A multi-decade longitudinal analysis of transportation and land use co-evolution in the Greater Toronto-Hamilton Area

Kasraian, Dena; Raghav, Shivani; Miller, Eric J.

doi:10.1016/j.jtrangeo.2020.102696

Cited by 22 publications

(21 citation statements)

References 37 publications

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“…The median non-commute trip duration across all waves of the TTS used in this study was 15 minutes, resulting in β = −0.0462. Values of β derived for travel demand models in the Toronto region have consistently been within the range of -0.02 to -0.06 (Kasraian et al, 2020).…”

Section: Measuring Transport Disadvantagementioning

confidence: 75%

“…Cumulative measures are less theoretically sound than those which use continuous decay functions as they over-simplify what is accessible by use of a single isochrone. Most applicable to our study is a recent paper Kasraian et al (2020) who select a β value of -0.05 when measuring access to population in the Greater Toronto and Hamilton Area. Kasraian et al (2020) derive this value of β from another rule of thumb (Batty & Sikdar, 1984), where β is equal to one divided by the mean travel time (20 minutes was the mean travel time for all trips selected for use in their study).…”

Section: Discussionmentioning

confidence: 99%

“…As well, like many travel surveys, there are concerns regarding under-reporting due to proxy responses (5) per household, as well as under-reporting of short trips, trips without a specific destination like short recreational trips, or trips undertaken by active modes such as walking and cycling (Wolf et al, 2003). Despite these limitations, the TTS is the largest sample travel survey of its kind in Canada, and has been used as the basis for a number of transport planning studies, including longitudinal analyses (Miller & Shalaby, 2003;Roorda et al, 2008;Kasraian et al, 2020;Ozonder & Miller, 2020).…”

Section: Data Sourcesmentioning

confidence: 99%

“…There is some research by transportation engineers on analyzing changes in trip and activity rates over longer periods time (e.g. Roorda et al, 2008;Kasraian et al, 2020;Ozonder & Miller, 2020). These studies tend to focus on aggregate trends at a regional level or improving the predictive capability of travel demand models, but they provide little insight on the links between travel behaviour with neighborhood-level demographic changes, increasing income inequalities, and geographies of transport disadvantage.…”

Section: Introductionmentioning

confidence: 99%

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Suburbanization of Transport Poverty

Allen

Farber

2021

Annals of the American Association of Geographers

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Many cities have undergone spatial re-distributions of low-income populations from central to suburban neighborhoods over the past several decades. A potential negative impact of these trends is that low-income populations are concentrating in more automobile oriented areas and thus resulting in increased barriers to daily travel and activity participation, particularly for those who are unable to afford a private vehicle. Accordingly, the objective of this paper is to analyze the links between increasing socio-spatial inequalities, transport disadvantage, and adverse travel behaviour outcomes. This is examined first from a theoretical perspective, and second via a spatio-temporal analysis for the Toronto region from 1991 to 2016. Findings show that many suburban areas in Toronto are not only declining in socioeconomic status, but are also suffering from increased barriers to daily travel evidenced by longer commute times and decreasing activity participation rates, relative to central neighborhoods. Because of these adverse effects, this evidence further supports the need for progressive planning and policy aimed at curbing continuing trends of suburbanization of poverty while also improving levels of transport accessibility in the suburbs.

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Section: Measuring Transport Disadvantagementioning

confidence: 75%

Section: Discussionmentioning

confidence: 99%

Section: Data Sourcesmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Suburbanization of Transport Poverty

Allen

Farber

2021

Annals of the American Association of Geographers

View full text Add to dashboard Cite

show abstract

“…As well, like many travel surveys, there are concerns regarding under-reporting due to proxy responses 5per household, as well as under-reporting of short trips, trips without a specific destination like short recreational trips, or trips undertaken by active modes such as walking and cycling (Wolf et al, 2003). Despite these limitations, the TTS is the largest sample travel survey of its kind in Canada, and has been used as the basis for a number of transport planning studies, including longitudinal analyses (Miller & Shalaby, 2003;Roorda et al, 2008;Kasraian et al, 2020;Ozonder & Miller, 2020).…”

Section: Data Sourcesmentioning

confidence: 99%