Search

Disruptions to transport systems often significantly change travel behaviour. This is especially true when the disruption lasts over an extended period and is accompanied by the massive-scale dysfunction of transit operations. In addition, although attitude is critical for predicting travel behaviour, there is little documentation of changes in attitudes towards transit modes and the factors influencing such changes during a transit system disruption. Furthermore, few studies have investigated how social movements can exert a pronounced disrupting effect on a transit system. To fill these research gaps and provide policy recommendations for a more responsive contingency plan in response to future transit system disruptions, our study aims to investigate this issue based on the case of Hong Kong during the 2019 social movement. We collected a questionnaire survey representing the period from late June to early July 2020, a few months after the end of the protests. Using structural equation models, we have examined how people's attitudes towards different transit modes changed during the social movement. Our findings highlight that people's perception of the city's urban rail system – the Mass Transit Railway, which the government has a significant stake in and control over – worsened significantly during the transit disruption, but the effects were less pronounced for bus and mini-bus. In addition, attitudes towards the social movement were found to vary significantly across social groups, a finding linked to people's attitudes towards different transit modes. Importantly, our study reveals that people's views of social movements can significantly determine how they evaluate impacted and alternative transport modes during transit disruptions. These newly revealed attitudinal dimensions should be fully considered in predicting behavioural change and adjusting transit services under similar conditions. • Examined the attitudinal dimensions during transit disruption caused by social movement. • During the disruption, people' attitudes towards transit modes changed markedly. • Attitudes towards the social movement influenced people's attitudes of transit modes. • Political views should be considered when arranging transit service during social movement. [ABSTRACT FROM AUTHOR]

In this paper, we aim to examine people's EV purchase intention in Hong Kong, an Asian compact city, and how the influential factors are different from the Western context, for which a low-density Nordic context, Denmark, was chosen. To achieve this, we conducted a survey in Hong Kong to understand the effects of several key factors, including subjective norms, personal norms, and perceptions and knowledge about EVs. Structural equation modelling was employed and multi-group analysis was conducted. Our findings show that EV purchase intentions in Hong Kong are highly value-driven with the assimilation to social expectations directly and strongly encouraging individuals' EV acceptance, which is different from the European case where the adoption desire is built upon the assessment of usage difficulty. In addition, range anxiety poses a direct deterrence to EV adoption even in the compact city. Availability of charging opportunities, be it the public ones or home-based ones, plays a critical role in an individual's decision of EV adoption in the high-density city. Our study reveals a strong disparity in the pathways towards EV adoption between the Asian and the Nordic contexts, thereby illustrating the necessity to differentiate e-mobility promotion policies in compact cities from low-density cities. • We analyse the influential factors of EV purchase intention in Hong Kong & Denmark. • Attitude, moral obligation and perceived ease of use affect EV adoption. • EV purchase intentions are highly value-driven in Hong Kong. • Range anxiety poses a deterrence to EV adoption even in the compact city (HK). • Availability of charging facilities is key to EV adoption. [ABSTRACT FROM AUTHOR]

• We propose an innovative methodology for optimal deployment of public EV chargers. • A generalised ordered probit model is used to estimate EV purchase intention. • We derive parameters of the LA model based on survey, public data and interview. • Existing charging network should be substantially expanded, especially in suburbs. • Adding chargers at existing stations is more economical than building new stations. The optimal deployment of public charging infrastructure is critical to the popularisation of electric vehicles (EVs) in high-density cities. Existing studies on public EV charging facilities have rarely integrated government policy and spatial constraints into their optimisation algorithms. To address this research gap, we proposed a contextualised EV charger optimisation model that incorporates carefully derived supply-and-demand constraints and tested it in the case of Hong Kong. From the supply side, we studied the latest planning guidelines and conducted a spatial analysis of potential charging sites. From the demand side, we conducted a questionnaire survey with local residents, estimated their EV purchase intention using a generalised ordered probit model, and then projected the usage demand for public chargers. These supply-and-demand constraints were subsequently incorporated into a location-allocation model to minimise both charging demand shortfall and travel time to charging facilities. We also conducted sensitivity analyses with varying budget, charging demand and facility service radius. Based on our results, we made several key recommendations regarding the spatial planning of public EV charging facilities in our high-density context: (1) the existing charging network should be substantially expanded to meet the projected demand; (2) the charging network should be expanded beyond the central business district and the urban core into other urban neighbourhoods and suburbs; and (3) installing more chargers at existing charging stations is more economical than building new stations. Our research provides an important reference for the spatial planning and deployment strategies for public EV charging infrastructure in high-density cities. [ABSTRACT FROM AUTHOR]

This study advances understanding of the role of residential location in joint household travel and activities for non-work purposes in an Asian city context. This has been done by investigating the relationship between job accessibility, and the undertaking and duration of joint travel and activities of multi-person households in Hong Kong. Particular attention was given to the difference between new town and urban-area commuters who experienced marked different levels of job accessibility as a result of their residential locations. Drawing on the 2011 household travel survey, a suite of multivariable analysis was carried out. The findings highlight that: (1) longer working hours were associated with a lower probability of joint household travel and activities for new town and urban-area commuters alike; (2) longer commute and working hours significantly reduced the time window for joint household activities; (3) and job accessibility played a more important role in affecting the opportunities for discretionary joint household activities among new town commuters than urban-area commuters. The implications of these findings can be used to inform policymaking to increase the opportunities and time window for joint household travel and activities among new town commuters. Potential avenues for future research are also identified. [ABSTRACT FROM AUTHOR]

Previous research has shown that spatial mismatch between residential location and employment opportunities acts as a key influencing factor in employment outcomes for ethnic minorities living in segregated neighbourhoods. However, the effect of job accessibility on residential choice and segregation of ethnic minorities and its relevance to spatial mismatch across different minority groups has not been fully captured, especially in high‐density, transit‐oriented cities. This study seeks to address these knowledge gaps by investigating the residential segregation of ethnic minorities in relation to job accessibility in Hong Kong. Using a suite of statistical analyses, spatial patterns of residential segregation were found to relate to disparities in the socio‐economic status of different minority groups. Furthermore, modelling results suggest a significant trade‐off between neighbourhood quality and job accessibility particularly for the retail and service industries of South/Southeast Asian groups. By contrast, more privileged minority groups, such as White and Japanese communities, were found to cluster predominantly in higher income neighbourhoods with improved amenities rather than living closer to employment opportunities. These insights contribute to a more nuanced understanding of spatial mismatch across different ethnic minority groups, with which we have proposed policy recommendations with a view towards improving job accessibility, particularly for lower income minority groups and have identified avenues for future research. [ABSTRACT FROM AUTHOR]

There is a rise in ageing populations worldwide, especially in cities, and policymakers are working to address this situation. In this light, it is necessary to understand the challenges faced by both the ageing population and the policymakers. Increased mobility enables individuals to perform fundamental tasks more easily and conveniently, such as going to work, accessing health services, and purchasing essential goods, besides other important activities related to recreation and socialisation. This paper examines the impact of satisfaction with transport systems on the social inclusion of older people and their wellbeing. We conducted a questionnaire survey in 18 elderly centres, one from each of the 18 districts in Hong Kong, in 2018, and used a structural equation model (SEM) with latent variables to estimate the effect of satisfaction with the most commonly used transport systems on wellbeing. Our results show that an older person's sense of community and satisfaction with their neighbourhood is strongly related to their satisfaction with transport systems. When the local transport systems are well-functioning, older people feel more socially included. Satisfaction with transport systems also has a strong effect on older people's physical and psychological wellbeing, after controlling for social inclusion. Our findings suggest that transport systems need to be adapted to become more inclusive of the older population to improve their mobility and wellbeing. • Over 270 Chinese older adults were interviewed across 18 districts in Hong Kong. • Satisfaction with transport systems is important for older people's wellbeing. • Well-functioning transport systems make older people feel more socially included. • Higher satisfaction with transport systems leads to higher physical health. • Higher satisfaction with transport systems leads to improved psychological wellness. [ABSTRACT FROM AUTHOR]

Problem, research strategy, and findings: From the 1970s to the 1990s, the Hong Kong government developed several new towns to alleviate pressure on contemporary urban areas and provide housing for a rapidly growing population. Although self-containment is a key objective in building new towns, no research has assessed residents' behavioral outcomes, limiting the objective assessment of the spatial planning of new towns. In this study, we hypothesize that adequate job accessibility would offer residents shorter commutes and hence more time for noncommute travel and activities and better work–life balance. Drawing on census and household travel survey data, we assess the spatial planning of new towns by investigating the effects of job accessibility on commute and noncommute travel durations. We find that a) there is a disparity in self-containment and access to job opportunities between these towns and urban areas, b) job accessibility strongly influences commute duration, and c) prolonged commutes can reduce noncommute travel duration, particularly for public transportation users, suggesting that this may harm work–life balance for workers with long commutes. Takeaway for practice: Building a self-contained new town requires strategic spatial planning and a concrete plan to develop the local economy. To cultivate local employment, planners should develop a regional plan that differentiates main industries in different new towns. A good starting point would be a thorough understanding of the history, spatial distribution of existing industries and firms, and skills of local workers in these towns. We recommend more proactive efforts to a) establish more self-contained new town communities, b) relocate jobs in certain sectors (e.g., government offices) to new towns, c) strengthen an integrated transit system, and d) adopt alternative work schedules (e.g., telecommuting, flexible work hours) in certain industries to relieve commute burdens, improving both commute experience and work–life balance. [ABSTRACT FROM AUTHOR]

• We estimate the price premium of rail accessibility on property prices in Hong Kong. • Access to the rail network raises the property prices significantly. • A significant spatial heterogeneity is revealed across different submarkets. • Repeat sales model shows a larger effect in several new towns along the new lines. • We offer policy implications in light of the regional impact of rail infrastructure. With new rail lines, residents can enjoy higher accessibility and more activity opportunities. However, better access to public transport can potentially increase land prices in catchment areas. In this research, we aim to investigate whether this capitalisation effect goes beyond the conventional catchment area and how such an effect varies across different regions. In a departure from previous studies, we employed a gravity-based accessibility measure to capture the regional impact of rail lines using a cross-sectional analysis of 2001 and 2011 residential apartment data in Hong Kong and a difference-in-difference approach to estimate repeated sales transacted in both years. We used a three-level hierarchical estimation method that allowed the price effect to vary by submarket. The results indicated that the network accessibility of rail lines had a statistically significant capitalisation effect on property prices that varied across different submarkets. Although the three major new rail lines had a greater impact on the built environment in suburban areas, the elasticities in property price with regard to accessibility were still larger in urban areas in both 2001 and 2011. We also establish that the improvements in rail accessibility had a substantially greater effect on the changes in property price between 2001 and 2011 in several new town submarkets along the new lines. From a regional perspective, we conclude that the price effect of new transport infrastructure goes beyond the local catchment areas and call for urban policies that address housing affordability issues across different submarkets in the region and a re-examination of land value capture policies. [ABSTRACT FROM AUTHOR]

Previous research on the self-containment of new towns has focused on access to employment and commute travel; little research has been documented regarding access to non-work facilities and its relation to non-work active travel, overlooking an important aspect to assessing the self-containment of new towns. Drawing on multiple sources of data in Hong Kong, we measure walking accessibility to three main types of non-work facilities (markets, restaurants and parks) as major destinations for non-work travel. Through a series of statistical analysis, we investigate in detail the effects of accessibility on the probability and duration of home-based walking trips. Our findings indicate that: (1) new towns were more disadvantaged and less equitable in terms of the accessibility to non-work facilities than urban areas; and (2) accessibility increased both the likelihood and duration of new town residents' walking trips particularly for grocery-shopping and dining-out purposes. The findings indicate that enhancing accessibility to non-work facilities in new towns can be beneficial in terms of both achieving self-containment and promoting more sustainable travel behaviour. Recommendations are proposed accordingly to help create more pedestrian-friendly environment, and balanced provision of non-work facilities in and around new towns and other suburban developments. • Accessibility to non-work facilities is vital to the self-containment of new towns • Walking accessibility to three main types of non-work facilities is measured. • The relationship between accessibility and walking trips is investigated. • Accessibility is lower and less equitable in new towns than urban areas. • Higher accessibility encourages longer walking trips for new-town residents. [ABSTRACT FROM AUTHOR]

Ever since their first establishment in Britain in 1946, new towns have become commonplace globally as a means to accommodate spillover populations from urban areas. Many of the planned new towns have a goal of creating self-contained communities with sufficient local jobs. However, despite over seventy years of new town development, few studies have examined whether and to what extent an intra-urban agglomeration economy has formed within these towns. This paper adds to the literature on new towns' spatial planning and performance by investigating the local agglomeration economy in new towns through employment sub-centres, with Hong Kong as the study area. We identify employment centres from 2000 to 2015 to map changes in the spatio-economic structure. Our results reveal that only a few of these primary employment centres exhibit strong location agglomeration: the proportion of jobs in the long-established urban core remained stable, while the agglomeration economies in new towns have not gained much momentum in attracting a larger proportion of the city's total employment. The new towns' sub-centres also indicate a similar industrial composition, and seemingly fail to foster local specialisation-based economies. • Local agglomeration economies were identified in Hong Kong from 2000 to 2015. • The main employment centres in Hong Kong exhibit strong location agglomeration. • A few relatively small employment sub-centres are located in new town areas. • New towns' employment sub-centres share homogeneous characteristics. • Most new towns have not formed a substantial agglomeration economy. [ABSTRACT FROM AUTHOR]

Daily mobility of disadvantaged social groups, particularly low-income people, has gained increasing interest since the daily life of these people may encounter significant constraints that lead to certain social issues such as social exclusion and segregation. The concept and measure of activity space have been applied to measure the spatial barriers and inequalities faced by the low-income group in their daily life. However, research on how the daily mobility of different social strata has evolved over a longer period in parallel with urban development has been very limited. This study aims to address these gaps by investigating the activity space of the low-income group in comparison with other income groups in Hong Kong from 2002 to 2011, a period when several subway lines were opened. Four indicators were employed to capture the spatial extent and diversity of activity space. Propensity score matching was used to compare the activity space and mobility of the low-income group with those of the below-average and higher-income groups, while controlling for several confounding factors. The findings indicate that the activity space of the low-income people has not improved over the decade, despite some marked expansion of public transport infrastructure and urban development. In addition, a persistent gap in activity space between the low-income group and other income groups has remained stark in both urban areas and the new towns. Policy recommendations are put forward with a view to improving the daily mobility of the low-income group, with avenues for future research identified as well. • Activity space of the low-income group in Hong Kong of 2002 and 2011 is examined. • The spatial extent and diversity of activity space are measured in four indicators. • The activity space of the low-income group has not improved during the study period. • A persistent gap exists between the low-income group and other income groups. • The discrepancy along the income line exists in both urban areas and new towns. [ABSTRACT FROM AUTHOR]