Journal of Transport Geography最新文献

{"title":"Measuring the impacts of subway openings on location choice: Systematic evidence from service enterprises, Beijing","authors":"Guoqiang Feng, Tianle Wang, Zihong Huang","doi":"10.1016/j.jtrangeo.2024.104082","DOIUrl":"https://doi.org/10.1016/j.jtrangeo.2024.104082","url":null,"abstract":"Studies concerning the location choices of enterprises are predominantly focus on manufacturing enterprises, with limited attention given to service enterprises. This paper examines Beijing, whose services account for more than 80 % of GDP, to ascertain whether enhanced accessibility through the expansion of subway network facilitates new service enterprises to capitalize on agglomeration economies, ultimately contributing to the transformation of the urban landscape. Using a matched dataset comprising 16,571 gird cells, each measuring 1 × 1 km in size, and information on newly registered service enterprises in Beijing from 2007 to 2018, we employ a mult-period difference-in-difference (DID) estimation methodology, leveraging exogenous shocks from the opening of new subway lines, to examine the causal relationship between subway openings and the location decision of service enterprises. Our findings indicate that the subway network positively influences the establishment of service enterprises, with a 53.8 % increase in newly registered service enterprises following the opening of a new subway line. Furthermore, the agglomeration effects of subway network are more salient for newly registered producer service enterprises, which tend to cluster in central areas, whereas consumer service enterprises demonstrate a preference for agglomeration in the city's periphery, thereby contributing to the reconfiguration of the city's urban structure.","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"20 1","pages":""},"PeriodicalIF":6.1,"publicationDate":"2024-12-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142790024","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Potential risk factors of child pedestrian crashes after-school hours in Seoul, Korea","authors":"Jihun Oh, Jeongseob Kim","doi":"10.1016/j.jtrangeo.2024.104084","DOIUrl":"https://doi.org/10.1016/j.jtrangeo.2024.104084","url":null,"abstract":"Considering child pedestrian safety is increasingly recognized as a critical social concern, this study investigates the patterns and potential risk factors associated with child pedestrian crashes in Seoul, Korea, specifically during after-school hours, which have received relatively little attention. Spatiotemporal patterns of child pedestrian crashes and their daily activity patterns were examined through a descriptive analysis of household travel records and hotspot analysis of crash incidences. Zero-inflated negative binomial models were further estimated to identify potential risk factors affecting child pedestrian crash incidents by time of day. The findings indicate a significant disparity in patterns and risk factors between child pedestrian crashes before and after school hours, possibly explained by the proximity to major travel destinations such as schools and Hagwons (i.e., private educational facilities). Although relevant policy efforts have primarily focused on nearby schools and home-to-school trips, this study provides evidence of potentially hazardous areas at times and locations other than schools. These insights contribute toward a deeper understanding of urban child pedestrian safety, emphasizing the need for comprehensive safety measures that cover children's daily routines.","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"82 1","pages":""},"PeriodicalIF":6.1,"publicationDate":"2024-12-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142790023","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Addressing spatial heterogeneity and MAUP in urban transport geography: A multi-scale analysis of accessibility and warehouse location","authors":"Carlos David Pedrosa Pinheiro, Jesus Gonzalez Feliu, Bruno Vieira Bertoncini","doi":"10.1016/j.jtrangeo.2024.104078","DOIUrl":"https://doi.org/10.1016/j.jtrangeo.2024.104078","url":null,"abstract":"This research delves into the intricate spatial interplay between the siting of urban warehouses and accessibility within Fortaleza, Brazil, employing Multiscale Geographically Weighted Regression (MGWR) across varied Basic Spatial Units (BSUs). It unveils a nuanced relationship between the density of warehouses and accessibility, marked by significant variations across BSUs. The findings highlight distinct spatial distributions for large and small warehouses: large warehouses tend to aggregate near key transport arteries for strategic benefits, whereas small warehouses are more evenly dispersed throughout the city. The study accentuates the critical role of transportation, land use, temporal, and individual accessibility components in influencing warehouse density. These revelations are pivotal for shaping urban transport policies, indicating the need for finely calibrated, location-specific interventions to tackle the complexities introduced by warehouse locations on urban accessibility and operational efficiency. By shedding light on the nuanced spatial dynamics between warehouse locations and accessibility factors, this study paves the way for fostering more effective urban freight transport solutions, advocating for policies tailored to the unique demands and characteristics of urban environments.","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"28 1","pages":""},"PeriodicalIF":6.1,"publicationDate":"2024-12-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142790025","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Railway expansions and human capital growth: A 20-year causal analysis in Tokyo","authors":"Junya Kumagai, Sunbin Yoo, Shunsuke Managi","doi":"10.1016/j.jtrangeo.2024.104076","DOIUrl":"https://doi.org/10.1016/j.jtrangeo.2024.104076","url":null,"abstract":"Our study uncovers the causal link between railway expansions in Tokyo and a significant increase in the number of university graduates and high-skilled workers, with the effects being notably more pronounced in areas initially having lower proportions of those groups. We examine the mechanisms behind this phenomenon by (1) demonstrating how railway expansions attract university graduates and high-skilled workers by reducing commute costs, (2) improve access to universities, and (3) boost railway ridership. Our analysis employs both a difference-in-differences framework and a market access approach to separately evaluate the gentrification near new stations and the dispersion of human capital driven by enhanced network connectivity. The results reveal that university graduate rates and skilled worker rates rise by an average of 2.5 % and 1.4 %, respectively, due to improved connectivity. These findings underscore the value of railway expansion in fostering human capital development and provide critical insights for urban planners, policymakers, and transportation authorities, emphasizing the need to align transportation development with strategies for equitable urban growth.","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"38 1","pages":""},"PeriodicalIF":6.1,"publicationDate":"2024-12-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142790026","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"How do access and spatial dependency shape metro passenger flows","authors":"Mengying Cui ,&nbsp;Lijie Yu ,&nbsp;Shaoyu Nie ,&nbsp;Zhe Dai ,&nbsp;Ying-en Ge ,&nbsp;David Levinson","doi":"10.1016/j.jtrangeo.2024.104069","DOIUrl":"10.1016/j.jtrangeo.2024.104069","url":null,"abstract":"<div><div>Spatial imbalances in metro ridership significantly reduce the overall efficiency of metro system. Understanding the factors that contribute to metro ridership is essential for developing targeted strategies to improve ridership equity and overall system performance. This study introduces novel spatial dependency indices based on spatial weight matrices and land-use function complementarity to explore how access and inter-station spatial dependency affect metro ridership, focusing on station-level boardings and alightings, as well as station-to-station flows. Using the data from the Xi'an Metro, the findings indicate that access to employment and residence from metro stations considerably enhances station-level boardings and alightings. Walking access emerges as a critical factor, especially in the context of station-to-station travel. Furthermore, the analysis reveals a complementarity feature within the metro system, where increases in boardings (alightings) at one station leads to a higher demand at others. Stations that serve areas with complementary land-use functions tend to attract more travel between them. These findings emphasize the critical role of access and spatial dependency in enhancing transit planning and system efficiency.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"123 ","pages":"Article 104069"},"PeriodicalIF":5.7,"publicationDate":"2024-12-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142759239","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"To what extent walking and biking are substitutes or complements to public transport? Interpretable machine learning findings from the University of Lyon, France","authors":"Mehmet Güney Celbiş,&nbsp;Louafi Bouzouina","doi":"10.1016/j.jtrangeo.2024.104071","DOIUrl":"10.1016/j.jtrangeo.2024.104071","url":null,"abstract":"<div><div>This study examines the dynamic relationship between active mobility and public transport among university students, focusing on how this interaction varies based on home-campus distance. Using sequential and randomized tree-based ensemble machine learning models and interpretation techniques on survey data, we uncover nuanced patterns in behavior regarding the choice of transport modes for commuting. Key findings are that biking complements public transport for distances less than two kilometers and greater than ten kilometers, and walking complements it for distances over two kilometers, while some subgroups of students substitute walking for public transport in short distances. Biking and public transportation are observed to be substitutes for each other in distances between approximately two and ten kilometers. Results also suggest a substitution effect between walking and biking for short distances. Finally, we identify distinct walking and biking clusters around certain campuses. Our study highlights the potential of policies promoting active mobility to reduce motorized transport use among students, thereby mitigating social, environmental, and health risks in urban settings.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"123 ","pages":"Article 104071"},"PeriodicalIF":5.7,"publicationDate":"2024-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142756263","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Exploring socio-economic inequalities in access to the 15-minute city across 200 Swedish built-up areas","authors":"Erik Elldér","doi":"10.1016/j.jtrangeo.2024.104060","DOIUrl":"10.1016/j.jtrangeo.2024.104060","url":null,"abstract":"<div><div>In recent years, the 15-minute city has gained prominence as a vision for urban development, aiming to create attractive and vibrant neighborhoods where essential services are within a 15-minute walk. However, its implementation raises concerns about socio-spatial segregation, as the potential increase in desirability of these neighborhoods—combined with various underlying factors—can lead to increased housing prices, potentially excluding economically vulnerable groups. Despite its popularity, few studies have thoroughly explored how access to the 15-minute city varies among different socio-economic groups and across different cities and towns, highlighting a significant research gap. This study aims to explore potential socio-economic inequalities in 15-minute city access across the 200 largest built-up areas in Sweden. Specifically, our study compares average incomes among residents living in neighborhoods that either meet or do not meet various 15-minute city criteria within each built-up area. These criteria are designed to operationalize the proximity dimension of the 15-minute city by capturing which residents that have access to different sets of non-work urban social functions (e.g., healthcare, restaurants, retail) within 1 km from their homes. Two research questions guide the study: Are there differences in access to the 15-minute city, in terms of proximity to non-work urban social functions, across different income groups in Swedish built-up areas? How do variations in the types of functions included in the 15-minute city model, as well as differences in built-up areas characterized by population size, density, land use mix, and the proportion of older buildings, affect these outcomes? Findings reveal significant impact from both the definition of the 15-minute city and across different types of built-up areas. When the 15-minute city only encompasses basic functions such as a grocery store, school, restaurant, etc., average incomes are lower, irrespective of population size. However, mean incomes are notably higher for residents who can locally access many different urban social functions, indicative of larger cities with a higher population density and jobs-to-worker ratio. This highlights a cautionary aspect for cities and planners implementing the 15-minute city vision, as the city characteristics strongly correlated with effective adherence to the 15-minute city may also contribute to excluding lower-income groups.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"122 ","pages":"Article 104060"},"PeriodicalIF":5.7,"publicationDate":"2024-11-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142745022","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Brazilian maritime containerized cabotage competitiveness assessment based on a multimodal super network","authors":"Gustavo Adolfo Alves da Costa ,&nbsp;André Bergsten Mendes ,&nbsp;José Pedro Gomes da Cruz","doi":"10.1016/j.jtrangeo.2024.104062","DOIUrl":"10.1016/j.jtrangeo.2024.104062","url":null,"abstract":"<div><div>This study evaluates the competitiveness of Brazilian maritime container cabotage within a multimodal transportation super network, employing an adapted All Pairs Shortest Path (APSP) algorithm to solve the All Pairs Minimum Cost Path problem. The research analyzes cost structures, environmental impacts, and operational efficiencies across 637 cities, 18 container terminals, 8 barge terminals, and 301 maritime routes. Key metrics, including freight rates, in-transit inventory costs, and CO₂ equivalent emissions, are incorporated into the network's impedance values, enabling a comprehensive comparison between maritime cabotage and road transportations modes. Results indicate that maritime cabotage holds a significant cost advantage over road transportation mode for long-haul routes, particularly when distances exceed 1.800 km. Additionally, maritime cabotage offers substantial environmental benefits, with CO₂ equivalent emission reductions of up to 41,3 %, depending on the route and cabotage shipping company.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"122 ","pages":"Article 104062"},"PeriodicalIF":5.7,"publicationDate":"2024-11-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142745023","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"What determines travel time and distance decay in spatial interaction and accessibility?","authors":"Rajat Verma ,&nbsp;Satish V. Ukkusuri","doi":"10.1016/j.jtrangeo.2024.104061","DOIUrl":"10.1016/j.jtrangeo.2024.104061","url":null,"abstract":"<div><div>The concept of ‘distance decay’ curves is used in spatial interaction and accessibility analysis to represent the diminishing likelihood of visiting places with increasing travel impedance, mainly distance and travel time. The shape of the resulting impedance decay curves varies by several factors, but these influential factors are often dismissed in favor of just travel mode. In this study, we examine which factors should be used to distinguish impedance functions for use. Using data from a large national travel survey, we first show that the impedance curves are well approximated by functions of the exponential family and the related Tanner function. We use two methods – variable-wise function fit and Shapley additive explanations – to conclude the importance of four factors for developing impedance functions. These are travel mode, trip purpose, urbanity class of trip origin and destination, and the socioeconomic status grouping of the travelers. We then show that the use of a generalized impedance function can significantly over- or underestimate spatial accessibility compared to factor-specific impedance function, with up to 80 % overestimation on average in the case of public transit and 16 % overestimation for low socio-economic status travelers. These findings highlight the importance of the choice of impedance function which has applications in spatial economics, transportation planning, and human mobility analyses.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"122 ","pages":"Article 104061"},"PeriodicalIF":5.7,"publicationDate":"2024-11-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142698619","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Development and application of an optimization model to evaluate future charging demand for long-haul electric vehicles in Ontario, Canada","authors":"Terence Dimatulac,&nbsp;Hanna Maoh,&nbsp;Rupp Carriveau","doi":"10.1016/j.jtrangeo.2024.104059","DOIUrl":"10.1016/j.jtrangeo.2024.104059","url":null,"abstract":"<div><div>Establishing a charging network is critical to support vehicle electrification. Determining the ideal locations of charging stations can be challenging due to conflicting stakeholder constraints. This study aims to identify the optimal number of on-route charging locations that can support the projected maximum charging demand of long-haul electric vehicles (LHEVs) in the Canadian province of Ontario in the year 2040. A flow-based path-segment coverage model is proposed, which considers the time when each charging event at each candidate location is likely to occur. The impact of charging LHEVs on the grid is also evaluated. Based on projected 2040 LHEV adoption, results suggest that almost 90 % of the trips will be completed without the need to recharge. However, at least 82 fast charging station locations must be established throughout Ontario to support the remaining LHEV trips within the province. Moreover, almost 75 % of these trips are dependent primarily on 18 of these locations. In general, more than 46 GW of electricity per day is expected to be used when LHEVs have been adopted on a much larger scale in Ontario. Specifically, the Greater Toronto Area (GTA) is likely to experience approximately 4.86 GW of additional energy from LHEV charging activities during peak hours.</div></div>","PeriodicalId":48413,"journal":{"name":"Journal of Transport Geography","volume":"122 ","pages":"Article 104059"},"PeriodicalIF":5.7,"publicationDate":"2024-11-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142696354","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}