Pub Date : 2024-11-16DOI: 10.1016/j.jtrangeo.2024.104023
Kai Li Lim , Ying Lu , Anthony Kimpton , Renee Zahnow , Tiebei Li , Jago Dodson , Neil Sipe , Jonathan Corcoran
This study investigates the geographic and annual variations in carbon dioxide (CO2) emissions and fuel consumption generated by private vehicles across Australia's regions over an 18-year period (2002 to 2020). We examine the influence of vehicle numbers, geography, and time on emissions and fuel consumption using spatial analysis alongside panel regression. Emissions remain relatively high in North Queensland, the Northern Territory, and South West Western Australia and Greater Sydney had steepest decline among the metropolitan regions. Modelling results reveal that higher numbers of internal combustion engine vehicles are positively associated with higher CO2 emissions and fuel usage while higher numbers of electric vehicles are negatively associated. This underscores the importance of targeting high-emission regions for transitioning to electric vehicles. The current study provides empirical insights that hold important implications for policymakers concerning the spatial and temporal trends in private vehicle emissions with the potential to inform low-carbon transport planning.
{"title":"Please mind the gap: Examining regional variations in private vehicle carbon dioxide emissions and fuel consumption—The case of Australia","authors":"Kai Li Lim , Ying Lu , Anthony Kimpton , Renee Zahnow , Tiebei Li , Jago Dodson , Neil Sipe , Jonathan Corcoran","doi":"10.1016/j.jtrangeo.2024.104023","DOIUrl":"10.1016/j.jtrangeo.2024.104023","url":null,"abstract":"<div><div>This study investigates the geographic and annual variations in carbon dioxide (CO<sub>2</sub>) emissions and fuel consumption generated by private vehicles across Australia's regions over an 18-year period (2002 to 2020). We examine the influence of vehicle numbers, geography, and time on emissions and fuel consumption using spatial analysis alongside panel regression. Emissions remain relatively high in North Queensland, the Northern Territory, and South West Western Australia and Greater Sydney had steepest decline among the metropolitan regions. Modelling results reveal that higher numbers of internal combustion engine vehicles are positively associated with higher CO<sub>2</sub> emissions and fuel usage while higher numbers of electric vehicles are negatively associated. This underscores the importance of targeting high-emission regions for transitioning to electric vehicles. The current study provides empirical insights that hold important implications for policymakers concerning the spatial and temporal trends in private vehicle emissions with the potential to inform low-carbon transport planning.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"121 ","pages":"Article 104023"},"PeriodicalIF":5.7,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142652868","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-16DOI: 10.1016/j.jtrangeo.2024.104049
Waishan Qiu
Before 2018, Saudi Arabia was the only country that enshrined a legal prohibition on women driving. However, little has been done to empirically investigate the associations between female commute cost and labor supply before the driving ban was lifted. This is largely due to the data scarcity on disaggregated-level female mobility patterns and travel behaviors. To fill the gap, this study deployed a space-time framework to identify suspicious female roundtrip commuters whose majority of taxi trips were between home and workplaces based on about one million e-hailing O-D data from female passengers in Riyadh. Her commute costs (i.e., distance, time, out-of-pocket cost, commute burden) and labor supply information (i.e., work hours, skill-job mismatch) were then inferred by supplementing neighborhood-level Census data and open data on major female employers. Overall, female riders had significantly longer travel distance/time and higher out-of-pocket costs than male passengers. Though no causal statements were made, higher commute burden was related to lower Saudi female employment rate and longer working hours, while lower burden was associated with higher skill-job mismatch in terms of over-education, confirming our hypotheses that well-educated Saudi females might 1) choose not to work, 2) extend hours of work to offset travel costs, or 3) switch to nearby jobs with lower wage and skill-job match. Therefore, females’ restricted mobility became a non-negligible job market friction. Meanwhile, females worked in the manufacturing sector could pay more than 75% of her wages on e-taxis, implying a sector-specific spatial mismatch issue. Our findings provide a useful baseline on the female travel cost and labor supply situations before the lifting of driving ban. It enables comparative studies to understand the impacts of ongoing women empowerment for mobility and employment autonomy. The space-time framework also provides useful references for future research when gender-specific travel behavior surveys are not feasible.
{"title":"Mining female commuter typology, commute cost and labor supply in Riyadh: a space-time investigation based on e-hail taxi data","authors":"Waishan Qiu","doi":"10.1016/j.jtrangeo.2024.104049","DOIUrl":"10.1016/j.jtrangeo.2024.104049","url":null,"abstract":"<div><div>Before 2018, Saudi Arabia was the only country that enshrined a legal prohibition on women driving. However, little has been done to empirically investigate the associations between female commute cost and labor supply before the driving ban was lifted. This is largely due to the data scarcity on disaggregated-level female mobility patterns and travel behaviors. To fill the gap, this study deployed a space-time framework to identify suspicious female roundtrip commuters whose majority of taxi trips were between home and workplaces based on about one million e-hailing O-D data from female passengers in Riyadh. Her commute costs (i.e., distance, time, out-of-pocket cost, commute burden) and labor supply information (i.e., work hours, skill-job mismatch) were then inferred by supplementing neighborhood-level Census data and open data on major female employers. Overall, female riders had significantly longer travel distance/time and higher out-of-pocket costs than male passengers. Though no causal statements were made, higher commute burden was related to lower Saudi female employment rate and longer working hours, while lower burden was associated with higher skill-job mismatch in terms of over-education, confirming our hypotheses that well-educated Saudi females might 1) choose not to work, 2) extend hours of work to offset travel costs, or 3) switch to nearby jobs with lower wage and skill-job match. Therefore, females’ restricted mobility became a non-negligible job market friction. Meanwhile, females worked in the manufacturing sector could pay more than 75% of her wages on e-taxis, implying a sector-specific spatial mismatch issue. Our findings provide a useful baseline on the female travel cost and labor supply situations before the lifting of driving ban. It enables comparative studies to understand the impacts of ongoing women empowerment for mobility and employment autonomy. The space-time framework also provides useful references for future research when gender-specific travel behavior surveys are not feasible.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"121 ","pages":"Article 104049"},"PeriodicalIF":5.7,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142652873","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-16DOI: 10.1016/j.jtrangeo.2024.104051
Junxi Qu , Tianren Yang , Kyung-Min Nam , Euijune Kim , Yimin Chen , Xingjian Liu
Newly constructed transport infrastructure may have varying socioeconomic effects across cities and regions. This study employs a spatial equilibrium model to examine how the development of expressways and high-speed rails (HSRs) may induce changes in employed residents, housing rents, and consumer surplus within China's Yangtze River Delta region. Empirical findings indicate limited effects of transport infrastructure in reducing disparities, when juxtaposed with the substantial and sometimes conflicting impacts of urban development (i.e., job and housing increments) at the regional level. A more detailed spatial analysis suggests that the positive effects towards even development from transport accessibility improvements are more applicable to bridging intra-city-regional disparities. This highlights the necessity for integrated urban development and transportation planning policies to optimise equitable socioeconomic outcomes.
{"title":"Transport network changes and varying socioeconomic effects across China's Yangtze River Delta","authors":"Junxi Qu , Tianren Yang , Kyung-Min Nam , Euijune Kim , Yimin Chen , Xingjian Liu","doi":"10.1016/j.jtrangeo.2024.104051","DOIUrl":"10.1016/j.jtrangeo.2024.104051","url":null,"abstract":"<div><div>Newly constructed transport infrastructure may have varying socioeconomic effects across cities and regions. This study employs a spatial equilibrium model to examine how the development of expressways and high-speed rails (HSRs) may induce changes in employed residents, housing rents, and consumer surplus within China's Yangtze River Delta region. Empirical findings indicate limited effects of transport infrastructure in reducing disparities, when juxtaposed with the substantial and sometimes conflicting impacts of urban development (i.e., job and housing increments) at the regional level. A more detailed spatial analysis suggests that the positive effects towards even development from transport accessibility improvements are more applicable to bridging intra-city-regional disparities. This highlights the necessity for integrated urban development and transportation planning policies to optimise equitable socioeconomic outcomes.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"121 ","pages":"Article 104051"},"PeriodicalIF":5.7,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142652872","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-13DOI: 10.1016/j.jtrangeo.2024.104053
Seyedsoheil Sharifiasl , Subham Kharel , Qisheng Pan , Jianling Li
Transportation economics studies show that the activity density, in particular, employment density, is influenced by availability and quality of transportation infrastructure and services, including public transit. These studies also show that businesses and economic activities may have unique requirements, preferences, and characteristics, which may lead to varying effect of transportation on different sectors. However, the relationship between transit infrastructure and employment density has been examined mostly using simple transit proximity distance or travel time in the past research and few have used transit accessibility, and none have accounted for first/last mile (FMLM) modality, different public transit service type, and job matching mechanisms. This study attempts to fill these gaps by utilizing a new accessibility measure that is adaptive to the aforesaid features and comparing its relationship with employment density across various industries. The results show a positive and significant relationship between employment density and bus service accessibility for all industrial sectors, while the effect of light rail service is significant only for finance, real estate, insurance, food, and accommodation industrial sectors, and when FMLM modality is driving. Proximity to public transit was found to be a stronger predictor of job density than accessibility. Additionally, the effect of closeness to highway network was almost twice the effect of transit proximity for all sectors, especially for blue-collar jobs. The results also highlight that industrial sectors tend to cluster in areas with higher employment diversity but are indifferent towards higher land use diversity. These results signify several challenges in transportation equity and multimodal planning and policies. Improving regional public transit integration through coordinated physical infrastructure, fare systems, and schedules, along with enhancing walking amenities in key areas, could improve connectivity between activities. Additionally, incorporating equity considerations into land use planning, such as through distributional impact analysis, can help monitor and ensure equity in future urban developments.
{"title":"Assessing the impact of transit accessibility on employment density: A spatial analysis of gravity-based accessibility incorporating job matching, transit service types, and first/last mile modes","authors":"Seyedsoheil Sharifiasl , Subham Kharel , Qisheng Pan , Jianling Li","doi":"10.1016/j.jtrangeo.2024.104053","DOIUrl":"10.1016/j.jtrangeo.2024.104053","url":null,"abstract":"<div><div>Transportation economics studies show that the activity density, in particular, employment density, is influenced by availability and quality of transportation infrastructure and services, including public transit. These studies also show that businesses and economic activities may have unique requirements, preferences, and characteristics, which may lead to varying effect of transportation on different sectors. However, the relationship between transit infrastructure and employment density has been examined mostly using simple transit proximity distance or travel time in the past research and few have used transit accessibility, and none have accounted for first/last mile (FMLM) modality, different public transit service type, and job matching mechanisms. This study attempts to fill these gaps by utilizing a new accessibility measure that is adaptive to the aforesaid features and comparing its relationship with employment density across various industries. The results show a positive and significant relationship between employment density and bus service accessibility for all industrial sectors, while the effect of light rail service is significant only for finance, real estate, insurance, food, and accommodation industrial sectors, and when FMLM modality is driving. Proximity to public transit was found to be a stronger predictor of job density than accessibility. Additionally, the effect of closeness to highway network was almost twice the effect of transit proximity for all sectors, especially for blue-collar jobs. The results also highlight that industrial sectors tend to cluster in areas with higher employment diversity but are indifferent towards higher land use diversity. These results signify several challenges in transportation equity and multimodal planning and policies. Improving regional public transit integration through coordinated physical infrastructure, fare systems, and schedules, along with enhancing walking amenities in key areas, could improve connectivity between activities. Additionally, incorporating equity considerations into land use planning, such as through distributional impact analysis, can help monitor and ensure equity in future urban developments.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"121 ","pages":"Article 104053"},"PeriodicalIF":5.7,"publicationDate":"2024-11-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142652871","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-11DOI: 10.1016/j.jtrangeo.2024.104054
Konstadinos G. Goulias, Hui Shi
In this paper we use complex network analysis to describe fossil fuel spatial flows among 132 places covering the entire United States in 2017 and in 2022. These spatial flows are for crude petroleum, gasoline, and oil fuels. The analysis shows that all three fuels have different network topology. For all six networks we find major hubs of crude petroleum and its products, gasoline and fuel oils, concentrated in areas with large reserves such as the south-central part of the US. Using modularity, a network cluster identification metric, we show that spatial interactions can be used to delineate functional regions and their differences across fuel types. These functional regions evolve over time in response to the shifting US role as a major producer and net exporter of fossil fuels, expansion of the domestic pipeline network, and increases in fuel production and refinement locations. The modal split of the fuels examined in this paper shows the dominant role pipelines play for crude petroleum, transporting approximately 83 % of tonnage in 2017 and increasing to almost 89 % in 2022. In contrast, gasoline and oil fuels modal split hovers at around 60 % of tonnage transported by tanker truck followed by other modes including pipelines. Our analysis shows geographic clustering of major hubs and their functional regions along the Gulf Coast in Texas and Louisiana. These are in places that are often the locations of natural disasters. This together with the rapid increase of a few hubs as gateways to fossil fuel US exports makes them prime candidates in disrupting fossil fuel supply chains worldwide and amplifies vulnerability of fossil fuel supply chains. The spatial clustering trends shown in this paper provide added evidence of the source of short-term negative impacts in places such as Chicago in Illinois and Corpus Christi in Texas. This offers added information for government intervention.
{"title":"Complex network analysis of fossil fuel functional regions in the United States during the period 2017 to 2022","authors":"Konstadinos G. Goulias, Hui Shi","doi":"10.1016/j.jtrangeo.2024.104054","DOIUrl":"10.1016/j.jtrangeo.2024.104054","url":null,"abstract":"<div><div>In this paper we use complex network analysis to describe fossil fuel spatial flows among 132 places covering the entire United States in 2017 and in 2022. These spatial flows are for crude petroleum, gasoline, and oil fuels. The analysis shows that all three fuels have different network topology. For all six networks we find major hubs of crude petroleum and its products, gasoline and fuel oils, concentrated in areas with large reserves such as the south-central part of the US. Using modularity, a network cluster identification metric, we show that spatial interactions can be used to delineate functional regions and their differences across fuel types. These functional regions evolve over time in response to the shifting US role as a major producer and net exporter of fossil fuels, expansion of the domestic pipeline network, and increases in fuel production and refinement locations. The modal split of the fuels examined in this paper shows the dominant role pipelines play for crude petroleum, transporting approximately 83 % of tonnage in 2017 and increasing to almost 89 % in 2022. In contrast, gasoline and oil fuels modal split hovers at around 60 % of tonnage transported by tanker truck followed by other modes including pipelines. Our analysis shows geographic clustering of major hubs and their functional regions along the Gulf Coast in Texas and Louisiana. These are in places that are often the locations of natural disasters. This together with the rapid increase of a few hubs as gateways to fossil fuel US exports makes them prime candidates in disrupting fossil fuel supply chains worldwide and amplifies vulnerability of fossil fuel supply chains. The spatial clustering trends shown in this paper provide added evidence of the source of short-term negative impacts in places such as Chicago in Illinois and Corpus Christi in Texas. This offers added information for government intervention.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"121 ","pages":"Article 104054"},"PeriodicalIF":5.7,"publicationDate":"2024-11-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142652869","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-11DOI: 10.1016/j.jtrangeo.2024.104047
Apeksha Tare , Merten Nefs , Eric Koomen , Erik Verhoef
Empirical studies of logistics location choice have largely focused on logistics as a single sector. This research attempts to address this research gap by analysing the heterogeneity in locational preferences of logistics across facility types and sizes. We estimate a multinomial logistic regression model to study the relative impact of various spatial drivers on logistics development in the Netherlands. We explicitly assess the role of a government policy aimed at stimulating logistics growth. We find that factors such as highway and rail accessibility, proximity to consumers and urban areas, land availability, and proximity to other logistics firms have a positive effect across all logistics categories while restrictive zoning measures have a negative effect. On the contrary, the effects of factors such as access to seaports and freight terminals, urban attractiveness, and land price are more heterogeneous and vary with the function and size of logistics. Finally, our analysis also reveals positive effects of the logistics growth stimulating spatial policy. Using our estimated parameters, we also map the predicted probabilities to identify potential future locations for logistics development.
{"title":"Spatial drivers of logistics development in the Netherlands","authors":"Apeksha Tare , Merten Nefs , Eric Koomen , Erik Verhoef","doi":"10.1016/j.jtrangeo.2024.104047","DOIUrl":"10.1016/j.jtrangeo.2024.104047","url":null,"abstract":"<div><div>Empirical studies of logistics location choice have largely focused on logistics as a single sector. This research attempts to address this research gap by analysing the heterogeneity in locational preferences of logistics across facility types and sizes. We estimate a multinomial logistic regression model to study the relative impact of various spatial drivers on logistics development in the Netherlands. We explicitly assess the role of a government policy aimed at stimulating logistics growth. We find that factors such as highway and rail accessibility, proximity to consumers and urban areas, land availability, and proximity to other logistics firms have a positive effect across all logistics categories while restrictive zoning measures have a negative effect. On the contrary, the effects of factors such as access to seaports and freight terminals, urban attractiveness, and land price are more heterogeneous and vary with the function and size of logistics. Finally, our analysis also reveals positive effects of the logistics growth stimulating spatial policy. Using our estimated parameters, we also map the predicted probabilities to identify potential future locations for logistics development.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"121 ","pages":"Article 104047"},"PeriodicalIF":5.7,"publicationDate":"2024-11-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142652870","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-07DOI: 10.1016/j.jtrangeo.2024.104046
Adrian Nicoll , Jackie Dawson , Jérôme Marty , Luke Copland , Michael Sawada
Over the past two decades, the Canadian Arctic has experienced a marked reduction in sea ice extent, coinciding with a significant rise in ship traffic. This study explores the relationship between ship traffic, shipping accidents, accident rates, and diminishing sea ice from 1990 to 2022 during the shipping season. The findings reveal that ship traffic has increased substantially along major Arctic routes, such as the Hudson Strait, Baffin Island, and the Northwest Passage, driven by the consistent decline in sea ice. Despite this rise in traffic, accident rates for commercial vessels, particularly General Cargo and Tanker ships, have significantly decreased, suggesting that current safety measures may be effective. However, the study also uncovered a significant positive correlation between all vessel accidents and sea ice concentration, indicating that certain ice conditions still pose substantial risks to vessels. Additionally, passenger vessel traffic has shown a notable positive correlation with accidents, pointing to emerging risks in the region. Non-commercial vessels, such as fishing vessels, have demonstrated stable accident rates, though they remain understudied. These results underscore the complexity of Arctic maritime operations in the face of climate change and highlight the urgent need for adaptive strategies, continuous monitoring, and targeted policy interventions to ensure the safety and sustainability of future Arctic shipping.
{"title":"Analysis of shipping accident patterns among commercial and non-commercial vessels operating in ice-infested waters in Arctic Canada from 1990 to 2022","authors":"Adrian Nicoll , Jackie Dawson , Jérôme Marty , Luke Copland , Michael Sawada","doi":"10.1016/j.jtrangeo.2024.104046","DOIUrl":"10.1016/j.jtrangeo.2024.104046","url":null,"abstract":"<div><div>Over the past two decades, the Canadian Arctic has experienced a marked reduction in sea ice extent, coinciding with a significant rise in ship traffic. This study explores the relationship between ship traffic, shipping accidents, accident rates, and diminishing sea ice from 1990 to 2022 during the shipping season. The findings reveal that ship traffic has increased substantially along major Arctic routes, such as the Hudson Strait, Baffin Island, and the Northwest Passage, driven by the consistent decline in sea ice. Despite this rise in traffic, accident rates for commercial vessels, particularly General Cargo and Tanker ships, have significantly decreased, suggesting that current safety measures may be effective. However, the study also uncovered a significant positive correlation between all vessel accidents and sea ice concentration, indicating that certain ice conditions still pose substantial risks to vessels. Additionally, passenger vessel traffic has shown a notable positive correlation with accidents, pointing to emerging risks in the region. Non-commercial vessels, such as fishing vessels, have demonstrated stable accident rates, though they remain understudied. These results underscore the complexity of Arctic maritime operations in the face of climate change and highlight the urgent need for adaptive strategies, continuous monitoring, and targeted policy interventions to ensure the safety and sustainability of future Arctic shipping.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"121 ","pages":"Article 104046"},"PeriodicalIF":5.7,"publicationDate":"2024-11-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142652867","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Often promoted by planning and transportation authorities as one of the principal ways to reduce the impact of mobility on transportation gas emissions, carpooling practices have increased over recent decades for daily commuting as well as long-distance travel. However, mainly due to the lack of data, little is known about the geography of these trips. On the one hand, the intensity of supply and demand may favor urban areas alongside common transportation systems. On the other hand, the scarcity of public transport in rural areas or small towns can support the growth of these shared mobilities.
This article presents a geographical investigation of carpooling patterns in France and to overcome the lack of survey-data, it proposes an original method based on massive data collected from the Blablacar platform, national leader for this type of online services. After a review of the literature, the paper presents the main elements of the methodology implemented to collect and analyze the web data of carpooling. The analysis presents new findings that reveal the geographical features of car-sharing in France. The impact varies depending on the size of the towns, the presence of regional and inter-regional urban systems, and the tourism specialization of rural areas. The study also emphasizes the unique position of Paris and the pivotal role of intermediate towns.
{"title":"The territorial impacts of BlaBlaCar carpooling: Between metropolitan polarization, intermediate cities' structuration, and rural services","authors":"Magali Talandier, Sylvestre Duroudier, Isabelle André-Poyaud, Sonia Chardonnel, Estelle Ployon","doi":"10.1016/j.jtrangeo.2024.104041","DOIUrl":"10.1016/j.jtrangeo.2024.104041","url":null,"abstract":"<div><div>Often promoted by planning and transportation authorities as one of the principal ways to reduce the impact of mobility on transportation gas emissions, carpooling practices have increased over recent decades for daily commuting as well as long-distance travel. However, mainly due to the lack of data, little is known about the geography of these trips. On the one hand, the intensity of supply and demand may favor urban areas alongside common transportation systems. On the other hand, the scarcity of public transport in rural areas or small towns can support the growth of these shared mobilities.</div><div>This article presents a geographical investigation of carpooling patterns in France and to overcome the lack of survey-data, it proposes an original method based on massive data collected from the Blablacar platform, national leader for this type of online services. After a review of the literature, the paper presents the main elements of the methodology implemented to collect and analyze the web data of carpooling. The analysis presents new findings that reveal the geographical features of car-sharing in France. The impact varies depending on the size of the towns, the presence of regional and inter-regional urban systems, and the tourism specialization of rural areas. The study also emphasizes the unique position of Paris and the pivotal role of intermediate towns.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"121 ","pages":"Article 104041"},"PeriodicalIF":5.7,"publicationDate":"2024-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142587401","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-02DOI: 10.1016/j.jtrangeo.2024.104045
Ruina Han , Dongfeng Yang
The street environment correlates with perceived activity opportunities for older adults. While numerous studies have examined the transportation and social attributes of street environments, the natural attributes have been less explored. Furthermore, the nonlinear relationship between the street environment and perceived activity opportunities across different spatial scales remains under-researched. We hypothesize that transportation, social, and natural attributes influence perceived activity opportunities, and their nonlinear effects vary across spatial scales. Therefore, we used activity survey data and multi-source big data from Dalian, China. Employing gradient boosted decision tree (GBDT) methods, we evaluated the nonlinear correlation between the street environment and perceived activity opportunities. Our study considered three community life circle scales: 5-min, 10-min, and 15-min. The results indicated that street features varied significantly at different spatial scales. Specifically, factors such as density of street network, diversity of street interface, distance to the nearest public transport station, accessibility of green space, diversion ratio, and distance to the nearest blue space notably influence perceived activity opportunities across these scales. The study also found that the nonlinear correlations between street environments and perceived activity opportunities were prevalent and varied across spatial scales. These results suggest that priorities for street environment improvements should account for these spatial scale variations. Our research provides multi-scale recommendations for the development of sustainable transportation, age-friendly communities, and the promotion of aging in place.
{"title":"Spatial scale effects of transportation, social and natural attributes of street environments on perceived activity opportunities for older adults","authors":"Ruina Han , Dongfeng Yang","doi":"10.1016/j.jtrangeo.2024.104045","DOIUrl":"10.1016/j.jtrangeo.2024.104045","url":null,"abstract":"<div><div>The street environment correlates with perceived activity opportunities for older adults. While numerous studies have examined the transportation and social attributes of street environments, the natural attributes have been less explored. Furthermore, the nonlinear relationship between the street environment and perceived activity opportunities across different spatial scales remains under-researched. We hypothesize that transportation, social, and natural attributes influence perceived activity opportunities, and their nonlinear effects vary across spatial scales. Therefore, we used activity survey data and multi-source big data from Dalian, China. Employing gradient boosted decision tree (GBDT) methods, we evaluated the nonlinear correlation between the street environment and perceived activity opportunities. Our study considered three community life circle scales: 5-min, 10-min, and 15-min. The results indicated that street features varied significantly at different spatial scales. Specifically, factors such as density of street network, diversity of street interface, distance to the nearest public transport station, accessibility of green space, diversion ratio, and distance to the nearest blue space notably influence perceived activity opportunities across these scales. The study also found that the nonlinear correlations between street environments and perceived activity opportunities were prevalent and varied across spatial scales. These results suggest that priorities for street environment improvements should account for these spatial scale variations. Our research provides multi-scale recommendations for the development of sustainable transportation, age-friendly communities, and the promotion of aging in place.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"121 ","pages":"Article 104045"},"PeriodicalIF":5.7,"publicationDate":"2024-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142573457","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-01DOI: 10.1016/j.jtrangeo.2024.104044
I-Chun Tsai
Taking London as a location with which to measure the ripple effect in the UK housing market, this study aims to explain and verify the high degree of correlation between inter-regional transportation and the regional correlation of the housing market. Based on the literature on the relationship between short-term mobility and long-term migration, this paper illustrates that the extent to which people use trains for travel across regions will be related to the ripple effect in the regional housing markets. Frequent railway transport behavior, whether for commuting or traveling, might increase people's desire to relocate between regions, and thus leading to information transmission effects across regional housing prices and transaction volume. First, we estimate a dynamic indicator for the ripple effect. Then, the empirical tests use panel data, including the ripple indicator and passenger number data across time (1996–2022) and regions (nine regions). It is found that if London house prices drive other regional house prices to rise, inter-regional transportation demand will increase, and in turn, the increase of house prices in other housing markets will again drive up London house prices. The number of passengers will affect the information transmitted by the housing market transaction volume in other regions to the London housing market. This implies that higher inter-regional transport needs may lead to migration between London and other property markets, causing their transaction volumes to change in the same direction. The results of this paper verify that travel behavior between regions is a crucial factor in the leading/lagging behavior of regional housing market performance, implying a relationship between short-term travel and long-term migration. The results also indicate that incorporating variables of housing market correlations may help in the prediction of passenger numbers or transportation demand.
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