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This paper investigates the spatial spillover effects of built environment features on household car and motorcycle ownership through aggregate ward-level analysis and household-level disaggregated analysis. Using a primary data collected in Hubli-Dharwad city in Southern India, the paper estimates Spatial Durbin models to assess the direct and spillover effects of socio-economic characteristics (household income, the number of children and household size), built environment characteristics (population density, diversity, distance, and subjective built environment measures), travel attitudes (pro-car, pro-NMT and pro-public transport), and commute behavior (distance and time) on household car and motorcycle ownership. The paper finds that spatial dependencies exist in both aggregate and disaggregate levels of analysis. There is a significant spatial dependency in car ownership due to household income, household size, the number of children, and pro-car attitude, and the correlations are significant in both aggregate and disaggregate levels of analysis. The positive lag effects of these variables suggests that socio-economic settings and attitudes of neighboring wards affect car and motorcycle ownership in a ward. The effects of diversity on car and motorcycle ownership maintain similar correlations in both levels of analysis. The likelihood of motorcycle ownership increases with improvements in diversity, while car ownership likelihood decreases. The study also shows that the spatial effects of built environment features could vary between the aggregate and disaggregate levels of analysis. [ABSTRACT FROM AUTHOR]

Cycling benefits human health and helps to mitigate environmental issues. However, limited evidence exists regarding how the built environment influences cycling volume under different time and weather conditions. In this paper, we employed a Gradient Boosting Decision tree method to analyze the non-linear and threshold effects of the multiscale built environment and microclimate on cycling volume. Results based on the multisource data of The Netherlands show that 27 out of the 28 variables have a non-linear and threshold effect on cycling volume. Temperature is found to be a dominant factor among all variables. At street level, slope is the most important factor, followed by the green view and sky view indexes. At neighborhood level, population density is the most important factor, followed by residential density, and the density of bus stops. These findings offer useful insights for planning a cycling-friendly urban built environment at different scales. [ABSTRACT FROM AUTHOR]

The number of machine learning applications to explore the complex relationship between land use and travel behavior has proliferated during the past several years. This discussion paper underscores the advantages and limitations of using machine learning approaches to reveal the complexity, compared to conventional parametric statistical models. We highlight the new insight derived from recent machine learning applications and call for further research to scrutinize the complex relationship and, especially, uncover the threshold association between land use and travel behavior. [ABSTRACT FROM AUTHOR]

Although the built environment–travel connection has been extensively examined in urban settings, evidence from rural and small towns is still scarce. This paper addresses this gap by exploring the influence of the built environment on travel mode choice using national-level survey data from 119 rural towns throughout China. The results show that rural built environment variables significantly influence mode choice, with socioeconomic, regional economic and natural environment factors controlled: at regional level, close proximity to county centres, highways and bus stops tend to reduce car dependence. At local level, small-scale, compact, and mixed land use encourage walking and bus use. The built environment influences mode choices for shopping trips more than commuting trips. The results suggest that spatial planning for land use and transport networks will be effective in shaping greener travel and sustainable transport development in rural areas of China and in developing countries with similar contexts. [ABSTRACT FROM AUTHOR]

• Review the characteristics of disabled travel and its relationship with urban environment. • People with disabilities make fewer and shorter trips, drive less, and rely more on transit and non-motorized modes. • People with disabilities make travel decisions to maximize utility under physical, financial and psychological constraints. • The travel behavior of people with disabilities is affected by built and social environments. The relationship between urban environment and the travel of people with disabilities has received scholarly attention. Studies have analyzed disabled travel from multiple perspectives. However, there lacks a systematic review of the variety of existing research methods and results. This paper identifies and examines 66 studies to understand the state of knowledge on the relationship between urban environment and the travel of people with disabilities. Adapting the classic travel demand model to the mobility characteristics of people with disabilities, we interpret the existing literature, point out the missing links, and suggest directions of future research. [ABSTRACT FROM AUTHOR]

Transit users' travel satisfaction is important for assessing the performance of transit-oriented development. Existing studies emphasize the role of service attributes, built environment, and travel attitudes in predicting transit users' travel satisfaction. However, few studies have jointly examined the effects of environment and attitudes based on sophisticated theoretical foundations. This paper aims to narrow this gap by examining the interaction effects of transit accessibility and attitudes towards transit on transit users' travel satisfaction from a person-environment fit perspective. The data is from a household survey conducted in Shanghai in 2018. Using polynomial regression analysis with response surface methodology, the study finds that interaction effects significantly influence the affective component of travel satisfaction, but not the cognitive component. Public transit users' travel satisfaction increases with the congruence between attitude and accessibility. Dissonance is not necessarily a bad situation and may improve travel satisfaction when there is an increase in either factor. [ABSTRACT FROM AUTHOR]

• Nonlinearity between the built environment and metro-integrated ridesourcing use is analyzed. • Metro-originated and metro-destinated usage are discussed separately. • Employment density has a significantly positive effect on weekday metro-originated usage. • The distance to metro stations shows an effective range. Although ridesourcing has served as an emerging feeder mode to the metro system to solve the first/last-mile issue, research on metro-integrated ridesourcing usage is rather limited. This paper applies a gradient boosting decision tree (GBDT) method to investigate the nonlinear relationship between the built environment and metro-originated and metro-destinated usage, using ridesourcing trip record data. The results show that built environment factors (i.e., density, diversity, and destination accessibility) have significant nonlinear and threshold effects on the integrated usage, which differentiate between weekdays and weekends. Different patterns are also observed between metro-originated and metro-destinated usage. Employment density has a more significantly positive effect on weekday metro-originated usage than metro-destinated usage. The distance to metro stations does exist an effective range. These findings could help not only transportation network companies optimize ridesourcing services but also transportation planners formulate tailor-made land use interventions to facilitate intermodal mobility. [ABSTRACT FROM AUTHOR]

This paper elucidates the association between built environments and motor vehicle emissions in small cities based on a geography weighted regression (GWR) model and multi-source fusion data from the urban area of Holingola, China. It finds that all emissions are spatially autocorrelated and spatially clustered throughout whole traffic analysis zones (TAZs). In addition, the GWR model bears more weight in measuring the local link when compared to the ordinary least squares model. What's more, the estimated coefficients of built environment characteristics vary positively or negatively in diverse TAZs. The findings demonstrate that the impact of built environment characteristics on motor vehicle emissions is significantly spatially heterogeneous. These results are not only conducive to a better comprehension of how built environment factors affect motor vehicle emissions, but also help to establish policies and strategies to promote energy conservation and emissions reduction in small cities. [ABSTRACT FROM AUTHOR]

• Trips by dockless bike-sharing show the highest travel satisfaction. • The longer assess time is related to lower satisfaction with dockless bike-sharing. • Travelers have higher satisfaction with dockless bike-sharing as the primary mode. • Pro-public transit attitude relates to higher satisfaction of dockless bike-sharing. • Residential road network has no effect on satisfaction with dockless bike-sharinga. Using survey data collected among residents in Beijing, this paper presents an investigation of the difference in travel satisfaction between dockless bike-sharing and other travel modes. The effects of individual, spatial and trip attributes on travel satisfaction with dockless bike-sharing are also identified. Our analysis adds to the empirical support for higher satisfaction with trips by dockless bike-sharing than trips by private bicycles. The assess time for shared bicycles is negatively associated with travel satisfaction with dockless bike-sharing. In addition, travelers have higher satisfaction with dockless bike-sharing when used as the primary mode than as the first-mile/last-mile solution. Travel-related attitudes tend to play a more significant role in travel satisfaction with dockless bike-sharing than residential built environment. Travelers with a preference for bicycles and public transport and those who value the health or environmental influence of travel tend to evaluate dockless bike-sharing travel as more satisfying. [ABSTRACT FROM AUTHOR]

Low-carbon travel for rural residents in China is of great significance for reducing CO 2 emissions and achieving the "dual carbon goals". This paper uses system dynamics modeling and case analysis to explore the realization path of low-carbon travel in rural China, establishes a complex system dynamics model of low-carbon rural travel in China. By running multi-scenario simulations, the characteristics of rural residents' travel and the trend of CO 2 emissions in China are found. Through the case study, it is found that the built environment, low-carbon travel policy, rural residents' travel preference and travel cost are the important factors affecting rural low-carbon travel. New energy policy can effectively reduce rural travel CO 2 emissions. However, an excessively large increase in rural low-carbon public transport would reduce marginal benefits. The government should choose the right policy intensity according to the economic and fiscal situation. [ABSTRACT FROM AUTHOR]

This paper contributes novel empirical and theoretical knowledge on how built environment characteristics affect travel behaviour in small and medium-sized cities and how this differs from larger cities. The competitiveness of sustainable modes versus the private car tends to increase and commuting distances tend to decrease with proximity of dwellings and workplaces to the city centre, following similar patterns as in larger cities, although the tendencies are weaker. Car-usage tend to decrease with higher city-level densities. Relatively dense mixed-use zones outside the inner-city generate higher car shares and longer commutes compared with inner cities and in some cases also outer parts of cities. It is concluded that small and medium-sized cities aiming at improving the competitiveness of sustainable modes versus the private car can follow the same advice as larger cities–steering new urban development to central parts of cities and avoiding new development in the outer areas. [ABSTRACT FROM AUTHOR]

This paper addresses how local land-use planning can facilitate climate-friendly transport in rural areas. Studies were conducted in four Norwegian municipalities with populations between 4400 and 10,600. 11% of the country's population live in municipalities in this range. Understanding transport and planning in such settings is essential to reach climate goals. We highlight challenges of changing the built environment to facilitate climate-friendly transport. The contestation involves actor interests relating to the preservation of parking regimes, to the sensitivity of strengthening of climate-friendly transport's competitiveness at the expense of car driving, and the difficulty of handling season-based variations in rural-centre management. The potential of rural policy packages to handle measures, actors and needs of different traveller groups in integration is crucial. We also argue that climate-friendly transport should not be based on a one-dimensional strategy of rural-centre densification but also consider how the built environment gives access for different transport modes. [ABSTRACT FROM AUTHOR]

This study gathered empirical evidence of the associations between perceived transportation disadvantages and travel time-based opportunity inaccessibility. Based on an online survey with a representative sample in South Carolina, we identified three latent factors of perceived transportation disadvantages: high travel costs and efforts (e.g., money and time spent for travel), limited travel ability, and safety concerns. We also constructed the factor of perceived inaccessibility of various essential opportunities based on preferred travel times. By estimating a structural equation model, we found that travel time-based opportunity inaccessibility perception was positively associated with perceived transportation disadvantages such as high travel costs/efforts and limited travel ability. The factor of safety concerns did not directly affect the time-based inaccessibility perception but had positive covariance with the factors of high costs/efforts and limited ability. Perceived inaccessibility was distributed inequitably across population groups (e.g., race and age) and associated with the built environment. The paper provides insights into the multidimensional interrelationships between the perception-based factors of disadvantages and inaccessibility from a new perspective and discusses the policy implications for improving transportation equity. [ABSTRACT FROM AUTHOR]

Transportation Research Part D , launched in 1996, has succeeded in its mission of becoming a key outlet for interdisciplinary and policy-relevant research on transport and the environment. Using a bibliographic analysis of 2,521 papers published in this journal from 1996 to 2020, we identify key topics, top contributors, the most productive universities, and the leading research trends within the field. Emissions and air quality, climate change, energy, electric vehicles, noise and the built environment (land use and travel behavior) are dominant topics since the journal's founding. The journal has had an impact on policy, especially regarding land use and travel behavior. Citation levels seem to mirror these impacts. Electric vehicle policy and environmental impacts of shipping and ports are recent topical areas with large citation counts. All these issues will continue to resonate providing rich opportunities for innovative manuscripts that analyze problems and provide solutions. [ABSTRACT FROM AUTHOR]

• Rail accessibility is measured by the market access approach. • Non-linear association between travel satisfaction and accessibility is observed. • Residential self-selection and social group strata differentiation play a moderating role. Rail stations located in residential environments provide significant amenities to the travel-related satisfaction of residents. Using an individual survey conducted in Beijing in 2013, this paper applies multilevel models to explore the association between travel satisfaction and rail accessibility, controlling for residential self-selection, socio-demographics, and neighborhood characteristics. We differentiate between station adjacent and non-adjacent residential locations to reveal non-linear association over space. We consider the effect of rail accessibility changes on travel satisfaction. The results suggest that rail accessibility improvements generate significant impacts on residents' satisfaction with commuting convenience. The findings suggest the important role of the spatial placement of rail transit infrastructure on people's subjective wellbeing with travel. [ABSTRACT FROM AUTHOR]

• Explore spatial patterns and determinants of on-demand food delivery (ODFD) usage. • Use auxiliary datasets and prior knowledge to downscale ODFD usage to 100-m grids. • ODFD usage largely concentrates in more urbanised areas, especially city centres. • Food accessibility and built environment are critical determinants of ODFD usage. • Several factors' impact magnitudes differ between more and less urbanised areas. On-demand food delivery (ODFD) services now produce many motorised trips in Chinese cities that raises environmental concerns. It is therefore crucial to understand where people use ODFD and what factors influence their usage. This paper explores the spatial patterns and determinants of ODFD usage in Shenzhen, China, focusing on the roles of food accessibility and the built environment. The results show that ODFD usage concentrates in more urbanised areas, especially city centres and sub-centres. Furthermore, more ODFD orders are generated in areas with lower food accessibility by walking and higher food accessibility by cycling, as well as in areas with higher population density, lower point of interest (POI) density, lower intersection density, higher street density, higher land use mix, higher percentage of land used for urban residences and commerce, and lower percentage of land used for rural residences, industries, and green space. These findings provide evidence-based implications for ODFD regulation. [ABSTRACT FROM AUTHOR]