Residents’ Characteristics and Transport Policy Analysis in Large-Scale Residential Areas on a City Periphery

Abstract

Big cities in China are reforming their old downtown areas and demolishing substandard housing. The government relocates residents to large-scale residential areas on the city periphery, where the residents often find transport service unsatisfactory. However, in the search for policies that could be applied to ease this problem, there were no studies supplying effective quantitative forecasts that assessed improvements in travel quality in such areas. To provide a policy scenario forecast that could measure travel quality, one that is also subject to the so-called transit priority strategy, this study takes the case of Jinhexincheng, Shanghai, China, analyzes its residents’ characteristics, estimates a mode choice mixed logit model, and applies the model to six policy scenario forecasts. Consumer surplus is calculated as the travel quality metric; mode shares are calculated as the transit priority metric. Results show that central city migrants and the others are similar in gender, education, years living locally, and transportation-related decisions, despite their different motives for moving to the area. People are different in age, in whether they have Shanghai permanent residency, in apartment ownership, and in years living in Shanghai. In all possible mode choice logit models, there is no sign of different mode preferences; so in the policy scenario forecasts, they are considered the same. Of all six sets of possible policy scenarios, building retail closer has the highest consumer surplus increase—thus, it improves travel quality the most. Meanwhile, it also has an acceptable transit share. This means the scenario is not against transit priority. In future planning, this policy should be the first considered.

Are People from Households with Children More Likely to Travel by Car? An Empirical Investigation of Individual Travel Mode Choices in Shanghai, China

“…Travel modes other than cars can be considered as environmentally friendly modes, and the two primary modes can be divided into car travel (19.9%) and environmentally friendly travel (80.1%). Compared with the results of a 2011 diary survey [33], the rate of car use in our study reflects a significant increase. That change is reasonable, since our sample comes largely from the age group encompassing youth to middle age.…”

How is public transit in the megacity peripheral relocatees’ area in China? Captive transit rider and dynamic modal accessibility gap analytics in a peripheral large-scale residential area in Shanghai, China

“…Cervero and Day studied the impacts of the relocation to outlying areas in Shanghai, finding that job accessibility levels declined dramatically following the move, matched by increased motorized travel and longer commute durations (Day & Cervero, 2010;Cervero & Day, 2008;Day, 2009). So, when studying the relocatees' travel characteristics and travel behaviors, researchers indicated that relocation policy decision making should consider relocatees' travel needs as a major factor, instead of what was done in this policy making process previously (Day & Cervero, 2010;Cervero & Day, 2008;Day, 2009;Pan, Wang, & Day, 2010;Guan & Zhang, 2011;Guan, 2012Guan, , 2013Guan & Yang, 2015). In addition, some studies did touch upon transit captivity issue.…”

“…It is chosen as the case study city. In Shanghai, the megacity peripheral relocatees' area is called Large-Scale Residential Area on the City Periphery (Guan & Yang, 2015;Guan & Xu, 2018). In this research, "large-scale residential area" means an area of 2 km2 or more, with a population of 30,000 to 50,000, that has a major function of providing affordable housing and residence.…”

Mobile Phone Data in Urban Customized Bus: A Network-based Hierarchical Location Selection Method with an Application to System Layout Design in the Urban Agglomeration

“…In terms of supply, for central urban areas in the urban agglomeration, public transportation networks are usually well developed and connected, offering high accessibility for citizens. On the other hand, in the peripheral residential areas, the development of the public transportation system is usually lagging [3]. The poor transport connections at the home end, as well as the absence of efficient public transportation to potential destinations, can prevent people from transjurisdictional traveling and lead to social exclusion.…”