A spatio-temporal accessibility measure for modelling activity participation in discretionary activities

Fransen, Koos; Farber, Steven; Deruyter, Greet; Maeyer, Philippe De

doi:10.1016/j.tbs.2017.09.002

Cited by 34 publications

(32 citation statements)

References 41 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Results have been mixed. Some have shown that measures of accessibility are associated with increased trip-making and activity participation (Vickerman, 1974;Koenig, 1980;Thill & Kim, 2005;Fransen et al, 2018), but other studies have also found that this association was weak or not statistically significant (Hanson & Schwab, 1987;Ewing et al, 1996;Kitamura et al, 2001). Moreover, results vary by mode of transportation.…”

Section: Accessibility and Activity Participationmentioning

confidence: 99%

“…use measures of transit access to retail to examine its effects on shopping trips). Moreover, participation in discretionary activities may be better modelled using space-time accessibility measures, rather than the place-based measures employed in our study (Fransen et al, 2018). Generating separate models for participation in different activity types (e.g.…”

Section: Study Limitations and Directions For Future Workmentioning

confidence: 99%

See 1 more Smart Citation

Planning transport for social inclusion: An accessibility-activity participation approach

Allen

Farber

2020

Transportation Research Part D: Transport and Environment

Self Cite

131

View full text Add to dashboard Cite

Social equity is increasingly becoming an important objective in transport planning and project evaluation. This paper provides a framework and an empirical investigation in the Greater Toronto and Hamilton Area (GTHA) examining the links between public transit accessibility and the risks of social exclusion, simply understood as the suppressed ability to conduct daily activities at normal levels. Specifically, we use a large-sample travel survey to present a new transport-geography concept termed participation deserts, neighbourhood-level clusters of lower than expected activity participation. We then use multivariate models to estimate where, and for whom, improvements in transit accessibility will effectively increase activity participation and reduce risks of transport-related social exclusion. Our results show that neighbourhoods with high concentrations of low-income and zero-car households located outside of major transit corridors are the most sensitive to having improvements in accessibility increase daily activity participation rates. We contend that transit investments providing better connections to these neighbourhoods would have the greatest benefit in terms of alleviating existing inequalities and reducing the risks of social exclusion. The ability for transport investments to liberate suppressed activity participation is not currently being predicted or valued in existing transport evaluation methodologies, but there is great potential in doing so in order to capture the social equity benefits associated with increasing transit accessibility.

show abstract

Section: Accessibility and Activity Participationmentioning

confidence: 99%

Section: Study Limitations and Directions For Future Workmentioning

confidence: 99%

Planning transport for social inclusion: An accessibility-activity participation approach

Allen

Farber

2020

Transportation Research Part D: Transport and Environment

Self Cite

131

View full text Add to dashboard Cite

show abstract

“…Moreover, different data sources and data analytics methods have been used to analyze key aspects of transport inequity, such as gender, age and low-income families (Hanson and Hanson, 1980;Offer and Schneider, 2011;Loo and Lam, 2013). In particular, there is a vast literature about travel behavior research following the conceptual framework of Hagerstrand's time geography (Hagerstrand, 1970;Hanson and Hanson, 1980;Miller, 1991;Kwan, 1998;Buliung and Kanaroglou, 2006;Buliung and Remmel, 2008;Shaw et al, 2008;Wilson, 2008;Lam et al, 2013;Choi et al, 2014;Babb et al, 2017;Fransen et al, 2018). Researchers have used tools such as the activity space and spacetime prisms (Buliung and Kanaroglou, 2006) to visualize mobility patterns.…”

Section: Urban Mobility Researchmentioning

confidence: 99%

Applying the Hidden Markov Model to Analyze Urban Mobility Patterns: An Interdisciplinary Approach

et al. 2021

View full text Add to dashboard Cite

With the emergence of the Internet of Things (IoT), there has been a proliferation of urban studies using big data. Yet, another type of urban research innovations that involve interdisciplinary thinking and methods remains underdeveloped. This paper represents an attempt to adopt a Hidden Markov Model (HMM) toolbox developed in Computer Science for the analysis of eye movement patterns in Psychology to answer urban mobility questions in Geography. The main idea is that both people's eye movements and travel behavior follow the stop-travel-stop pattern, which can be summarized using HMM. Methodological challenges were addressed by adjusting the HMM to analyze territory-wide travel survey data in Hong Kong, China. By using the adjusted toolbox to identify the activitytravel patterns of working adults in Hong Kong, two distinctive groups of balanced (38.4%) and work-oriented (61.6%) lifestyles were identified. With some notable exceptions, working adults living in the urban core were having a more work-oriented lifestyle. Those with a balanced lifestyle were having a relatively compact zone of non-work activities around their homes but a relatively long commuting distance. Furthermore, working females tend to spend more time at home than their counterparts, regardless of their marital status and lifestyle. Overall, this interdisciplinary research demonstrates an attempt to integrate spatial, temporal, and sequential information for understanding people's behavior in urban mobility research.

show abstract

“…While the idea of equity always implies a moral judgement, equality does not have to imply a normative stance if the term is used in a descriptive sense to indicate full equality or sameness (van Wee & Geurs, 2011). The studies in transportation equity generally look at differences in the levels of accessibility to opportunities or daily travel behavior patterns of various social groups as proxies to reflect different levels of well-being or how those groups are more or less integrated into society (Akyelken, 2017;Fransen et al, 2018;Vasconcellos, 2005).…”

Section: Nexus Of Justice and Transportationmentioning

confidence: 99%

“…This strand of investigation would need a much better understanding of how and to what extent objective measures of accessibility relate to subjectively perceived accessibility levels and to what extent they correspond to activity participation. These questions have thus far received relatively little attention in the literature and remain largely unanswered (Cascetta et al, 2013;Curl et al, 2015;Fransen et al, 2018). Future studies could investigate, for example, how the association between activity participation levels and perceived and objectively measured accessibility varies across the population and to what extent this variation is affected by the built environment, Moreover, while the academic literature has often recognized that increasing physical mobility and accessibility are cause and effect of social mobility (Chetty et al, 2014;Kaufmann et al, 2004;Kronlid, 2008;Lucas, 2012), only a few studies have developed robust identification strategies to measure how accessibility gains from transport policies have impacted employment and educational outcomes (Cervero et al, 2002;Dawkins et al, 2015;Muralidharan & Prakash, 2017).…”

Section: Future Researchmentioning

confidence: 99%

Distributive Justice and Transportation Equity: Inequality in accessibility in Rio de Janeiro

Pereira¹

2018

Preprint

View full text Add to dashboard Cite

Public transport policies play a key role in shaping the social and spatial structure of cities. These policies influence how easily people can access opportunities, including health and educational services and job positions. The accessibility impacts of transport policies thus have important implications for social inequalities and for the promotion of just and inclusive cities. However, in the transportation literature, there is still little theoretically informed understanding of justice and what it means in the context of transport policies. Moreover, few studies have moved beyond descriptive analyses of accessibility inequalities to evaluate how much those inequalities result from transport policies themselves. This is particularly true in cities from the global South, where accessibility and equity have so far remained marginal concerns in the policy realm.This thesis builds on theories of distributive justice and examines how they can guide the evaluation of transport policies and plans. It points to pathways for rigorous assessment of the accessibility impacts of transport policies and it contributes to current discussions on transportation equity. A justice framework is developed to assess the distributional effects of transport policies. This framework is then applied to evaluate recent transport policies developed in Rio de Janeiro (Brazil) in preparation to host sports mega-events, such as the 2014 FIFA World Cup and the 2016 Olympic Games, which included substantial expansion of the rail and Bus Rapid Transit (BRT) infrastructure. This research presents ex-post analyses of the policies implemented between 2014 and 2017 and ex-ante analysis of an as yet unfinished BRT project. It evaluates how the planned transport legacy of those mega-events impacted accessibility to sports venues, healthcare facilities, public schools and job opportunities for different income groups. The results show that there were overall accessibility benefits from the expansion in transport infrastructure between 2014 and 2017, but these were generally offset by the reduction in bus service levels that followed an economic crisis that hit the city after the Olympics. Quasi-counterfactual analysis suggests that, even if the city had not been hit by the economic crisis, recent transport investments related to mega-events would have led to higher accessibility gains for wealthier groups and increased inequalities in access to opportunities. Results suggest that those investments had, or would have had, greater impact on inequalities of access to jobs than in access to schools and healthcare facilities. The evaluation of the future accessibility impacts of the unfinished BRT corridor, nonetheless, indicates that such project could significantly improve access to job opportunities for a large share of Rio’s population, particularly lower-income groups. Spatial analysis techniques show that the magnitude and statistical significance of these results depend on the spatial scale and travel time threshold selected for cumulative opportunity accessibility analysis. These results demonstrate that the ad-hoc methodological choices of accessibility analysis commonly used in the academic and policy literature can change the conclusions of equity assessments of transportation projects.

show abstract

A spatio-temporal accessibility measure for modelling activity participation in discretionary activities

Cited by 34 publications

References 41 publications

Planning transport for social inclusion: An accessibility-activity participation approach

Planning transport for social inclusion: An accessibility-activity participation approach

Applying the Hidden Markov Model to Analyze Urban Mobility Patterns: An Interdisciplinary Approach

Distributive Justice and Transportation Equity: Inequality in accessibility in Rio de Janeiro

Contact Info

Product

Resources

About