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"Roadways for People: Rethinking Transportation Planning and Engineering" by Lynn Peterson is a book that challenges traditional transportation planning practices and offers a new approach centered around community engagement and equity. The author argues that transportation planning should prioritize the needs and values of the community rather than relying solely on technical engineering solutions. The book includes case studies, personal reflections, and recommendations for transportation professionals to broaden their perspectives and collaborate with diverse voices. While the book focuses on local community-based planning, the author acknowledges the challenges of implementing this approach within the wider top-down planning system in the United States. [Extracted from the article]

Describing travel patterns and identifying significant locations is a crucial area of research in transportation geography and social dynamics. Our study aims to contribute to this field by analyzing taxi trip data from Chengdu and New York City. Specifically, we investigate the probability density distribution of trip distance in each city, which enables us to construct long- and short-distance trip networks. To identify critical nodes within these networks, we employ the PageRank algorithm and categorize them using centrality and participation indices. Furthermore, we explore the factors that contribute to their influence and observe a clear hierarchical multi-centre structure in Chengdu's trip networks, while no such phenomenon is evident in New York City's. Our study provides insight into the impact of trip distance on important nodes within trip networks in both cities and serves as a reference for distinguishing between long and short taxi trips. Our findings also reveal substantial differences in network structures between the two cities, highlighting the nuanced relationship between network structure and socio-economic factors. Ultimately, our research sheds light on the underlying mechanisms shaping transportation networks in urban areas and offers valuable insights into urban planning and policy making. [ABSTRACT FROM AUTHOR]

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Today, the classic means of transport of the environmental alliance (public transport PT, biking, walking) in inner cities are also supplemented by sharing offers such as bike sharing or electrically operated e-car and e-scooter sharing. On the one hand, e-scooters and other micro-mobility services should be considered as part of the public transport system: They cover mobility needs on the first and last mile between home/destination and public transport stop just like bicycle or walking. Keywords: Mobility behavior; mode choice; transport; Covid-19 pandemic; E-Scooter; micromobility EN Mobility behavior mode choice transport Covid-19 pandemic E-Scooter micromobility 369 399 31 11/23/22 20221201 NES 221201 1 Policy background Mobility and transport shape our normal everyday lives, whether it's the daily commute to work, shopping, leisure and holiday trip. Individual transport users continued to use cars or bicycles to a larger extent, while public transport users and multimodal users avoided or changed their routines more often due to infection risks in trains, in public transport or on flights (DLR, 2020b). Due to the currently reported generally low willingness and small numbers of users, the e-scooters do not seem to substitute public transport journeys, but rather to be used as a possibility for travelling to and from the public transport stop or for spontaneous leisure trips. [Extracted from the article]

On one hand, better and better databases occur through the world, however for cities a lot of important data is unavailable. On the other hand, the cities are one of the most important units, where transportation interactions ought to be analyzed. In this recent paper the order of the cities (based upon the NUTS - Nomenclature des unités territoriales statistiques classification) will be introduced, and an answer will be found for the question whether this parameter could be used as a substitution of an economic parameter. [ABSTRACT FROM AUTHOR]

Worldwide, growing populations and increasing numbers of vehicles have caused a parallel increase in demand for parking areas. Metropolitan cities, especially, are suffering from lack of parking areas. These areas are one of the significant parts of the modern urban transportation system and have significant effects on decreasing traffic loads. Finding the best location for parking areas has become a major challenge for both urban transportation planners and policy makers. This study aims to design an exemplary geographic analytics method for determining parking demand and locating parking areas using the Pendik district of Istanbul (Turkey) as a case study. Parking demand and supply analysis was performed using map algebra in the Geographic Information Systems (GIS) environment. Parking demand was calculated by integrating multiple selected parameters simultaneously, including housing demand, workplace demand, fixed demand, and dynamic demand. After calculating and evaluating parking demand, the location–allocation methods of network analysis were implemented to allocate parking locations based on parking demand and supply. In conclusion, this approach gives a novel data-processing method that determines parking facility locations more accurately to support transportation planning and support sustainable urbanization. [ABSTRACT FROM AUTHOR]

In this article, I map subaltern mobilities: practices of movement that I define as flexible, vernacular, and specific to postcolonial subjects. I do so through a six-month ethnography of "dollar cabs" used by Caribbean immigrants in Brooklyn, New York--taxis recognized not by exterior color or medallion but by the way they blow their horns, the familiarity between driver and passengers, and other diacritics this article critically attends to. These discursive geographies and practices allow Caribbean immigrants to navigate the U.S. urban landscape and to interact with each other in unique ways. Because dollar cabs often operate outside of dominant structures of licensure, they have been studied primarily as informal paratransit systems. This article offers a critique of the framework of informality as it relates to mobilities of subaltern subjects and argues that, given their focus on systems rather than practices, scholars have foreclosed on the analytical possibilities of fully understanding the social within these geographies of mobility. Through this ethnography I make a significant theoretical and methodological intervention by showing how both international and local subaltern movements and flows have disrupted, produced, and been affected by the global city. [ABSTRACT FROM AUTHOR]

Despite the explosive growth of mobilities research, much sociospatial theory continues to be rooted in a sedentarist perspective, failing to incorporate the insights of this burgeoning field. Mobilities research, in contrast, often considers a variety of sociospatial relations, yet stops short of coherent integration with other dimensions of sociospatiality. In this article, we examine the mobilities turn in light of Jessop, Brenner, and Jones's (2008) TPSN framework, which recognizes the polymorphic nature of sociospatial relations. We discuss the interrelationships between mobility and the four distinct sociospatialities identified by Jessop, Brenner, and Jones: territory (T), place (P), scale (S), and networks (N). Each of these sociospatialities is coimplicated with mobility: Territory concerns the malleable areal and bordered structure of the state and the uneven freedoms granted, and constraints imposed on, objects and bodies as they attempt to move through and across political jurisdictions; place emphasizes the embedded and performative nature of mobility and considers place-appropriate and place-transgressive activity; scale concerns movement associated with the tangled and politicized processes of scale production and examines how mobility is affected by the uneven scaling of power, resources, opportunity, and identity; networks address flows of bodies, objects, and knowledge across space, through specific channels. To illustrate the coimplicated relationships among mobility and territory, place, scale, and networks, we examine the practice of automobility, stressing the ontological contingency of mobility: Neither mobility nor fixity can be assumed. Mobility is, rather, a social, cultural, and political achievement, inherently power-laden and recursively bound up in the production of territory, place, scale, and networks. [ABSTRACT FROM AUTHOR]

Stimulating the economy is a dominant policy objective, but on what basis are decisions being taken around transport and growth? We describe how transport studies and political geography offer two related, but poorly connected, theoretical approaches purporting to explain the relationship between transport and the economy. Yet in what ways does it matter that two different world views exist? We test these questions through an empirical case study of how city and regional officials use transport in attempting to realise economic objectives. Echoing theoretical approaches based in political geography, we find officials' own reasoning places emphasis on supply side improvements, especially connectivity within regions and on a high quality urban environment hoped to attract high GVA jobs. The decision-support tools are not well aligned to this reasoning, focussing on time savings and the justification of the value for money of proposed schemes relative to other investments in the region and nationally. In contrast to much theoretical work on competitiveness, employment growth is treated as exogenous with less emphasis given to which areas win and lose in the region. It is competition between weaker regional towns and cities that is prominent in officials' discourse. Such a gap between the thinking by officials, and the types of available transport investment decision-support tools, is of international significance. Given the centrality of the economy to where and what we invest in, the paper suggests a need for better knowledge about the efficacy of urban realm and other supply side improvements on job creation and on the influence of local autonomy in decision-making on investment selection and outcomes. [ABSTRACT FROM AUTHOR]

This paper investigates the circuity of transit networks and examines auto mode share as a function of circuity and accessibility to better understand the performance of urban transit systems. We first survey transit circuity in the Minneapolis–St. Paul, Minnesota, region in detail, comparing auto and transit trips. This paper finds that circuity can help to explain mode choices of commuters. We then investigate thirty-five additional metropolitan areas in the United States. The results from these areas show that transit circuity exponentially declines as travel time increases. Moreover, we find that the circuity of transit networks is higher than that of road networks, illustrating how transit systems choose to expand their spatial coverage at the expense of directness and efficiency in public transportation networks. This paper performs a regression analysis that suggests the circuity of transportation networks can estimate transit accessibility, which helps to explain mode share. [ABSTRACT FROM AUTHOR]

Understanding and modelling route choice behaviour is central to predicting the formation and propagation of urban road congestion. Yet within conventional literature disagreements persist around the nature of route choice behaviour, and how it should be modelled. In this paper, both the shortest path and anchor-based perspectives on route choice behaviour are explored through an empirical analysis of nearly 700,000 minicab routes across London, United Kingdom. In the first set of analyses, the degree of similarity between observed routes and possible shortest paths is established. Shortest paths demonstrate poor performance in predicting both observed route choice and characteristics. The second stage of analysis explores the influence of specific urban features, named anchors, in route choice. These analyses show that certain features attract more route choices than would be expected were individuals choosing route based on cost minimisation alone. Instead, the results indicate that major urban features form the basis of route choice planning – being selected disproportionately more often, and causing asymmetry in route choice volumes by direction of travel. At a finer scale, decisions made at minor road features are furthermore demonstrated to influence routing patterns. The results indicate a need to revisit the basis of how routes are modelled, shifting from the shortest path perspective to a mechanism structured around urban features. In concluding, the main trends are synthesised within an initial framework for route choice modelling, and presents potential extensions of this research. [ABSTRACT FROM AUTHOR]

Delineating travel patterns and city structure has long been a core research topic in transport geography. Different from the physical structure, the city structure beneath the complex travel-flow system shows the inherent connection patterns within the city. On the basis of taxi-trip data from Shanghai, we built spatially embedded networks to model intra-city spatial interactions and to introduce network science methods into the analysis. The community detection method is applied to reveal sub-regional structures, and several network measures are used to examine the properties of sub-regions. Considering the differences between long- and short-distance trips, we reveal a two-level hierarchical polycentric city structure in Shanghai. Further explorations of sub-network structures demonstrate that urban sub-regions have broader internal spatial interactions, while suburban centers are more influential on local traffic. By incorporating the land use of centers from a travel-pattern perspective, we investigate sub-region formation and the interaction patterns of center–local places. This study provides insights into using emerging data sources to reveal travel patterns and city structures, which could potentially aid in developing and applying urban transportation policies. The sub-regional structures revealed in this study are more easily interpreted for transportation-related issues than for other structures, such as administrative divisions. [ABSTRACT FROM AUTHOR]

Over the past two decades, a number of studies have been published on the efficiency of paratransit service for persons with disabilities. Although speed, delay, and pick-up duration can significantly affect overall efficiency of paratransit service, studies that have focused on these performance measures have been rare. This study examines how these performance measures are associated with local environmental characteristics such as density and the characteristics of the trip makers. It uses a dataset containing detailed information on a large volume of trips made by the registered clients of Access Link, a paratransit service operated by NJ TRANSIT for persons with disabilities. To measure speed and delay, network distances for 1.91 million trips were estimated by the ArcGIS Network Analyst extension. Analysis of variance and regression models were used to examine the associations between the performance measures and a set of variables pertaining to trips, passengers, and characteristics of pick-up and drop-off locations. Models for the entire study area as well as specific Access Link regions show that there is a significant association between local environmental and personal characteristics of passengers and the performance measures. Evidence was found that higher density of population, employment, and intersections at the local level may have a significant adverse effect on service efficiency because of lower speed and higher delay. Planning implications of the findings are discussed. [ABSTRACT FROM AUTHOR]

Highlights: [•] We analysed impacts on commuting behaviour as a result of workplace relocation. [•] An overall commuting distance increase and irrelevant commuting time change was registered. [•] Employees revealed certain transportation mode inertia. [•] The relocation affected city centre residents the most in a negative way. [•] Without complementary travel demand measures, a transit accessible urban structure is not enough to discourage car commuting. [Copyright &y& Elsevier]

Abstract: A fundamental role of an urban transportation system is to provide a means for individuals in society to access locations and participate in activities. This paper investigates how automobility, a system of land-use and mobility, imposes on the ability to participate in discretionary activities. A theoretical argument couched in time-geography is used to describe the mechanism through which activity dispersion and traffic congestion, both features of the current realization of automobility, hampers accessibility. The concept is illustrated with an analysis of synthetic space–time prisms constructed under a variety of travel speed and activity dispersion assumptions. Following this, a descriptive analysis of time-use data drawn from several cycles of the General Social Survey of Canada is used to empirically test the argument. The empirical investigation provides evidence of declining participation in a variety of discretionary, out-of-home activities, and an increase in the amount of travel required to reach activity destinations. The work trip in particular is shown to have increased significantly between 1992 and 2005 and activity profiles for drivers and non-drivers show that participation in discretionary activities is severely affected by the duration of the daily work commute. Participation however is more severely impacted by commute duration amongst non-drivers, indicating the relative benefit of being a non-driver in a compact urban form, versus potentially being excluded from participation as a non-driver in an urban spatial structure supportive of and constructed for the automobile. [Copyright &y& Elsevier]

Abstract: On the one hand the present globalisation process has only been made possible through a reduction in time–distances allowed by high-speed transport, and particularly through the development of air transport. On the other hand the metropolitanization process seen as the urban counterpart of globalisation is deeply associated with the development of air transport. Understanding distances between places is a fundamental task for the geographer, while the representation of distances constitutes one of the major functions of cartography. Among the types of maps invented to represent time–space, distorted projections were supplemented with time–space relief cartography in the 1990s. This paper proposes a representation of the time–space relief of the USA considering terrestrial and air modes. This constitutes a key innovation in this type of cartography, giving the possibility of creating a representation of global time–space. The metaphors associated with the images proposed are then discussed evoking the shrinking, the crumpling and finally the shrivelling of time–space. The shrivelling metaphor takes account of the complicated contraction/expansion movement that high-speed transport impacts on space and allows for a rich interpretation of the time–space relief map of the USA in the perspective of the processes of globalisation and metropolitanization. [Copyright &y& Elsevier]

Abstract: The interrelatedness of transportation development and economic growth has been a constant theme of geographic inquiries, particularly in economic and transportation geography. This paper analyzes the expansion of China’s railway network, the evolution of its spatial accessibility, and the impacts on economic growth and urban systems over a time span of about one century (1906–2000). First, major historical events and policies and their effects on railway development in China are reviewed and grouped into four major eras: preliminary construction, network skeleton, corridor building, and deep intensification. All four eras followed a path of “inland expansion.” Second, spatial distribution of accessibility and its evolution are analyzed. The spatial structure of China’s railway network is characterized by “concentric rings” with its major axis in North China and the most accessible city gradually migrating from Tianjin to Zhengzhou. Finally, the study indicates that railway network expansion has significantly improved economic development and heavily influenced the formation of urban systems in China. [Copyright &y& Elsevier]

Japanese geography has been greatly influenced by American academia since the Second World War. The first wave was the quantitative revolution, which occurred at the end of the 1950s. Sophisticated analytical techniques and fine spatial models were introduced to Japanese geography and used in empirical studies, especially in the field of urban/transportation geography in the 1970s. The second wave was the new geography in the 1980s, including behavioral, radical and humanistic approaches. The third wave was the GIS revolution in the 1990s, which has been promoting a problem-solving approach focusing on policy matters. In this paper, I discuss how American geography has impacted on the development of Japanese human geography during this half century. [ABSTRACT FROM AUTHOR]

The movements of people between various origins and destinations in an urban road network are sensitive to changes in the network which increases the capacities of certain links. The effects of improvements in some links are not transmitted equally to all portions of the network. The road network may be partitioned into regions to test the extent to which the fields of network effects extend into other regions. Though not entirely impermeable, the boundaries stand up well in delineating noninteracting parts of the network. [ABSTRACT FROM AUTHOR]

Understanding the travel behaviors and activity patterns of vulnerable people is important for addressing social equity in urban and transportation planning. With the increasing availability of large-scale individual tracking data, new opportunities have emerged for studying people's travel behaviors and activity patterns. However, the data has not been fully exploited to examine the travel characteristics of vulnerable people and their implications for understanding transport-related disadvantage. This study proposes a methodological framework based on the concept of activity space that enables a comprehensive examination of vulnerable people's spatiotemporal travel characteristics and an investigation of the geographies of transport disadvantage. Using the proposed framework, a case study that investigates the bus activities of the vulnerable population using four-month smart card data is carried out in the city of Wuhu, China. The case study suggests that vulnerable people possess distinct travel behaviors that differ considerably from the mainstream population and that the implications of transport disadvantage, as revealed by the participation in bus activities, vary across different demographic groups and across different spatial contexts. Some of the empirical insights obtained from this study also differ from conclusions drawn from previous studies and will enrich our understandings of vulnerable people's activities. Overall, the paper makes two major contributions. Methodologically, the proposed framework can overcome some of the deficiencies of activity space-based approaches for understanding transport disadvantage and contribute broadly to the studies of travel behaviors and activities patterns using individual-level tracking data. Empirically, the study identifies varying spatial and temporal implications of transport disadvantage associated with different vulnerable groups, which could further shed light on public transit planning and service design. [ABSTRACT FROM AUTHOR]