Suchergebnisse

In many metropolitan regions, transit-oriented developments are built to motivate the use of sustainable travel by promoting urban growth within walking distances of public transport stations. Changes in residential property values are a common way to assess the success of transit-oriented developments. However, studies that focus on property values alone have reported mixed effects. This paper attempts to evaluate the land value impact around commuter rail stations by analyzing the change in property values within the context of the transformation of socio-spatial neighborhood attributes. The study sets out to estimate the effect of Randstad Rail stations using real estate transaction data of residential properties and neighborhood socio-spatial attributes in the Rotterdam–the Hague metropolitan area of the Netherlands covering a period from 1985 to 2018. Adopting a quasi-experimental design, the effect is estimated for properties within different catchment zones around three commuter rail stations using a Difference-in-Differences Model and Multivariate Analysis of Variance. The results demonstrate the overall negative effect of the Randstad Rail on the value of residential properties at a distance equal to or less than 400 meters from the selected rail stations in the range of -18.8% to -11.5%. In contrast, a positive effect is observed for the residential properties located within a radius of 400 to 800 meters from the rail stations, which is estimated to be +15% to +33.2%. The findings also indicate a considerable socio-spatial transformation in the neighborhood composition after the opening of the rail stations in terms of neighborhood population density, land-use density, housing characteristics, and car ownership, which significantly affect the magnitude and direction of the impact.

Carsharing is becoming an increasingly popular mode of transportation in many cities around the world. Previous research has revealed that users tend to be young, are highly educated, have high incomes and live in densely populated neighbourhoods. However, this does not explain why people who have similar socioeconomic characteristics do not adopt carsharing when residing in comparable urban contexts. To assess the critical differences between users and non-users of carsharing, the current research uses the theory of planned behaviour as a theoretical framework to analyse how aspects of an individual's social and self-identity determine their intentions to participate in carsharing. In-person intercept questionnaire data were collected in the Berlin neighbourhoods Schloßstraße, Steglitz and Glasower Straße, Neukölln in the fall of 2019 (N = 216). Exploratory and confirmatory factor analysis and structural equation modelling were used to analyse the collected data. The model results suggest that having a pro-technology self-identity and negative pro-car identity are significantly associated with the intention to participate in carsharing. These associations are present in both the structural and alternative models. Moreover, both models indicate a negative relationship between individuals' degree of environmental self-identity and the degree of their pro-car identity. The results suggest that, in order to promote carsharing, regional governments should focus on attracting new users who are currently already using mobility technology. The findings can be used by regional governments to identify potential carsharing users and to specifically target individuals who are likely to be willing to adopt and participate in carsharing.

As a newly emerged bike-sharing system, dockless bike-sharing has the potential to positively influence urban mobility by encouraging active cycling and drawing users from car, public transit and walking. However, scant empirical research explores the extent to which dockless bike-sharing replaces other travel modes for different travel purposes. There is a lack of knowledge about how dockless bike-sharing users' personal characteristics and neighborhood environment features influence their mode substitution behaviors. Using survey data collected from residents in Beijing and geodata of land use and public transit, we conduct four multinomial logistic models to explore potential mode-substitution behaviors influenced by dockless bike-sharing for four travel purposes: work or education commuting, sports and leisure, grocery shopping, and recreational activities such as shopping, eating and drinking. The results indicate that, for the majority of respondents, dockless bike-sharing systems potentially substitute for walking or public transit. In addition, our analysis of travel attitudes points out that dockless bike-sharing not only attracts bicycle lovers but also users with a preference or positive attitude toward other travel modes. The positive association between the length of bicycle paths and the likelihood of potentially replacing public transit or motorized vehicles by dockless bike-sharing also reveals that the cycling infrastructure of residential neighborhood could be an important facilitator for users of public transit and motorized vehicles to switch to dockless bike-sharing systems.

Homes and neighborhoods are generally more attractive when they are located close to transport links. Is this also the case for bike sharing schemes? In new research which uses Montreal's Bixi scheme as a case study, Ahmed El-Geneidy, Dea van Lierop, & Rania Wasfi examine the influence of bike sharing stations on the attractiveness of nearby housing. They find that a home which has 12 stations within 800 meters can be expected to sell for nearly 3 percent more compared to those which have no nearby bike sharing stations. They also find that bike sharing stations give municipalities the opportunity to profit from higher property taxes.

Despite growing investments in active travel infrastructure in many developed countries, walking and cycling rates often remain low. In addition to changes in the built environment, life experiences, place-specific urban mobility policies, and social and cultural norms with regard to active travel mode use are also found to be important factors for encouraging walking and cycling. Many researchers have examined immigrants' travel behaviour to study the influence of social and cultural norms and place-specific factors on mode choice and travel decisions. However, knowledge of the differences in walking and cycling behaviour between various sub-groups of immigrants remains limited. By means of a multiple linear regression model, this study investigates differences in walking and cycling behaviours between immigrants in a less active travel culture, namely New Zealand, and an active travel culture, the Netherlands. The findings show that immigrants in both contexts walk and cycle more than the wider populations. Analysis results demonstrate that socio-demographic characteristics, car and bicycle access, and trip purpose all have a significant effect on active travel behaviour. Furthermore, on average, Dutch born-and-raised immigrants in New Zealand cycle more days per month than professional immigrants in the Netherlands and tend to use a much wider range of transport modes, particularly sharing services. These findings suggest that past experiences with particular travel modes and socialisation factors likely play a major role in active travel behaviour, thereby stressing the need for more research on the role of cultural and social norms in travel decision-making processes.