Revisiting the Benefits of Combining Data of a Different Nature: Strategic Forecasting of New Mode Alternatives

Guzman, Luis A.; Arellana, Julián; Cantillo-García, Víctor; Ortúzar, Juan de Dios

doi:10.1155/2021/6672961

Cited by 12 publications

(10 citation statements)

References 45 publications

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“…For non-motorized alternatives, we obtained trip distances using the GIS-based shortest path algorithm in the Network Analyst module of ArcGIS. Then, travel times were calculated using a speed of 5 km/h and 12 km/h, for walking and bicycle, respectively (Guzman, Arellana, et al, 2021). Those two values are in correspondence with the average speed of non-motorized trips reported in the EM2019.…”

Section: Data Sourcesmentioning

confidence: 83%

Which dots to connect? Employment centers and commuting inequalities in Bogotá

Peña

Guzman

Arellana³

2022

JTLU

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Accessibility and equality evaluations have been primarily focused on residential location. However, workplace location might be an equivalent contributor to inequalities in the travel experience and accessibility. Traditionally, transport planning connects high-demand areas with the best-quality and capacity transport infrastructures. Literature supports that employment centers (EC) receive mainly workers in certain middle-to high-income occupations. This condition results in a type of segregation pattern associated with trip destinations and modal choice similar to those reported for the household location. This paper investigates commuting from a different standpoint, emphasizing the need to consider workplace location and employment distribution within cities. We identify five main EC in Bogotá, Colombia, and explore their association with the commuting mode choice of three population groups using mixed logit models. Results indicate that people who work in any EC tend to use more public transport (PT). Nevertheless, the probability of selecting PT differs among groups. Specifically, for low-income commuters, PT represents lower utility than that for middle-income commuters if their job is located in an EC. The fact that the population most likely to be public transport captive does not find this alternative as attractive as the middle-income segment needs further investigation for better policymaking.

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Section: Data Sourcesmentioning

confidence: 83%

Which dots to connect? Employment centers and commuting inequalities in Bogotá

Peña

Guzman

Arellana³

2022

JTLU

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“…Some of these differences are explained by the fact that women experience a higher disutility for public transport alternatives, which can be associated with higher levels of insecurity and discomfort. This effect is captured in the mode choice model through a negative interaction term that affects the utility of public alternatives for females with respect to males (see Guzman et al, 2021). In addition, to reduce costs, as income decreases, commuters generally trade-off time, preferring more affordable alternatives such as public transport or active modes, which tend to have higher travel times.…”

Section: Resultsmentioning

confidence: 99%

“…The marginal utility of travel time tends to decrease with income (Guzman et al 2021). That is, lowerincome individuals are willing to accept higher travel times to save money.…”

Section: Discussionmentioning

confidence: 99%

“…To estimate the accessibility measure, we use the mode choice utility functions estimated in Guzman et al (2021). The MNL model considers the utility of using a particular transport mode alternative, given trip attributes and choice-maker characteristics.…”

Section: Methodsmentioning

confidence: 99%

“…The SVT increases with income and for those occupied. Further information regarding the choice model and the data can be found inGuzman et al (2021).…”

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confidence: 99%

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How much is accessibility worth? Utility-based accessibility to evaluate transport policies in Latin America

Guzmán¹,

Cantillo-Garcia²,

Oviedo

et al. 2022

Preprint

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There is now a long tradition of accessibility research in Latin American cities, with an increasingly rich set of frameworks and methods from a distributional perspective. Despite such a positive outlook, most accessibility metrics deployed in research and practice do not consider the dimension of (dis)utility, which resonates more clearly with mainstream transport decision-making and planning. This paper seeks to contribute to debates about the use of utility-based measures as inputs for accessibility assessment of transport infrastructure investments in the Global South using discrete choice modeling and its potential as a bridging language between socially nuanced and economics-driven transport planning practices. This paper uses mixed revealed preferences and stated preferences data collected in Bogotá, Colombia. Then, it uses a logsum accessibility metric to estimate the differentiated impact of a set of infrastructure interventions on the accessibility of residents with different income levels and other socioeconomic conditions for accessing opportunities in the city. Particularly, the logsum accessibility metric analyses future innovations and structural additions to Bogotá public transport networks reflecting their effect on the accessibility and consumer surplus in the next 20 years. The proposed approach captures the benefits derived from the opportunity locations and transport infrastructure improvements, which has relevance for debates about transport policy and practice in this and similar urban contexts in the Global South. These accessibility gains could be assigned a monetary value to include in project cost-benefit assessments.

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