or, put differently, how accessibility at a location is composed. We conduct an empirical application to test whether the variation in housing transaction prices is associated with substitutability. We find that housing prices are higher where the accessibility is built up by several transport modes, given any level of total accessibility. We interpret this as households, on average, are willing to pay a risk premium to keep optional transport modes available.
{"title":"Accessibility and uncertainty: An empirical analysis of option value in transport","authors":"Anders Bondemark, Erik Johansson, F. Kopsch","doi":"10.5198/JTLU.2021.1783","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1783","url":null,"abstract":"Are there option values for transport services? A few studies have tried to answer this question through various stated preference methods, but we do not know much about its magnitude in different contexts. In this paper, we summarize the theory on option value, present previous empirical work concerning transport, and discuss its links to accessibility. Accessibility can be seen as the end product of the transport system, and the argument we pursue is that option value is a component of accessibility. Therefore, estimations of the option value ought to be connected to the marginal accessibility change of an optional transport mode. The concept of substitutability has the potential to meet this criterion. It is the degree to which an alternative trip can replace an initially preferred trip, or, put differently, how accessibility at a location is composed. We conduct an empirical application to test whether the variation in housing transaction prices is associated with substitutability. We find that housing prices are higher where the accessibility is built up by several transport modes, given any level of total accessibility. We interpret this as households, on average, are willing to pay a risk premium to keep optional transport modes available.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":"14 1","pages":"463-477"},"PeriodicalIF":1.9,"publicationDate":"2021-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45839144","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}
Spatial dependence plays a key role in all phenomena involving the geographic space, such as the social processes associated with transport and land use. Nevertheless, spatial dependence in multinomial discrete models has not received the same level of attention as have the other kinds of correlations in the discrete modeling literature, mainly due to the complexity of its treatment. This paper aims at offering a brief discussion on the different kinds of spatial correlation affecting multinomial discrete models and the different ways in which spatial correlation has been addressed in the discrete modeling literature. Furthermore, the paper offers a discussion on the advantages and limitations of the different approaches to treat spatial correlation and it also proposes a compromise solution among complexity, computational costs, and realism that can be useful in some specific situations.
{"title":"brief discussion on the treatment of spatial correlation in multinomial discrete models","authors":"Francisco J. Bahamonde-Birke","doi":"10.5198/JTLU.2021.1848","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1848","url":null,"abstract":"Spatial dependence plays a key role in all phenomena involving the geographic space, such as the social processes associated with transport and land use. Nevertheless, spatial dependence in multinomial discrete models has not received the same level of attention as have the other kinds of correlations in the discrete modeling literature, mainly due to the complexity of its treatment. This paper aims at offering a brief discussion on the different kinds of spatial correlation affecting multinomial discrete models and the different ways in which spatial correlation has been addressed in the discrete modeling literature. Furthermore, the paper offers a discussion on the advantages and limitations of the different approaches to treat spatial correlation and it also proposes a compromise solution among complexity, computational costs, and realism that can be useful in some specific situations.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2021-04-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49522017","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}
Demand responsive transit (DRT) is attracting increased attention as a means to provide public transit to low-density populations. This research aims to provide a suite of evaluation metrics with low data requirement and widespread availability, so that operators, funders, regulators, and practitioners can better evaluate the performance of DRT services. Trip numbers can be divided by a number of available variables (period, trip length, population, and density) to create a number of derived metrics. By applying these variables across three different DRT service areas in Logan City, Australia, where other key factors are held constant, one can see how different formulations lead to very different readings of DRT system performance. The results confirm the dilemma of cost efficiency versus equity in service provision in low-density environments. This paper also highlights current data limitations and calls for better data collection to facilitate the development of new evaluation methods for DRT services and a new composite metric that can be used for inter-service comparison.
{"title":"Evaluating demand responsive transit services using a density-based trip rate metric","authors":"Benjamin Kaufman, Abraham Leung, M. Burke","doi":"10.5198/JTLU.2021.1796","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1796","url":null,"abstract":"Demand responsive transit (DRT) is attracting increased attention as a means to provide public transit to low-density populations. This research aims to provide a suite of evaluation metrics with low data requirement and widespread availability, so that operators, funders, regulators, and practitioners can better evaluate the performance of DRT services. Trip numbers can be divided by a number of available variables (period, trip length, population, and density) to create a number of derived metrics. By applying these variables across three different DRT service areas in Logan City, Australia, where other key factors are held constant, one can see how different formulations lead to very different readings of DRT system performance. The results confirm the dilemma of cost efficiency versus equity in service provision in low-density environments. This paper also highlights current data limitations and calls for better data collection to facilitate the development of new evaluation methods for DRT services and a new composite metric that can be used for inter-service comparison.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":"14 1","pages":"499-519"},"PeriodicalIF":1.9,"publicationDate":"2021-04-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41478488","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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