Exploring the role of worker income and workplace characteristics on the journey to work

Traditional trip distribution processes that rely heavily on gravity models fail to capture how the characteristics of individuals or the heterogeneity in the attributes of attraction zones may influence the accessibility to jobs and, therefore, journey-to-work patterns. Different approaches, such as destination choice models, are not generally applied because of limited data availability and calibration requirements. This paper proposes an alternative approach to overcome this challenge by combining a utility-based measure of accessibility and a maximum range of commuting distance to predict the journey-to-work patterns of individual worker-agents using an open-access database. A multinomial logit model is estimated and an agent-based model is developed using data from the Census Transportation Planning Products (CTPP) 5-year database. The proposed methodology is demonstrated using a case study based on Tippecanoe County, Indiana, and the results are compared to a double-constrained gravity model. Results indicate that the utility functions derived from the CTPP database can replicate the aggregated journey-to-work patterns by income levels. Furthermore, it was found that the utility functions for low-, middle-, and high-household income groups could be different. Finally, while a calibrated gravity model could produce a trip-length distribution and average commuting distance more similar to observed data, the destination choice model provides more insights into the trip patterns across different household income groups, thereby providing a better basis for policy analysis.     

空间可达性与工业增长：来自广东高速公路的证据

本文利用2005-2007年广东省制造业微观企业面板数据，构建可达性相关指标，分析可达性对企业工业增长的影响。结果显示：第一，总体来看，省内可达性和省际可达性对企业工业增长均存在显著的正向影响，省际可达性对企业工业增长的影响更为明显。第二，从集群内外来看，与集群外的企业相比，省内可达性对集群内企业的工业增长影响更为明显，省际可达性对集群内企业的工业增长影响弱一些。     

Advance transit oriented development typology: case study in Brisbane,Australia

Internationally, transit oriented development (TOD) is characterised by moderate to high density development with diverse land use patterns and well connected street networks centred around high frequency transit stops (bus and rail). Although different TOD typologies have been developed in different contexts, they are based on subjective evaluation criteria derived from the context in which they are built and typically lack a validation measure. Arguably there exist sets of TOD characteristics that perform better in certain contexts, and being able to optimise TOD effectiveness would facilitate planning and supporting policy development. This research utilises data from census collection districts (CCDs) in Brisbane with different sets of TOD attributes measured across six objectively quantified built environmental indicators: net employment density, net residential density, land use diversity, intersection density, cul-de-sac density, and public transport accessibility. Using these measures, a Two Step Cluster Analysis was conducted to identify natural groupings of the CCDs with similar profiles, resulting in four unique TOD clusters: (a) residential TODs, (b) activity centre TODs, (c) potential TODs, and (d) TOD non-suitability. The typologies are validated by estimating a multinomial logistic regression model in order to understand the mode choice behaviour of 10,013 individuals living in these areas. Results indicate that in comparison to people living in areas classified as residential TODs, people who reside in non-TOD clusters were significantly less likely to use public transport (PT) (1.4 times), and active transport (4 times) compared to the car. People living in areas classified as potential TODs were 1.3 times less likely to use PT, and 2.5 times less likely to use active transport compared to using the car. Only a little difference in mode choice behaviour was evident between people living in areas classified as residential TODs and activity centre TODs. The results suggest that: (a) two types of TODs may be suitable for classification and effect mode choice in Brisbane; (b) TOD typology should be developed based on their TOD profile and performance matrices; (c) both bus stop and train station based TODs are suitable for development in Brisbane.     

一种改进的基于空间句法的地铁可达性演变研究——以广佛地铁为例

空间句法在地铁可达性研究中具有独特的优越性,但传统的基于空间句法的可达性研究只考虑换乘的次数,而忽略各线路站点分布的影响,不能精细地反映各个站点之间的可达性差异。在传统方法的基础上提出一种改进的基于空间句法的地铁可达性研究方法,该方法通过使用改进的凸状分割方法,以每个地铁站点以及各个站点之间的线路作为研究的基本单元,选择GIS中的网络分析方法对基础数据进行处理。最后,通过对广佛地铁可达性进行实证验算,揭示了不同时期地铁站点可达性分布和演变情况,结果表明该研究方法取得了令人满意的结果,展现了该方法在地铁网络可达性分布的空间形态特征、演变过程及预测中的有效性,可为交通规划、地铁周边商业布局及沿线房地产开发等提供参考依据。     

An analysis of factors affecting access to credit in Lesotho's smallholder agricultural sector

The agricultural sector in Lesotho is underperforming mainly due to the inability of smallholders to move from traditional agriculture to a more scientific and technology-based one. Among the challenges inhibiting the ability of smallholders to make the step up is access to financial services, especially credit. The purpose of this study was to examine the factors that may influence the ability of smallholders to access finance by making use of a logistic regression model within the principle component regression framework. The results revealed that the ability of smallholders to access finance, and the potential to make the transition towards a more scientific and technology-based agriculture sector, is influenced by the level of farm and non-farm income, remittances and pension, farm size, availability of family labour, land ownership, savings and repayment ability. The results present important information in terms of guiding institutional arrangements needed to improve credit availability in Lesotho.     

湖北省旅游交通可达性及旅游经济联系空间分析

运用加权平均旅行时间,结合引力模型对湖北省旅游交通可达性以及旅游经济联系量空间差异进行分析。结果表明：（1）湖北省旅游交通可达性在空间上呈现出以武汉为中心逐渐向周边递减的圈层式空间格局;（2）旅游经济联系空间差异显著,具有“东密西疏”的空间特征,武汉城市圈旅游经济联系较为紧密,空间网络化明显,鄂西生态文化圈旅游联系较为稀疏;（3）旅游经济联系总量地域差异明显,武汉城市圈旅游经济联系总量远高于鄂西生态文化旅游圈;（4）旅游交通可达性与旅游经济联系量相关性明显,其组合状况在空间上呈渐进式阶梯状的空间分布特征。     

社会比较中的选择通达机制

文章介绍了选择通达机制的提出与涵义，分析了影响同化和对比的诸多主要因素，并在最后叙述了可通达知识在比较过程中发挥的作用。     

城市交通与城市空间演化相互作用机制研究

认为城市交通与城市空间演化之间存在着持续的相互作用关系:一方面,城市空间演化不断对城市交通提出更高的要求,并为城市交通的发展提供相应的条件;另一方面,交通可达性的提高和交通方式的变革又会对城市空间的进一步演化产生引导作用,它们之间通过可达性这一关键因素的不断调整和变化实现相互促进和共同发展.     

高速铁路对区域可达性的影响研究--以沪宁地区为例

作为一种新型快捷交通方式,高速铁路的建设将对沿线地区的交通运输、经济发展、人们的生产生活带来深远的影响。文章以沪宁地区为例,探讨了高速铁路影响下沿线地区可达性的变化,采用了有效评价旅行时间、经济潜力、日常可达性三类分析指标,初步得出不仅沿线地区将产生深刻变化,且临近区域也受益匪浅的结论,从客观上论证了修建京沪高速铁路的可行性和重要性。     

承接长三角产业转移背景下的皖江示范区通达性分析

以皖江示范区承接长三角产业转移为背景,立足于示范区的物流和客流两个层面,运用CIS栅格分析和网络分析以及ESDA分析技术从时间指标和费用指标,研究了示范区物流可进出性和区内客流的顺畅性.结果表明:由长三角12门户城镇进入示范区的可进入性大体上是以空间距离为基础,局部上由于路网的作用两者共同形成了可进人性的四大城市区;四大城市区以东北-西南向布局平行于进入皖江城市带的长三角12城镇,其局部轮廓有着明显的高等级公路指向性;客流顺畅性上,时间和费用可达性空间格局两者有很大的相似,都是以"双核-隔离岛"形成的圈层结构,时间可达性上呈现高速公路指向性,而费用可达性上呈现铁路指向性;区内城镇间存在较强的空间正相关,局部区域分异明显.