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Browsing by Author "van Wee, Bert"

Now showing 1 - 5 of 5
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    Combining accessibilities for different activity types: Methodology and case study
    (Journal of Transport and Land Use, 2019) Zheng, Lijuan; Oeser, Markus; van Wee, Bert
    Accessibility is a key concept in transport planning. Most studies only focus on specific activity types, but for policy making it is more relevant to aggregate accessibility overall or at least several activity types. However, to the best of our knowledge, there is no study that combines accessibilities for different activity types. Since access to spatially separated activities is one dimension of quality of life, and activity types are not equally important for quality of life, we propose a methodology that is based on weighing activity types according to their relative importance to quality of life to assess overall accessibility. Four principles are adopted to develop the weighting factors: 1) the human needs the activity types satisfy; 2) the activity types' contribution to quality of life; 3) the activity types' trip frequency; 4) further modifications, based on principles such as whether the activity types are needed in emergent situations, and social values and policy preferences. We combine these four principles and apply the methodology in a case study focused on Germany.
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    Development of rail infrastructure and its impact on urbanization in the Randstad, the Netherlands
    (Journal of Transport and Land Use, 2016) Kasraian, Dena; Maat, Kees; van Wee, Bert
    Long-term, large-scale empirical studies on the simultaneous development of transport infrastructure and the built environment are scarce. This paper provides a long-term study of the development of the railway network and its impact on the built-up area—and vice versa—using the case study of the Randstad in the Netherlands between 1850 and 2010. The analysis is both qualitative and quantitative. We describe the shares of the built-up area in concentric buffers of 1-kilometer intervals from railway stations and estimate binomial logit models to predict the likelihood of new stations being built based on the amount of the preceding and subsequent built-up area and the likelihood that a new station might have encouraged further growth. Results show that during the early days stations followed existing urbanization patterns. But as time went by, new stations were more likely to be located in undeveloped areas and less likely to be located within the established built-up areas, which were already serviced by existing stations. Moreover, they prompted further growth, increasing the likelihood of more urbanization in their vicinity.
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    Residential self-selection in quasi-experimental and natural experimental studies: An extended conceptualization of the relationship between the built environment and travel behavior
    (Journal of Transport and Land Use, 2018) Heinen, Eva; van Wee, Bert; Panter, Jenna; Mackett, Roger; Ogilvie, David
    Despite a large body of research suggesting that the built environment influences individual travel behavior, uncertainty remains about the true nature, size, and strength of any causal relationships between the built environment and travel behavior. Residential self-selection, the phenomenon whereby individuals or households select a residential area based on their transport attitudes, is a frequently proposed alternative explanation for the reported associations. To resolve the issue of residential self-selection, longitudinal studies are often recommended. In this paper, we argue that intervention study designs are insufficient to fully resolve the problem and that intervention studies on the built environment and travel behavior may still be biased by residential self-selection. The aim of this paper is to extend existing conceptualizations of the relationships between the built environment, travel behavior, and attitudes and to provide suggestions for how a causal relationship between the built environment and travel behavior may be ascertained with more accurate estimates of effect sizes. We discuss the complexities of determining causal effects in intervention studies with participants who relocate, and the biases that may occur. We illustrate the complexities by presenting extended conceptualizations. Based on these conceptualizations, we provide considerations for future research. We suggest repeating analyses with and without individuals who relocated during the study, and with and without statistical controls for residential relocation. Additional quantitative and qualitative analyses will be necessary to obtain more accurate effect size estimates and a better understanding of the causal relationships.
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    Stay local or go regional? Urban form effects on vehicle use at different spatial scales: A theoretical concept and its application to the San Francisco Bay Area
    (Journal of Transport and Land Use, 2015) Milakis, Dimitris; Cervero, Robert; van Wee, Bert
    This paper explores the respective roles of local and regional characteristics of urban form on vehicle travel. We hypothesize that the effects of urban form on vehicle use at the local and regional levels are complementary, and we introduce the concept of local and regional action spaces, which are defined based on the accessibility of alternative means of transport within an acceptable travel time, to test this hypothesis. Multilevel and ordered logit models are developed for the San Francisco Bay Area to estimate the effects of urban form and socioeconomic characteristics on vehicle kilometers traveled (VKT) and vehicle trip frequency (for work, shopping, and social/recreational purposes). We find that the two urban scale characteristics exert complementary effects on VKT. However, because people in the San Francisco Bay Area display significantly lower VKT in the local than in the regional action space, we conclude that regional-scale interventions would contribute more to the policy objective of VKT reduction, although local-scale design policies might also help reach this policy goal. Intersection density (for the local action space models) and regional jobs accessibility (for the regional action space models) demonstrated the strongest and most significant relationships with VKT. The built environment did not appear to significantly affect vehicle trip frequency, which is likely due to the uniformly high levels of vehicle use in both the local and regional action spaces in the area.
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    Viewpoint: Toward a new generation of land use transport interaction models
    (Journal of Transport and Land Use, 2015) van Wee, Bert
    Land use transport interaction (LUTI) models are often developed to model the interaction between the land use and transport systems for relatively large-scale spatial developments, like new residential or office areas, new main roads, or railway lines. In this paper I argue that we need a next generation of LUTI models that model trends such as peak car; decline in population, shops, services, etc.; impact of information and communications technology (ICT) on activity patterns and travel; and cycling policies. The current generation of LUTI models cannot adequately answer the policy questions raised by these trends. However, a major problem is that the future of these trends is uncertain, and we lack empirical research into the dynamics between these trends and their wider impact on land use and transport systems. Nevertheless, LUTI models can, by utilizing what-if calculations, help explore future trends and their implications. Other challenges for LUTI models include the calculation of a wider set of accessibility indicators, the inclusion of interactions between key actors in the transport and land-use system—serious gaming may prove a useful way to explore these interactions—and the development of dynamic visualizations.