Review of the Land Use Variables Affecting the Transportation Behaviour, Review paper

The aim of this paper is to review research conducting the impact of land use variables on the travel behaviour. It is focused on the density as an important measure of land use that reflects the interaction with the transportation system. The effect of density has been addressed years ago; therefore, papers have been published since 1960s were reviewed in this paper. These papers are classified into two groups according to the most common measure of the density and the most common variables of the travel behaviour considered in these researches. The first group contains about 26 papers published before 2000 while the second group contains about 45 papers published after 2000. It has been noticed that the population density is the main term of density used in the first group while the employment density and the configuration of densities are integrated as measures in the papers published after 2000. The direct relationship with mode choice and travel length has been approved. However, there are some gaps are identified in the discussion and conclusion sections, such as the effect on the trip production rate, the type of trips according to its purposes, internal and external, and weekdays and weekend.

Influence of Built Environment on Bike Sharing Usage under COVID-19

ABSTRACTBike sharing, as an important component of urban public transportation, has played a more important role during the COVID-19 pandemic because users could ride bikes in open space and avoid the risk of infection. Leveraging the trip data of the Divvy bike sharing system in Chicago, this study sets to explore the change of ridership that COVID-19 has brought and the built environment factors that influence the spatial variation of ridership under the pandemic. Results show that the ridership declines by xx% in total. To account for the spatially heterogeneous relationship between the built environment and the ridership, the geographically weighted regression (GWR) model and the semi-parametric GWR (S-GWR) model are constructed. By comparing the model results, we find that the S-GWR model outperforms the GWR and the multiple linear regression model. The results of the S-GWR model indicates that education employment density, distance to subway, COVID-19 cases and ridership before COVID-19 are global variables. The ridership between residential density, office employment density and the ridership vary across space. The results of this study could provide useful reference to transportation planners and bike sharing operators to determine the high bike sharing demand area under the pandemic and to make adjustment on the locations and capacity of the stations and the rebalancing schemes accordingly.

Employment lands in Toronto: a case for conversion in urban centres and in the vicinity of transit stations

Deindustrialization and rapid population growth in the City of Toronto has resulted in greater employment land conversion pressures being placed on underutilized and vacant Employment Areas (Blais, 2015; Filon 2003). In 2013, City Planning Staff made recommendations to City Council for the preservation or conversion of specific employment land application requests under the City of Toronto’s Municipal Comprehensive Review process (City of Toronto, 2013). This paper will examine five employment land conversion applications in Toronto’s inner suburbs, the Scarborough Urban Growth Centre and within 500 meters of the Mimico GO Station through a content analysis of City Planning Staff’s recommendations along with the property owner’s rationales. It was found that the five sites should be converted to better meet the Provincial and Municipal planning policy requirements that align with Smart Growth’s objectives. The five sites pose minimal land use compatibility conflicts, require increases in population and employment density, and are isolated from larger Employment Areas.

Employment lands in Toronto: a case for conversion in urban centres and in the vicinity of transit stations

Deindustrialization and rapid population growth in the City of Toronto has resulted in greater employment land conversion pressures being placed on underutilized and vacant Employment Areas (Blais, 2015; Filon 2003). In 2013, City Planning Staff made recommendations to City Council for the preservation or conversion of specific employment land application requests under the City of Toronto’s Municipal Comprehensive Review process (City of Toronto, 2013). This paper will examine five employment land conversion applications in Toronto’s inner suburbs, the Scarborough Urban Growth Centre and within 500 meters of the Mimico GO Station through a content analysis of City Planning Staff’s recommendations along with the property owner’s rationales. It was found that the five sites should be converted to better meet the Provincial and Municipal planning policy requirements that align with Smart Growth’s objectives. The five sites pose minimal land use compatibility conflicts, require increases in population and employment density, and are isolated from larger Employment Areas.

A concept plan for Kennedy Mobility Hub: envisioning transit oriented development in Toronto's inner suburbs

This project presents a concept plan and vision for Kennedy Mobility Hub in Toronto, Ontario. The concept plan seeks to achieve six project goals, which are informed by a literature review, policy review, and context review. The goals are: to increase residential and employment density; achieve a more complete mix of transit-supportive land uses; replace all surface parking currently on developable public lands; improve the pedestrian and cyclist experience; expand greenspace; and ensure seamless transit mobility. The concept plan proposes extensive changes to the project area including mid-and high-rise development on all publicly owned surface parking lands. A number of new and extended roads are proposed to increase the area's permeability and facilitate development. Residential and employment densities for hypothetical development sites are calculated and discussed. The project highlights some of the pragmatic planning challenges, and potential solutions, associated with retrofitting commuter parking nodes to become transit-and pedestrian-oriented urban environments.

A concept plan for Kennedy Mobility Hub: envisioning transit oriented development in Toronto's inner suburbs

This project presents a concept plan and vision for Kennedy Mobility Hub in Toronto, Ontario. The concept plan seeks to achieve six project goals, which are informed by a literature review, policy review, and context review. The goals are: to increase residential and employment density; achieve a more complete mix of transit-supportive land uses; replace all surface parking currently on developable public lands; improve the pedestrian and cyclist experience; expand greenspace; and ensure seamless transit mobility. The concept plan proposes extensive changes to the project area including mid-and high-rise development on all publicly owned surface parking lands. A number of new and extended roads are proposed to increase the area's permeability and facilitate development. Residential and employment densities for hypothetical development sites are calculated and discussed. The project highlights some of the pragmatic planning challenges, and potential solutions, associated with retrofitting commuter parking nodes to become transit-and pedestrian-oriented urban environments.

Research on the Economic Development Threshold Effect of the Employment Density of the Shanghai Consumer Goods Industry in the Context of New Manufacturing, Based on the Experience Comparison with International Metropolis

With the rise of a new generation of technology and industrial changes, the service-oriented manufacturing industry has become the direction of future development. With the background of new manufacturing, this paper constructs an economic development threshold model of employment density of consumer goods industry based on data from Shanghai and Tokyo from 2007 to 2016, and empirically analyzes the impact of the employment density of the consumer goods industry on urban economic development under different population densities. At the same time, by comparing the experience of Tokyo, the development status and prospects of Shanghai’s consumer goods industry are explored. The study found that the threshold of Tokyo’s consumer goods industry is 0.608. When population density is lower than this threshold, the consumer goods industry continues to promote the economic development of Tokyo; however, when the population density is higher than this threshold, the consumer goods industry begins to inhibit the economic development of Tokyo. The Shanghai consumer goods industry threshold is 0.329. Under the threshold, most of the consumer goods industry contributions to the economy are negative, but above the threshold, they begin to show a positive trend. The inflection point of the effect curve of Tokyo’s consumer goods industry on economic development has appeared, but the inflection point of Shanghai’s consumer goods industry has not yet appeared. Compared with Tokyo, the economic vitality of Shanghai’s consumer goods industry has not yet been fully released. With the continued increase of population density in Shanghai, the growth potential of the consumer goods industry is huge, and it is expected to reshape the flourishing age of Shanghai’s light industry brand.