Disparities in access to opportunities across neighborhoods types: a case study from the Los Angeles region

Shin, Eun Jin

doi:10.1007/s11116-018-9862-y

Cited by 17 publications

(4 citation statements)

References 62 publications

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“…Kawabata and Shen (2006) reported low MAG values for Boston and Los Angeles, ranging from −0.85 to −0.78. A study by Shin (2020) reported a low MAG in Los Angeles, ranging from −0.91 to −0.99, indicating that the city is almost utterly auto-access-oriented.…”

Section: Review Of the Modal Access Gap Measuresmentioning

confidence: 98%

A spatiotemporal disparity of transit and automobile access gap and its impact on transit use

Janatabadi

Maharjan

Ermagun

2022

Environment and Planning B: Urban Analytics and City Science

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This research empirically evaluates the access gap between transit and automobile to examine the extent of auto-access-orientation within and between the 50 American Metropolitan Areas. The Modal Access Gap (MAG) index is calculated over space and travel time to test three hypotheses: (1) MAG is a function of space and travel time, (2) MAG is CBD-centric, and (3) MAG is associated with transit use. Results indicate that (1) MAG merely possesses negative values ranging between −0.98 and −0.79, regardless of the travel-time thresholds or metropolitan areas, and the travel time lag between transit and automobile ranges from 35 minutes in New York to 51 minutes in Riverside for a 60-minute commute, (2) MAG decreases as one moves away from the central area, and (3) a 1% increase in MAG increases transit use by 1.37% on average.

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Section: Review Of the Modal Access Gap Measuresmentioning

confidence: 98%

A spatiotemporal disparity of transit and automobile access gap and its impact on transit use

Janatabadi

Maharjan

Ermagun

2022

Environment and Planning B: Urban Analytics and City Science

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“…The social environment of neighborhoods (where homeless people currently reside) may also play an important role in explaining the spatial variations in unsheltered homelessness because homeless people may prefer or be forced to stay in neighborhoods that have socioeconomically and demographically similar residents. In other words, residential segregation by income and race/ethnicity—a phenomenon that has long been documented among the U.S. general population (Iceland and Sharp 2013; Bischoff and Reardon 2014; Shin 2020)—may also apply to homeless people. It has also been found that homeless people tend to live in areas they lived in before becoming homeless (Polner 2019).…”

Section: Literature Review and Backgroundmentioning

confidence: 99%

Neighborhood Distribution of Unsheltered Homelessness and its Temporal Changes: Evidence from Los Angeles

Shin

2021

Urban Affairs Review

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Using the 2016–2020 point-in-time homeless count data, this study investigates neighborhood characteristics associated with the levels of and changes in unsheltered homeless population density in Los Angeles. The results show that unsheltered homeless people in the study area are heavily concentrated in and around the city center, and in neighborhoods with greater access to shelters and lower socioeconomic status. Notably, neighborhoods closer to the city center experienced a relatively large increase in unsheltered homelessness during the study period, implying a persistent spatial concentration of unsheltered homelessness. The results consistently indicate that residential land share, Hispanic resident share, and the number of bridges in the baseline year are significant predictors of relative changes in unsheltered homelessness in subsequent years, whereas access to shelters and poverty rates are not. This study’s findings provide several important policy implications that could potentially help prevent and mitigate unsheltered homelessness.

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“…The literature on transport and social exclusion implies that socially disadvantaged areas or population groups are likely to experience poorer transportation service quality (Litman 2003; Lucas 2004). However, empirical evidence on spatial disparities in the quality of transit stops/stations is lacking, as most studies concentrate on disparities in access to jobs and other opportunities (Páez et al 2010; Scott and Horner 2008; Shin 2018). Moreover, it is unclear how people’s evaluations of transit stations change over time, although they can be influenced by transit stations’ physical deterioration or improvements (by transit agencies or governments).…”

Section: Literature Reviewmentioning

confidence: 99%

What Can We Learn from Online Reviews? Examining the Reviews of Los Angeles Metro Rail Stations

Shin

2019

Journal of Planning Education and Research

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Out-of-vehicle time is a well-known major burden of transit travel. Although transit stations’ characteristics likely affect people’s perceptions of out-of-vehicle time and decisions to use public transit, our understanding of how transit users evaluate stations is limited. This study uses reviews of Los Angeles Metro Rail stations from Yelp.com to conduct descriptive analyses of stations’ numeric ratings and to identify the factors users consider important based on content analyses. It also explores spatial and temporal variations in the ratings and factors frequently considered by users, demonstrating how social media content can be used to inform transportation planning.

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Disparities in access to opportunities across neighborhoods types: a case study from the Los Angeles region

Cited by 17 publications

References 62 publications

A spatiotemporal disparity of transit and automobile access gap and its impact on transit use

A spatiotemporal disparity of transit and automobile access gap and its impact on transit use

Neighborhood Distribution of Unsheltered Homelessness and its Temporal Changes: Evidence from Los Angeles

What Can We Learn from Online Reviews? Examining the Reviews of Los Angeles Metro Rail Stations

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