ALBERT

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 79〈/p〉 〈p〉Author(s): Saad AlQuhtani, Ardeshir Anjomani〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉Dependency on the automobile in the United States has been associated with many urban problems. As a result, many American cities have seen a rebound in public transportation systems—many of whom have built modern rail transit systems. This resurgence of rail transit systems has caused apparent shifts in economic, social, and spatial aspects of neighborhoods located in proximity to rail stations.〈/p〉 〈p〉This study investigates the changes in housing value between 2000 and 2014 in 454 block groups within a one-mile buffer around rail stations located in the Dallas-Fort Worth metropolitan area to determine if there is a correlation between proximity to rail stations and median housing value. This study uses two approaches to analyze the data. First, a comparison of changes in housing value within block groups located in the study area during the study period is introduced. Next, an innovative approach is employed to select the best regression model using the data on the block groups located within the study area to understand the relationships between the selected independent variables and the changes in housing value during the study period in relation to the research question.〈/p〉 〈p〉The findings demonstrate that economic development and commercial activity locations have the highest effect on housing value during the study period, and block groups that were closer to rail stations experienced lower changes in housing value compared to block groups located farther away from stations. An interesting finding contrary to some of the literature is that an increase in the percent of the black population does not have negative effects on the change in property values. The findings for Hispanic and other minorities is also the same. These findings are a useful addition to the existing literature and contribute to the field of urban planning to mitigate the effects on housing value surrounding station areas. In addition, planners and policymakers could use the implications from the findings to adopt some policies for furthering the success of rail transit systems in urban areas by sustaining station area development.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: June 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 78〈/p〉 〈p〉Author(s): Benjamin K. Sovacool, Johannes Kester, Lance Noel, Gerardo Zarazua de Rubens〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Despite a potentially revolutionary shift towards electric mobility in the passenger vehicle market, the academic and policymaking communities remain wedded to a techno-economic paradigm that may not fully appreciate deeper social and geographic elements of a transition to electric vehicles. In this paper, based primarily on bivariate statistical analysis as well as a hierarchical regression analysis of a survey distributed to 〉5000 respondents across Denmark, Finland, Iceland, Norway, and Sweden, we analyze how perceptions and attitudes towards electric vehicles and vehicle-to-grid technologies differ by income, political affiliation, and geography. Although our findings confirm EV ownership and mobility patterns in general are related to income—those with higher incomes both own more EVs and drive more generally—they also confirm that interest in EVs is not so strongly related. Lower income groups seem to ask less from their cars, thus potentially opening up a market for cheaper low-range alternates. Political orientation is correlated to car and EV ownership, with those on the “left” more interested yet those on the “right” more able and willing to buy expensive cars. Moreover, we see variation in preferences across urban and rural subcategories, and our findings strongly suggest that EVs need not be promoted only for city or suburban areas. When controlling for variables, a multilevel regression analysis does not change the overall thrust of these associations.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 80〈/p〉 〈p〉Author(s): Shengrun Zhang, Kurt Fuellhart, Wendong Yang, Xiaowei Tang, Frank Witlox〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This paper investigates the impact of alliance, cannibalization and network structure on carriers' nonstop entry into transatlantic markets with previously coexisting nonstop and one-stop service. The results show that market concentration measured by international airline alliances and joint ventures has a positive impact on carriers' entry, with the latter presenting a more accurate representation of market concentration in the transatlantic market. Carriers tend to cannibalize their own one-stop product in order to fulfill network cohesion. The three alliances show different manifestations of the cannibalization effect. For example, carriers are less likely to enter the market with nonstop service where one-stop service has already been provided by two carriers belonging to Star alliance. Importantly, network structure more generally also plays a significant role in carriers' entry into the overlapping transatlantic market.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 79〈/p〉 〈p〉Author(s): Frédéric Dobruszkes, Didier Peeters〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Scholars and experts in transportation, economics, geography and environmental studies have largely assumed the distance flown by commercial planes represents the shortest route (also known as the great-circle or orthodromic route). However, in the real world, planes follow longer itineraries for various reasons. The magnitude of these detours is assessed through a large, one-week sample of actual flight traces obtained from Flightradar, which we compare with great-circle distances (〈em〉n〈/em〉 = 393,360). The results suggest that the average lengthening is 7.6%, although under conservative hypotheses and with high standard deviation. The shortest flights are proportionally more affected. They also contribute more to the global amount of extra kilometres. The geography of detours by departure airport is the consequence of a wide range of factors. As a result, considering the use of great-circle distances to feed spatial interaction models, emission (or fuel burnt) assessments or airline rankings can lead to significantly skewed outcomes. In addition, detours imposed on certain airlines for geopolitical reasons increase costs, emissions and time aboard, and could be anticompetitive.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 79〈/p〉 〈p〉Author(s): Néstor Gandelman, Tomás Serebrisky, Ancor Suárez-Alemán〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In Latin America and the Caribbean (LAC), transportation constitutes one of the major items in the basket of good and services consumed by households. This paper describes household spending on transport in the region. Engel curves are estimated to understand the relationship between transport spending and changes in household income. Using income and expenditure surveys from 2003 to 2014 in 12 LAC countries – Bahamas, Bolivia, Brazil, Chile, Costa Rica, Ecuador, Honduras, Mexico, Nicaragua, Panama, Paraguay, and Uruguay – this paper finds a notable heterogeneity in transport spending in LAC. The results of the Engel curves lead to two simultaneous challenges, and the need to develop an urban transport strategy following a two-pronged approach. Low income population, that rely heavily on the use of public transport, face an affordability problem. Concurrently, the high-income elasticity of private transport, coupled with the growth of the middle class in the region, point to an ever-increasing private car ownership. On the public transport dimension, affordability should be addressed through demand side subsidies as they are known for minimizing errors of inclusion and avoiding supply side distortions. On the private transport dimension, the elasticities calculated suggest that fiscal policy instruments (taxes and charges) to pursue a desired outcome may not have the looked-for impact.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 79〈/p〉 〈p〉Author(s): Yuerong Zhang, Stephen Marshall, Ed Manley〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Centralisation of activities and developments around metro station areas is a key transit-oriented development (TOD) policy to encourage more public transport travel through providing maximum access to passengers, thereby enhancing economic efficiency, health, well-being and social inclusion. The node-place-design model is an analytical approach, which investigates the interaction between land use, transportation and the walking friendliness around station areas. Nevertheless, current research focuses on the role station areas plays at the local scale, and little consideration is given to the strategic network (system) level. In this research, we combine a strategic network indicator (criticality) with the node-place-design model to gain deeper insights into London metro station areas in terms of their transit-oriented-development at both local and system levels. Our research has three principal findings: first, most of station areas in Greater London show balanced situations between transport and land use development, except for some stations with a non-walking friendly environment such as Victoria station. Second, the two-tier approach finds that the system criticality of each station area can vary substantially even within the same cluster grouped by the original node-place-design model. Therefore, identifying station groups with relatively high network criticality and relatively low node-place-design score is of potential value. The promising transport connection and less-developed conditions of those station areas could help policymakers locate an intensification-diversification TOD group. Conversely, locations with high node-place-design values but low criticality could point to stations suitable for network expansion (new lines or interchanges). Third, the result reconfirms the value of introducing the third dimension – design – into the TOD evaluation of stations at the local scale. The relatively low correlation between node and design value is consistent with previous findings that a transport service-intensive and functionally diverse metro station area does not necessarily produce an accessible friendly walking environment. Overall, the paper provides a platform for further studies integrating strategic network and node-place-design attributes.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 79〈/p〉 〈p〉Author(s): Ronghui Tan, Qingsong He, Kehao Zhou, Peng Xie〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The metro system is an important means of transportation for urban residents in mega-cities in China, where not all families can afford an automobile and there are policy restrictions on private cars. Numerous empirical studies have investigated the implicit prices of metro stations in China. However, few have systematically examined the influence of the proximity of a metro station on housing prices. More importantly, the potential endogeneity of metro station placement is always neglected, which means that the validity of the reported causal effects of the distance to the metro station on housing prices must be questioned. To investigate whether households value being close to a metro station because closeness generates fundamentally positive externalities, we analyze the main changes in land use around metro stations before and after new metro lines are built, based on high-resolution images of Wuhan in China provided by Google Earth. The results suggest that the opening of new metro stations revitalizes land around suburban stations more than it does around central stations. However, the area around central stations exhibits a greater population increase than does the area surrounding suburban stations before a new line opens. The results for suburban and central stations seem to be paradoxical, suggesting that the cross-sectional regression using the full sample may be misleading. An additional before-and-after evaluation based on second-hand housing sales data in Wuhan indicates that households do value metro station proximity. Using the case of line 6, we show that opening new metro stations significantly increases housing prices in nearby areas. This influence extends to 1600 m from new metro stations. Moreover, second-hand housing within 1600 m of metro stations is 7–14% more valuable than its more remotely located counterparts. These findings suggest that local metro planners in China should not only recognize the importance of the metro for raising land-sector revenue but also focus on the location choice and spatial distribution of metro stations from the perspective of residents' interests.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 79〈/p〉 〈p〉Author(s): Alvaro Rodriguez-Valencia, Daniel Rosas-Satizábal, Daniel Gordo, Andrés Ochoa〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Since the late 1990s, Bogotá has been implementing measures and policies to promote sustainable transportation. For example, to promote cycling, the city built 232 km of segregated bicycle infrastructure between 1998 and 2000. Modal share for bicycles was around 0.58% before the massive introduction of cycling facilities; ten years later, it had increased to 6%. Does this intervention have a differential effect on bicycle ridership for people who live close to the cycling infrastructure? The objective of this paper is to determine the impact of residence proximity to linear bicycle infrastructure in Bogotá on bicycle ridership. The selected evaluation method is the difference-in-difference technique used for the georeferenced 1995 and 2011 Household Transportation Surveys, and which provides information relating to before and after the implementation of the new infrastructure. The difference in the travel behavior of people closer to the bike infrastructure, compared to the rest of the city, provide evidence of the effectiveness of the policy measure. We found that living close to cycling infrastructure in Bogotá has a positive and marginal but significant impact on the odds of an individual choosing a bicycle as his or her main mode of transportation, controlling for socio-economic and environmental characteristics. Results are discussed in the light of bicycle-related transportation policies and the econometric modeling technique applied.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 79〈/p〉 〈p〉Author(s): Xiaolu Zhou, Mingshu Wang, Dongying Li〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In many big cities, the bike-sharing system (BSS) and taxi play critical roles in transportation services. They both offer on-demand transportation options and allow flexible riding scheduling and routing. Previous literature has compared BSS and taxi to other transport modes, such as public transit and private automobile, but little is known about the spatiotemporal factors that influence travel choices between these two alternatives. Understanding travel patterns of BSS and taxi is critical in traffic demand analysis and sustainable transportation planning. Also, an in-depth examination of the patterns of travel behaviors, especially when one would choose BSS over a taxi, will provide valuable insights on human mobility and active living research. In this study, we investigated the spatiotemporal patterns of BSS and taxi trips in Chicago from 2014 to 2016. To model travel choices between BSS and taxi, we applied machine learning techniques to simulate the means of transport based on environmental and temporal factors. Results show seasonal trip variations of the BSS and a declining trend of taxi trips. BSS speed is relatively stable while taxi speed varies primarily because of time and locations. Based on the random forest model, which has demonstrated the best fit with high processing speed, travel distance and the number of parks and recreational facilities seem to be critical spatial predicting factors of the travel choice. Given any time and location, the model can recommend the travel choices between BSS and taxis for users. This study shows the significance of machine learning techniques in urban mobility research. Results of the study may potentially support people's transportation decision-making and facilitate sustainable transportation planning.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 79〈/p〉 〈p〉Author(s): Christoffer Weckström, Rainer Kujala, Miloš N. Mladenović, Jari Saramäki〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Transforming a direct radial network to a trunk-feeder system is an often-argued method of large-scale overhaul in public transport networks. In planning such large-scale network overhauls, planners are often facing a dilemma when trying to achieve a careful balance between efficiency and equity, as overhaul might result in an unequal distribution of benefits and burdens for end users. Despite theoretically well-known trade-offs between trunk-branch and trunk-feeder networks, there are limited empirical studies documented from the user perspective, accounting for both travel time and transfers. Conventional methods used in practice, such as cost-benefit analyses, are often lacking the capacity to take into account equity effects. Having in mind the need for drawing lessons from actual overhauls, this research presents the assessment of changes in travel time and number of transfers brought about by the Helsinki metro extension, which involved the transformation of a direct bus network to a metro system with feeder buses. To this end, we develop a methodology for assessment of large-scale public transport network overhauls, building upon the previous development in service-equity assessment methods. Based on the use of open timetable data, the methodology centers on continuous journey calculations between all public transport access points. Thus, this methodology highlights the changes in travel time and transfers that would not be noticed in an aggregate assessment approach. In particular, the methodology reveals the disaggregate effects of the network overhaul from a three-level spatial perspective. As a result, this before-after study contributes to the understanding of the trade-offs between trunk-branch and trunk-feeder networks, while providing planning process recommendations for future large-scale public transport network overhauls.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 79〈/p〉 〈p〉Author(s): Pengjun Zhao, Yu Bai〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Growth in car ownership plays an important role in improving personal mobility and well-being. Social inequality in car ownership between urban and rural areas is a key issue for those concerned with transport justice, and is increasingly attracting the attention of researchers in both developed and developing countries. However, empirical evidence from developing countries remains scarce. More specifically, existing findings are dominated by cross-sectional data analysis, while longitudinal data analyses are rare. This study contributes fresh evidence by looking at the case of China, where the number of private cars increased from 65 to 165 million during the period 2010–2016. It uses nationwide panel survey data (2010–2016) from the CFPS (China Family Panel Studies) to examine the change in individual household car ownership and its determinants. Generally speaking, growth in car ownership is significantly related to higher household income for both urban and rural households. However, increasing income inequality between urban and rural households appears to be increasing the gap in car ownership. The gap is also affected by a family's life events, including an increase in family size, owning housing and residential relocation. Less proximity to basic public services (e.g. schools, hospitals) in the rural areas is especially related to ‘forced’ car ownership for rural households that have financial difficulties. Many forced car owners (13.2%) reported their life satisfaction decreased after buying a car. For urban households, car licence control policies, such as the car licence auction and lottery systems, are significantly constraining the growth of their car ownership, and worsening social inequality in car ownership between the rich and the poor and between local residents and migrants without local 〈em〉hukou〈/em〉. Apart from a personal voluntary choice, contextual and institutional constraints are becoming vital factors influencing social inequalities in car ownership in transition China.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 80〈/p〉 〈p〉Author(s): Denver V. Nixon, Tim Schwanen〈/p〉

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 79〈/p〉 〈p〉Author(s): Henrike Rau, Monika Popp, Philipp Namberger, Michael Mögele〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉In an increasingly globalised economic system, company relocations are common and occur at different scales, ranging from international moves to relocations within a relatively small geographical area such as a city. Regarding changes in commuting following relocation, transport studies have already provided valuable insights into changing trip characteristics such as mode choice and duration of the journey. However, wider impacts of relocations on mobility practices such as shifts in trip chaining, changes in employees' social practices and networks, their satisfaction with the new commute as well as adaptation strategies (e.g. residential relocation and increased car ownership) remain under-researched, especially whenever these changes are mainly local in scale and impact everyday life. Building on and extending previous research on relocations, we explicitly adopt a mobility biographies perspective that reconceptualises workplace relocation as an incisive life event that reshapes employee's mobility practices in complex ways. We use quasi-longitudinal survey data based on retrospection to reveal major mobility-related consequences of a company's decision to move their production facilities within the German city of Munich.〈/p〉 〈p〉This paper aptly demonstrates how even a short-distance, intra-city company relocation can disrupt employees' daily routines and reshape their own and other people's mobility. It provides novel insights into changes in satisfaction with the commute itself as well as with reduced opportunities for trip chaining. Regarding adaptation to workplace relocation, moving house or buying a (second) car emerged as important responses. Furthermore, it was possible to demonstrate the wider effects of relocation on employees' social environment such as weakened social ties among workers due to reduced opportunities for after-work activities and negative post-relocation impacts on neighbourhoods and small businesses in the old company location. Many respondents viewed these changes as undesirable reductions in quality of life. The concluding part of the paper outlines some opportunities for future social research in this area.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 79〈/p〉 〈p〉Author(s): Jesús Muñuzuri, María-Luisa Muñoz-Díaz〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The implementation of city logistics initiatives is typically linked to the determination of candidate zones in a city, where delivering freight is particularly difficult for carriers operating in the area. We present a procedure based on data envelopment analysis (DEA) to identify those candidate zones, using the density of deliveries received in each zone as the output and indicators related to street pattern, zone population or transportation accessibility as inputs. Using this data, DEA identifies which zones are saturated, and should therefore be the ones requiring more attention from the authorities in terms of improving freight deliveries in the urban area. This procedure thus provides a useful tool for determining priority locations for implementing city logistics measures, helping local authorities in the decision-making process. We have illustrated this methodology with an application to the city of Seville, in Spain, resulting in the identification of 15 zones out of 129 as saturated.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: December 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 73〈/p〉 〈p〉Author(s): Chengxi Liu, Yusak O. Susilo, Dimas B.E. Dharmowijoyo〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The activity space of an individual is defined as the activity-travel environment which a traveller is using for his or her activities (Axhausen et al., 2002). It is limited by this individual's ability and resources, such as available time for travel as well as his or her anchor points. However, most existing studies have focused on single individual activity space, ignoring the fact that individuals' activities often interact with that of his or her family members'. In this paper a multivariate model is proposed where the correlation between travel time of fathers and mothers, and the correlation between the activity space and travel time are modelled explicitly. The estimated correlations from these joint distributions provide insights into both the intra-household interactions in daily travel and the intrinsic relationships of the hidden limits in the dimensions of space and time. The travel time limits are modelled using a stochastic frontier model component, which can estimate an unobserved upper or lower limit for travel time expenditure. This limit usually refers to the maximum travel time budget or minimum travel time need, which denotes the maximum or minimum amount of travel time that an individual is willing or able to allocate per day. The concept of the confidence ellipse is used as a measure of activity space constructed from the multi-day travel diary data. It is hypothesised that the unobserved travel time limits and activity space sizes of fathers and mothers are correlated with each other, due to a similar spatial knowledge and accessibility to various facilities. The daily variations in the travel time expenditure of parents are also assumed to be correlated because of daily household task allocation and joint household travel. Data collected from a three-week household travel diary in the Bandung Metropolitan Area in Indonesia are used for estimation in this study. The estimated frontier model component shows that neither parent has reached their maximum travel time budget and/or minimum travel time need that they inherently must spend. Compared with other attributes, the perceived accessibility attributes play the most important role in influencing the activity space limits. For households with fully employed fathers, a trade-off mechanism is found in travel time expenditure between parents, which is likely due to the redistribution of household tasks. On the other hand, for households with fathers who are not fully employed, a complementary effect is found, arising from the joint travel among household members. The travel time budget and activity space limits of fathers are positively correlated with those of mothers. These findings call for the formulation of transport policies that consider the household as a unit, especially in developing countries such as Indonesia, to fulfil the mobility needs of different market segments, e.g., households with fully employed fathers and those with fathers who are not fully employed.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: December 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 73〈/p〉 〈p〉Author(s): Amparo Moyano, Borja Moya-Gómez, Javier Gutiérrez〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Accessibility by high-speed rail (HSR) depends not only on station-to-station travel time, but also on access and egress times, which can be determining factors in total journey travel time. However, studies focusing on accessibility analyses of access/egress times to/from stations are less extended in the literature and centre mainly on the influence of access times to stations on HSR accessibility levels on a regional scale. This paper's aim is to evaluate the importance of access and egress times to/from HSR stations in an urban context. We carry out a spatiotemporal accessibility analysis that considers the temporal variations of both taxi and public transport travel times. General Transit Feed Specification (GTFS) files for public transport and TomTom Speed Profiles data for cars are used to measure access/egress times. These kinds of data allow for the calculation of travel times from/to HSR stations through network analysis GIS tools at different times of the day, and thus a spatiotemporal accessibility measure can be obtained. This accessibility measure is complemented by a mass factors representing the activity ‘hotspots’ in the visited city throughout the workday, which is derived from Twitter data, while population is considered for city of residence. This method was applied to the two largest metropolitan areas in Spain: Madrid and Barcelona, where the influence of access/egress times acquires a higher relevance for rail-based trips. The results obtained show that access and egress times vary significantly during the day, depending on the levels of traffic congestion and the frequency of public transport services, which are always more favourable for taxis. In addition, weighted average access and egress times at the home end are higher than those at the activity end since population tends to show more dispersed spatial patterns than activities. Another interesting finding is that the first and last mile of the HSR trip usually account for a high percentage increase in travel time (about 35% for taxis and 55% for public transport, respectively). These results have important policy implications. The paper suggests that HSR accessibility can be improved also by improving local transport services, scheduling coordination and land use policies.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: December 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 73〈/p〉 〈p〉Author(s): Tingting Tong, T. Edward Yu〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study analyzes the cointegration and causal relationship between transportation and economic growth in the eastern, central and western regions of China using provincial data from 2000 to 2015. Accounting for cross-section dependence and heterogeneity among provinces, a long-run equilibrium relationship is established between freight transportation and economic growth in all three regions. Specifically, the long-run output elasticity coefficient for freight transportation ranges between 0.35 and 0.89 among the three regions, with the highest economic impact in the central region. In addition, a bidirectional Granger causal relationship is identified between freight transportation and economic growth in the less developed central and western regions, while freight transportation leads economic growth in the more affluent eastern region but not the reverse. When considering modes of freight transportations, highways are found to be cointegrated with economic growth, with a long run impact ranging from 0.37 to 0.67 among the three regions. Also, the causality between highway freight and economic growth follows the relationship between overall freight transportation and economy in all three regions; whereas rail freight do not cause economic growth in any of the three regions. Our findings imply that highway freight has become the dominant mode of transportation in terms of supporting regional economic growth. In addition, spatial diversity in economic activity should be taken into consideration in planning regional transportation system in China.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 72〈/p〉 〈p〉Author(s): Mengya Li, Mei-Po Kwan, Fahui Wang, Jun Wang〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Commuting is an essential part of urban life. Long commutes have negative impacts on individuals and society, such as stress, loss of productivity, traffic congestion and air pollution. However, researchers often face the challenge of lack of data such as commute distance, duration, departure/arrival time, and origins/destinations in countries such as China. This study uses points of interest (POIs) to estimate employment locations, and implements a gravity-based model to estimate interzonal commuting patterns in central Shanghai, China. The results reveal a “busy corridor” in the west of the central city, especially during the morning peak hours. This pattern corresponds well with reported real-time traffic conditions in Shanghai. Our methodology offers a promising alternative for studying commuting patterns when such data are limited.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 72〈/p〉 〈p〉Author(s): Gaspar Mora-Navarro, Carmen Femenia-Ribera, Jose Martinez-Llario, Enrique Antequera-Terroso〈/p〉

Description: 〈p〉Publication date: Available online 21 March 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography〈/p〉 〈p〉Author(s): Adeline Heitz, Laetitia Dablanc, Jerry Olsson, Ivan Sanchez-Diaz, Johan Woxenius〈/p〉 〈div xml:lang="fr"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In recent years, the location of logistics facilities, in particular with regard to “logistics sprawl,” has emerged as a topic in the literature that is, a process of spatial decentralisation of logistics facilities in large metropolitan areas. The aim of this paper is to look at logistics sprawl patterns in the Gothenburg metropolitan area, in the south-west of Sweden. Looking at a medium-size monocentric urban region that is also a major port gateway for the country, this study provides novel elements in the study of locational patterns of freight facilities in metropolitan areas. It also provides an opportunity to identify the role of freight in planning, land use and zoning policies. A literature review is carried out on the issues of freight and logistics facilities locational patterns. A quantitative analysis is proposed, using data from Swedish statistics about the number of establishments with a NACE code related to logistics, as well as an original method providing a “cleaned” and more comprehensive dataset. We look at data at two different scales, one metropolitan and one regional, for years 2000 and 2014, as to enable a comparative and diachronical analysis. Logistics sprawl is measured by the average distance of warehouses to their common centre of gravity. Finally, interviews with transport and logistics providers as well as real estate investors and public agencies in the region, add qualitative information on the relative importance of different location factors related to logistics facilities and the issues raised. Logistics sprawl in Gothenburg occurs in specific ways, and differently at the two geographical levels of analysis.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Patrícia F. Laranjeiro, Daniel Merchán, Leonardo A. Godoy, Mariana Giannotti, Hugo T.Y. Yoshizaki, Matthias Winkenbach, Claudio B. Cunha〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Large-scale urban sensing data, such as vehicle global positioning system (GPS) traces, are emerging as an important data source for urban planning. However, the widespread availability of commercial truck GPS data comes with a large diversity of sources with different operational characteristics. In this context, motivated by addressing ongoing challenges in urban logistics from the perspective of transport geography, we describe an approach to exploring and analyzing a large amount of vehicle GPS data from heterogeneous sources. Our aim is to leverage GPS data to better understand and characterize urban logistics from a broader, city-wide perspective as well as from the perspective of a single corporate logistics system. Using the city of São Paulo, Brazil, as an example, we show how such data can be leveraged to improve the operational planning of transport operators and the policymaking strategies of public agencies, especially in cities in developing and emerging economies where other sources of data are not readily available. We build on GPS data from company-specific logistics fleets as well as company-agnostic, mixed-use general vehicle fleets to present novel insights into the spatial distribution of cargo vehicles across the city on different days, the distinct flows and preferred paths of freight traffic, the number of stops per vehicle trip, the distribution of stop times, and the speed patterns. Our proposed approach can easily be transferred and extended to other geographic contexts and other datasets that exhibit structures similar to those used in our case study.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Liang Ma, Runing Ye〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study is the first of its kind to explore the relationship between commuting behavior and employee productivity by drawing theories from multiple disciplines and providing empirical evidence from Australian cities. Relying on survey data collected from three major cities in Australia, this study finds that commuting distance is positively associated with absenteeism. This study also finds a positive association between active commuting (i.e., travel to work by walking or bicycling) and job performance in the middle-aged employees. The structural equation model further explored possible causal pathways from commuting to employee productivity, and the results reveal that commuting mode choices and commuting distance influence absenteeism and job performance through affecting commuting satisfaction and personal health, though commuting distance retains a direct impact on absenteeism after controlling for the indirect effects. In particular, the results suggest that the happy commuters are more productive, and the short-distance and active travel commuters are more likely to be the happy commuters. Overall, these findings support that commuting behaviors of employees influence their productivity at the workplace. Encourage active commuting not only improves the physical health of employees, but may also enhance their job performance, contributing to the economic benefits to employers and society.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Long Cheng, Xuewu Chen, Shuo Yang, Zhan Cao, Jonas De Vos, Frank Witlox〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉China has been witnessing prominent demographic ageing because of its sustained low fertility (one-child policy) and mortality rates. In 2017, nearly one in four elderly adults in the world live in China. The rapid increase of the elderly population is supposed to dramatically influence the urban and transportation system. Active travel plays an important role for the ageing Chinese population to sustain their mobility and wellbeing. To provide suitable policy implications for age-friendly travel environments in China, this study investigates how the built environment affects active travel behavior. Particularly, we explore the influences of built environment on daily active travel frequency and time expenditure while taking into account travel attitudes. A zero-inflated ordered probit model and a Cox proportional hazards model are respectively estimated based on the Nanjing Travel Survey data. Results show that the social and cultural contexts exert pronounced impacts on the travel pattern of Chinese older people. Specifically, it is found that the living pattern of co-residence, and the proximity to market, park/square, and chess/card room are influential in shaping active travel patterns. In addition, the built environment shows larger effects on the active travel behavior of older adults than on that of young people. Attitudes towards active travel are not significant in explaining the senior's travel behavior, indicating limited self-selection effects. The findings will offer insights to establish effective and appropriate land use strategies and public facility distribution for the elderly during the Chinese urban renewal process.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Belén Martín, Antonio Páez〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The transportation impacts of an increasingly urban population have led planners and policy makers to consider ways to encourage the use of active travel in urban areas. Active travel is attractive from a planning perspective because its environmental impact is considerably lower than the alternatives, and in addition is known to have a number of population health and social benefits. Not surprisingly, there has been a growth in interest in the factors associated with the use of active modes of transportation. The objective of this study is to investigate the individual (demographic and socio-economic) and contextual (geography and land use type) factors that correlate with the propensity to travel by active modes in Vitoria-Gasteiz. This is a medium sized city in the north of Spain, and a case study that has hitherto not been reported. Data obtained from a household travel survey (HTS) conducted in 2014 allow us to estimate a multinomial logit model of the propensity to travel by different modes of transportation. Furthermore, since the data are geocoded, we can estimate a model with spatially-varying coefficients to assess the geographical variations in the probability to use active modes. The results of the study provide valuable information concerning differences in active travel by gender and age, including significant and quite substantial variations by location. In addition, the effect of different urban fabrics indicates the relevance of density and mix of uses for active travel. In this way, the present research helps to increase our global knowledge-base regarding active travel in a medium-sized city.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Veronika Sassen Brand, Prashant Kumar, Aline Santos Damascena, John P. Pritchard, Karst T. Geurs, Maria de Fatima Andrade〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Cyclists are exposed to direct traffic emissions due to their proximity to on-road vehicles. Several studies associate black carbon (BC) exposure with both mortality and morbidity caused by cardiovascular and respiratory diseases. We did a comparative assessment of cyclists' exposure to BC in three cities: London, Rotterdam and São Paulo. We measured personal exposure to BC during the peak and off-peak hours in all three cities using the same instrument. Three origin-destination (O-D) pairs, each with two routes, for a total of six routes, were chosen in each city. The first route of each O-D pair was along busy major roads and the other perceived to be clean passing close to green/blue/quiet areas. This work brings together results from three different Latin American and European cities, with an aim to understand the BC exposure variabilities while cycling during peak and off-peak hours, identify main pollution hotspots resulting in enhanced exposure and associate the measured concentrations with proximity to green areas and waterways. BC concentrations were higher during the morning-peak hours compared with evening-peak hours in Rotterdam and São Paulo. London showed an opposite trend, with higher concentrations during evening hours. In most cases, the cyclists using the alternative route were found to be less exposed to BC in London and São Paulo. In Rotterdam, the differences in absolute concentrations between main and alternate routes were modest. Each city is different but the common features among all were that the exposure is related to route choice, a period of the day and proximity with the mobile sources. These findings have implications in terms of considering the pollutants exposure when establishing new cycle routes.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Farjana Shatu, Tan Yigitcanlar, Jonathan Bunker〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Existing knowledge on the impact of built environment (BE) on route choice behaviour is doubtful due to an unresolved tension between two schools of thought. One represented BE geographically and found that most people tend to choose the shortest route. The other represented BE topologically and showed that least directional change is a key determinant of route choice. How do pedestrians make a trade-off between these two factors in route choice? This question is answered using walking route data of 178 pedestrians in Brisbane, Australia. Their reported routes were examined against the corresponding shortest path and least directional change routes using the percent overlap method. The effects of 25 additional BE factors were also estimated in a conditional logit model. The results reveal that: (a) Together distance and direction are likely to explain 53% of route choice decisions; (b) Individually, distance and direction are likely to explain 34% and 46% of route choice decisions respectively; (c) 28% of the chosen routes satisfied both distance and direction criteria. These findings confirm the claims of both schools, but also point that the least directional change route is a preferred option, and that pedestrians tend to minimise both criteria if they can.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Patrick Witte, Bart Wiegmans, Adolf K.Y. Ng〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Over the past twenty-five years a considerable amount of literature has emerged that addresses inland port development in a variety of ways and in different institutional contexts. A recurring issue throughout most papers focusing on inland ports is the wide diversity of definitions, actors, functions, levels and geographies that are of relevance. Therefore, a literature review on inland port development contributes to defining the most important streams in inland port research. Recent studies show that the concept of inland ports is clearly much richer and more diversified than merely an extension of deep-sea ports or port logistics. However, as much of the literature is still largely based on individual case studies and anecdotal evidences, the conceptualization of inland ports has proven to be particularly difficult. Therefore, this review paper presents a systematic and integrated review of inland port studies, covering 80 international peer-reviewed academic journal papers on inland port development between 1992 and 2017. The results show that much attention is paid on inland ports as components of the ‘transport/logistics/supply chain’ systems (follower), while their roles as components of the ‘regional’ systems (leader) are largely overlooked. Such a tweaked focus is likely to pose significant impacts on planning, management, and governance of inland ports.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: December 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 73〈/p〉 〈p〉Author(s): 〈/p〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Yanzai Wang, Chengzhi Hao, Dawei Liu〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The airline industry contributes largely to the economic development of a region. At the same time, the fortunes of the industry can also be affected by regional economic change. This paper uses geographically weighted correlation analysis to investigate the spatial heterogeneity and temporal change of this interdependence as seen in China over the years from 2005 to 2016. The results show that the interdependence between the airline industry and provincial economies is non-stationary, generally with a spatial variation along the east-west axis across China's provinces. Further, the temporal change in the interdependence was affected by specific economic changes, such as the global crisis of 2008, when it weakened. Specifically, air passenger activities in the eastern provinces were more sensitive to some economic changes of 2012, while air freight activities in the western and central provinces were more sensitive to the global economic crisis of 2008. The size of urban agglomeration and regional GDP also influence the spatial heterogeneity of this interdependence with weaker links as GDP increases. It is possible that liberalization of the airline industry could enhance the interdependence in advanced regions. Thus, our results provide significant policy implications for a joint focus on the development of the regional economy and the airline industry.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Ting Zuo, Heng Wei, Hao Liu, Y. Jeffrey Yang〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Compact development aims to lead to dense and mixed distributions of population and employment in land use planning which may result in reduced vehicle miles traveled (VMT). However, determining an optimum or desirable configuration of population and employment distribution to achieve the compact development goal remains challenging due to numerous competitive development alternatives or possible exacerbated traffic congestion as a result of over-intensification of urban land use. To address this challenge, a systematic approach is proposed with a bi-level optimization model aiming to find out an efficient population and employment map for vehicle travel reduction. The upper level of the model is formulated to minimize VMT and vehicle hours traveled (VHT) varying with possible changes in population and employment densities. The lower level is based on a tour-based travel demand model to mechanistically represent the response of travel choices to those changes. The programming is solved by a Genetic Algorithm. The proposed method is demonstrated through a case study of Hamilton County, Ohio, U.S. The results indicate that a more compact urban form reduces VMT; however, it may cause longer VHT depending upon the density. To avoid urban overconcentration and reduce both VMT and VHT simultaneously, a compact urban development configuration with a population density 〈 5289 persons/mi〈sup〉2〈/sup〉 and the employment density 〈 3282 jobs/mi〈sup〉2〈/sup〉 is recommended for the area. As a negative relationship demonstrated between transit headway reduction and vehicle travel demand, strategies for improving transit provision are helpful to reducing vehicle travels in compact development scenarios.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Erika Ikeda, Suzanne Mavoa, Erica Hinckson, Karen Witten, Niamh Donnellan, Melody Smith〈/p〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Freke Caset, Kobe Boussauw, Tom Storme〈/p〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Boer Cui, Geneviève Boisjoly, Ahmed El-Geneidy, David Levinson〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Inequality in transport provision is an area of growing concern among transport professionals, as it results in low-income individuals travelling at lower speeds while covering smaller distances. Accessibility, the ease of reaching destinations, may hold the key in correcting these inequalities through providing a means to evaluate land use and transport interventions. This article examines the relationship between accessibility and commute duration for low-income individuals compared to the higher-income, in three major Canadian metropolitan regions, Toronto, Montreal, and Vancouver using separate multilevel mixed effects statistical models for car and public transport commuters. Accessibility measures are generated for jobs and workers both at the origin (home) and the destination (place of work) to account for the impact of competing labor and firms. Our models show that the impacts of accessibility on commute duration are present and in many cases stronger for low-income individuals than for higher income groups. The results suggest that low-income individuals have more to gain (in terms of reduced commute time) from increased accessibility to low-income jobs at the origin and to workers at the destination. Similarly, they also have more to lose from increased accessibility to low-income workers at the origin and to low-income jobs at the destination, which are proxies for increased competition. Policies targeting improvements in accessibility to jobs, especially low-income ones, by car and public transport while managing the presence of competition can serve to bridge the inequality gap that exists in commuting behavior.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Martin Phillips, Jennifer Dickie〈/p〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Quan Yuan, Jiren Zhu〈/p〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Jean Ryan〈/p〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Yujie Hu, Joni Downs〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Place-based accessibility measures, such as the gravity-based model, are widely applied to study the spatial accessibility of workers to job opportunities in cities. However, gravity-based measures often suffer from three main limitations: (1) they are sensitive to the spatial configuration and scale of the units of analysis, which are not specifically designed for capturing job accessibility patterns and are often too coarse; (2) they omit the temporal dynamics of job opportunities and workers in the calculation, instead assuming that they remain stable over time; and (3) they do not lend themselves to dynamic geovisualization techniques. In this paper, a new methodological framework for measuring and visualizing place-based job accessibility in space and time is presented that overcomes these three limitations. First, discretization and dasymetric mapping approaches are used to disaggregate counts of jobs and workers over specific time intervals to a fine-scale grid. Second, Shen's (1998) gravity-based accessibility measure is modified to account for temporal fluctuations in the spatial distributions of the supply of jobs and the demand of workers and is used to estimate hourly job accessibility at each cell. Third, a four-dimensional volumetric rendering approach is employed to integrate the hourly job access estimates into a space-time cube environment, which enables the users to interactively visualize the space-time job accessibility patterns. The integrated framework is demonstrated in the context of a case study of the Tampa Bay region of Florida. The findings demonstrate the value of the proposed methodology in job accessibility analysis and the policy-making process.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Jiangping Zhou, Enda Murphy〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Commuting patterns where most if not all 'trips are optimised relative to a given distribution of jobs and housing can result in personal and socio-economic benefits. Excess commuting indicators provide useful information for academics and policy analysts to evaluate how the actual commuting pattern deviates from an optimal pattern where commuting costs are minimised. While actual commuting patterns vary from day-to-day, academic researchers have yet to quantify the temporal variation in these indicators over short time periods. This may be due to the lack of available longitudinal data as input for excess commuting indicators. This study shows that new, open and/or big data (NOBD) (e.g. smartcard data) can be exploited to serve as the input for such analysis. In this regard, our study uses half a year's worth of smartcard data from Brisbane, Australia to first derive/aggregate origins and destinations by small areas of the probable commuting trips by transit on all 122 weekdays over the study period. The study quantifies the day-to-day variation in excess commuting indicators for these trips and finds that excess commuting indicators vary considerably from one day to the next. Nevertheless, daily variations occur within a relatively consistent range which can be planned for. Our research suggests that more conscious and systematic utilisation of NOBD could change how commuting flows in cities are quantified, monitored and planned. In addition, with NOBD, we can more efficiently detect daily outliers in commuting patterns.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Nadia M. Viljoen, Johan W. Joubert〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉An increase in urban freight transport is inevitable as growing urban populations require more goods, more conveniently. A deeper understanding of the geography and trends of urban freight transport must recognise that it is the aggregate result of a complex web of supply chain interactions. To understand the trends, the behaviour of the underlying supply chains must be understood. Using Global Positioning System (GPS) traces of commercial vehicles and network theory concepts, this paper examines the characteristics of supply chain micro-communities in three urban areas in South Africa. The similarity in the structure of these micro-communities across the three, very diverse, areas suggests that the dynamics that drive supply chain interaction are not dependent on local geography. Four prominent archetypes were identified that account for more than half of the micro-communities in each area. Directionality, geographic dispersion and the balance of importance in the micro-communities are studied in the context of these archetypes. This paper presents a first puzzle piece in deducing urban freight transport patterns from supply chain interaction. Furthermore the results are an empirical benchmark that can validate theoretic models of urban supply chain interaction.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 74〈/p〉 〈p〉Author(s): Yujin Park, Gulsah Akar〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Bicyclists often deviate from the shortest possible routes and take detours in search of more pleasant riding conditions. The extent of detours and the factors affecting bicyclists to ride excess distances have not yet been fully explored. This study aims to measure and analyze the detour extent of utilitarian bicycle trips and their relationships with the route-level environmental components using data collected from individual bicyclists' smartphone GPS in Columbus, Ohio. Comparing the chosen routes with their shortest counterparts, we calculate two detour indices (a distanced-based index and an area-based index) and provide a comparative analysis of built environment attributes for low, moderate, and high levels of detours. We then estimate multilevel mixed-effect generalized linear regression models to identify the contribution of built-environment characteristics to such detours while accounting for individual heterogeneity. We find that most bicycle trips (91.1%) include a detour and are 13.5% longer on average than their shortest alternatives with large variations. Detour degrees are higher for long-distance trips and for peak-period trips. We find that bicyclists choose routes with smaller shares of commercial and single-family land-uses and low levels of land-use diversity. Longer detours are positively associated with street greenery. We find that sparse bicycle facilities and high-speed limits are strong contributors to bicyclists' detour decisions, while multilevel mixed-effect linear regression models further present significant heterogeneity in bicyclists' responses to some environmental attributes. The area-based detour index performs better in explaining the relationships between land-use features and detour degrees.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 80〈/p〉 〈p〉Author(s): Bert van Wee, Jonas De Vos, Kees Maat〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The importance of attitudes in the relationship between travel behaviour (TB) and the built environment (BE) has been the subject of debate in the literature for about two decades. In line with the Theory of Planned Behaviour, attitudes – which affect behaviour – are generally assumed to be constant. However, it is plausible that attitudes can change, both directly, or indirectly, through the impact of the built environment on travel behaviour, a process which is referred to as reverse causality (RC). Based on literature from social psychology, this paper provides a conceptual model for the explanation of attitude changes. It also reviews the literature in the area of BE and TB concluding that two explanations dominate: a change in attitudes due to new experiences which can be underpinned by learning theories, and a change in attitudes due to mismatches between attitudes and behaviour which can be explained by cognitive dissonance theories. The literature also suggests a few additional explanations, while we also suggest explanations not provided in travel behaviour literature. Finally, we present an agenda for future research.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 80〈/p〉 〈p〉Author(s): David A. Hensher, Collins Teye〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The continuous growth in urban population has led to intense competition for space among the various actors in the urban system. Planning and managing this competition requires a better understanding of both personal travel and goods movements. Urban planning in the past has however, focused on providing a sustainable and efficient transport system to solve personal mobility challenges with almost total neglect of the goods movement sector. However, with the growing importance of freight to both local and national economies, and also the disproportionate impacts of freight related activities on congestion, pollution, accidents and other road hazards, there is a stronger call for a better understanding of the freight system. Central to freight movement models is an understanding of where the freight commodities are produced and consumed. An important driver in the production and/or consumption of each commodity is the production and consumption of other commodities. In this paper, these important interactions between commodities are captured in a path analysis freight model which incorporates models of commodity production and consumption. We identify the key factors driving the consumption and production of each commodity. To be suitable for forecasting and policy testing, the estimated models are transformed into linked logit models to also allow for important policy measures such as accessibility and commodity generation influences such as population and employment to be estimated. The proposed model has been implemented to generate the amount of commodity of each type produced and consumed in each state of Australia with illustrations of how the production and/or consumption of one commodity triggers the production and/or consumption of other commodities. The study also demonstrates the differential impacts of changes in demographics or employment growth on the consumption and/production of different commodities. When built into an integrated transport and land use model system that accommodates both passenger and freight activity, and includes models that account for spatial dependency (which is not a requirement of the macro level commodity generation stage), this freight generation capability contribute to the way in which freight movements influence and hence impact on the performance of the entire transport network, for both passenger and freight.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 80〈/p〉 〈p〉Author(s): Jonathan Burchell, Stephen Ison, Marcus Enoch, Lucy Budd〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉Car parking spaces occupy significant areas land within cities and, in many areas, is often provided to motorists free of charge or at low cost. This can encourage car use which leads to traffic congestion and environmental degradation. In response, local authorities have increasingly used parking policies to address these issues. However, the effectiveness of these interventions have been limited by a lack of control over private non-residential parking spaces, including those provided by workplaces. In 2000 the UK Government enacted legislation which enabled local authorities in England to charge employers for the parking they provided for staff via a Workplace Parking Levy (WPL). Whilst this was expected to act as a catalyst for the introduction of other similar schemes throughout the UK, only one authority has introduced a WPL to date.〈/p〉 〈p〉This paper draws on the results of a national survey of local politicians and transport officers to ascertain the views of policy makers in the UK regarding transport-related issues, and the effectiveness and acceptability of various measures to reduce congestion, specifically the WPL. It explores the reasons why local authorities may consider introducing a WPL, examines issues with respect to the principle of the scheme, and discusses pre- and post-implementation concerns. The final section considers the likelihood of future schemes being introduced. It concludes that whilst there are a number of issues associated with WPL implementation, not least its perceived effectiveness and acceptability, further schemes can be expected in the UK in future.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 80〈/p〉 〈p〉Author(s): Hasik Lee, Ho-Chul Park, Seung-Young Kho, Dong-Kyu Kim〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Transit is important for alleviating traffic congestion, air pollution, and parking problems caused by excessive auto traffic in sustainable transport systems. Therefore, it is crucial to enhance transit ridership in a city by providing a more competitive transit service. Meanwhile, with the recent development of traffic information collection technologies, it is possible to acquire more accurate and rich information on transit and auto travel times through smart card data and map-based application programming interface (API) services. In this study, we analyze transit competitiveness compared to autos in Seoul using smart card data, which can represent actual transit travel times. Auto travel information is obtained from the T map, which is the most popular navigation application in Korea. As a methodology, we present a new transit competitiveness index to measure transit competitiveness for the network-wide analysis based on the travel time. The analysis of the results shows that the transit is more competitive for the people commuting to and from two major business districts, i.e., Gangnam business district (GBD) and Central business district (CBD), in Seoul on peak hours. This means that the transit system in Seoul is well-equipped, and people can easily access to employment or other opportunities by using transit. However, there are some residential and another major business district where transit is not competitive. The results also show that variability in transit travel time at peak hours may cause a decrease in transit competitiveness. We also suggest recommendations to improve transit competitiveness in Seoul. Based on the recommendations, the Seoul government should strive to improve transit competitiveness.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 14 October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography〈/p〉 〈p〉Author(s): Kevin O'Connor〈/p〉

Description: 〈p〉Publication date: Available online 14 October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography〈/p〉 〈p〉Author(s): Richard D. Knowles〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The 〈em〉Journal of Transport Geography〈/em〉 was founded in 1993 by British and American transport geographers to create a focus for research in the field of transport geography. This paper examines how the journal has expanded and evolved over 25 years into one of the leading international research journals in transport, geography and economics.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 80〈/p〉 〈p〉Author(s): Roland Hackl, Clemens Raffler, Michael Friesenecker, Hans Kramar, Robert Kalasek, Aggelos Soteropoulos, Susanne Wolf-Eberl, Patrick Posch, Rupert Tomschy〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Shifting traffic to active transport modes (eg. walking/cycling) poses one of the most promising ways of tackling the persisting challenges that arise from motorized traffic. However, planning and policy making in walking and cycling domains is frequently impeded by a small-scaled and heterogeneous political landscape that rarely acts based on evidence thus limiting cost-effectiveness and target achievement. This paper proposes a largely data-driven planning approach that builds upon aggregated statistical models explaining walking and cycling modal shares. In addition to investigating a comprehensive set of influencing factors in relevant fields such as environment, climate, infrastructure or demographics, we bring attention to the role of political and administrative commitment in aggregated modal share modeling. Results suggest that our holistic approach is feasible both methodologically and in terms of its applicability in planning practice. As a first step towards evidence-based decision making the incremental effects of individual planning measures can be simulated and thus be used to rank options according to their effectiveness. Another outcome lies in the data-driven identification of spatial target areas for specific agenda setting in terms of awareness, mobility behavior, infrastructure, settlement structure and other planning-relevant domains.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 11 October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography〈/p〉 〈p〉Author(s): Alan Latham, Michael Nattrass〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉With growing concerns about air pollution and congestion, getting more people to move around cities by bicycle is gaining more attention than at any point over the past 50 years. At the same time, the spread of autonomous vehicles (AVs) is being positioned by some as a solution to these same problems. This raises interesting questions about the possible trajectories AVs could take when they become part of the traffic landscape of a street. Will they entrench existing hierarchies of use? Or will they help facilitate the expansion of cycling and other non-motorised forms of mobility? To begin to think about this question, the paper considers what a street is and how different users within a street environment share and cooperate. It then moves on to explore the technologies involved in the development of AVs and the challenges involved in their use on environmentally complex urban streets. With rules being central to how AVs operate, the fact that rules can mean different things to different people, and that they are both formal and informal, matters. To show why this matters, examples from an ethnography of infrastructure involving 81 adult road users are used to illustrate the ambiguities involved in making sense of the appropriate way to make a right-hand turn when cycling in a country that travels on the left. How AVs are programmed to deal with such ambiguities will have profound effects on the kind of infrastructural settlements that come to dominate how people share the street. These are judgements that will have important consequences for the development of cycling in the many places with car-dominated transport environments.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 80〈/p〉 〈p〉Author(s): 〈/p〉

Description: 〈p〉Publication date: Available online 31 October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography〈/p〉 〈p〉Author(s): Sedat Baştuğ, Gül Denktaş Şakar, Seçil Gülmez〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In the light of developments in port competition and the need for differentiation in port services, branding has become a vital issue for seaport organizations. As of the critical nodes in global supply chain systems, seaports need to attract and retain customers through their marketing activities. This can be achieved by building a strong brand, communicating the brand's message properly, and enriching the message with brand personality components for successful positioning. This study analyzes how ports' brand personalities differ across geographical regions and how the brand personality of each port reveals the branding strategies of seaports. The study's multistage methodology consists of a longitudinal content analysis of Twitter messages of certain selected container ports and multiple correspondence analyse to determine the relationships between ports and different regions. The Twitter messages of the selected ports have been content analyzed and brand personality has been measured through Aaker's (1997) brand personality model and Opuku's (2005) dictionary of synonyms. The findings show that seaports develop clear and distinctive brand personalities alongside brand images,they also reveal a high level of isomorphism on the specific brand personality dimension.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 31 October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography〈/p〉 〈p〉Author(s): Jason Monios〈/p〉

Description: 〈p〉Publication date: January 2020〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 82〈/p〉 〈p〉Author(s): Rodolfo Benevenuto, Brian Caulfield〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study proposes two innovative methods to measure transport-related exclusion in rural areas caused by the lack of access to basic opportunities (e.g. healthcare, education, jobs, etc). The Spatial Accessibility Poverty (SAP) indices, that are developed, are tailored for rural areas of the Global South and particularly illustrated in a case study in Northeast Brazil, where spatial data is most scarce. Gravity-based models are proposed based on travel impedance methods derived from i) Friction surface datasets, and ii) Kernel density maps. The spatial information is then aggregated at a municipality level creating indices that conjugate factors of severity and extent of SAP. The findings show that factors like deprivation of housing facilities (electricity and sanitation) and low population density are associated with critical SAP levels. The results also point out to higher prevalence of SAP in inner areas than the coastal areas of Northeast Brazil. The sensitivity analysis shows how data-poor contexts present a particularly complex environment to develop robust SAP measures. The findings emphasise the importance of considering sensitivity analysis and complementary factor analysis when applying SAP indicators for planning transport and for action prioritisation purposes. Since access to services and opportunities has been claimed to be a key difference between those who have escaped chronic poverty those still trapped in it, SAP indicators tailored to areas where poverty is most spread are of primary importance to promote a new standard of transport development strongly committed to eradicating poverty.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2020〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 82〈/p〉 〈p〉Author(s): Heike Marquart, Uwe Schlink, Maximilian Ueberham〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈h6〉Introduction〈/h6〉 〈p〉Traffic jams, congestion and pollution demand sustainable modes of transport. To increase the appeal of cycling, bicycle-users' perceptions and needs should be acknowledged by decision-makers. However, traditional transport planning mainly focuses on quantitative, infrastructural data. To address this gap, this study explores to what extent decision-makers are aware of cyclists' needs and perceptions. Furthermore, the study compares the assessments about cycling of decision-makers and cyclists in the city of Leipzig, Germany.〈/p〉 〈/div〉 〈div〉 〈h6〉Methods〈/h6〉 〈p〉Qualitative Interviews with 13 cyclists and similarly structured interviews with 6 experts from politics and planning were compared using qualitative content analysis. Two main topics were examined: (1) the reasons for cycling and (2) the perceived environment (built, natural and individually perceived). To integrate the spatial context, the interviewees draw sketch maps which were analyzed and compared using geo-information systems.〈/p〉 〈/div〉 〈div〉 〈h6〉Results〈/h6〉 〈p〉Experts assume that main roads with cycling infrastructure are decisive for fast and safe cycling and cyclists agree with this statement. However, cyclists further refer to the positive effects of green spaces, the experience of the natural environment (e.g. fresh air) as well as the healthy and recreational effect of cycling. Cyclists prefer taking side roads and are prepared to use detours to integrate the natural environment and avoid traffic jams, noise and air pollution – these aspects were rarely acknowledged by decision-makers.〈/p〉 〈/div〉 〈div〉 〈h6〉Discussion〈/h6〉 〈p〉We conclude that urban planners need to involve cyclists' perceptions more explicitly. Integrating cyclists' experiences in planning processes using sketch maps and interviews are beneficial, complementing quantitative approaches to enhance the understanding of cyclist behavior. The findings are essential to stress the importance of participatory approaches in urban planning to promote a sustainable, healthy and environmentally friendly urban development appropriate to citizens' needs.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2020〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 82〈/p〉 〈p〉Author(s): Parsa Pezeshknejad, Saeed Monajem, Hamid Mozafari〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Modern transportation planners and urban designers are looking for a practical solution toward sustainable, accessible, and cost-effective development of public transportation. Achieving a well-balanced transit-oriented development (TOD) requires a clear illustration of the existing public transportation, land use, and correlations between them. Bus rapid transit (BRT) is a well-known strategy toward developing high-quality transit networks and would be a reasonable transportation choice if allied with a suitable walkable design in surrounding areas. In this paper, the node-place model is developed and applied on BRT stations in Tehran to be analyzed and clustered using three extended TOD indicators. The design index, representing the accessibility and walking potential, is further improved by measuring spatial specifications and walkway density parameters. Furthermore, the place index, representing demand and land use specifications of the area, is investigated through the calculation of possible destination points (PDPs) in the vicinity of stations. The model is reapplied after correlation analyses on input data to find stations' behavior by using more effective parameters. The results indicate that appropriate access to the stations requires a tight network of walkways that offers multiple routes to the stations. Meanwhile, a dense and sophisticated pedestrian area needs to offer short routes with minimum turns required to reach the station. Moreover, in each station, some factors are found to be more dominating. Changes in these factors have more profound effects than other factors. This paper aims to identify these factors and help planners develop TOD areas sustainably.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2020〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 82〈/p〉 〈p〉Author(s): Chris De Gruyter, Long T. Truong, Elizabeth J. Taylor〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This paper explores the extent to which high quality public transport can support reduced car parking requirements for new residential apartment buildings. Using a case study of Melbourne, the demand for car parking at residential apartment buildings in proximity to high frequency public transport is assessed, while controlling for a range of socio-demographic, urban design and demand management variables. Key findings indicate that while lower demand for car parking is associated with proximity to high quality public transport, this association is not significant when controlling for other factors that influence car ownership. Public transport service supply within 800 m of residential apartment buildings was instead found to be significant, rather than simple distance to transit. Modelling results suggest an inelastic relationship whereby a 10% increase in public transport service supply is associated with a 0.9–1.2% reduction in car parking demand as measured by levels of car ownership. Notwithstanding broader criticisms of residential off-street parking minimums, the findings have important implications for the development of residential car parking policies, suggesting that city-wide car parking requirements should appropriately reflect the spatial distribution and quality of public transport services.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2020〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 82〈/p〉 〈p〉Author(s): JieLan Xu〈/p〉

Description: 〈p〉Publication date: January 2020〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 82〈/p〉 〈p〉Author(s): Lachlan B. Barber〈/p〉

Description: 〈p〉Publication date: January 2020〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 82〈/p〉 〈p〉Author(s): Laura Aston, Graham Currie, Md. Kamruzzaman, Alexa Delbosc, David Teller〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉The different factors examined in studies linking the built environment and transit use explain about half of the variability in findings for travel behavior. Despite many differences in the research design of these studies, it is not known if choices about study design impact theoretical consistency in results and account for some of the unexplained variance between studies. This gap exists because multiple studies must be analyzed together to explore the topic. This study aims to fill this gap, using a sample of data points and statistical models from 146 studies identified through a comprehensive database search.〈/p〉 〈p〉This paper first synthesizes the study design adopted in empirical studies of the built environment and transit use. Meta-regression is then used to identify study design aspects causing significant differences. Selective reporting bias appears to slightly exaggerate estimates for built environment Density and Accessibility. Over 40% of variability in findings for Density and Diversity was explained by study design aspects. These include whether collinearity of variables is accounted for, the specificity of the sample population and transit mode, catchment size; and the number of explanatory variables specified.〈/p〉 〈p〉Overall the average correlations for built environment and transit use are weak (〈0.2). Predictions of transit ridership based on built environment factors are likely to be imprecise, so models should be carefully specified. Given the impact of study design, adherence to best practice conventions could reduce variance within studies and dispersion between studies. For ambiguous specification issues, sensitivity testing could be used to generate prediction intervals. Further investigation of factors such as transit mode and catchment size would be useful to determine if there is a theoretically plausible reason to favor certain specifications.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Rosa Marina González, Concepción Román, Juan de Dios Ortúzar〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉We conducted a stated choice experiment with visitors to the Teide National Park (TNP), where a hypothetical park shuttle bus connecting its main points of interest was simulated. Using these data, we estimated a model focused on capturing systematic and random heterogeneity in the park visitors' preferences. We obtained visitors' willingness-to-pay (WTP) for saving time while searching for a parking space (when using cars), and also visitors' WTP for reducing the waiting time required to start the visit in the shuttle bus. Moreover, regarding the environmental impact of the visit, we obtained individuals' WTP for reducing CO〈sub〉2〈/sub〉 emissions.〈/p〉 〈p〉Our results suggest that visitors would be willing to pay nearly 11€ for reducing the time spent finding a parking space and 9€ for reducing the waiting time to start the visit, in one hour; further, they would be willing to pay 3€ for reducing in 20 g the CO〈sub〉2〈/sub〉 emissions per occupant. These values are higher for females, for German visitors and for those who are regular bike riders at their home location. Moreover, we found that visitors aged between 55 and 60 had the highest WTP.〈/p〉 〈p〉These results may be used to design transport management policies for relieving visitors' dependence on personal vehicles, helping to increase the visit quality and reduce the negative externalities associated with current mobility patterns in the park.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Astrid Bjørgen, Hanne Seter, Terje Kristensen, Kelly Pitera〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Transport is strongly linked to cities and affected by planning related to their future. Trends such as population growth and aging, liveable cities, infrastructure resilience, and changes in land use patterns are reshaping how people and goods move across urban areas. In Norway, local authorities are primarily responsible for facilitating these trends by incorporating related issues into their planning processes. In contrast to personal travel, freight transport and logistics have been neglected by local authorities in urban planning. Thus, in order to address freight transport in decision-making processes, local authorities need to have an increased understanding of urban freight and to pay more attention to freight transport and city logistics. The aim of the paper is to understand the potential for coordinated logistics planning at the local level. Interviews were held with representatives of public authorities and private stakeholders within the logistics supply chain in three Norwegian cities. It is necessary for local authorities to understand stakeholders' operations, perspectives, and attitudes in order to ensure that their involvement in urban planning will be constructive. The findings show that there are no overall strategies for urban freight or city logistics in the studied cities, although public authorities are concerned with issues related to urbanisation and sustainability that indirectly affect freight deliveries. Furthermore, there is poor capacity in planning and policymaking regarding freight. Local authorities comprise a number of fragmented departments and appear to lack resources dedicated to urban freight. However, such authorities realise the need for their contribution in the process of establishing urban logistics plans.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Devajyoti Deka, Da Fei〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The opportunity to conduct an overarching national study to examine the characteristics of ridesourcing users and their neighborhoods was absent until the 2017 National Household Travel Survey (NHTS) dataset was released in 2018. As the 2017 NHTS combines ridesourcing with taxi and limo in the trip file, ridesourcing trip characteristics cannot be separately analyzed. Thus, the paper examines the characteristics of users and neighborhoods associated with ridesourcing trip frequency from the person file, defined as the number of rides taken in 30 days. Because the public-use NHTS dataset includes only limited information about the neighborhoods where the respondents live, additional data from the NHTS DOT files were analyzed so that the characteristics of the neighborhoods could be fully comprehended. In an effort to examine the proximity of those neighborhoods to public transit stations and stops, GIS data on transit stations and stops were analyzed from the Bureau of Transportation Statistics and the US Department of Homeland Security. A zero-inflated negative binomial (ZINB) model was used to identify the variables associated with ridesourcing trip frequency. Two similar models were used to identify the variables associated with public transit trip frequency and annual vehicle miles driven. The analysis showed that the direction of the effects of the personal and neighborhood characteristics on ridesourcing and transit trip frequency is mostly similar, but often dissimilar to their effects on miles driven. A significant finding of this research is that people living near transit stations/stops use ridesourcing more frequently.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Chuntao Wu, Xiaohe He, Yi Dou〈/p〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Xiaodong Qian, Deb Niemeier〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Bikeshare programs are increasingly popular in the United States and they offer an important alternative mode choice for many types of last-mile trips. Bikeshare systems have not captured high levels of ridership from disadvantaged populations, but there is some evidence that current bikeshare systems have specifically targeted certain populations to ensure sufficiently high demand for profitability. Far less attention has been paid to bikeshare programs' potential to provide greater access to jobs and essential services for disadvantaged communities. This paper uses two case study cities (Chicago and Philadelphia) to first, examine whether bikeshare systems have targeted specific populations, and to second, quantitatively assess the potential for bikeshare systems to provide greater accessibility for disadvantaged communities. Our results demonstrate that a well-designed bikeshare system can generate greater accessibility improvements for disadvantaged communities than the same system would produce for other populations. Using a newly developed spatial index that combines the potential for increased access to jobs and essential services, the level of bike infrastructure, and the disadvantaged population shares, we also find evidence that existing bikeshare systems have been specifically designed to target certain ridership. We find that locating stations in proximity to disadvantaged communities has the potential to increase household access (by bike and by bike-to-transit) to jobs and essential services and can close accessibility gaps between mobility constrained populations and critical services. The spatial index can be applied to identify potential locations to locate bikeshare stations (dock-based bikeshare systems) or rebalance bikes (dockless bikeshare systems) to address bikeshare equity issues.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): 〈/p〉

Description: 〈p〉Publication date: June 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 78〈/p〉 〈p〉Author(s): Joseph Broach, Jennifer Dill, Nathan Winslow McNeil〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Over the past decade, interest has grown in using Global Positioning System (GPS) data to augment or even to replace traditional travel survey or activity diaries. If the full potential of this new class of data is to be realized, processing techniques will need to be standardized and automated to some degree. This paper develops a multinomial logit (MNL) model to impute travel mode from GPS and hip-mounted accelerometer data. The MNL model is the workhorse of travel demand modeling, but it has rarely been applied to GPS data processing. A web-based recall survey provided over 900 trips for estimation and 500 plus trips for validation from a larger multi-day GPS travel survey in Portland, Oregon. Special attention is given to the imputation of bicycle travel, the identification of which has been given little attention in the North American context. We also apply two existing non-MNL mode imputation models to our Portland data and to compare and test the broader transferability of specific techniques. We find that the MNL model as specified performs well overall, generally outperforming competing model forms on the Portland GPS data. Transit network data and accelerometer data significantly improve model fit for specific modes. Accelerometer data is found in particular to aid model fit for bicycling; however, external validation results were less clear. No benefit is found to segmenting models by traveler age, although not all age groups were covered by the sample. The MNL model shows strong potential for automated GPS processing and, as a commonly used transportation modeling technique, should be relatively easy to implement elsewhere.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: June 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 78〈/p〉 〈p〉Author(s): Anne Dorothée Slovic, Diego Bogado Tomasiello, Mariana Giannotti, Maria de Fatima Andrade, Adelaide C. Nardocci〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Access to jobs is an important issue in cities which has not been experienced evenly. The Municipality of São Paulo, one of the world's megacities, reflects this uneven accessibility, marked by urban disparities and segregation of poverty-stricken groups. This study examines the inequalities in job accessibility and how it overlaps with socioeconomic indicators, life expectancy and infrastructure conditions, constituting multiple barriers to the most deprived populations. To capture this data, two extreme ends of the human development index have been selected: below the 10th percentile and above the 90th percentile of the Municipal Human Development Index (MHDI). The level of job accessibility was calculated considering proximity to the public transport network. The public transport network was developed in a Geographic Information System (GIS) environment based on General Transit Feed Specification (GTFS) data and Automatic Vehicle Location (AVL) from buses to measure travel times and to compute accessibility. Additionally, a spatial autocorrelation method considering job accessibility and HDI was applied to better explore the spatially overlapped pattern. Results have showed that lower rates of job accessibility are associated with areas of worse socioeconomic condition, where life expectancy is shorter and infrastructure is disproportionally precarious. In addition to facing longer travel times in public transportation, this lowest HDI percentile faces the overlapping inequalities that prevent their social ascension and inclusion. Highlighting these factors is essential in the search for equity in accessibility and the development of more inclusive transport policies.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Yue Ke, Konstantina Gkritza〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉As planners and engineers in large cities around the United States continue to seek solutions to transportation-related problems such as congestion, greenhouse gas emissions, and safe and efficient access to goods and services, light rail transit (LRT) systems have become an increasingly popular option. While LRT has the potential to address these issues, it also has the potential to create negative externalities. This study examines the effects that LRT has had on the single-family residence housing market in Charlotte-Mecklenburg, North Carolina, in both the announcement and operations phases. Using spatially explicit quasi-experimental econometric models, we found that the announcement of the LRT led to increases in price per square feet for properties as distance to LRT station decreases while the price per square foot of properties decreases as distance to LRT station decreases after the system began operations. These results indicate that while land speculation may have resulted from the announcement of the LRT system, homeowners living closest to the stations during operations may have viewed the LRT stations more as a nuisance than a benefit.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: May 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 77〈/p〉 〈p〉Author(s): Silvia R. González, Anastasia Loukaitou-Sideris, Karen Chapple〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Gentrification impacts commercial areas in various ways, bringing new businesses and displacing old ones. Recent studies have found links between gentrification and transit-oriented development (TOD) around stations. But little is known about how gentrification affects pedestrian and cyclist safety. This study analyzes collision patterns around 81 rail stations in Los Angeles County and 132 rail stations in the San Francisco Bay Area between 1997 and 2015, examining if such patterns are different between gentrified and non-gentrified commercial stations. We find that in both regions, the mean number of annual collisions at commercial stations that have experienced gentrification is over two times higher than at commercial stations that have not experienced gentrification. We construct multivariate regression models of automobile-pedestrian and automobile-bicycle collisions based on population, urban form, and gentrification data within a half-mile area around the stations, and find that pedestrians and cyclists are at a higher risk of collision around commercially gentrified stations relative to non-gentrified ones in Los Angeles County, but not in the Bay Area. Our final models explain from 55% to 77% of the variation in station area collisions. These findings have significant implications for cities that wish to concentrate development around stations.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 18 June 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography〈/p〉 〈p〉Author(s): Robin Lovelace〈/p〉

Description: 〈p〉Publication date: Available online 10 April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography〈/p〉 〈p〉Author(s): Tim Ryley〈/p〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Fengjing Shao, Yi Sui, Xiang Yu, Rencheng Sun〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉With the increasing demographic shift towards a larger population of elderly, it is essential for policy makers and planners to have an understanding of travel characteristics of elderly and their difference with younger counterparts. Existing studies emphasize elderly's travel mode, travel frequency, travel distance, travel purpose and affecting factors, however, very few aim at comparing the spatio-temporal characteristics difference between weekday and weekend. In this paper, based on GPS data and Smart Card data of buses in Qingdao, the two cohorts' basic spatio-temporal travel patterns in aspects of travel distance, travel frequency and travel start time in weekday and weekend are compared. In addition, directed weighted networks of elderly's trips and younger people's trips in weekday and weekend are constructed for analyzing spatial characteristics. Results show that although the number of elderly experiences a reduction on weekend their travel frequency and travel distance show growth on weekend. In contrast with younger people, larger geospatial expansion of elderly's travel on weekend is observed. Elderly are found to prefer traveling in areas with high elderly people's residential density. Our study provides a deeper and nuanced understanding of elderly's spatio-temporal travel characteristics difference between weekday and weekend, so as to support better traffic policy making and the promotion on age-friendly public transport service.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: June 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 78〈/p〉 〈p〉Author(s): Nicolas Raimbault〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Large urban regions are the main logistics markets. They concentrate warehouses, distribution centres and terminals in numerous logistics zones; they polarize thus regional, national and international flows. Some of these logistics facilities correspond to inland ports directly connected to seaport(s) with high capacity transport mean(s) either via rail, road or inland waterways. Their development results from the dynamic of port regionalization, which is characterised by seaports becoming integral parts of extensive hinterland networks, intermodal transport corridors and inland ports. Therefore, in city-regions, inland ports are part of larger logistics systems associating diverse logistics facilities and zones. The ways inland ports are governed, planned and owned must thus be understood in connection with the governance of the diverse logistics spaces at the metropolitan scale, including transport infrastructure and land use planning. Research has documented the very fragmented politics of logistics zones and the limited scope of spatial planning dedicated to logistics facilities and activities. The specific role and importance of the governance of inland ports within urban and regional governance arrangements framing and supporting logistics development is still unclear. In order to contribute to a systematic urban and regional approach of the connection between the governance of logistics development and the governance of inland ports in urban regions, the paper empirically analyses the inclusion of inland port spaces and institutions within Parisian metropolitan logistics strategies. Based on a qualitative methodology (policy documents and semi-structured interviews), it shows that inland port spaces and institutions take part in every metropolitan logistics policies. They constitute one of the few policy tools for both implementing regional planning and developing urban logistics sites in order to spatially (re)organize logistics facilities and activities. At the same time, inland port infrastructures are identified as strategic assets for a metropolitan agenda of economic competiveness, aiming at increasing port regionalization. In this perspective, inland port institutions contribute to the metropolitan governability vis-à-vis logistics issues but, finally, do not permit to regulate logistics sprawl.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: May 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 77〈/p〉 〈p〉Author(s): Daniela Antunes Lessa, Carlos Lobo, Leandro Cardoso〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Accessibility and mobility are fundamental conditions of urban life today, which reinforces the need to evaluate the dynamics of access to and use of the public transport system in large cities that have experienced serious traffic and congestion problems. The present article analyses the levels of accessibility by bus in the city of Belo Horizonte / MG, including its relationship with the levels of urban mobility. To this end, accessibility indicators for bus and the mobility of the population are proposed. In addition, indicators of global and local regression models were evaluated, considering accessibility as an explanatory variable. In general, the results indicate a strong regional variation in the municipality of Belo Horizonte and suggest that accessibility to public transport by bus does not directly lead to effective mobility. Some regions have a greater discrepancy between the levels of accessibility and mobility, especially those located in peripheral areas where access to the bus transport system is lower than expected by the methodology, given the existing levels of mobility. The results, albeit essentially exploratory, may be useful to support the formulation of constructive measures, in order to minimize possible distortions in the provision of accessibility, encouraging the best use of mobility opportunities in urban space.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: May 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 77〈/p〉 〈p〉Author(s): David P. Ashmore, Dorina Pojani, Roselle Thoreau, Nicola Christie, Nicholas A. Tyler〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The use of different forms of public transport connotes different symbolic meanings across national cultures. This has relevance when encouraging the uptake of public transport in Asia's megacities such as Beijing or Chennai, where rapid deterioration in air quality has been partly attributed to a rapid increase in private motorised transport ownership and usage. Yet the social connotations of using public transport might not always be positive. Whilst metro systems may be seen as progressive and uniting, bus-based transit is still often seen as a ‘poor cousin’. This may present a significant impediment when encouraging a shift from private to public transport in cities where the national culture mandates visible differentiation between those of differing social status. This study uses deductive thematic analysis based upon symbolic permutations, to explore these concepts across two meta cultural clusters, each consisting of two sub clusters segmented by means of the Hofstede national culture indices: low power differential/individualistic (Anglo, Nordic), and high power differential/collectivist (Confucian, and South Asian). Using horizontal purposive sampling, sufficient differences are observed, as to the symbolism of the public transport modes across the groups, to justify an expansion of theory to the population of interest. The findings of the work should assist the promotion of sustainable transport in rapidly industrialising cities in the Global South, and international policy transfer across different geographies.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: April 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 76〈/p〉 〈p〉Author(s): Yao Shen〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉People are socially divided through urban space, where they experience segregation dynamically. By conceptualising mobilised social inclusion as the gravitational interactions between urban human flow patterns, this article introduces a framework for measuring the extent to which two trajectories interact with one another in daily activity space, in which a series of indices, theoretically equivalent to those developed in segregation research, are produced to capture the interaction potentials among various social groups from different perspectives. These scopes include absolute, relative and multi-group using pairs of places as analysis units, as well as place-based measurements that are very sensitive to the spatial configuration of the flow-based spatial interaction potentials. The application in the case of Greater London implies that the relative indices capture the spatial differentiation among various modes of interactions, portraying the between-domains exposure levels might be experienced by different occupations when they commute across places. The study demonstrates that mobilised interaction is influenced by between-domains mobility, and the proposed approach can provide a network understanding of social exposure through the edges between every two place nodes, going beyond existing place-based measurements. In addition, the changes between place-based results aggregated by origins and those determined by destinations showcase the dynamic shift of in-site exposure during peak hours. Though only commuting behaviours are demonstrated in this work, the framework introduced can be easily extended to the spatial interactions between any flow trajectories for any spatial unit, e.g., place (point-wise), place pairs (pair-wise), or specified routes (path-wise), within the activity space defined by time geography or the life-course domain approach.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: May 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 77〈/p〉 〈p〉Author(s): Allan Woodburn〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉This paper focuses on the resilience of rail freight operations when affected by extreme weather events. Such events, most likely linked to climate change, are becoming more common and it is vital to mitigate their effects on freight transport activity. Based on a British case study of rail network disruption resulting from a key line closure in early-2016, the analysis considers the impacts on rail freight service provision and the wider supply chains.〈/p〉 〈p〉Following a review of the relevant literature, the case study is analysed using data from a combination of sources including an annual rail freight database, open access real-time train running data, observation surveys and stakeholder interviews. This reveals widespread consequences of the disruption, with fewer freight trains operated than normal, and longer and less punctual journeys for those which ran. However, despite the considerable disruption during the period of the line closure itself, there has been no discernible long-term impact on the rail freight flows which were impacted by the closure. The insight provided by the analysis is used to make a series of recommendations to the rail industry and policy makers.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: May 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Journal of Transport Geography, Volume 77〈/p〉 〈p〉Author(s): Frédéric Dobruszkes, Jiaoe Wang〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The US and Europe have long experienced the expansion of low-cost carriers (LCCs) in the aftermath of extensive aviation liberalisation offering free access to the market for US and European airlines, respectively. More recently, following the opening of the progressive aviation market, China has also emerged as a country that welcomed LCCs to some extent, but has not subscribed to full liberalisation. In this context, our paper compares China's largest LCC, Sprint Airlines, to the largest European (Ryanair and EasyJet) and US (Southwest and JetBlue) low-cost airlines. Comparisons in this context include volumes supplied, spatial coverage, network geography and financial results. This comparative study found that Sprint Airlines is still a small/emerging LCC compared to the European and US giants and in terms of China's potential market. This is notably due to the lack of whole free access to the market and trunk routes that are still protected to some extent in favour of the Big Three in China. However, Spring uses its production means in an efficient way and generates good financial results, especially compared to those of China's Big Three airlines. Finally, Spring appears to be a composite case rather than a duplicate of a reference LCC.〈/p〉〈/div〉 〈/div〉