Access to Destinations Data

Many years ago, we completed a project called Access to Destinations. The data from the project has been sitting on my hard drive for many years. I am happy that some of it is now preserved for posterity and open science by the University of Minnesota Data Conservancy. See:

 

Unfortunately, due to small methodological changes, these data are not directly comparable with more recent outputs, and the 1995 – 2005 data are really not directly comparable with the 2010 data either. It nevertheless might be interesting for selected applications.

Evolution of the Sydney Trams Network

Some work we have done at the University of Sydney’s TransportLab on Network Growth in Sydney:

Spontaneous Access: Reflexions on Designing Cities and Transport. (Free)

I am pleased to announce that you can now download a PDF version of Spontaneous Access: Reflexions on Designing Cities and Transport from the University of Sydney eScholarship Repository. (Free)

Title: Spontaneous Access: Reflexions on Designing Cities and Transport
Authors: Levinson, David M.
Keywords: spontaneous order

planning

traffic

transportation engineering

urban design

Issue Date: Sep-2017
Publisher: Network Design Lab
Citation: Levinson, David (2018) Spontaneous Access: Reflexions on Designing Cities and Transport. Network Design Lab.
Abstract: The idea of the ‘spontaneous city,’ one that serves needs and wants in real-time, is a theme running through both the title and the text. How can we design cities and their networks that enable people to do what they want, when they want? What do we do everyday that hinders our freedom?
URI: http://hdl.handle.net/2123/18973
ISBN: 9781389588099

SPONTANEOUS ACCESS: REFLEXIONS ON DESIGNING CITIES AND TRANSPORT by David Levinson

SPONTANEOUS ACCESS: REFLEXIONS ON DESIGNING CITIES AND TRANSPORT by David Levinson

If you want other versions, including paper, please go here.

Green Square deserves a Green Square |WalkSydney

I wrote a piece for WalkSydney: Green Square deserves a (pedestrian-accessible) Green Square.

We have a high-frequency service train station. Across the street we have a Library. But we are not supposed to cross the street, as there is no intersection, no HAWK signal, no Zebra crossing, none of the animal menagerie designed to protect pedestrians from the onslaught of the more important motorised vehicles whose speed shall not be diminished. Casual empiricism suggests before the most recent installation of barricades walling off the library from its patrons, many people did, in fact, cross the street midblock in an organic but unorganised fashion, exhibiting the desire lines that ought to govern how the street system is arranged.

A Green Square. Drawn by Author. Not to Scale. Indicative Only. Zebra Crossing indicate location of pedestrian crossings. Refuge islands to be deleted, along with section of O'Riordan Street.

Transportist: December 2018

Welcome to the December 2018 issue of The Transportist, especially to our new readers. As always you can follow along at the  blog or on Twitter

Jobs

WalkSydney

We launched WalkSydney.org this month. It’s a local organisation aimed at promoting walking. I have put up several posts on the site (others have as well). While the details are Sydney-based, the logic is sadly universal. If you want to make Sydney a better place to walk (scoot, stride, perambulate, and so on), you should join. We are bike-friendly, unlike some other Australian pedestrian ‘advocacy’ groups. You can follow on Twitter, Facebook, and Instagram as well.

Posts

News

Macromobility:

Transit

Automated, Autonomous, Driverless, and Self-Driving Vehicles, and Semi-Autonomous Systems 

Electric Vehicles [and Renewable Energy]

Human-Driven Vehicles, Signs, Signals, Sensors, and Markings, and Roads

Mesomobility:

Shared Vehicles/Ride-sharing/Ride-hailing/Taxis/Car Sharing

Micromobility:

Human-Powered Vehicles/Bikes/Pedestrians/Scooters/eBikes/Last-Mile/First-Mile/etc

Technology History

Intercity Trains

Aviation and Space

Maritime and Ferries

Research & Data

Papers by Us

  • Jie HuangDavid LevinsonJiaoe WangJiangping Zhou, and Zi-jia Wang (2018) Tracking job and housing dynamics with smartcard data. Proceedings of the National Academy of Sciences  (Open Access)
Residential locations, the jobs–housing relationship, and commuting patterns are key elements to understand urban spatial structure and how city dwellers live. Their successive interaction is important for various fields including urban planning, transport, intraurban migration studies, and social science. However, understanding of the long-term trajectories of workplace and home location, and the resulting commuting patterns, is still limited due to lack of year-to-year data tracking individual behavior. With a 7-y transit smartcard dataset, this paper traces individual trajectories of residences and workplaces. Based on in-metro travel times before and after job and/or home moves, we find that 45 min is an inflection point where the behavioral preference changes. Commuters whose travel time exceeds the point prefer to shorten commutes via moves, while others with shorter commutes tend to increase travel time for better jobs and/or residences. Moreover, we capture four mobility groups: home mover, job hopper, job-and-residence switcher, and stayer. This paper studies how these groups trade off travel time and housing expenditure with their job and housing patterns. Stayers with high job and housing stability tend to be home (apartment unit) owners subject to middle- to high-income groups. Home movers work at places similar to stayers, while they may upgrade from tenancy to ownership. Switchers increase commute time as well as housing expenditure via job and home moves, as they pay for better residences and work farther from home. Job hoppers mainly reside in the suburbs, suffer from long commutes, change jobs frequently, and are likely to be low-income migrants.

 

by Others

Books

Umbrella Pas De Deux | Walk Sydney

I wrote a thing for WalkSydney: Umbrella Pas de Deux

When it’s raining, and everyone has their umbrella out, and you are passing someone going the opposite direction, and you are holding umbrellas at about the same height, and the footpath is narrow, your umbrellas will collide unless one party raises their umbrella, the other lowers their, or some combination of the two. What is the protocol for Umbrella Pas de Deux?

Map Monday: Isochrones and the Thirty-Minute City | WalkSydney

I wrote a thing for WalkSydney: Map Monday: Isochrones and the Thirty-Minute City

Travel Time Platform is a website that lets users draw Isochrones, areas which can be reached in a given amount of time (Iso from the Greek for same, chronos for time). I have used it to draw a time radius. Here we show a 30 minute walking time from the Seymour Centre (near the WalkSydney world headquarters, but you can choose anywhere.)

The 30 minute city is a concept about accessibility, can the important places travelers want to go be reached in a given time. The idea that 70% of the people can reach daily activities within 30 minutes of walk, bike, or transit is embedded in the most recent Metropolis of Three Cities plan of the Greater Sydney Commission.

Isochrone by car. A car will get you farther than walking, biking, or transit in 30 minutes.
Isochrone by car. A car will get you farther than walking, biking, or transit in 30 minutes.

 

The Double-Cross: Missing Pedestrian Crossings | WalkSydney

I wrote a thing a WalkSydney on The Double-Cross: Missing Pedestrian Crossings.

At Broadway, for instance, the Pedestrian is not allowed to cross on this side of the street, and is instead forced to cross two roads (or maybe three) to cross one. Is this really safer, running the pedestrian through more potential vehicle conflict points.
At Broadway, for instance, the Pedestrian is not allowed to cross on this side of the street, and is instead forced to cross two roads (or maybe three) to cross one. Is this really safer, running the pedestrian through more potential vehicle conflict points.

Every signal controlled intersection should have protected pedestrian crossings on every side of every street.

Yet this is not the case in much of Sydney. T-intersections often are missing a pedestrian crossing.  Not only are marked crosswalks missing, walk signals are missing too, and pedestrians are discouraged from crossing. The reason is presumably convenience for the automobile.

These intersection designs increase both the inconvenience to the pedestrian (who must cross two street instead of one), and their vulnerability (as the amount of time the pedestrian is crossing a potential car path is greatly increased. …

Tracking job and housing dynamics with smartcard data | Proceedings of the National Academy of Sciences (open access)

Recently published:

  • Jie Huang, David Levinson, Jiaoe Wang, Jiangping Zhou, and Zi-jia Wang (2018) Tracking job and housing dynamics with smartcard data  (Open Access) 

 

F5.medium

Significance

This paper uses transit smartcards from travelers in Beijing retained over a 7-y period to track boarding and alighting stations, which are associated with home and work location. This allows us to track who moves and who remains at their homes and workplaces. Therefore, this paper provides a longitudinal study of job and housing dynamics with group conceptualization and characterization. This paper identifies four mobility groups and then infers their socioeconomic profiles. How these groups trade off housing expenditure and travel time budget is examined.

bubble

Abstract

Residential locations, the jobs–housing relationship, and commuting patterns are key elements to understand urban spatial structure and how city dwellers live. Their successive interaction is important for various fields including urban planning, transport, intraurban migration studies, and social science. However, understanding of the long-term trajectories of workplace and home location, and the resulting commuting patterns, is still limited due to lack of year-to-year data tracking individual behavior. With a 7-y transit smartcard dataset, this paper traces individual trajectories of residences and workplaces. Based on in-metro travel times before and after job and/or home moves, we find that 45 min is an inflection point where the behavioral preference changes. Commuters whose travel time exceeds the point prefer to shorten commutes via moves, while others with shorter commutes tend to increase travel time for better jobs and/or residences. Moreover, we capture four mobility groups: home mover, job hopper, job-and-residence switcher, and stayer. This paper studies how these groups trade off travel time and housing expenditure with their job and housing patterns. Stayers with high job and housing stability tend to be home (apartment unit) owners subject to middle- to high-income groups. Home movers work at places similar to stayers, while they may upgrade from tenancy to ownership. Switchers increase commute time as well as housing expenditure via job and home moves, as they pay for better residences and work farther from home. Job hoppers mainly reside in the suburbs, suffer from long commutes, change jobs frequently, and are likely to be low-income migrants.