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21 pages, 3683 KiB

Open AccessArticle

Deviation of Peak Hours for Urban Rail Transit Stations: A Case Study in Xi’an, China

by Lijie Yu, Quan Chen and Kuanmin Chen

Sustainability 2019, 11(10), 2733; https://doi.org/10.3390/su11102733 - 14 May 2019

Cited by 11 | Viewed by 3160

The inconsistencies of passenger flow volume between stations’ peak hours and cities’ peak hours have emerged as a phenomenon in various cities worldwide. Passenger flow forecasting at planning stages can only predict passenger flow volume in city peak hours and for the whole [...] Read more.

The inconsistencies of passenger flow volume between stations’ peak hours and cities’ peak hours have emerged as a phenomenon in various cities worldwide. Passenger flow forecasting at planning stages can only predict passenger flow volume in city peak hours and for the whole day. For some stations, the highest flow does not occur in the city peak hours, and station scale design is often too small. This study locates the formation mechanism of station peak in which the temporal distribution of the station is the superposition of different temporal distributions of the purpose determined by land-use attributes. Data from 63 stations in Xi’an, China, were then used to present an enlargement coefficient which can change the boarding and alighting volume in city peak hours to a station’s own peak hours. This was done by analyzing the inconsistencies of passenger flow volume between the station’s peak hours and the city’s peak hours. Morning peak deviation coefficient (PDC) and evening PDC were selected as datasets, and stations were classified accordingly. Statistics of land usage for every type of station showed that when the stations were surrounded by developed land, the relationship between the PDC and the commuter travel land proportion was to some extent orderly. More than 90.00% of stations with a proportion of commuter travel land that was more than 0.50 had PDCs under 1.10. All stations with a proportion of commuter travel land that was less than 0.50 had morning PDCs over 1.10. Finally, data from 52 stations in Chongqing, China were used to verify the findings, with the results in Chongqing predominantly corresponding to those in Xi’an. Full article

(This article belongs to the Special Issue Sustainable Urban Land Use and Transportation)

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20 pages, 3218 KiB

Open AccessArticle

Examination on the Influence Area of Transit-Oriented Development: Considering Multimodal Accessibility in New Delhi, India

by Sangeetha Ann, Meilan Jiang, Ghasak Ibrahim Mothafer and Toshiyuki Yamamoto

Sustainability 2019, 11(9), 2621; https://doi.org/10.3390/su11092621 - 7 May 2019

Cited by 7 | Viewed by 4157

Abstract

As Indian cities adopt the concept of transit-oriented development (TOD), concerns have arisen regarding the applicability of TOD standards formulated in developed countries in the Indian context. This study aims to estimate the TOD influence areas in New Delhi by examining the last [...] Read more.

As Indian cities adopt the concept of transit-oriented development (TOD), concerns have arisen regarding the applicability of TOD standards formulated in developed countries in the Indian context. This study aims to estimate the TOD influence areas in New Delhi by examining the last mile connectivity patterns of passengers on the Delhi Metro Railway (DMR). Questionnaire surveys conducted on the last mile connectivity reveals use of various access modes for metro stations in India, although current research only considers walking and cycling to be universal forms of access. Therefore, this study focuses on the DMR’s multimodal accessibility to investigate the last mile distance of each mode. In order to offset the rounding errors of reported distance, a heaping model and multiple imputation (MI) were employed to improve the accuracy of the reported distance. Afterward, distance decay analysis and receiver operating characteristic (ROC) curves were used to determine the thresholds of last mile distances. The findings show that the influence area differs across travel modes and increases in the order of walking, informal transit, buses, and private transport, respectively. Full article

(This article belongs to the Special Issue Sustainable Urban Land Use and Transportation)

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24 pages, 1190 KiB

Open AccessArticle

How and Why Does Intra-Metropolitan Workplace Location Affect Car Commuting?

by Petter Næss, Anders Tønnesen and Fitwi Wolday

Sustainability 2019, 11(4), 1196; https://doi.org/10.3390/su11041196 - 24 Feb 2019

Cited by 19 | Viewed by 4068

Abstract

This paper illuminates important causal processes that can explain differences between central, semi-central and suburban workplaces in commuting distances and modes. Its empirical base is qualitative interview material on the considerations and conditions underlying commuting behavior among employees of workplaces differently located within [...] Read more.

This paper illuminates important causal processes that can explain differences between central, semi-central and suburban workplaces in commuting distances and modes. Its empirical base is qualitative interview material on the considerations and conditions underlying commuting behavior among employees of workplaces differently located within Oslo metropolitan area. The interviewees do not necessarily choose local jobs but rather travel a bit farther if this is necessary to find a more relevant job, especially if they have specialized job qualifications. Likewise, employers do not restrict their recruitment to local applicants. Workplaces close to the city center have a large number of potential employees within a short distance from the workplace and are, therefore, more likely to recruit workers locally. The interviewees’ rationales for travel mode choices, such as time-saving, flexibility, convenience and stress avoidance, encourage commuting by transit to central workplaces and by car to peripheral workplaces. For example, transit is often faster and more convenient than car when commuting to central workplaces, while the opposite is often the case for commutes to peripheral workplaces. Rationales of avoidance of stress and frustration and of predictability and control work in similar ways. Full article

(This article belongs to the Special Issue Sustainable Urban Land Use and Transportation)

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14 pages, 2337 KiB

Open AccessArticle

Place vs. Node Transit: Planning Policies Revisited

by Doina Olaru, Simon Moncrieff, Gary McCarney, Yuchao Sun, Tristan Reed, Cate Pattison, Brett Smith and Sharon Biermann

Sustainability 2019, 11(2), 477; https://doi.org/10.3390/su11020477 - 17 Jan 2019

Cited by 27 | Viewed by 4789

Abstract

A core contemporary planning approach is the promotion of transit-oriented developments (TODs) and in recent times cities have committed substantial financial investment to encourage sustainable precincts around public transport. Evaluation of the success of TODs is key for continuing the planning efforts. A [...] Read more.

A core contemporary planning approach is the promotion of transit-oriented developments (TODs) and in recent times cities have committed substantial financial investment to encourage sustainable precincts around public transport. Evaluation of the success of TODs is key for continuing the planning efforts. A frequently applied framework for characterizing TODs draws on Bertolini’s Node-Place (N-P) model, enriched through application in various contexts. We offer here an extension to the N-P model, using a case study in a low-density city, Perth, Western Australia. A typology of railway stations is developed using 43 indicators and then linear models are applied to ascertain the association between patronage and station precinct features. The results show that various types of measures are required to increase public transport ridership for the four clusters that emerged from the analysis. Density alone does not lead to increased use of public transport; it must be associated with city-wide accessibility, as well as access/egress to and from the station. Full article

(This article belongs to the Special Issue Sustainable Urban Land Use and Transportation)

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24 pages, 1149 KiB

Open AccessArticle

Joint Determination of Residential Relocation and Commuting: A Forecasting Experiment for Sustainable Land Use and Transportation Planning

by Jaewon Lim and Jae Hong Kim

Sustainability 2019, 11(1), 182; https://doi.org/10.3390/su11010182 - 1 Jan 2019

Cited by 5 | Viewed by 3597

Abstract

This article applies matrix forecasting methods to the investigation of residential relocation and commuting patterns that are highly interconnected, but often analyzed separately. More specifically, using recent inter-county migration and commuting pattern data for the three largest metropolitan areas in California, it examines [...] Read more.

This article applies matrix forecasting methods to the investigation of residential relocation and commuting patterns that are highly interconnected, but often analyzed separately. More specifically, using recent inter-county migration and commuting pattern data for the three largest metropolitan areas in California, it examines how residential relocation and commuting are associated in the regions and whether a unified framework—in which household relocation and commuting flow matrices are jointly determined—can improve the forecasting performance. The relocation–commuting association is found to differ substantially by region, suggesting the importance of region-specific factors in shaping the interrelationship. Joint forecasting, however, can attain a higher accuracy compared to the two separate projections, although the forecasting performance varies based on the method employed. Full article

(This article belongs to the Special Issue Sustainable Urban Land Use and Transportation)

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19 pages, 8133 KiB

Open AccessArticle

Review of the Transit Accessibility Concept: A Case Study of Richmond, Virginia

by Xueming (Jimmy) Chen

Sustainability 2018, 10(12), 4857; https://doi.org/10.3390/su10124857 - 19 Dec 2018

Cited by 7 | Viewed by 4794

Abstract

This study reviews the transit accessibility concept and describes its empirical application in Richmond, Virginia, USA. The transit accessibility concept involves multiple components. Each component has several measures; the selection of which measure to use depends on unique local circumstances. Geographic Information Systems [...] Read more.

This study reviews the transit accessibility concept and describes its empirical application in Richmond, Virginia, USA. The transit accessibility concept involves multiple components. Each component has several measures; the selection of which measure to use depends on unique local circumstances. Geographic Information Systems (GIS) and statistical tools are utilized in this study. It has been found that, although the Greater Richmond Transit Company (GRTC) provides a reasonably good transit service inside Richmond City, its existing hub-and-spoke transit system is not aligned well with new and complex travel patterns (including suburb-to-suburb travel patterns), and thus needs to be restructured in the near future. Full article

(This article belongs to the Special Issue Sustainable Urban Land Use and Transportation)

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21 pages, 5988 KiB

Open AccessArticle

Correlation between Transit-Oriented Development (TOD), Land Use Catchment Areas, and Local Environmental Transformation

by Xin Tong, Yaowu Wang, Edwin H. W. Chan and Qingfeng Zhou

Sustainability 2018, 10(12), 4622; https://doi.org/10.3390/su10124622 - 5 Dec 2018

Cited by 16 | Viewed by 7835

Abstract

Transit-oriented development (TOD) has been recognised as a sustainable planning approach and that is typically designed for a whole city. Individual land use characteristics and the causations have often been ignored. Therefore, the primary objective of this study was to explore the factors [...] Read more.

Transit-oriented development (TOD) has been recognised as a sustainable planning approach and that is typically designed for a whole city. Individual land use characteristics and the causations have often been ignored. Therefore, the primary objective of this study was to explore the factors that influence the land use catchment area (LCA) characteristics at a station neighborhood level. First, it contributes a methodology to measure the LCA by introducing a new concept. The density gradient was introduced to generate the scale and compactness degree of each station. Second, it provides a theoretical framework for understanding the causes of different LCAs. The partial least squares (PLS) regression model was employed to explore the accessibility effects. By analysing density gradient curves, it reveals that stations grew to fit the negative exponential function. Regarding the scale and form degree of LCAs, the impact of accessibility before and after a station construction have been corroborated. Moreover, the effects of facilities function before construction, distance from main roads, and elevated stations have been emphasized. The results provide support for a more sophisticated concept of catchment area relating to land use at the level of an individual TOD station, while shedding light on the benefits of those engaged in the future design of TOD with due consideration of the local physical environments. Full article

(This article belongs to the Special Issue Sustainable Urban Land Use and Transportation)

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23 pages, 49117 KiB

Open AccessArticle

Exploring Spatially Varying Influences on Metro-Bikeshare Transfer: A Geographically Weighted Poisson Regression Approach

by Yanjie Ji, Xinwei Ma, Mingyuan Yang, Yuchuan Jin and Liangpeng Gao

Sustainability 2018, 10(5), 1526; https://doi.org/10.3390/su10051526 - 11 May 2018

Cited by 106 | Viewed by 6374

Abstract

The primary objective of this study was to explore the factors that influence metro-bikeshare ridership from a spatial perspective. First, a reproducible method of identifying metro-bikeshare transfer trips was derived using two types of smart-card data (metro and bikeshare). Next, a geographically weighted [...] Read more.

The primary objective of this study was to explore the factors that influence metro-bikeshare ridership from a spatial perspective. First, a reproducible method of identifying metro-bikeshare transfer trips was derived using two types of smart-card data (metro and bikeshare). Next, a geographically weighted Poisson regression (GWPR) model was established to explore the relationships between metro-bikeshare transfer volume and several types of independent variables, including sociodemographic, travel-related, and built-environment variables. Moran’s I statistic was applied to examine the spatial autocorrelation of each explanatory variable. The modeling and spatial visualization results show that riding distance is negatively correlated with metro-bikeshare transfer demand, and the coefficient values are generally lower at the edge of the city, especially in underdeveloped areas. Moreover, the density of bus, bikeshare, and other metro stations within 2 km of a metro station has different impacts on metro-bikeshare transfer volume. Travelers whose origin or destination is entertainment related tend to choose bikeshare as a feeder mode to metro if this trip mode is available to them. These results improve our understanding of metro-bikeshare transfer spatial patterns, and several suggestions are provided for improving the integration between metro and bikeshare. Full article

(This article belongs to the Special Issue Sustainable Urban Land Use and Transportation)

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