Territorial distinction between transit and automobile topologies
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Territorial distinction between transit and automobile topologies Pedro Dias Geaquinto 1 Received: 12 November 2019 / Accepted: 12 July 2020/ # Springer Nature B.V. 2020
Abstract Technological development of motorised transport modes has provided a greater reach to consumer markets, labour supply and the needs of the supply chain. However, this increase in mobility is limited by the infrastructure required and results in sociospatial inequalities that contrast with the relative isonomy previously provided by nonmotorised transport. This paper focuses on investigating the disparity that also occurs according to each mode: transit needs specific routes, while cars use practically all streets within urban areas. By using street network data and designing a topological model that represents specific characteristics of a transit network, travel times matrices between small geographic units were determined to derive thirty-four heat maps, depicting different indices regarding closeness centrality. Each index referred to one of two modes, transit or car, and one of seventeen territorial extents, differing by travel time limits from the source place. Cluster analysis allowed determining objects of interest in the study area, with less transit coverage or more relative advantage for private transport. Results show how the ubiquitous presence of road infrastructure in modern urban space affects mobility. While differences between local and longdistance transit are relevant, divergences between different territorial-bound road network indices are milder. Keywords network topology . centrality . TOD typology . demand management . transit-
oriented development
Introduction Transport has an essential role in contemporary cities. Modern urban development has produced complex configurations, which have caused a mismatch between places of
* Pedro Dias Geaquinto [email protected]
1
Transport Engineering Programme, Alberto Luiz Coimbra Institute for Postgraduate Studies and Research in Engineering, Federal University of Rio de Janeiro, Rio de Janeiro 21941-914, Brazil
P. D. Geaquinto
residence and critical activities. Hence, motorised transport becomes a vital asset to overcome increasing levels of separation. Among many attributes of the built environment, investment in new transport infrastructure is fundamental to restoring proximity between origins and destinations. However, these interventions are not necessarily systematic, as shortsighted planning approaches benefit only limited segments of a city. Therefore, the distribution of urban transport is unequal by its very nature. If unchecked, it can lead to distributional injustices in terms of service provision and access to economic resources (Gössling 2016). The arrangement of time and space determines destination accessibility in cities. Societal factors held constant, this arrangement has two constituents. One is the spatial disposition of activities, which is supported by the built environment. The second one is the availability of transport means, which d
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