Journal of Transport Geography最新文献

A redundant transport network enhances the utility of transport services users by offering multiple alternative modes capable of supporting and substituting for each other when one becomes temporarily unavailable. The objective of this paper is to present empirical evidence of the role redundancy may play in e-scooter sharing services when transit services face temporary disruptions. To achieve this, we analyzed trip data from e-scooter sharing services in Turin, Italy, to assess the impact of seven transit strike events on both the frequency counts and the average length of e-scooter trips. The results indicate a substitution effect between transit and e-scooters during transit disruptions. This redundancy pattern follows a spatial distribution characterized by a distance-decay function from transit stops, resulting in a significant increase (+89%) in trips originating in the vicinity of transit stops during a strike event. This paper contributes to the literature by providing empirical evidence of the e-scooter-to-transit redundancy and its spatial heterogeneity, further defining the complementary/competitive relationship between these two modes. Policymakers and planners can enhance the resilience of urban transport networks by considering dynamic fleet management that anticipates transit disruptions and failures while better accommodating the demand shock of e-scooter sharing services.

Transportation is a main contributor to global greenhouse gas emissions. For a sustainable transformation, consumers play a crucial role. While sustainability gains importance and is reflected in consumers' attitudes, consumers' behaviour does not always align with their sustainability attitudes - a discrepancy called the attitude behaviour gap. The COVID-19 pandemic severely disrupted people's daily lives and transport choices, potentially altering their attitude behaviour gap. Thus, the pandemic presents a unique opportunity to understand how crises and disruptions can lead to changes in the alignment between sustainable intentions and actions. Using local survey data from Germany, we identify socio-economic factors and transport infrastructure as key contributors to misalignments between attitudes and behaviour. Notably, during the pandemic, this gap widened, particularly among women and those with children, increasing inequalities among different socio-economic groups. This highlights the need for tailored policies to address the distinct mobility needs of these groups to allow them to act according to their attitudes and counteract increasing inequalities. Moreover, our findings underscore the importance of transitioning from individual motorized transport to public and more active modes of transport. This transition is particularly crucial in the German context, where levels of individual motorized transport are exceptionally high.

The city of Valparaíso, Chile, presents a centralized urban environment with a compact plain area that concentrates most of the commerce and services and hills in its surroundings where most people reside. Within this context and in addition to complex sociodemographic and topographical conditions, it is possible to question how the built environment and sociodemographic factors influence the accessibility conditions in this city. In this direction, this study seeks to understand the effects of the abovementioned factors on accessibility, with particular attention on leisure and work trips. This analysis is based on different combinations of least square regression models. In general, results show that the built environment has more effects on leisure accessibility, while work accessibility is conditioned to sociodemographic factors. Thus, results show that the city does not present an urban environment that delivers reliability for work trips, which is pressured by time and costs. To promote a sustainable and equitable development of the city of Valparaíso, it is relevant to consider the adequation and improving the built environment for work trips. Regarding leisure trips, there is a need to promote measures to improve safety on streets and access to low-capacity public transport. These measures are vital for promoting sustainable mobility in the city of Valparaíso.

This research aims to estimate how subjective wellbeing at baseline would affect the changes in travel behaviour among older people due to a new public transport infrastructure. Cross-sectional studies have begun to establish the connection between subjective wellbeing and travel behaviour, indicating that a high level of wellbeing can lead to beneficial outcomes such as active mode choice, frequent transport use, and social engagement. To explore this connection further, we conducted a natural experiment with a cohort of 449 older people before and after a new metro line in Hong Kong. Our sample was assigned to the treatment and control groups, with the treatment group exposed to the metro intervention. Difference-in-difference (DID) models were applied to estimate the treatment effects of the metro intervention on travel behaviour changes. Then, we fitted the DID models for wellbeing subgroups to test the effects of three wellbeing dimensions (evaluative, hedonic, and eudaimonic wellbeing) at baseline on the pathways from the new metro to travel behaviour changes. We found the treatment effects of the new metro on travel behaviours were more profound for participants with better subjective wellbeing (p < 0.001). Among the three wellbeing dimensions, eudaimonic wellbeing has the most significant impact on the effectiveness of the metro intervention in producing travel behaviour changes. Our findings revealed that subjective wellbeing might modify the causal link between new transport infrastructure and travel behaviour changes among older people.

As the COVID-19 pandemic worsened, many people saw bikes as one of the safest means of transportation in the hard-hit cities. All the bike sharing utilization patterns during the pandemic are worthy of careful attention. However, there is still a lack of comprehensive understanding of niche but notable cycling behaviors, such as multi-person round trip (MPRT), defined as two or more cyclists intentionally riding together then returning bikes to the original docking station. This study extends the relevant literature by firstly proposing a MPRT identification framework based on individual bike sharing trip records, with consideration of interpersonal relationships between co-travelers, as well as the specificity of round trips against one-way trips. Taking New York City as a case study, this study examines the changes over space and time of MPRT frequencies from 2019 (i.e. pre-pandemic period) to 2020 (i.e. pandemic period), and the reasons for it. Notably, special consideration of the aforementioned analysis is paid to the influence of the real-time situation of COVID-19 in terms of cases, deaths, hospitalizations, and tests. Results reveal that (1) the MPRT frequencies obey a long tail distribution, both prior to and during the COVID-19 outbreak; (2) the group size, temporal patterns and co-traveler community are profoundly affected by the COVID-19 outbreak; (3) four indicators related to COVID-19 show different influences on co-travelers over time; (4) bike sharing availability and personal economic situation are closely related with MPRT frequencies. These findings can help develop more targeted strategies for improving the operation of a bike sharing system to meet the possible diversified demands of cyclists during the future pandemics.

A substantial literature has developed on the topic of excess commuting. This paper discusses school travel in Xi'an (China) in the framework of excess commuting. Questionnaires, Baidu Coordinates Finder, Baidu Map API and Python module were used to collect and extract school travel data. The analysis is based on 2358 student samples from 16 junior secondary schools. Results indicate that: (1) More than half (54.2%) of school travel distance is excessive, and as many as 60% of students travel to school excessively. Large amounts of excess school travel indicate a relatively low degree of school-housing spatial matching in Xi'an. (2) Home relocation, prioritized school quality, Hukou status and school district contribute to excess school travel in varying degrees, and motorized mode availability may lead to an increase of excess travel. (3) To a certain degree, the school district system is effective in reducing school travel distance. (4) The study also confirms that school travel is well-suited to analyze with excess commuting approaches.

While highly developed countries experience some stabilisation in motorisation levels, emerging and developing economies have been facing unprecedented growth in car ownership. Poland is one such state in which car ownership has more than quadrupled over the last 30 years due to political and economic changes resulting from the systemic transformation. This article aims 1) to reconstruct the car ownership changes in Poland resulting from the systemic transformation and political reforms and 2) verify the influence of the selected factors on car ownership in 2005 and 2019. Using unique data from the Central Vehicle Register containing entries for >20 million cars registered in 2478 communes and applying spatial econometric models, the study reveals the impact of traditionally analysed factors, such as population density, income, housing type and public transport. In addition, the article verifies the importance of used car imports, an often-overlooked determinant in the literature and, at the same time, the primary driver of car ownership in many emerging and developing economies.

Under climate change, cities around the world would be faced with increasingly frequent, intense, and prolonged heatwave events. Currently, not enough research has looked into the temperature-metro ridership relationship in the scenario of extreme hot weather. Moreover, a geographical perspective, particularly on the characteristics of the built environment surrounding the metro stations, is still lacking in existing studies. To fill these research gaps, this study uses one year of hourly metro ridership and temperature records to examine the general relation between temperature and metro ridership. It also further investigates the metro ridership change during a week-long heatwave event in Shenzhen in 2016. Multivariate regressions were built for the overall scenario and separately for the weekday, weekend, peak hours, and off-peak scenarios. The results provide evidence for the non-linear relationship between the rise in temperature and the increase in metro ridership. The findings also suggest a general decline in metro ridership both on weekdays and the weekend during the heatwave, with more remarkable change observed on the weekend and off-peak hours on weekdays. Urban environment characteristics around metro stations, such as the number of companies, population density, amount of tree canopy, as well as the betweenness-centrality of stations, are found to be associated with the magnitude of change in metro ridership during the heatwave. The findings of this study offer some implications for the planning, design, and operation of metro systems in the future.

In this paper we report insights on barriers to active travel among the Pakistani heritage community in Bradford UK, generated using the participatory Photovoice method. This is the largest minoritized ethnic group in Bradford, and though most segments of the UK population need to be more physically active, those of non-white ethnicities, and South Asian heritage in particular, are generally significantly less active than average. Insufficient physical activity (including active travel) contributes to a significant health burden for minoritized communities as well limiting progress with increasing active travel among these communities. Increasing active travel is known to contribute to both positive health outcomes and to key transport decarbonisation aims. To meet public health goals and Net Zero emissions targets by 2050, increasing walking and cycling for short journeys will be essential but it remains difficult to achieve. There is a lack of knowledge relating to how specific cultural groups perceive active travel as an option within their local areas. We sought to explore the use of Photovoice to understand whether this method has potential to enable minoritized communities to actively consider active travel, and to provide connections between these communities and their local authorities. We recruited eight Pakistani heritage families living in Bradford to do this. Their photos were used in semi-structured interviews, and the data collectively analysed. The analysis suggested key barriers to walking and cycling could be grouped into four main categories: personal factors, social factors and those related to the local and wider environment. We also found that people's travel choices in this study are influenced by cognitive biases and social norms that are quite connected to their cultural heritage and societal position as minoritized. There were also both generational and gendered effects that need to be accounted for in intervention design. Based on participants' reflection and feedback, this report concludes participatory techniques like Photovoice offer an opportunity to break the status quo for those who are struggling to make a change by raising their social consciousness and helping them to gather evidence of their concerns.