Impact of bus rapid transit on housing price and accessibility changes in Sydney: A repeat sales approach

ABSTRACT

New public transport infrastructure is expected to improve accessibility for local residents, and thus contribute to increased land value. The contribution that a bus rapid transit (BRT) system can make to increased land value is less certain than for rail-based systems, with the literature mostly containing bus-based examples from developing countries with extensive BRT networks. This article considers a BRT system named the Liverpool–Parramatta Transitway (LPT) that was implemented in southwestern Sydney in 2003 to improve public transport accessibility in the local area. A repeat sales model is constructed to investigate the impact of the LPT on residential housing prices and accessibility changes using repeat sales data from before and after the opening of the LPT. This identified little price difference between properties close to LPT stations and outside of the area that could be considered as affected by the LPT service coverage. This outcome is at variance with the theoretical underpinning of land value uplift and other empirical evidence relating to the LPT. Hedonic models using the same repeat sales data investigate the study area in more detail, stratifying the sample by housing type and by comparing separate before and after models. These research outcomes identify the extent to which the BRT system has an impact on local housing prices through accessibility improvements to the study area and provide a deeper understanding as to how the quantification of land value uplift from BRT represents one element of the wider economic benefits of a BRT system.     

Fair accessibility – Operationalizing the distributional effects of policy interventions

A fair distribution of public transport benefits is a commonly stated goal of agencies and operators of public transport. However, it is less complicated and costly to provide accessibility in some parts of cities and their surroundings than in other parts. Densely populated areas, and areas situated closer to the city center therefore often have higher public transport accessibility than remote or sparsely populated areas. Neglecting these realities results with an unrealistic assessment of equity in service provision and hampers their consideration when setting policy goals. In this study, we propose a framework for investigating equity in the distribution of accessibility, where the suggested goal is to provide residents with equal accessibility for equally dense and central areas. For the Stockholm County, we show that accessibility may seem to be distributed horizontally inequitable and vertically regressive. However, once controlling for how dense and close to the city center residents live, while still being horizontally inequitable the distribution of accessibility in Stockholm County is found progressive, i.e., benefiting those with lower incomes. We demonstrate the proposed method for the case of skip-stop train operations and find that it shifts our constructed accessibility measure toward a more horizontally inequitable and vertically progressive state. We conclude that our proposed method can be a potent way for public transport agencies to measure and concretize equity goals and evaluate policy changes.     

Residential property value impacts of proximity to transport infrastructure: An investigation of bus rapid transit and heavy rail networks in Brisbane,Australia

Public transport investment is normally targeted at increasing accessibility which land rent theory identifies and will in turn increase land values. There is a clear policy interest in how much land values increase following a new transport investment so as to establish if there is sufficient land value uplift to capture and to help pay or contribute to investment plans. Identifying an uplift for residential land has been well studied in the context of new light rail systems and bus rapid transit (BRT) systems in developing countries but there is little evidence for BRT in developed countries.This paper has two objectives. First, to examine long term impact of BRT in a developed world context in Brisbane, Australia. Brisbane's BRT uses an open system design which contrasts with the closed system design of the successful BRT systems in South America and elsewhere, including the BRT in the suburbs of Sydney, Australia. Second, BRT in Brisbane was introduced to a network already dominated by a radial heavy rail network and this investigation recognises that the uplift from BRT introduction may therefore be different to a BRT in a single mode city. A third motivation is to consider the spatial distribution of uplift which is an essential pre-requisite to understanding the distributional impact if uplift is used to contribute to infrastructure provision.Spatial modelling is used to examine the accessibility impacts of the BRT at a global level. This is followed by Geographical Weighted Regression, used to examine the spatial distribution of accessibility using a local model.The results show that there is greater uplift in Brisbane, as compared to that identified by studies of Sydney's BRT which is likely due to the greater network coverage of BRT in Brisbane and less strong competition of rail. Land value uplift is also spatially distributed over the network giving higher uplift in some areas than others and lower values than typically found with rail based systems in developed countries. However, the degree of uplift is relatively low, with proximity to BRT stations attracting more uplift than proximity to train stations.     

Understanding bus rapid transit route ridership drivers: An empirical study of Australian BRT systems

Bus Rapid Transit (BRT) systems are an increasingly popular public transport option internationally. They provide rail-like quality for bus services for a fraction of the cost of fixed rail. Many claims of high and increasing ridership have resulted from BRT system development; however, it is unclear exactly which aspects of BRT system design drive this. This paper explores whether BRT design features, among other influences, significantly increase ridership above and beyond the impact of service levels. It does so using a series of regression models undertaken on 77 BRT and non-BRT bus routes in Australia which is known for its diversity in BRT route design. Explanatory variables used included service level, frequency, speed, stop spacing, share of segregated right of way, vehicle accessibility, employment and residential density, car ownership levels and BRT infrastructure quality. Five models explored the role of these variables. Two models found that service level dominates predictions of boardings per route km although they suffer from endogeneity. Further models control for this influence by modelling boardings per vehicle km. Overall results suggest that some BRT infrastructure treatments such as right of way have a significant impact on ridership but the influence of infrastructure is within the context of high service levels. The role of accessible vehicles has also been highlighted in this research, although more research is needed to clarify this influence. The paper concludes with a discussion of the various influences on ridership and recommendations for existing policy and future research.     

Evaluating sustainability and land use integration of BRT stations via extended node place model,an application on BRT stations of Tehran

Modern transportation planners and urban designers are looking for a practical solution toward sustainable, accessible, and cost-effective development of public transportation. Achieving a well-balanced transit-oriented development (TOD) requires a clear illustration of the existing public transportation, land use, and correlations between them. Bus rapid transit (BRT) is a well-known strategy toward developing high-quality transit networks and would be a reasonable transportation choice if allied with a suitable walkable design in surrounding areas. In this paper, the node-place model is developed and applied on BRT stations in Tehran to be analyzed and clustered using three extended TOD indicators. The design index, representing the accessibility and walking potential, is further improved by measuring spatial specifications and walkway density parameters. Furthermore, the place index, representing demand and land use specifications of the area, is investigated through the calculation of possible destination points (PDPs) in the vicinity of stations. The model is reapplied after correlation analyses on input data to find stations' behavior by using more effective parameters. The results indicate that appropriate access to the stations requires a tight network of walkways that offers multiple routes to the stations. Meanwhile, a dense and sophisticated pedestrian area needs to offer short routes with minimum turns required to reach the station. Moreover, in each station, some factors are found to be more dominating. Changes in these factors have more profound effects than other factors. This paper aims to identify these factors and help planners develop TOD areas sustainably.     

Investigating users' travel behaviours and perceptions of single-corridor BRT: Lessons from Lahore

Despite the global popularity of bus rapid transit (BRT) in last couple of decades, there is limited empirical evidence in the rapidly urbanizing developing countries regarding corridor-wide users' typical travel characteristics and perceptions of the system attributes. The factors affecting BRT users' (dis)satisfaction are also often disregarded, given less priority than needed, or delayed till issues become more difficult and costlier to manage. Although on a rise, currently only ~10% of BRT systems worldwide are in lower-middle-income and low-income countries, which also supports the need to effectively address BRT passengers' mobility issues in such countries with cramped resources, contributing towards more sustainable urban mass transit systems. As major share of BRTs worldwide are single-corridors (~63%), this study investigates the above stated gaps using case of such BRT in the megacity of Lahore, Pakistan via on-site structured interview surveys using intercept method from BRT users along all stations of the corridor. Typical travel characteristics, correlations and cross-comparisons of sample demographics with mobility attributes, underlying (dis)similar themed factors ensuring internal consistency, and rankings of (dis)satisfactions regarding service attributes were evaluated using combination of statistical methods. Visual comparisons of factors in 2D and 3D rotated space were also explored. Results revealed differences in travel characteristics of BRT users for various demographics; convergence of eight factors from twenty-two service quality attributes; spectrum of highest, average and lowest ranked attributes; and inter-spatial relationship of service quality attributes based on the factors contributing relatively more variation. The overarching findings provide useful insights for transportation practitioners, policy makers and could also contribute towards updating BRT guidelines by incorporating the needs and requirements of BRT users in the developing countries.     

Examining changes in travel patterns among lower wealth households after BRT investment in Bogotá, Colombia

Bogotá, Colombia's TransMilenio Bus Rapid Transit (BRT) system has garnered praise for its beneficial effects on transit ridership, congestion, and air quality, yet there has been little research into the system's impacts on individuals and households, particularly on the city's lower wealth households. These households tend to be located in peripheral neighborhoods and access the BRT system largely via its sprawling network of feeder buses, rather than directly accessing the more central trunk lines. This paper examines the relationship between BRT access—especially feeder-based BRT access—and the degree to which the city's lower wealth households are able meet needs for mobility and out-of-home activity participation by analyzing changes in self-reported travel patterns among lower wealth households from before to after introduction of the BRT system. A secondary aim of this paper is to propose and test the variable ‘travel purpose diversity’ as an indicator of the degree to which households are able to meet their needs for out-of-home activity participation. Further work is needed to improve measurement of mobility in order to assess the household-level impacts of transit investments, particularly on lower wealth households. The results provide preliminary support for the validity of this indicator. Overall, findings suggest that the introduction of the BRT has not had a substantial or significant impact on the ability of Bogotá's lower wealth households to meet daily mobility needs. The paper presents some possible interpretations of these findings and offers suggestions for additional research to help improve our understanding of the impacts of Bogotá's transit investment.     

Growth Versus Equity: The Continuum of Pro-Poor Tourism and Neoliberal Governance

This paper proposes a model which integrates tourism in a continuum of poverty alleviation strategies within the antipodes of neo-liberalism and protectionism. It is argued that despite growing evidence in favour of regulative and (re)distributive approaches that in practice come closer to protectionism than neoliberalism, the most influential international organisations, as well as governments worldwide, follow a largely neoliberal laissez-faire approach to poverty alleviation coupled with market-friendly ‘pro-poor’ supplements. This paper argues that tourism per se fits very well into neoliberal interpretations of poverty alleviation, while it tends to aggravate poverty-enhancing inequalities if allowed to operate in a free market environment. Drawing on evidence from current research into poverty alleviation, it is argued that in order to be pro-poor, growth must deliver disproportionate benefits to the poor to reduce inequalities which have been found to limit the potential for poverty alleviation. Hence, it is necessary to shift policy focus from growth to equity, which calls for strong institutions capable of regulating the tourism industry and distributing assets in order to facilitate ‘pro-poor growth’. In this respect, this paper challenges the conventional pro-poor tourism approach with its implicit growth-bias, where strategies are judged as pro-poor if they deliver net benefits to ‘the poor’ even if ‘the rich’ benefit disproportionately. However, through a contextualisation with the reality of politico-economic governance, this paper shows that strategies enhancing equity through shifting benefits towards the poor and, importantly, the poorest, are unlikely to be pursued in practice given policy-makers' neoliberal bias and systemic constraints. Hence, only strategies that are largely in sync with a neoliberal ideology and the ‘World Bank orthodoxy’, such as industry self-regulation or government incentives, have much potential to be implemented on a large-scale basis. More radical approaches such as pro-poor regulation and distribution – the equity side of the continuum – are bound to remain predominantly rhetoric of some United Nations organisations.     

Destination Stakeholders' Perceptions of Volunteer Tourism: An Equity Theory Approach

This study explores destination stakeholders' perceptions of volunteer tourism (VT) using equity theory. In this paper, 26 semi‐structured interviews were conducted to understand individuals' needs, motivations, expectations and their assessments of inputs and outcomes. Equity theory sheds light on the micro‐level of interaction between residents and volunteers and demonstrates why and how residents of Cusco (Peru) with an active role in VT develop certain perceptions in direct encounters with volunteer tourists. The data reveal how perceptions differ according to the respondents' social roles within VT. Heterogeneity, dynamism and a fluctuation between materialities and affection are discussed as important outcomes of these interactions. Copyright © 2014 John Wiley & Sons, Ltd.     

Sustainable Bus Rapid Transit initiatives in India: The role of decisive leadership and strong institutions

The Government of India’s Jawaharlal Nehru National Urban Renewal Mission is instrumental in providing policy, financial, and institutional support to meet the growing needs of urban agglomerations (UAs). In addition to discussing the recently implemented Delhi Bus Rapid Transit (BRT) system and the Indore Busway project, which served to renew the nation’s interest in public transport, this work presents a case brief from three UAs for which the author prepared detailed project reports on the BRT systems. This paper highlights the role of leadership and institutions in the successful completion of feasibility studies (Visakhapatnam and Vijayawada), the process delays (Hyderabad), planned implementation (Visakhapatnam), full-scale operationalization (Indore), and the problems caused by quick deployment (Delhi), the last of which has led to a national debate on BRT viability in India. In conclusion, this work brings to the fore the felt need for a decisive leadership and strong institutions in evolving sustainable public transport solutions.     

Unobserved heterogeneity in transportation equity analysis: Evidence from a bike-sharing system in southern Tampa

Assessing the equity impacts of transportation systems/policies has become a crucial component in transportation planning. Existing statistical modeling approaches for transportation equity analysis have typically assumed that parameter estimates are constant across all observations and used data aggregated to certain geographic units for the analysis. Such methods cannot capture unobserved factors that are not contained in the dataset, i.e., unobserved heterogeneity, which is likely to be present in the increasingly popular disaggregated datasets. To investigate whether there is unobserved heterogeneity in transportation equity impacts, this study carries out an empirical study focusing on the distribution of individual accessibility to activity locations via bike-sharing in southern Tampa. A disaggregated dataset containing information on individual bike-sharing accessibility and socio-economic factors is modeled with a random parameters logit model that allows for the investigation of possible unobserved heterogeneity. Further, models are estimated using data aggregated to parcel- and TAZ-levels to explore the impacts of data aggregation on model estimation results. The models unveil the unobserved heterogeneity in bike-sharing accessibility among populations in different groups defined by different sociodemographic factors in southern Tampa. These results shed insights into how the inconsistent disparity direction of transportation outcomes across individuals in a population group can be measured from the heterogeneity effects. Finally, a comparison between different models show that to capture such inconsistency, the use of disaggregated data with heterogeneity models is highly recommended for transportation equity analysis.     

Exploring relationships between customer-based brand equity and its drivers and consequences in the hotel context. An impact-asymmetry assessment

The development of customer-based brand equity plays a critical role in tourism. This paper attempts to study which variables contribute to brand equity creation and to examine whether brand loyalty can be considered as a consequence of brand equity in the hotel context. In addition, it seeks to provide more detailed insights into possible asymmetric effects among customer-based brand equity and its drivers and consequences. Four constructs are found to influence significantly brand equity: two perceptual (image and perceived quality) and two relational variables (trust and affective commitment). Additionally, both behavioural and attitudinal components of loyalty are confirmed as brand equity outcomes. The impact-asymmetry analysis reveals that perceived quality does not play a significant role in explaining brand equity, while awareness and trust emerge to have a significant negatively asymmetric impact. The paper is novel as the proposed model includes two new variables that are deemed critical to hospitality research, that is, trust and affective commitment. The relationship structure of the model is new to the literature as loyalty is conceptualized as a consequence of brand equity, thus confirming theoretical assumptions with limited empirical evidence. Finally, it is the first study that examines asymmetric impacts of customer-based brand equity drivers.     

Accessibility and proximity effects of bus rapid transit on housing prices: Heterogeneity across price quantiles and space

Bus rapid transit (BRT) systems have mushroomed worldwide in the last few decades. An enriched understanding of BRT capitalization effects is essential. Although the BRT accessibility effect on housing prices has been extensively explored, the effect of proximity to the BRT corridor (which may be related to unattractive landscape and noise pollution) has been little scrutinized. More importantly, whether and how the two effects vary across price levels and space have yet to be sufficiently studied. To this end, we estimate the effect of BRT accessibility and proximity on housing prices by applying a battery of econometric methods (including hedonic pricing models, spatial regression models, quantile regression models, and a geographically weighted regression model) to 5185 observations in the housing market in Xiamen Island, China. The results of this study are: (1) BRT accessibility premiums and proximity penalties simultaneously exist in the housing market; (2) buyers of high-priced housing have a greater willingness to pay for avoiding the nuisances attributed to proximity to the BRT corridor; (3) the effect of BRT on housing prices is spatially heterogeneous; (4) the BRT accessibility effect is larger in suburban areas than in urban areas; and (5) housing prices are more predictable near the city centers than outside the area, which may be because a greater proportion of the price of a house near the city centers is derived from the location (rather than the building structure). Finally, policy implications (e.g., building acoustic barriers and planting vegetation along the BRT corridor and improving the transit service in suburban areas) are discussed.     

Bus rapid transit as a neoliberal contradiction

Bus Rapid Transit (BRT) is being implemented as a neoliberal project, but it creates contradictions that challenge the premise of neoliberalism. BRT projects are affordable rapid transit infrastructure, but they are also an impetus to restructure the urban bus sector in developing cities with informal mass transport. The dominant model of BRT implementation creates a market for bus service from large private companies where the government takes on the risk and brands the service as part of the city's attempt to be a ‘world class’ city that can attract mobile capital. However, BRT and the formalization of the bus sector can increase the power of urban residents by firmly putting transport in the public sphere; workers by increasing the incentives for collective action; and bus riders by prioritizing space for buses over cars. But these are only openings that require action to take advantage of the contradictions.     

Redistributive effects of bus rapid transit (BRT) on development patterns and property values in Seoul, Korea

This study investigates the redistributive effects of Seoul's bus rapid transit (BRT) system on development patterns and property values using an urban simulation model. The Seoul Metropolitan Integrated Urban Model (SMIUM) combines the Seoul metropolitan input-output model with random utility-based location choice models and endogenous real estate markets.The major findings of this study can be highlighted as follows. First, Seoul's BRT contributes to increased development density in urban centers, acting as a centripetal force to attract firms from the suburbs into urban cores and supporting arguments for Smart Growth proponents. Second, unlike its redistributive effects on nonresidential activities, the BRT has a limited effect on the redistribution of residential activities, implying that residential locations are less sensitive to accessibility improvements made by the BRT than are nonresidential locations. Third, reflecting the transferred space demands from the suburbs to the urban cores, the CBD reaps the highest property value gains, while all of the outer ring zones suffer from reduced property values.     

Sustainable public transport systems: Moving towards a value for money and network-based approach and away from blind commitment

Growing public transport patronage in the presence of a strong demand for car ownership and use remains a high agenda challenge for many developed and developing economies. While some countries are losing public transport modal share, other nations are gearing up for a loss, as the wealth profile makes the car a more affordable means of transport as well as conferring elements of status and imagery of “success”. Some countries however have begun successfully to reverse the decline in market share, primarily through infrastructure-based investment in bus systems, commonly referred to as bus rapid transit (BRT). BRT gives affordable public transport greater visibility and independence from other modes of transport, enabling it to deliver levels of service that compete sufficiently well with the car to attract and retain a market segmented clientele. BRT is growing in popularity throughout the world, notably in Asia, Europe and South America, in contrast to other forms of mass transit (such as light and heavy rail). This is in large measure due to its value for money, service capacity, affordability, relative flexibility, and network coverage. This paper takes stock of its performance and success as an attractive system supporting the ideals of sustainable transport.     

Measuring individuals' travel behaviour by use of a GPS-based smartphone application in Dar es Salaam,Tanzania

A range of mega-cities in the Global South have started to invest in Bus Rapid Transit (BRT) systems, as a complement or replacement for informal paratransit services, in an effort to improve the mobility and accessibility in the city. Yet, few studies have tried to analyse the impact of such systems on the mobility patterns of cities' residents, in part because traditional travel diary surveys are often too expensive to conduct and unsuitable to capture spatial mobility patterns in fast growing cities with a high level of informality in spatial development. In this study, we analyse the applicability of a new method of data collection, i.e. a GPS-based smartphone application, to capture individuals travel behaviour in fast growing mega-cities in the Global South. Our case study is the city of Dar es Salaam (DES) in Tanzania, where the first BRT line is currently being implemented. In our study, the GPS-based app was used by individuals in DES to record distances, departure times and destinations of their trips. Socio-demographic data of respondents were recorded in short questionnaires. The spatial distribution of the trip patterns shows the mobility demand in both high and less connected areas. The results reveal a variation in departure times, travel destinations and trip distances that are one the one hand spatially limited within neighbourhoods and away from the planned BRT, and on the other hand along major roads connecting to the Central Business District (CBD). The short average distances of the trips (<3 km) reveal the characteristics of paratransit modes. The GPS-based smartphone application provides an opportunity to policy makers to engage deeply with the spatial reality of local communities, as a basis for transport investments and policy improvements as steps towards an integrated public transport system.     

Mega-event transport legacy in a developing country: The case of Rio 2016 Olympic Games and its Transolímpica BRT corridor

The Rio de Janeiro government, in order to prepare the city for the 2016 Olympic Games, implemented four new BRT lines (Bus Rapid Transit). One of these is the “BRT Transolímpica”, which would mainly serve the mega-event by connecting two Olympic venues, but which was justified as the integration between the northern and southern regions of the city. In this paper, the Transolímpica transport legacy, regarding urban development, was analysed to verify the influence of this BRT line on the development of its surroundings. The three-step methodology comprised a study of the surroundings of BRT stations through analyses of physical dynamics, real-estate dynamics, and relational analysis (the contextualisation of the results within the local context). The analyses cover five phases of the BRT implementation associated with the 2016 Olympic Games: candidature (2008–2010); planning and design (2010−2012); implementation, subdivided into two periods (2012–2014 and 2014–2016); and operation (2016–2018). We found that this BRT line: i) was not relevant to the occupation of the surroundings; ii) ended up accentuating the segmentation of the territory along the corridor; and iii) has been consolidating an ambiguous transport legacy in terms of urban development.     

Equity of transit connectivity in Tennessee cities

Federal and state agencies focus on providing captive users in mobility-vulnerable population groups with access to public transit resources. One challenge to the provision of equitable access is quantifying equity-oriented metrics for public transit service. This paper utilizes an approach that utilizes the available spatial demographic data and transit network characteristics to compute multimodal transit connectivity and equity. This method is exemplified by analyzing transit connectivity for three metropolitan cities in the state of Tennessee in the United States and overlapping that connectivity on demographic data. Results indicate that the distribution of transit services among vulnerable populations varies within and between cities. The case studies illustrate how this methodology can be used by public agencies to assess the performance of transit systems and to identify the distribution of these systems among various groups to improve the equity of transit connectivity.     

Understanding the benefits of social tourism: Linking participation to subjective well‐being and quality of life

This paper aims to explore the relationship between well‐being, quality of life and holiday participation among low‐income families in the UK. There have been very studies that have examined quality of life (QOL) and subjective well‐being in relation to tourism and none that have attempted to apply measures to assess the benefits of holidays for those people who are generally excluded from participation. This is important in relation to social tourism because of the fundamental need to develop mechanisms to evaluate the impact of charitable funding for supporting low‐income families' participation in holidaymaking. This study evaluates the types of reasons given for financial assistance in applications to the Family Holiday Association including follow‐up research with a sample of successful applicants on the perceived benefits of the holiday, including questions on QOL factors. The findings are limited in scope but do indicate that increases in QOL were reported among low‐income families. The paper concludes by arguing that further research on adapted well‐being and QOL measures be applied to tourism consumption. Copyright © 2010 John Wiley & Sons, Ltd.