Search

The relationship between the built environment and transportation mode choice is well-studied, but less attention has been spent on the way that urban environments influence the relative travel costs for different modes. This paper uses a 'cost-distance' framework to assess the tradeoffs between transportation modes for commuters in the Dublin metropolitan area and employs random forest models to investigate non-linearities in the relationships between relative mobility by mode and built environment characteristics. The results suggest that more 'walkable' built environments increase the efficiency of active transport modes; however, we also find that these environments are negatively related to cost efficiency for public transport, likely due to congestion effects for buses. Beyond these theoretical insights, the results also provide a spatially targeted set of priorities for policymakers looking to improve the efficiency of sustainable transportation modes. These methods could be applied to any global region with access to the requisite data. • A flexible travel cost-distance framework can be used to assess modal tradeoffs. • Built environment features are the most important predictors of cost efficiency. • More walkable built environments increase the efficiency of active transport modes. • Public transport suffers from congestion effects in dense areas. • Relationship between built environment and cost efficiency is often nonlinear. [ABSTRACT FROM AUTHOR]

In this study, we aimed to investigate the influence of the built environment (BE) on commuter mode choice using machine learning models in a dense megacity context. We collected 10,150 home-based commuting trips data from Dhaka, Bangladesh. We then utilized three machine learning classifiers to determine the most accurate prediction model for predicting the mode of transportation chosen for commuting in Dhaka. Based on the predictive performance of the classifiers, we identified that the Random Forest (RF) algorithm performed the best. Using the RF model, this study also explored the relative importance of BE factors in predicting commute mode choice, identified nonlinear relationships between the BE factors and mode choice, and examined the interaction effects of these factors on mode selection. Our results reveal that, compared to socio-demographic factors, the BE substantially influence commuter travel behavior. The BE characteristics have a specific nonlinear threshold limit at which they can have a notable impact on lowering private car use, and private car use does not display a constant return of scale with BE. Their interaction effects illustrate the potential optimal combination of BE interventions to lower private car use for commuting. These findings hold substantial implications for urban environmental policy, emphasizing the need for transit-oriented development, travel demand management, and integrated land-use transportation planning to foster low-carbon transportation systems in cities like Dhaka. • Assess impacts of urban built environment (BE) on transport mode use. • Nonlinear effects of the BE on transport mode selection at home and workplace. • Random forest algorithm performed better in describing mode choice in Dhaka. • The BE is a major contributor to explaining transport mode use. • Urban and transport policies should consider nonlinear & interaction effects of BE. [ABSTRACT FROM AUTHOR]

While most existing studies have examined the impact of the community- and street-level built environment on traffic safety, few have provided empirical evidence on the associations between urban form characteristics and traffic safety at the city level. To this end, this article first created a detailed list of 23 variables to measure city-level urban form of 100 major Urban Areas (UAs) in the United States and then applied factor analysis to construct five latent variables which describe urban form. Factor analysis is also used to define mediator variables reflecting citywide transportation network features and dependent variable of traffic safety. Structural Equation Modeling (SEM) is then used to investigate how city-level urban form, directly and indirectly (through mediators of transportation network features), affects traffic safety. Based on the statistical results, urban traffic is safer in UAs with more uniform job-housing balance among their different tracts, more polycentric design, and less low-density sprawl. In addition to spatial variation in employment and urban density that have significant direct effect on traffic safety, improving transportation network connectivity and increasing the supply of public transit facilities and upper-level transport infrastructures can decrease traffic fatalities indirectly, through encouraging the use of non-driving transport modes. It is estimated that a 10% increase in urban density as well as a 10% increase in even spatial distribution of employment can reduce the rate of fatal crashes by >15%, on average. These findings demonstrate the importance of incorporating city-level land-use policies into the planning practices, in terms of traffic safety. [ABSTRACT FROM AUTHOR]

In the course of climate change and sustainable development, changing travel behaviour marks a cornerstone towards reducing the negative impacts of CO 2 -emissions and resource exploitation. The differences in daily travel (e.g., commute to work) between urban and peri-urban areas have been comprehensively researched. However, other travel domains (e.g., occasional weekend trips or holidays) have only recently received more attention, despite their environmental impact. The paper investigates whether and how daily travel patterns (“modality styles”) correspond with non-daily travel behaviour such as holidays and longer weekend trips in order to establish a more comprehensive understanding of the role of urban structure in travel behaviour across different travel domains. The study is based on a questionnaire survey, which was conducted in an urban district in central Copenhagen and a small town in the commuter belt of Greater Copenhagen in spring 2016. First, we identify “modality styles” by grouping the sample based on the respondents' daily mode choices. Second, we relate the identified modality styles to socio-economic and socio-demographic factors, frequency and mode choice of longer weekend trips and holidays, and travel-related attitudes. The results reveal that the urban structure of a residential location (e.g., urban vs. peri-urban) exerts to some extent influence on the constitution of daily modality styles. We found, furthermore, a tendency for more weekend trips and holidays among the urban sample; we interpret this as interdependency between modality style, residential location, car ownership/use, and plane use expressed in certain travel behaviour. [ABSTRACT FROM AUTHOR]

Multimodality is important for achieving less car dependent lifestyles and more sustainable transport behaviours. It is widely recognised that cycling plays a prominent role in sustainable transport. However, research has largely focused on cycling substituting motorised transport. This study explores how cycling forms part of multimodal transport behaviour based on survey data on transport modes and travel purposes and the weekly frequency of out-of-home activities and travel mode use in a representative sample of adult Danes (n = 1957). The following five distinct multimodal travel segments or ‘modality styles’ are identified: ‘education transport’; ‘public-based transport’; ‘limited transport’; ‘bicycle-based transport’; and ‘car-based transport’. Travel behaviour is predominantly multimodal with few unimodal car-drivers being identified. Substantial cycling takes place in all modality styles, and is embedded in a multimodal behaviour as the modality style combined cycling with several other modes. Furthermore, the study demonstrates that cycling serves many purposes that transgress the division of utility cycling and recreational cycling, and that cycling takes place in both dense urban settings and small towns. Thus, the way in which travel modes relate to the urban environment and variations in modality styles must serve as the starting point for policies aiming to fulfil the potential of multimodal transport behaviour and promote cycling. [ABSTRACT FROM AUTHOR]

We studied transit ridership from the perspective of the transit provider, with the objective of quantifying the influence of transit system operational attributes, transportation system infrastructure attributes and built environment attributes on the disaggregate stop level boardings and alightings by time of day for the bus transit system in the Montreal region. A Composite Marginal Likelihood (CML) based ordered response probit (ORP) model, that simultaneously allows us to incorporate the influence of exogenous variables and potential correlations between boardings and alightings across multiple time periods of the day is employed. Our results indicate that headway affects ridership negatively, while the presence of public transportation around the stop has a positive and significant effect. Moreover, parks, commercial enterprises, and residential area, amongst others, have various effects across the day on boardings and alightings at bus stops. An elasticity analysis provides useful insights. Specifically, we observe that the most effective way to increase ridership is to increase public transport service and accessibility, whereas enhancements to land use have a smaller effect on ridership. The framework from our analysis provides transit agencies a mechanism to study the influence of transit accessibility, transit connectivity, transit schedule alterations (to increase/reduce headway), and land-use pattern changes on ridership. [ABSTRACT FROM AUTHOR]

In this paper, two hypotheses are explored linking urban characteristics to the spatial structure of warehouses: (i) the location of warehouses (central places or peripheral areas) is closely related to the land/rent values of these facilities; and (ii) logistics sprawl is higher in cities with a high differential between land/rent values in city centers and peripheral areas. For that, we have considered warehouse real estate and urban data for 46 United States metropolitan areas to analyze the urban spatial structure and the relationship among urban variables, warehouse location, and rental prices. We deliver an exploratory analysis among the 46 metropolitan areas. The main results are (i) it is essential to classify metropolitan portions of urban space into a typology to perform studies that consider different regions; (ii) warehouse location and rent prices are related to the concentration of urban activity; (iii) logistics sprawl is not significantly related to differential warehouse rental prices in the database that we explored. • We examine relationships between the logistics real estate market and warehouse spatial patterns in US metropolitan areas. • We propose a typology of sub-areas within metropolitan areas based on the density of activities, namely Urban Activity Index. • We observe that average warehouse rental prices statistically depend on the location of warehouses. • The relationship between the differential warehouse prices and the yearly logistics sprawl is not statistically significant. [ABSTRACT FROM AUTHOR]

The last three decades have witnessed substantial growth in the literature on excess commuting. Researchers have proposed and applied a number of commuting benchmarks and excess commuting indices that aim to evaluate the commuting efficiency and jobs-housing balance of cities. A comprehensive review and comparative evaluation of the proposed metrics in terms of their ability to capture the intended phenomena, while controlling for the other general characteristics of cities, has yet to be performed. This article attempts to fill this gap by examining four commuting benchmarks ( minimum commute , maximum commute , random commute , and proportionally matched commute ) and five excess commuting indices ( excess commute , commuting potential utilized , commuting economy , normalized commuting economy , and effort ). Our conceptual analysis of the indices is complemented with a comparative empirical analysis of commuting in thirty Canadian cities. We explore relationships between the indices and point out the strengths and limitations of each. The findings suggest that no single index can adequately capture the commuting performance of an urban area, while each index can be employed to address a specific policy question. Used together, the indices can provide a reasonably good understanding of urban form and commuting behavior. [ABSTRACT FROM AUTHOR]

Within the realm of urban logistics, Macário (2013) developed a hypothesis, denominated the Logistics Profile (LP) concept that suggests homogeneous groups of urban zones with respect to three dimensions, which could be used to analyze freight movement policy: (1) the social and built environment; (2) characteristics of the goods/products being moved; (3) characteristics of the deliveries at the receiver establishment. The concept was expected to ease the transferability of best practices in city logistics, by analyzing similarities and differences between zones. This research uses a quantitative methodology to apply the LP concept, and assess its potential, using the city of Lisbon as a case study. The analysis is focused on: (a) the extrapolation of freight trip generation per establishment and delivery characteristics from a sample of commercial establishments to the population within the case study, (b) proposing a methodology to test the LPs, (c) testing the existence of proposed LPs. Freight trips have been extrapolated using a Multiple Classification Analysis (MCA) model. Freight delivery characteristics were attributed to establishments from a sample-based probability distribution. LPs were tested using a two-step cluster analysis. Some LPs have been matched with clusters of case-study zones, subject to case study particularities. Profile overlap was not an issue and occurrences were expected. The testing showed that Logistic Profiles have the potential for being used as a departure point for urban freight planning and policy analysis. [ABSTRACT FROM AUTHOR]

Highlights: [•] Examines relationship between social satisfaction and the urban environment. [•] Commute times of 30min or more have a negative effect on social satisfaction. [•] Public transportation level of service and car ownership positively related to satisfaction. [•] Personal characteristics do not register as significant. [Copyright &y& Elsevier]

Abstract: This paper examines road freight transport activity and its relationship with facility location, logistics management and urban form through an analysis of 14 selected urban areas in the UK. Improved understanding of this relationship will assist planners when making transport and land use decisions. The findings suggest that several geographical, spatial and land use factors have important influences on freight activity in urban areas. Commercial and industrial land use patterns affect the types and quantities of goods produced, consumed, and hence the total quantity of freight transport handled. This also influences the distances over which goods are moved and by what specific mode. There has been relatively low growth in warehousing in many of the selected areas over the last decade compared to the national average as well suburbanisation of warehousing in some locations. This affects the origin and destination of journeys visiting these facilities and typically increases the distance of such journeys. A greater proportion of road freight has been shown to be lifted on internal journeys in large urban areas than in smaller ones. Journeys within urban areas have been shown to be less efficient than journeys to and from the urban area in the 14 locations studied due to the much smaller average vehicle carrying capacities and lower lading factors for journeys within urban areas. The length of haul on journeys to and from urban areas studied was found to be greatest for those areas with a major seaport and/or which were geographically remote. This affects the road freight transport intensity of goods transport journeys. [Copyright &y& Elsevier]

Abstract: Despite the well-established theoretical understanding on the benefits of compact cities to the attainment of sustainable transport goals, there has been a worldwide trend of population decentralization in cities. In this paper, an analytical framework, which can be applied to other cities to quantify the potential commuting travel savings and environmental benefits of different job policies in cities having different rates and patterns of population decentralization, is presented. A case study of Hong Kong in the 1992–2002 decade is used to illustrate the analytical framework. The findings suggest that a city’s population patterns did have significant implications on the commuting travel savings from alternative job relocation policies. With a dispersed population pattern, the expected environmental benefits from a job decentralization policy can be very substantial. [Copyright &y& Elsevier]

Two main urban forms dominate the profile of Mozambican cities. Those built along national roads and those built inland. These urban forms have different impacts on travel behaviour, in particular walking, which is the main travel mode in many Sub-Sahara African cities. Taking a case study of Alto-molocue, a linear structured city built along the main national road and Milange, a relatively compact inland city, both being small cities with distinct urban forms, this paper aims to determine the influence of urban form on walking behaviour in the two cities. The empirical data used was collected among 130 pedestrian commuters in each city. GIS spatial analysis is used to explore and compare the relation of trip origin and destination on walking behaviour between the two cities. Then, Mann-Whitney non-parametric test is employed to examine the influence of socio-economic, travel behaviour and urban form factors on walking to different travel purposes. Generally, the study findings show that inland cities like Milange, present a better walking environment than linear structured cities built along road corridors like Alto-molocue. For both formal and informal jobs, urban form factors such as activity location and household residence have shown a more important influence on walking in Milange than in Alto-molocue. For other travel purposes (shopping and recreation), the study reveals that socio-economic factors such as income present a strong influence on walking in the city of Milange. The study also shows that inland cities like Milange exhibit shorter walking distances to shopping and recreation activities and people walk more frequently than in cities built along heavy traffic national roads like Alto-molocue. The study findings would be helpful to city planners and decision makers when designing strategies and promotional initiatives for more pedestrian-friendly cities. [ABSTRACT FROM AUTHOR]

Abstract: This paper examines the influence of family structure, socio-economic characteristics and accessibility at the place of residence on the number of cars owned by a household. Special attention is given to the neighbourhood characteristics, which are quantified by introducing several measures of neighbourhood proximity to out-of-home amenities and land-use derived from fine-grained spatial data with the help of GIS. For the purposes of our analyses, we used micro-level data obtained through a recent Internet-survey that was conducted in the Census Metropolitan Area of Hamilton, Canada. We find that household life-cycle stage, socio-economic factors, mixed density at the traffic analysis zone level and land-use diversity within walking distance from the place of residence influence households’ decision on how many vehicles to own. The results can be used to advise the design of planning policies aiming at controlling the effects of excessive car ownership and mobility. [Copyright &y& Elsevier]

This study builds theoretical explanations and empirical examinations of transit access and urban form. It explains how transit access to jobs drops with network distance from the Central Business District (CBD), ceteris paribus, and introduces the urban space-time structure. This is empirically examined in the 45 most populated American cities. The analysis finds, regardless of the city, transit access declines as one moves out from the center, and in most cities, transit access decays from a surfeit of employment to relative scarcity. In this transition, the transit network acts as a "catalyst" to induce access to CBD employments centralization. The analysis also declares that urban structure defined by transit access is a fluid concept. This changes the traditional urban structure definition as it can make a CBD centric city dispersed and contrariwise. The strength of inverse relationship between the network distance from the center and transit access is a function of the travel-time threshold and follows the law of diminishing returns. The vertex point of the function indicates the absolute maximum CBD centricity. The urban structure, indeed, shifts from CBD decentralized to CBD centralized and begins shifting to CBD decentralized by an increase in the transit travel-time threshold. This is the product of mobility and place, and argues that the transport network has grown by a policy that permits CBD concentration, at least in the short run. While it is not clear, long-term considerations of equity may modify this growth to one of concentrated CBD decentralization. The concentration is typical of the take-off stage of the transport network, and that equalization takes place as the network matures. [ABSTRACT FROM AUTHOR]

This study explores the relationship between urban form at the metropolitan and neighborhood scales and the percentages of four individual modes to commute. It then looks at the combined effects of urban forms at the metropolitan scale in metropolitan areas in the continental United States using multi-level regression models with interactive terms between urban forms. This study contains the percentages for four commute modes: percentage of the vehicle (VT), public transit (PT), biking (BI), and walking (WK). As urban form factors, this study contains urban fragments, population density, job-resident balance (JRB), the percentage of green areas at the metropolitan scale, and distance to the nearest job center at the neighborhood scale. The results show that at the neighborhood scale, a farther distance from individual neighborhoods to the nearest job center is associated with higher VT, and lower PT, BI, and WK. At the metropolitan scale, urban form factors have a more significant association with the percentage of individual modes to commute in large MSAs compared with small MSAs in terms of population. Most urban form factors at the metropolitan scale are not independently associated with the use of commute modes, but their interactions are associated with the percentage of individual modes to commute. Particularly, the level of urban fragments and the percentage of green areas may transform the impact of high population density and JRB on the percentage of the individual modes to commute except for WK. This study provides planners and policymakers with important guidelines to establish combined urban form plans rather than single urban form oriented plans to reduce vehicle travel. • This study explores the relationship between urban form and commute modes at two scales. • This study explores the combined effects of urban form factors on individual commute modes. • At the neighborhood scale, the distance to the nearest employment center is a positive association with the commute modes. • At the metropolitan scale, the impact of urban forms on the percentage commute modes is more significant in large MSAs than in small MSAs. • At the metropolitan scale, the use of commute modes depends on interactive levels between urban form factors. [ABSTRACT FROM AUTHOR]

To highlight the role of sustainable urban spatial structure in reducing household vehicle miles traveled (VMT) and CO 2 emissions, this empirical study of the 121 largest urban areas (UAs) in the U.S. compares the effects of local land use and UA scale spatial structure in a multilevel analysis framework. The results show that centralized population and mezzo scale jobs-housing balance as well as higher UA population density can significantly reduce VMT and CO 2 emissions. The combined effects of all UA level variables, including population-weighted density (PWD), are found to be on par with the elasticity of VMT with regard to a census tract level compactness index. Further, we find that urban spatial structure moderates local urban form effects on travel behavior. For example, while 10% more compact census tracts are associated with 5% fewer VMT in UAs with the sample average PWD, such as St. Louis and Pittsburgh, this estimated local effect increases to 7.5% and 10% in UAs where PWD is as high as in Chicago and New York, respectively. The findings of this study strongly support policy programs that aim to boost "articulated densities" in the urban region and call for stronger institutional frameworks for regional planning. • Urban area density, centrality and jobs-housing mix affect VMT and CO 2 emissions • Urban structure affects VMT and CO 2 emissions as much as local land use • Urban structure moderates local urban form effects on travel behavior • Elasticity of VMT w.r.t. local compactness increases with urban area density [ABSTRACT FROM AUTHOR]