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Walking Accessibility to Bus Rapid Transit: Does it Affect Property Values? The Case of Bogotá, Colombia
Abstract
This research sheds light on the relation of bus rapid transit and residential property values within walking distance to the system. The case study was Bogotá’s Transmilenio (Colombia). This research conducted a city-wide econometric hedonic analysis with 2000 to 2004 Department of Housing Control data across different walking distances, subsystems (trunk, feeder), socio-economic strata and time. The main results showed that, with respect to the value of properties in relation to proximity, the housing market places value premiums on the properties in the immediate walking proximity of feeder lines. The analysis by socio-economic strata showed that middle-income properties were valued more if they fell closer to the system, while there were opposite results for low-income housing. Finally, analysis across time reflects slight average annual increases in property values correlated with the implementation of the system in two specific areas analyzed. Throughout the paper, the author acknowledges some of the challenges of using hedonic modeling for property value impact assessments and emphasizes that the interpretation of the results are case specific.
... Many authors use coverage radius to measure the impacts of BRT implementation on its immediate surroundings (Munoz & Raskin, 2010;Deng & Nelson, 2010;Cervero & Kang, 2011;Lee et al., 2011;Stokenberga, 2014;Mulley & Tsai, 2015;Prayogi, 2018). Deng & Nelson (2010) affirm that these areas tend to have significant impacts, since part of the population takes into account the proximity to transport infrastructure when settling down (Cervero, 2013). ...
... In analyses of the influence of public transport, some research has adopted a maximum radius of 800m, which can be segmented into areas of immediate influence of up to a radius of 150m (Deng & Nelson, 2010); areas of direct influence within radii of 150m and 400m (Cervero & Kang, 2011;Pongprasert & Kubota, 2019); and areas of indirect influence within radii of 400m and 800m (Munoz & Raskin, 2010;Lee et al., 2011;Stokenberga, 2014). Prayogi (2018) and Deng & Nelson (2010) limited their studies to a radius of 500 meters from the stations. ...
... The results of this research may contribute to the understanding of the catchment areas of BRT stations. Although the majority of studies regarding the radii of influence around transport stations refer to metro systems, almost all of the BRT research analysed determined radii of influence of 160 m for the immediate surroundings (Yamawaki et al., 2020), and 800 m for the maximum distance (Munoz & Raskin, 2010;Nyunt & Wongchavalidkul, 2020) -this distance were also used to define catchment areas for TOD (Renne, 2009). However, the average radius of influence around BRT Transolímpica stations (R = 475.76 ...
Organizational culture is a critical issue in the practical and academic side of business management. An efficient organizational culture is closely related to the firm's quick response to internal and external challenges and positively contributes to its operational and financial performance. Scholars proposed some generic types of organizational culture that provide a valuable framework for management to identify their cultures and adapt to the more appropriate and efficient ones for their case. This particular chapter presents the primary studies that propose generic organizational culture types, criticizing and discussing them. The study highlights the essential commonalities of the various theories. There are cases where more than one generic type exists within a firm, operating in benefit or detriment of organization performance. Other important business issues related to organizational cultures, such as the impact of the national cultures, the appropriate leadership, and motivation, are also presented in this chapter. The current study can benefit academic scholars and professionals by providing new knowledge and valuable insights into the importance of organizational culture and the cultural transformation for enabling operational excellence in a multicultural business context.
... Previous studies regarded public transit equity based on riders' attributes and connectivity [8,[13][14][15][16]. First, as a method of directly collecting user attributes, surveys about riders' attributes, including cost, frequency, accessibility, safety, and comfortability are commonly used in transit equity studies. ...
... Second, connectivity was another important dimension in measuring transit equity. Some studies measured the difficulty of traveling through public transit based on publicly available datasets, such as General Transit Feed Specification (TransitFeeds) [8,15,16]. They claimed that the public transit routes, stops, walkability surrounding facilities, and built environment factors should be critical. ...
Public transit has been proven as an affordable travel method, while the inequitable distribution is a rising concern among practitioners and researchers. A transit desert, based on the demand and supply concept in measuring the mismatch in allocating the level of public transit service, has proved its ability to be applied in cases across countries. According to this concept, this study investigated transit deserts in four cases in Europe. Results indicate that the public transit system in Grand Paris and Madrid are superior due to a smaller population living in areas where public transit cannot meet the demand. Moreover, we noticed that the spatial distributions of transit deserts were significantly different, and the public transit accessibility of green spaces in Greater London and Madrid requires attention. These findings prove the potentials of the transit desert concept in generally evaluating and comparing the performance of different regional public transit systems which can guide the public transit investments by regional/cross-national agencies.
... Very few studies have simultaneously considered the accessibility-based and proximity-induced effects of BRT. Some exceptions include the work of Rodríguez and Targa (2004) and Munoz-Raskin (2010), which focused on Bogotá. A better understanding of the holistic impact of BRT on property values should be furthered. ...
... A variety of areas could be explored further in upcoming studies. First of all, in a wide array of countries, especially developing countries, the proprietary nature of many databases results in the exclusion of some potentially contributory variables (e.g., socio-economic characteristics of the neighborhood, such as education and income level) in hedonic modeling (Munoz-Raskin, 2010). China is far from an exception in this regard (Ye et al., 2019). ...
Bus rapid transit (BRT) is popular worldwide because it provides high-quality transit services at low costs. Many studies conducted in the West have shown that BRT accessibility has a positive impact on nearby property prices (accessibility effect). Comparatively, few studies have been conducted in urban China. Moreover, there are even fewer empirical studies on the undesirable factors associated with proximity to the BRT corridor, such as air pollution and unpleasant visual scenes (proximity effect). Based on 16,165 property samples in Xiamen (China), we estimated a set of non-spatial and spatial hedonic pricing models to simultaneously investigate the accessibility and proximity effects of BRT and tested whether or not accessibility-based premiums and proximity-induced discounts coexist in the property market. The empirical results suggest that (1) accessibility to BRT positively affects nearby property prices; (2) proximity to the BRT corridor negatively affects property prices; and (3) accessibility to BRT has a stronger positive impact on property prices in the peripheral area than in the central area. Finally, we proposed policy implications from these results.
... This section is intended to show outstanding academic research about accessibility, walkability, and equity. First, (Munoz-Raskin 2010) exposes how housing value could be affected by a change in walking accessibility to the BRT corridors. (Guzman et al. 2017) illustrates how inequity affects the different income-classification groups in the city. ...
... Finally, (Cortés Cifuentes 2018) explains how to use accessibility to assess travel times in public transport and apply it to new scenarios. (Munoz-Raskin 2010) studied the change in property values and the relation with the walking accessibility to TM. The research used a multiple regression analysis to create a hedonic model with dwelling information sourced from official entities. ...
Walking is the most sustainable transport mode; it does not require any vehicle and can even boost people's energy and improve health. Walking requires a good pedestrian infrastructure and the proximity of various possible destinations that we usually need in our daily lives. Moreover, an ideal city should invite its citizens to walk more and enjoy their surroundings. This academic work wants to enhance transport planning towards walkable cities combining interactive technology tools that can be used by everyone. One outstanding tool for assessing walking accessibility is GOAT (Geo Open Accessibility Tool), initially developed for Munich. In this research, GOAT was expanded and implemented in Bogotá, Colombia, and used to solve planning questions regarding travel behavior and equity in walking accessibility. During this academic work, the data preparation procedures, OSM mapping, GOAT implementation, and the GOAT application in the local context were developed. New scripts were written, the procedures were documented, and the analysis produced meaningful conclusions about the Bogotá and Munich scenario differences. These recommendations would be useful for further implementations in cities outside Germany. As a result, this thesis proposed an extension for the implementation methodology for other GOAT versions, listing the different elements to be considered. The equity analysis shows how cities and amenity sets can be compared in terms of their spatial distribution using the Gini Index (GI) and the Lorenz curves. The distribution of walking accessibility among the socio-economical Strata (SES) also shows the equity conditions for walking accessibility among households belonging to different income levels. Finally, the accessibility scores were compared with a set of mobility indicators, obtaining some strong correlations that explain the effect and magnitude of enhancing walking accessibility.
... Third, this research also contributes to the literature that studies the implementation of BRT systems and land and housing value uplift. There is evidence from Bogota's Transmilenio system that land values declined as the walking distance to a BRT station increased (Rodríguez and Targa 2004); property values were higher if close to a feeder line Munoz-Raskin (2010); and an extension of the system increased land value 5 (Rodríguez and Targa 2004). BRT systems also appeared to had had a favorable impact on the market price of residential Perdomo-Calvo (2011) and commercial property prices in both Bogota and Barranquilla Perdomo-Calvo (2017). ...
The effects of urban transport policies on household welfare are a broadly understudied topic in developing countries. This paper analyzed the distributional effects of a bus rapid transit (BRT) system in Barranquilla, Colombia. Using geocoded household survey data over 2008-15 and a difference in differences approach, it showed that, in proximity to newly opened stations, poor households were replaced by non-poor households. These results suggested that the designers of such systems, despite the generally positive assessment of the systems, may have overlooked distributional consequences. Moreover, it showed that results in studies that do not control for the observed changes will be biased.
... Esta situación puede identificarse como una consecuencia directa del desarrollo de la fase I del sistema. Estudios basados en encuestas del 2002 para alquiler de vivienda, y en series de tiempo para el período 2000-2004 para nuevos proyectos inmobiliarios, también reportan efectos positivos para las propiedades que se encuentran a corta distancia de las estaciones de Transmilenio (Barrios, 2002;Munoz-Raskin, 2010;Rodríguez y Targa, 2004). Los estudios citados, sin embargo, muestran variaciones diferenciales dependiendo de la edad de construcción del inmueble y de la posición socioeconómica del sector de análisis, además del condicionamiento del impacto de las estaciones en la percepción de inseguridad, ruido y contaminación del ambiente (Arteaga et al., 2017;Rodríguez y Targa, 2004). ...
The literature associated with the new urban geography and with the agglomeration economies theory attempts to explore and explain the relationship of the economic and urban development of cities with their inhabitants and with organizations as essential actors in this interaction. In this sense and as a result of the central objective, the findings of the updated bibliographic review on the problems that arise from the dynamics of interaction between the BRT transport systems, the territory and the decisions of geographical location of the companies are presented. In this way, a specific contribution and current reflection on the relationship between mass public transport, urban space and the role of the foundations of this theory is proposed. This review made it possible to analyze this relationship from its economic, spatial, social and urban dimensions, addressing the main theoretical and empirical proposals available in recent literature. In the second section of the article, a synthesis of the results of the updated and exhaustive review of the empirical bibliography is presented, which starts from the work of Lampón Caride (2011), to propose a framework for the analysis of determining factors on the relationship between location of companies, transport dynamics and urban development. In the final section, an analysis of the problem and interaction between BRT public transport, the territory and the urban economy is presented, analyzed from the perspective of transport oriented development (TOD), exemplified in the systems of Curitiba in Brazil, Bogotá in Colombia, Mexico City and Santiago in Chile. As a main contribution, the existence of a relationship between the territory and the location of the companies is proposed, which in turn is influenced by the dynamics of public transport, mobility, urban development and by the economic evolution of cities, detailing starting from its economic, spatial, social and urban dimensions.
... The level of difficulty for urban residents to obtain public facilities services is called the accessibility of public facilities [26]. In the previous literature, there are many studies on the accessibility of single types of public service facilities, including educational [27][28][29], medical [10,30,31], commercial and transportation [32,33]. However, there are few studies on the comprehensive accessibility of multiple kinds of public service facilities. ...
The spatial distribution and accessibility of urban public service facilities affect socioeconomic factors in the lives of residents, especially housing prices. Given that most previous studies focus on the accessibility of a certain, single type of facility and its impact on housing prices, this research uses improved two-step floating catchment area (2SFCA) methods by considering the differences in the service capacity of different types of public service facilities in real life to evaluate their accessibility to residential communities in Jinan city based on 3117 facilities covering 11 different kinds of facilitates. Then, we assess the spatial distribution of the impact of the accessibility of different public service facilities on housing prices in Jinan city through a local indicator of a spatial association (LISA) cluster diagram generated based on the bivariate local Moran’s index. Our objectives are to assess the accessibility of multiple public service facilities using an improved 2SFCA method and to explore the spatial correlations between the accessibility of public service facilities and housing prices. The results show that the housing prices in Jinan are clustered and that the areas with high housing prices are mainly concentrated in the Lixia District and the center of the downtown area. The accessibility of medical, shopping, educational and bus stop facilities in the Lixia District is better than that in other districts. The accessibility of shopping, medical and tourist attraction facilities has the most significant impact on housing prices, and the number of communities in which the accessibility of these public service facilities and housing prices form a positive correlation cluster accounts for 50.5%, 47.9% and 45.8% of all communities, respectively. On the other hand, educational accessibility and bus stop accessibility have nothing to do with housing prices, and the number of communities in which the accessibility of these public service facilities forms a not-significant cluster with housing prices accounting for 51.1% and 56.5% of the total, respectively. In this study, the combined 2SFCA method is used to improve the method for evaluating the accessibility of a variety of public service facilities, and its applicability is verified by practical application. By analyzing the spatial correlation between accessibility and housing prices, we expand our understanding of accessibility and show that it plays a central role in housing prices, which will help to improve the spatial pattern of urban public places in the future, provide support for decision makers and provide a reference for the government and real estate developers.
... However, the area of activity centers is still supported by the trunk system of TransJakarta (Fitriati, 2010). In the case of TransMilenio Bogota, one of the accessibility criteria is travel time by walking to stops affects the quality of the BRT system, which can increase the value of an area in urban (Munoz-Raskin, 2010). ...
Bus Rapid Transit (BRT) has advantages over rail-based systems as a public transportation system. The ease of implementation and low investment costs attract many cities to develop BRT systems, including Banjarmasin, Indonesia. Banjarmasin currently has eight BRT stop points that reach only two sub-districts out of five. The limited range of BRT stops within the city can affect the level of accessibility of the BRT system. The accessibility of the transit system itself can be seen from the number of daily passengers. This study aims to analyze the criteria that affect the level of accessibility of the BRT stops in the study area and then compile a model based on significant criteria. Previous literature on accessibility modeling shows varied methods and approaches. In this study, the system accessibility was measured using the composite method and modeled using Geographically Weighted Regression (GWR), which is a relatively new approach. The results show that seven criteria affect the level of accessibility of the BRT stops. The model was first built mathematically using OLS. Then, GWR analysis was accomplished on spatial variables, resulting in a higher significance model. Furthermore, the GWR produces a visual-spatial model and performs simulation and sensitivity tests to make the research purpose more informative. The spatial criteria for the accessibility of the BRT stop locations in the model include the distance of stops to the road intersection, mix-use entropy index, population density, and land value.
... In addition, high-quality public transit nodes are often accompanied by high travel demand. Most of the existing studies ignored the variety in travel demand of heterogeneous traffic nodes and considered them the same weights on the spatial scale, which resulted in measurement bias [49,50]. To close this gap and scientifically reflect the objective supply and subjective demand of public transit facilities in the evaluation, this study used the gravity index model from the UNA toolbox to measure the walking accessibility to the bus stop accurately based on street network distance as well as the daily average on-ridership data to weight bus stops. ...
It is a crucial question to understand the relationship between public transit and residential rents for the proposal of a sustainable transportation system and efficient allocation of lands during the policy marking process. Little has been discovered in the current literature regarding the impact of the bus system on residential rents. This study investigated walking accessibility to the bus stop based on the average daily on-ridership data of bus stops and street networks in Jinan, China, and analysed the impact on the spatial differentiation of residential rents using the spatial autocorrelation analysis and the geographically weighted regression (GWR) method. Our results suggested that residential rent levels in Jinan had evident spatial dependence and spatial differentiation characteristics, which was signified by a significant high rent, and a high accessibility distribution pattern surrounding both city and sub-city centres. GWR results further showed that walking accessibility to the bus stop could significantly improve residential rents. On the spatial scale, a 1% increase in walking accessibility could result in a premium of up to 0.427% and a 2.984% decline in rental prices. Lastly, we found that walking accessibility to the bus stop significantly affected housing rents incrementally with increasing distance between residences and the city centre. Moreover, walking accessibility to the bus stop showed a marginal ‘first increase and then decrease’ effect on residential rents as the distance to the bus stop increased. The premium effect was the most significant among residences within 500–900 m of a bus stop.
... There is less known about the impact of BRT on property values, particularly in the US. Currently, most research on this relationship focuses on BRT systems in Latin America, East Asia, and Australasia (Cervero and Kang, 2011;Filippova and Sheng, 2020;Mulley, 2014;Munoz-Raskin, 2010;Rodríguez and Targa, 2004;Yang et al., 2019). These studies found positive associations between BRT stations and property values ranging from 5% to 10%. ...
Bus rapid transit (BRT) is growing in popularity as a lower-cost alternative to light rail transit. Although the impacts of rail transportation on residential property values is well-explored, the impact of BRT on property values remains less well-understood, particularly in the United States where BRT infrastructure is more heterogeneous than the rest of the world. This paper addresses this gap by evaluating and comparing the before-and-after effect of 11 BRT systems on nearby property values in ten metropolitan areas across the United States. We used a quasi-experimental approach and hedonic spatial error models with propensity score matching to measure change in residential property transaction prices within walking distance of a BRT station. Overall model results show a mix of appreciation, depreciation, and no change in residential properties value across different BRT systems. Multi-family properties nearby BRTs with on-street dedicated lanes generally experienced the most appreciation while single-family properties around off-street busway systems experienced depreciation. BRT-lite systems without dedicated lanes associate with property appreciation in relatively dense and congested metropolitan areas with developed transit networks and high ridership. Our model results emphasize the ability of BRT to improve transit accessibility in these regions and to provide an attractive alternative to driving. Furthermore, the lack of property appreciation around busways indicates these systems may not provide nearby residents with an amenity bonus greater than its nuisance effects. Our study informs stakeholders and public officials about the broad effects of BRT on land values and invites researchers to continue investigating the role of walkability, nuisance effects, and individual BRT amenities on residential property values.
... Job accessibility was also found to affect housing choice and price [29]. Transportation such as metro/railway networks [30][31][32][33][34] and bus rapid transit networks [35] was also influential. Further, accessibility of quality schools strongly influenced price [36,37]. ...
In this study, we analyze the case of induced seismicity in Pohang, South Korea, in 2017 to investigate the effect of seismic risk perception on the local residential property market. Based on a hedonic pricing model with a difference-in-differences method, we examine the geographic distribution of the effects of unexpected earthquake hazards. Our results indicate an overall reduction in local property values, but the magnitudes of negative externality for housing prices decrease with respect to the distance from the epicenter. In areas within 3 km of the epicenter, the asset value reduced by approximately 20% after an earthquake event, but if the distance from the epicenter was higher than 12 km, the negative effect on the price was not significant. In addition, we examine how the experience of seismic events affect the preference on the anti-seismic building structure. The results show that the market valuation on the anti-seismic system significantly escalated after the earthquake.
... The first assumption is that a distance threshold of 400 m (known as 'Ped-Shed') is appropriate for measuring the effects of proximity to transport nodes on house prices [36][37][38]. This assumption rests on the assertion that 400 m 'represent a comfortable walk for most people under normal conditions' [39] (p. ...
Estimating the non-market monetary values of urban amenities has become commonplace in urban planning research, particularly following Rosen’s seminal article on hedonic theory in 1974. As a revealed preference method, the hedonic approach decouples the market price of a house into price components that are attributable to housing characteristics. Despite the potential contribution of this theory in a planning context, three main limitations exist in the conventional applications: (1) variable measurement issues, (2) model misspecification, and (3) the problematic common use of global regression. These flaws problematically skew our understanding of the urban structure and spatial distribution of amenities, leading to misinformed policy interventions and poor amenity planning decisions. In this article, we propose a coherent conceptual framework that addresses measurement, specification, and scale challenges to generate consistent economic estimates of local amenities. Finally, we argue that, by paying greater attention to the spatial equity of amenity values, governments can provide greater equality of opportunities in cities.
... Dalam Analisis lebih lanjut, titik halte dengan aksesibilitas 0-5 menit berjalan kaki berkorelasi dengan nilai kenaikan properti tertinggi, dan aksesibilitas > 5 menit berjalan kaki telah menunjukkan sensitivitas terhadap penurunan nilai properti di Bogota. Hal ini menunjukkan salah satu kriteria aksesibilitas seperti akses pejalan kaki mempengaruhi kualitas sistem BRT yang mampu meningkatkan nilai suatu kawasan di perkotaan (Munoz-Raskin, 2010). ...
Bus Rapid Transit (BRT) sebagai salah satu sistem transportasi publik memiliki beberapa keunggulan dibandingkan sistem berbasis rel. Kemudahan implementasi dan biaya investasi yang rendah menjadi daya tarik tersendiri bagi kota-kota besar untuk mengembangkan sistem BRT, tidak terkecuali Kota Banjarmasin. Di Kota Banjarmasin sendiri saat ini terdapat 8 (delapan) titik halte yang hanya menjangkau pada 2 (dua) wilayah kecamatan dari total 5 (lima) Kecamatan. Terbatasnya jangkauan lokasi halte dalam kota tersebut dapat berpengaruh terhadap tingkat aksesibilitas sistem BRT. Tingkat aksesibilitas halte sendiri dapat terlihat dari jumlah penumpang harian pada halte tersebut. Tujuan penelitian ini adalah melakukan analisis terhadap kriteria-kriteria yang mempengaruhi tingkat aksesibilitas lokasi halte di wilayah studi, kemudian menyusun model berdasarkan kriteria signifikan. Metode yang digunakan untuk menganalisis di antaranya pengujian kriteria secara statistik. Kemudian analisis spasial dilakukan menggunakan Geographically Weighted Regression (GWR). Hasil analisis menunjukkan terdapat 7 (tujuh) kriteria yang mempengaruhi tingkat aksesibilitas halte yang dapat di model-kan secara matematis. Selain model secara matematis, analisis GWR dilakukan terhadap variabel spasial dengan pendekatan kernel fixed dan adaptive serta optimalisasi bandwidth dengan metode Cross Validation (CV) dan Akaike Information Criterion Corrected (AICc). Adapun model GWR pada penelitian ini dapat menjelaskan tujuan penelitian secara lebih informatif. Simulasi dilakukan pada wilayah studi dan menunjukkan sensitivitas model terhadap perubahan kriteria spasial tertentu. Adapun kriteria-kriteria spasial tingkat aksesibilitas lokasi halte BRT pada model diantarnya adalah Jarak Halte dengan Persimpangan, Mix-Use Entropy Index, Kepadatan Penduduk dan Nilai Lahan.
... To gain deeper insights into the capitalization process, Duncan (2008) compared the benefits of (rail) transit for single-family housing and condominium units using data for the San Diego region and found that condominiums tended to receive more benefits, while housing values captured the benefits of transit in both cases. In a more recent study, Zhong and Li (2016) suggested that the effects of transit on property values would also depend on other factors, including development phases and the presence/absence of park-and-ride facilities; and similarly varying effects have been reported by studies in other countries (see, e.g., Munoz-Raskin, 2010;Ma et al., 2014). Specifically, they found that "multi-family market showed large speculative appreciation toward the system during the proposed stage and then … a larger premium during the mature stage, … [but it had] little appreciation toward transit access at the newly open stage" (p.39, ...
Although building more housing near transit has gained increasing popularity as a strategy for addressing housing unaffordability while promoting sustainability, the effectiveness of this strategy has remained unclear, particularly in auto-oriented metropolises where land use planning authority largely rests with local governments. This article provides an analysis of how parcel-level residential land use intensification takes place under the influence of public transit expansion, with explicit attention to the interactions between current and planned land use changes, in a five-county Southern California region. The analysis using a generalized structural equation modeling approach shows that residential properties are more likely to be densified in transit-rich areas. This tendency is detected not only in the existing high-quality transit areas but also in locations where transit services will be available in the future. It is also found that relaxing zoning restrictions increases the probability of parcel-level densification, and the resultant density increase can induce further zoning or plan changes in nearby areas.
... The impact of BRT on the capitalization of housing prices were studied by [30], and the results showed that BRT induced heterogenous impacts on the housing prices and values mainly depend upon their location. The spatial variations in the accessibility benefits and residential land values uplift around transitways were studied by [31]; the linkage of the pedestrian environment around BRT transit stations with property values were studied by [32]; and the impacts of Bogota's BRT system on land values were studied by [33]. However, there exists a lack of research related to the association between BRT investment and its impacts on the surrounding urban fabric in terms of land development. ...
State of the art mass transit systems, such as bus rapid transit (BRT), have appeared to be an innovative solution to meet the mobility needs of many world cities. However, their ability to transform surrounding urban fabric remains less explored in the developing world. This paper examines the impacts of BRT Lahore on land development patterns, considering the phenomena of land use revitalization, densification, and property reconfiguration. We have used quantitative approaches to gauge the changes in the urban fabric, with respect to the local neighborhood conditions and parcel level attributes, using multilevel logit models. The results of the logit models reveal heterogeneous impacts on conversions to commercial plazas, apartment buildings, and mixed-use buildings. The distance to the BRT station and size of the property is significantly associated with these conversions. Overall, one can notice a lack of a sense of place making and an absence of transit-oriented zoning around BRT stations. The desire of sustainable transit-oriented development to intensify land uses according to local conditions requires local urban designers and planners to think ahead of the curve by working on the regulatory and zoning restrictions governing the designs of built environment and also address the issues of gentrification and social inequity.
... In further analysis, bus stops with accessibility 0-5 minutes walk correlated with the highest property value increase and accessibility > 5 minutes walk has shown sensitivity to property decrease value in Bogota. This shows that one of the accessibility criteria such as pedestrian access affects the quality of the BRT system which is able to increase the value of an area in urban areas (Munoz-Raskin, 2010). ...
Bus Rapid Transit (BRT) as a public transportation system has advantages over rail-based systems. The ease of implementation and low investment costs attract many cities to develop BRT systems, including Banjarmasin City. In Banjarmasin, there are currently 8 (eight) bus stop points that only reach 2 (two) sub-districts out of a total of 5 (five) sub-districts. The limited range of bus stops within the city can affect the level of accessibility of the BRT system. The level of accessibility of the bus stop itself can be seen from the number of daily passengers at the stop. The purpose of this study is to analyze the criteria that affect the level of accessibility of the bus stops in the study area, and then compile a model based on significant criteria. The method used to analyze the criteria is using multiple linear regression. Furthermore, the spatial analysis conducted using Geographically Weighted Regression (GWR). The results of the analysis show that there are 7 (seven) criteria that affect the level of accessibility of the bus stops which can determine the model mathematically. In addition to a mathematical model, GWR analysis is conducted on spatial variables with a fixed and adaptive kernel approach and bandwidth optimization using the Cross Validation (CV) and Akaike Information Criterion Corrected (AICc) methods. The GWR model in this study can explain the research objectives in a more informative way. Model simulations are performed in the study area and show the sensitivity of the model to changes in certain spatial criteria. The spatial criteria for the accessibility level of the BRT stop locations in the model include the distance of the stop to the intersection, mix-use entropy index, population density and land value.
... In Bogota, Transmilenio helps in transforming station areas through the introduction of new supermarkets and shopping centers and residential uses cover 75% of new development (Bocarejo et al., 2013). Next, to that, Bogota's Transmilenio has also contributed towards the renovation of areas in its vicinity, which ultimately improved the public realm (Munoz-Raskin, 2010). This trend is different when compared with redistributive effects of Seoul's BRT that indicate movement of non-residential activities toward urban centers and only limited effect on residential activities (Jun, 2012). ...
... While strata do not consider household income, Cantillo-Garcia et al. (2019) concluded that it is justifiable to understand it as a proxy for income: low-strata correlates with lower-income and high-strata with higher-income. Many studies in transportation have used strata as a predictor variable in travel behavior (Munoz-Raskin, 2010;Bocarejo S. and Oviedo H., 2012;Delmelle and Casas, 2012). ...
The COVID-19 pandemic restricted most economic and social activities, impacting travel demand for all transportation modes and especially for transit. We hypothesize that the shifts in travel demand varied by socioeconomic status, and we assess the differential impact of COVID-19 in the Bus Rapid Transit (BRT) patronage across various socioeconomic groups in Bogotá. We built a database of frequent transit users with data collected by smartcards in Bogota’s BRT system between January and October 2020. For each user in the database, we labeled their home and work stations. Transactions at other stations are classified as “other.” The stratum (a government socioeconomic classification of residential units in Colombia) of a BRT station’s service area was assigned using an estimated probability vector for each user belonging to a specific stratum; this data is validated with aggregate strata distributions in the 2019 household travel survey. Our study found that the reduction in transactions for lower-strata users is significantly less than that of the middle and high strata. The magnitude of this difference varies over time but stabilizes after the end of the lockdown. The growth rate of “other” transactions per thousand people is greater than the growth for home and work locations, especially for the lowest strata. Other studies have shown that the radius of gyration (Rg) (a measure of how far individuals travel away from home) has decreased about 50% after the lockdowns. Our study shows that when measuring Rg only for users who continued using BRT, the Rg slightly decreased for lower and medium strata but increased for high strata. The contribution of this study is a method to classify BRT transactions of frequent users by strata, as well as a description of trends in BRT use by strata to expand our understanding of the COVID-19 lockdowns impacts in the Global South context. These results are a starting point to inform policy and decision-makers to guide the recovery efforts to improve transit accessibility and level of service for captive users such as low-stratum users.
... Treatments of walkingthe implicit off-network "default" in multimodal accessibility modelsvary widely in sophistication. Much related research assumes that vehicle travel is primary and calculates walking speeds to the nearest network node over flat-surface straight lines (Munoz-Raskin, 2010;Devkota et al., 2012;Leinbach, 2000), especially in urban areas (Ritsema van Eck et al., 2005). Only in some cases are walkers routed around impassable features like water bodies (Zhao et al., 2003). ...
Transport and economic geographers' accessibility models provide nuanced descriptions of accessibility gains to investments in structured environments but struggle to accurately reflect the complex mobility constraints in rural, mountainous areas of the developing world. This forces planners in such contexts to employ cruder measures of accessibility gains to each road, particularly where large collections of feeder roads inflate data collection expenses. To address this disconnect we develop a scalable method for evaluating the cost-efficiency of rural roads investments based on seasonal accessibility improvements to specified services. Accessibility improvements are measured using road-specific multi-modal cost-distance models, incorporating terrain, seasonal effects, and extensive off-network walking travel. Using our models, we estimate and compare accessibility improvements for a large collection of proposed rural feeder roads in a case study of Nepal's remote, mountainous Karnali province. The developed model and workflow can be adapted to compare accessibility gains from roads or other investments in equivalently rugged, remote, and data-poor environments, opening the door to more rigorous accounting of accessibility in a traditionally neglected context.
... Empirical results of studies on bus transit-induced housing unaffordability are mixed. Studies that focused on the rapidly expanded bus rapid transit (BRT) in Latin American cities found an increased value of properties located near BRT corridors and stations (Munoz-Raskin, 2010;Perdomo Calvo et al., 2007). However, some scholars have reported no significant association (Flores Dewey, 2013;Perdomo, 2011). ...
Chinese cities have seen a rapid development of dockless bike sharing (DBS) in recent years. Numerous studies have examined the positive social effects of DBS, but a crucial question remains: if docklessness has successfully reworked shared bikes into a desired and valuable amenity, will unequal access to DBS affect housing rentals? The present study examines this question by considering the case of Beijing. A big data approach is employed to analyse the listed rents of 75,197 houses in Beijing and their attributes that affect housing rentals. Measurement of accessibility to DBS at the housing level is constructed from 3.2 million DBS trips generated over two weeks. Results of the hedonic model show that every one-point increase in the accessibility to DBS generates a premium worth 28.02 CNY in housing rental, thereby supporting the hypothesis that docklessness has turned DBS into a valuable amenity for renters. These findings suggest that although low- and middle-income workers benefit from the convenience of DBS in the short term, the benefits are gradually eroded and transferred to landlords through rental premiums. Unequal accessibility to DBS may induce gentrification that displaces or excludes low-income renters in certain neighbourhoods.
... The certain distance threshold has been developed to indicate the ideal distance servicing for people walkability (Grahn, Stigsdotter, 2003). With a certain distance threshold (such as 500 meters), it can create a distance buffer to indicate a certain scope where walking accessible the center of buffer (Ulmer, Hoel, 2003, Munoz-Raskin, 2010. But this parameter cannot reflect the influence of the density and structure of the road network on the space accessibility. ...
With the growth of urban population and the increasing urban density, urban green space has become a kind of precious and limited resources. It not only has a positive impact on the health of urban residents with high work-life pressure but also offers opportunities as part of blue-green solutions for sustainable urban water management. Therefore, to effectively utilise the limited green spaces, experts are exploring a way of organising the green space layout to balance human needs and other urban developing requirements (e.g., in this case, urban stormwater management) within the certain common area. With this target, translating the space accessibility to human and other urban developments on green space into space parameter is a critical step to organize space model for the multi-functional green space. Although there are plenty of existing spatial parameters developed for evaluating human accessibility (such as travel distance, land-use, spatial connectivity etc.), there isn’t a way to organize them to satisfy the diverse evaluation needs from different research purposes. Besides, most of them are suitable for analyzing space on a city scale or at least a precinct scale in a 2D model. To the accurate design on a micro-scale, it is still a big challenge. The reason is some parameters for city analysis don’t work on a micro-scale, and some parameters should be reorganised in the evaluation algorithm or should include more micro-scale factors. Thus, this paper, based on the characteristics of human behaviour, redefines the complex concept- accessibility and develop measurable parameters with feasible factors on micro-scale. Overall, this paper presents: (1) a new definition of walking accessibility of green space; (2) evaluation criteria (3) parameters (depth and Integration) reflecting connectivity criteria (4) Parameters (travel time and speed, slope, direction changes) relating travel distance criteria with updated evaluation algorithm and factors. This paper aims at useful spatial parameters and evaluation measures that are applicable to integrate human needs within multi-functional green space design, especially green stormwater management design.
... However, BRT also creates some problems (e.g., unattractive landscape, view obstruction, and noise/air pollution) for residents living along a BRT corridor, which can be regarded as the BRT proximity effect. There are only limited studies investigating the BRT proximity effect in cities such as Bogotá and Brisbane (Rodríguez and Targa, 2004;Rodríguez and Mojica, 2009;Munoz-Raskin, 2010;Mulley, 2014;. It is of prime importance to comprehensively understand the externality of BRT, which not only brings benefits (via accessibility to the station) but also nuisances (via proximity to the corridor) to local residents. ...
Bus rapid transit (BRT) systems have mushroomed worldwide in the last few decades. An enriched understanding of BRT capitalization effects is essential. Although the BRT accessibility effect on housing prices has been extensively explored, the effect of proximity to the BRT corridor (which may be related to unattractive landscape and noise pollution) has been little scrutinized. More importantly, whether and how the two effects vary across price levels and space have yet to be sufficiently studied. To this end, we estimate the effect of BRT accessibility and proximity on housing prices by applying a battery of econometric methods (including hedonic pricing models, spatial regression models, quantile regression models, and a geographically weighted regression model) to 5185 observations in the housing market in Xiamen Island, China. The results of this study are: (1) BRT accessibility premiums and proximity penalties simultaneously exist in the housing market; (2) buyers of high-priced housing have a greater willingness to pay for avoiding the nuisances attributed to proximity to the BRT corridor; (3) the effect of BRT on housing prices is spatially heterogeneous; (4) the BRT accessibility effect is larger in suburban areas than in urban areas; and (5) housing prices are more predictable near the city centers than outside the area, which may be because a greater proportion of the price of a house near the city centers is derived from the location (rather than the building structure). Finally, policy implications (e.g., building acoustic barriers and planting vegetation along the BRT corridor and improving the transit service in suburban areas) are discussed.
... In this way, Teunissen, Sarmiento, Zuidgeest and Brussel [19] identified that Transmilenio, the BRT system of the city, offers equal access to all levels of SES, although alternative programs, like Sunday ciclovía, favor high strata. In the interaction between the transport and land price fields, Munoz-Raskin [20] determined through spatial hedonic models that properties located in areas of medium strata have more value in the market due to proximity to Transmilenio. Similar studies are evidenced in Cali, using SES as segmentation criteria [11,21]. ...
In Colombia, a socioeconomic stratification (SES) system of households based on the physical characteristics of the dwelling and its surroundings is implemented in order to set subsidies to public services. Many studies use this classification as a proxy variable for the household income, mainly because of the ease to retrieve data. This investigation proposes an evaluation of the SES as an explanatory variable for the household income. Ordered logit regressions were estimated for the cities of Bogotá, Medellín, Cali and Barranquilla, where the dependent variable corresponds to the SES. Even though there is a positive correlation between SES and household income, the relation depends on certain characteristics of the household as it size, vehicle availability and percentage of workers and students. The results were validated by comparing trip generation models. By including the significant attributes from the ordinal regressions, trip generation models with income and SES had similar fit, which suggests that using the SES as a proxy variable for the income, might be appropriate as long as their correspondence is checked according to household characteristics.
The objective of this study was to measure the effect of the distance between homes and the stations of the integrated public transportation system in Medellín on home prices. The hedonic models used here were calculated using ordinary least squares (OLS) and two spatial econometric models: the spatial autoregressive (SAR) model and the spatial error model (SEM). The results obtained indicate that the stations of this transportation system have an impact on home prices depending on the income level of the district where they are located. On the one hand, the price of a home in a low- or middle-income district can increase (17.1% or 15%) if it is “near” a station (1.5-2.0 km and 1.0-1.5 km, respectively), but it is not affected if the housing unit is “too close” (up to 1.0 km). On the other hand, if the housing unit is located in a high-income district, the nearer it is to a station, the lower its price (-15% between 0 and 1.0 km, and -12% between 0.5 and 1.0 km). These results are relevant for all the agents involved in real estate and public policy makers interested in executing transportation infrastructure projects in cities in developing countries.
Housing prices have been the subject of many studies, and some of them have tried to determine the influencing structural and location factors through hedonic econometric models. One of the main factors considered in the literature on real estate appraisals is the location of the dwellings. For this reason, this study combines the spatial methodologies of geostatistics and spatial econometrics. On the one hand, this work uses geostatistics to estimate missing data to account for the lack of information in the sampled real estate websites. On the other hand, the explanatory factors of prices are determined through spatial econometrics. The combination of both methods facilitates estimating housing prices in Santa Marta (Colombia), solving the problem of missing data. In the modeling, the problems of spatial heteroscedasticity and multicollinearity are corrected. This combination of methods could be of great interest to company ies and public agencies related to real estate activity, which is sustained by the information available on these real estate websites.
The aim of this paper is to investigate the relationship between accessibility to services and transport infrastructure and property prices. Empirical evidence shows that an increase in accessibility levels tends to result in a positive impact on property values. However, assessing this potential benefit is not straightforward.In this research, we first clarify which are the methods mainly employed to measure accessibility to services and infrastructures; then, we build a dataset of indicators useful to define the price function. The output is the characterization of a Hedonic Pricing Model (HPM) able to evaluate the effect of accessibility on residential properties, seldom considered in estimates. Two main findings emerge from the study. The first is that an HPM should be a function not only of the traditional intrinsic and extrinsic characteristics generally used to explain property values, but also of specific accessibility indicators, distinguishing between local and system accessibility. The second is that HPM, generally based on the use of multiple regression models, fails to consider the spatial correlation that is often particularly significant for the accessibility variable. Therefore, in the case of high levels of spatial heterogeneity, regression models must be supported by spatial econometric models.The study conducted represents a starting point for applications to real case studies that will allow to test the defined model.KeywordsAccessibilityHouse pricingHedonic Pricing ModelsSpatial Econometric Models
Education is an essential condition to achieve the development of societies; therefore, it is necessary to guarantee its accessibility to the entire population and specially to disadvantaged sectors. This study analyzed the spatial accessibility of the population to public primary and secondary education centers in four peri-urban parishes in the canton of Cuenca. Two approaches were used for data processing. The first one was at the household level. As a result, information was obtained for 408 students. The second one is at the level of consolidated areas that formulates accessibility scenarios, relating travel costs in time and distance. These scenarios were modeled using tools based on Geographic Information Systems. As a result, the most used means of transportation is by foot (54.38%) and an average travel time of 13.5 minutes. Thus, the educational centers are close to each other even though they are peri-urban
Existing studies have yet reached consistent conclusions on the accessibility benefits of buses. Most existing studies have been conducted in the context of the West, where bus patronage is generally low. In this study, we used a database of 22,586 secondhand residential properties in 358 residential estates in Xiamen, China, to develop four non-spatial hedonic pricing and two spatial econometric models to quantify the effects of bus accessibility on property prices and analyze how the introduction of spatial econometric models would influence the estimates of such benefits. Our findings are as follows. (1) Accessibility to bus stops is positively correlated with property prices. This outcome is in contrast with the findings of mainstream research (or conventional wisdom). For every bus stop within 500 m, the price of a property is 0.5% higher, all else being equal. (2) Bus travel times to essential destinations (by-bus accessibility) significantly influence property prices. A few robustness checks further guarantee the plausibility of this study. However, we suspect that the price premiums offered by bus accessibility will gradually decrease, even eventually evaporate, due to declining attractiveness for bus travel and continuous transit service enhancement in the forthcoming years.
Although the bus rapid transit (BRT) accessibility effect on property prices has been extensively explored, the effect of proximity to the BRT corridor (which may be related to unattractive landscape and noise pollution) has been little scrutinized. More importantly, whether and how the two effects vary across price levels and space have yet to be sufficiently studied. To this end, we estimate the effect of BRT accessibility and proximity on property prices by applying a battery of econometric methods (including hedonic pricing models, spatial regression models, quantile regression models, and a geographically weighted regression model) to 5,185 observations in the property market in Xiamen Island, China. The results of this study are: (1) BRT accessibility premiums and proximity penalties simultaneously exist in the property market; (2) the buyers of high-priced properties have a greater willingness to pay for avoiding the nuisances attributed to proximity to the BRT corridor; (3) the effect of BRT on property prices is spatially heterogeneous; (4) the BRT accessibility effect is larger in the peripheral area than in the central area; and (5) property prices are more predictable near the city centers than outside the area, which may be because a greater proportion of the price of a property near the city centers is derived from the location (rather than the building structure).
Waste of energy due to the usage of high-density material in Automobile is a cause of energy
wastage, by increasing the strength to weight ratio energy efficiency can be increased. Material strengthen
can be increased by number of processes and each process produce specific material features. The ECAP
is one of the most effective and dominant technique with the help of which strengthen of engineering
material is done. In this research aluminum alloy-2024 is investigated. The samples are prepared and passed
through ECAP die channels, intersecting at angle of 1000
and preheated along with die up to 4000C using
electric furnace. Hardness and tensile test were carried out and were compared with As-received material.
It was observed that hardness is increased to 10.3%, yield strength and ultimate tensile strength (UTS)
increased to 11% due to grain refinement. Microstructure analysis were carried out and it was observed that
grain size is reduced to 1μm ≤ 0.75μm with some lager particles.
Purpose
This study aims to investigate countries without national property insurance and see how experience affects behavior toward higher-risk flood prone property.
Design/methodology/approach
Using a unique data set that captures the flood experiences of homeowners that search for new housing, the authors examine the premiums or discounts of such experience on homes at risk. The authors use hedonic property modeling to estimate the effects of experience on values.
Findings
The authors find that such experiences play a strong role in convincing buyers of the real risks imposed by climate change and sea level rise and the authors expect these demand-side behavioral changes to persist. This finding is unlike more developed markets where insurance may be subsidized and negative effects on value dissipate within a few years.
Research limitations/implications
The world is starting to pay more attention to climate risk and the results in developed countries have been biased by the extensive insurance provided by the government or emergency funding.
Practical implications
Providing market transparency on climate risks will result in permanent market effects, if not otherwise subsidized.
Social implications
The governments should encourage market disclosure.
Originality/value
No one has ever had a data set like this before where the authors get to observe the behavior of those already experiencing property losses from flooding.
Rail transport is one of the factors that boost economic growth. Increased accessibility while saving travel costs and time offered by rail transport attracts foreign and local investments, which lead to increased house prices and rents. Nonetheless, it is argued that noise pollution coming from rail transport may also reduce house prices and rents because these areas are less desirable for occupation and investment. Hence, this research aims to establish rail transport’s impact on house prices and rents through a critical review of the literature. An overview of previous studies shows that house prices and rents are significantly influenced by proximity to rail transports. This indicates that proximity to rail transports is accounted for when making house purchase and rent decisions. Thus, property valuers, planners, and developers should consider rail transport location in planning, developing, and valuing properties.
Several cities in Latin America and the Caribbean (LAC) are currently developing or expanding metro systems or improving and consolidating Bus Rapid Transit (BRT) networks. More recently, some cities have begun to implement cable car systems as mass transit solutions for urban peripheries. This chapter presents a comprehensive literature review of research into the implementation of these mass transit systems and examines the coordination between transport systems and land use in the LAC region. It provides a systematic examination of theoretical approaches, methodologies, and research findings in the literature, with a focus on the implications of mass transit investments and land-use planning for accessibility and travel behavior. The literature on the relationship between mass transit investments and the urban fabric in this region is still growing and the current research emphasizes exploring the impacts of transport and mobility improvements on cities and the influence of urban form on travel behavior. The empirical evidence on these relationships in this region remains mixed.
Resumen La literatura asociada con las Economías de Aglomeración se ha ocupado tradicionalmente de la relación entre el desarrollo económico y el desarrollo urbano de las ciudades, incluyendo a las organizaciones como objeto de estudio. Este artículo busca revisar la literatura acerca de la posible relación de causalidad entre los flujos de capital generados por las decisiones de localización de las empresas y la oferta de servicios se transporte tipo BRT. Dado el tema del trabajo doctoral que generó esta revisión, estas propuestas son analizadas en comparación con los resultados de la investigación enunciada, encontrándose particularidades para la ciudad de Bogotá que pueden complementar los postulados tradicionales de la literatura, permitiendo que este hecho se proponga como argumento para resaltar la necesidad de llevar a cabo estudios de validación empírica que permitan discutir y complementar el cuerpo teórico disponible al respecto. Como aporte principal se resalta la identificación de algunos vacíos teóricos y de comprobación empírica sobre el análisis y comprobación de los posibles efectos de las inversiones en los sistemas de transporte público masivo tipo BRT en las decisiones estratégicas de ubicación geográfica de las empresas, situación a la que este artículo pretende aportar.
Este artículo muestra el análisis de accesibilidad peatonal de la población en edad escolar entre los 5 y 14 años, hacia los centros educativos que ofrecen los niveles de básica primaria y básica secundaria en la ciudad de Ibagué. Para el desarrollo del estudio, se contó con información de la red vial de la ciudad, el censo poblacional por manzanas de 2005 y los centros educativos del casco urbano con su oferta hacia el 2017. La comprensión espacial y demográfica de la ciudad junto con la aplicación de los indicadores de tiempos mínimos, accesibilidad absoluta y oportunidades acumuladas, permiten realizar un análisis integral teniendo en cuenta la oferta -demanda educativa. A partir de los resultados obtenidos, se genera un diagnóstico que evalúa el grado de accesibilidad que posee la población en edad escolar y la cobertura que los centros educativos tienen sobre el territorio.
The adoption of bus rapid transit (BRT) systems has gained worldwide popularity over the past several decades. China is no exception as it has long been aiming at promoting public transportation and holds the top rank globally in terms of the BRT system expansion rate. Prior studies have provided extensive evidence that BRT has substantial effects on house prices with traditional econometric techniques, such as hedonic pricing models. However, few of those investigations have discussed the non-linear relationship between BRT and house prices. Using the Xiamen data, this study employs a machine learning technique, namely the gradient boosting decision tree (GBDT), to scrutinize the non-linear relationship between BRT and house prices. This study documents a positive association between accessibility to BRT stations and house prices and a negative association between proximity to the BRT corridor and house prices. Moreover, it suggests a non-linear relationship between BRT and house prices and indicates that GBDT has more substantial predictive power than hedonic pricing models.
The possible impact of Bus Rapid Transit (BRT) systems on land values remains the source of an interesting debate. Using a matching method known as Coarsened Exact Matching (CEM) in combination with detailed cross-sectional cadastral data, this study assesses the effects of Bogotá’s BRT infrastructure on residential land value, as well as effect heterogeneity according to socioeconomic characteristics, location and physical configurations of neighborhoods. Our results show that in low-income neighborhoods BRT has a positive effect on land value, likely because the benefits of proximity outweigh any inconvenience. In contrast, in medium- and high-income neighborhoods, the effect of BRT infrastructure on land value is not significant and, in some cases, even negative. The results are relevant for the debate on BRT impacts on residential land value and land value capture, especially now that the construction of a new BRT trunk line in the city is about to begin. The effects of BRT on the value of land can be regarded as positive (or negative) economic externalities of these types of projects.
This chapter presents a critical examination of the interaction between concepts such as equity and accessibility in a framework of sustainable and inclusive urban development. The analysis compiles a series of reflections that build on previous research that focusses on the role of transport as enabler of opportunities for material and social capital, healthcare and leisure, which contribute to human development and well-being. The research discusses accessibility metrics for mandatory and non-mandatory travel in the context of current global agendas for social and development policies. It also introduces methodological reflections in relation to the analysis of accessibility indices from an equity perspective highlighting the role of equity metrics such as the Palma ratio and Lorenz curves. The authors link accessibility and urban development seeking to inform current approaches for policy development and assessment in a context of high manifested inequity. The research is set in the context of the Bogotá Metropolitan Region, a paradigmatic case of transport development and policy in the Global South. The findings seek to contribute to present transport policy and practice, providing relevant insights to support actions that redistribute accessibility to opportunities and questioning some of the paradigms of mainstream transport planning in cities like Bogotá, suggesting a more relevant role of transport policy as a potential engine of equity and social development.
RESUMEN/ Existe evidencia de que uno de los impactos urbanos provocados por la implementación de un sistema de transporte masivo es la fluctuación en los valores del suelo. Esta investigación busca dar una visión sobre la percepción que tienen los propietarios de viviendas sobre la posible variación en los valores de sus inmuebles, al considerar la implementación de un sistema de tranvía en la ciudad de Cuenca-Ecuador. Para ello, se realizó una encuesta de hogares, la cual fue procesada usando métodos estadísticos, tanto descriptivos como inferenciales. Los resultados apuntan a que la mayor parte de los propietarios del área de estudio considera que los valores de venta de sus propiedades no sufrirán cambios; además, se logra inferir que, en aquellos casos en que se especula un aumento, el porcentaje de incremento no tiene relación con la distancia al eje tranviario.
The Rio de Janeiro government, in order to prepare the city for the 2016 Olympic Games, implemented four new BRT lines (Bus Rapid Transit). One of these is the “BRT Transolímpica”, which would mainly serve the mega-event by connecting two Olympic venues, but which was justified as the integration between the northern and southern regions of the city. In this paper, the Transolímpica transport legacy, regarding urban development, was analysed to verify the influence of this BRT line on the development of its surroundings. The three-step methodology comprised a study of the surroundings of BRT stations through analyses of physical dynamics, real-estate dynamics, and relational analysis (the contextualisation of the results within the local context). The analyses cover five phases of the BRT implementation associated with the 2016 Olympic Games: candidature (2008–2010); planning and design (2010−2012); implementation, subdivided into two periods (2012–2014 and 2014–2016); and operation (2016–2018). We found that this BRT line: i) was not relevant to the occupation of the surroundings; ii) ended up accentuating the segmentation of the territory along the corridor; and iii) has been consolidating an ambiguous transport legacy in terms of urban development.
Large‐Scale Urban Projects (LSUP) are capable of changing cities’ structures and, consequently, have a potential deep impact on land values. However, to assume that the LSUP always uplift land value may dismiss too quickly some key aspects of these investments. This work uses a difference‐in‐differences model to assess the impacts of LSUPs on land values, implemented in Belo Horizonte, Brazil. Results indicate that the impacts of LSUPs vary according to the kind of project (transit, iconic building and retail) and property (residential, commercial and vacant land). Macroeconomic cycles, negative externalities, and projects location within the local urban structure are key to understand the impacts’ dynamics.
En Colombia se ha implementado un sistema de estratificación de viviendas basado en las características físicas del inmueble y su entorno, con el fin de establecer tarifas diferenciales a servicios públicos. Diversos estudios de transporte usan esta clasificación como variable sustituta del ingreso del hogar debido a la facilidad para obtener dicha información. Este artículo realiza una evaluación del estrato como variable explicativa del ingreso del hogar desde la perspectiva de los estudios en transporte. Se estimaron modelos de regresión logit ordinal para Bogotá, Medellín, Cali y Barranquilla, usando el ingreso como variable dependiente y el estrato del hogar como variable independiente. Se encontró que a pesar de que existe una correlación positiva entre el estrato y los ingresos del hogar, esta relación depende de ciertas características del hogar como su tamaño, la disponibilidad de vehículo y la proporción de trabajadores y estudiantes. Estos resultados se validaron mediante la comparación de modelos de generación de viajes por hogar. Al incluir los atributos significativos de las regresiones ordinales, se obtienen ajustes similares para modelos de generación de viajes con ingreso y estrato, lo que indica que usar el estrato como sustituto del ingreso puede ser adecuado, siempre y cuando se controle previamente la correspondencia entre las variables de las características del hogar.
Purpose
The factors affecting housing rent and take-up had been largely examined in a cluster. This leaves a dearth of knowledge on the influences of other disparate factors, such as the aesthetics of the building facade. This paper examines the effects of a deteriorated external wall paint on the tenants, rent and take-up of housing located in a high-end housing estate in Akure, Nigeria. The logic is to examine the place of aesthetics among the general factors affecting take-up and rental prices.
Design/methodology/approach
Data were collected through census from 133 respondents residing in houses with deteriorated external wall paint. It applied both descriptive and multinomial logistic regression (MLR) to analyse the data.
Findings
Findings reveal that close to 60% of the respondents were psychologically affected by the visible deterioration of external wall paint. This translated to a significance reduction in rent compared with the rental prices of similar houses the appearance of which was not deteriorated. Generally, this study found that aesthetics paled into insignificance in the analysis of the general factors affecting housing take-up and rent. However, it ranked first when these were analysed on the structural characteristics of the house only. This is consistent with findings from the MLR parameter estimate, which shows that those who were psychologically affected are more likely to pay a 15% increase in their current rent to take up a similar house without paint deterioration.
Practical implications
The findings of this study have implications on practice and theory. First, while the location mantra is a key determinant of rental prices in theory, in practice, rent on comparable houses could differ if the aesthetics of the external wall paint is compromised. This implies an avoidable loss of rent to the owner of a property who compromises the aesthetic quality of the external wall paint in a high-end location where affordability is arguably high. The implication on public authority is that a lower rent may have a negative implication on government revenue and specifically property tax which is normally based on market rent of a property.
Originality/value
A novel quality of the study is that it separates the structural characteristics of a house from the general factors in order to examine the specific effect of deteriorated aesthetics of external wall paint on take-up and rent.
There are some specific transport policies that help fighting poverty and improving living standards of people in the developing cities. This paper shows how the City of Bogotá has implemented this type of policies, especially with the TransMilenio Bus Rapid Transit System (BRT), and indicates some impacts on the poor. Bogotá’s urban poor, with average income US$5.63 per day, make 44% of the population, are mostly located in the periphery and have deficient transport infrastructure and transit services. The BRT System introduced in 2000 and currently being expanded, improves access from the periphery to places of employment, includes provision of non-motorized facilities, and improves labor conditions through formalization of unregulated services. Usage by low income population has increased over time due to expansion of feeder routes; 37% of the daily riders (278,000 trips per day) have low income (US$5.63/day). T hey benefit through high travel time savings (16 minutes per trip) and travel cost reductions (US$0,60 per day due to fare integration). Additionally traffic accidents and air pollution have reduced, and sentiment of pride and belonging, increased. Area of influence for the TransMilenio System (Phases I and II) involves 85% of the population in the lowest income levels. Some recommendations for BRT systems implementation in other cities are suggested, as well as indication for further studies in this area.
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The existing models of residential location are facing difficulties in explaining new trends in urban development such as gentrification and abandonment. The mainstream approach which stresses the bid-rent formulations and the access/space trade-off seems to be at variance with the current reality of dispersal of both industry and housing in modern cities. In this paper, it is proposed that the focus on the city centre(s) and distance(s) from it (or them) should be shifted to two other categories of parameter: housing status and dwelling quality. A model of interaction between these parameters can be used not only to describe but also to predict various types of residential development in different urban contexts. The components of a new theory of residential location are proposed.
Subsidy policies on public urban transport have been adopted ubiquitously. In both developed and developing countries, subsidies are implemented to make transport more affordable. Despite their widespread implementation, there are virtually no quantitative assessments of their distributional incidence, making it impossible to determine if these instruments are pro-poor. This paper reviews the arguments used to justify subsidy policies in public urban transport. Using different tools to quantitatively evaluate the incidence and distributive impacts of subsidy policy options, the paper analyzes the findings of a series of researchpapers that study urban public transport subsidy policies in developed and developing countries. The available evidence indicates that current public urban transport subsidy policies do not make the poorest better off. Supply-side subsidies are, for the most part, neutral or regressive; while demand-side subsidies perform better-although many of them do not improve income distribution. Considering that the policy objective is to improve the welfare of the poorest, it is imperative to move away from supply-side subsidies towards demand-side subsidies and to integrate transport social concerns into wider poverty alleviation efforts, which include the possibility of channeling subsidies through monetary transfer systems or through other transfer instruments (food subsidies, health services and education for the poor). The general conclusion of the paper is that more effort should be devoted to improve the targeting properties of public urban transport subsidies using means-testing procedures to ensure a more pro-poor incidence of subsidies.
The Challenge of Slums presents the first global assessment of slums, emphasizing their problems and prospects. It presents estimates of the numbers of urban slum dwellers and examines the factors that underlie the formation of slums, as well as their social, spatial and economic characteristics and dynamics. It also evaluates the principal policy responses to the slum challenge of the last few decades. The report argues that the number of slum dwellers is growing and will continue to increase unless there is serious and concerted action by all relevant stakeholders. The report points the way forward and identifies the most promising approaches to achieving the Millennium Declaration target on improving the lives of slum dwellers.
In the last two decades, the growing need for short-term prediction of traffic parameters embedded in a real-time intelligent transportation systems environment has led to the development of a vast number of forecasting algorithms. Despite this, there is still not a clear view about the various requirements involved in modelling. This field of research was examined by disaggregating the process of developing short-term traffic forecasting algorithms into three essential clusters: the determination of the scope, the conceptual process of specifying the output and the process of modelling, which includes several decisions concerning the selection of the proper methodological approach, the type of input and output data used, and the quality of the data. A critical discussion clarifies several interactions between the above and results in a logical flow that can be used as a framework for developing short-term traffic forecasting models.
In principle, spatial and temporal variations in the price of real estate within an urban area offer an excellent source of data with which any number of economic or policy questions might be addressed. Be it the value of proximity to public goods – schools, parks, pollution, etc. – or proximity to private goods – retail and consumption activities, for example – these locational amenities should be capitalized into property prices. It is on this premise that much of the empirical literature on access or proximity rests. Unfortunately, in a complex urban setting, common empirical approaches to measuring the value of proximity can be highly sensitive to choice of subsample and to the parameterizations of proximity itself. This is a direct result of an urban context in which distinct housing submarkets can exist even within small areas, variations across which swamp the relatively simple controls employed in traditional hedonic analysis. This paper demonstrates that external heterogeneity significant complicates traditional hedonic analysis and may preclude its use in complex urban land markets. In this setting, appeals to the Law of Large Numbers may be inappropriate. This paper reports the extent to which commonly-used empirical approaches produce widely inconsistent estimates using the example of a valuation exercise of proximity to mass transit. The paper proposes a more robust approach that offers a greater degree of confidence in parameter estimates. In contrast to the instability of parameter estimates under traditional models, the more robust, nonparametric approach yields a consistent finding of no significant capitalization of light rail into single-family home values. This paper has benefited from the comments and support of Genevieve Giuliano. Thanks to John Wilson, Jennifer Swift and USC's GIS Laboratory for help with problematic geocoding. I am grateful also to METRANS for providing financial support, and to Raphael Bostic and Jennifer Gold for their comments and to Josh Rohmer for research assistance.
Los Angeles County has the worst traffic congestion in country, which on the surface could be expected to increase the value of parcels near major transit stops. This report empirically investigates this proposition using hedonic price models. While some instances of land-value premiums were found, overall impacts were uneven and inconsistent. In the case of the Red Line , multi-family housing near subway stations accrued benefits; for other uses, nearby properties tended to sell for less. Stronger premiums were found for the Metrolink commuter rail system, with the exception of the Orange and Ventura corridors. Light-rail transit services conferred the largest benefits to multi-family housing and commercial uses. Residential properties near Bus Rapid Transit stops generally sold for less whereas commercial properties generally sold for more. One possible explanation for lower land value is that many major transit stops in the County lie within redevelopment districts.
The aim of this paper is to examine the relationship between the availability of transportation infrastructure and services and the pattern of house prices in an urban area and to assess whether public investment in transportation can modify residential property values. This study was developed for the Lisbon, Portugal, metropolitan area (LMA) as part of a broader study that intends to develop new value-capture financing schemes for public transportation in the LMA. The paper focuses on three central municipalities in Portugal (Amadora, Lisbon, and Odivelas), where these effects could be more easily measured because of the existence of a significant variability of public transportation services. The paper tries to determine, with different spatial hedonic pricing models, the extent to which access to transportation infrastructure currently is capitalized into house prices and isolates the influence of three different transportation infrastructures: metro, rail, and road. The results suggest that the proximity to one or two metro lines leads to significant property value changes. Results further indicate that the classic hedonic price model (ordinary least-squares estimation) leads to similar coefficient values of the local accessibility dummy variables compared with the spatial lag model and thus provides a steady basis to forecast the property value changes derived from transportation investment for the study area in the absence of a significant property value database.
The link between the social and physical environment and transit crime is an important one, but it is not well understood or explored. This study explores the environmenttransit crime connection by examining in depth the relation between crime incidence at the stations along a light-rail line in Los Angeles and the social and physical characteristics of the stations and their neighborhoods. The study employs a mix of qualitative and quantitative methods to analyze crime statistics, census and ridership data, and built environment data. It documents and evaluates the geography of crime along this light-rail line as well as the impact of sociodemographic and environmental attributes on crime incidence at the station.
Today's traffic environment is not well adapted to the needs of the older pedestrian. Unfortunately, except in the case of children, little is known about the characteristics and behavior of pedestrians. Although the simple fact that older pedestrians walk more slowly than younger ones is easily supported by field data, existing data on walking speeds and start-up time (i.e., the time from the onset of a Walk signal until the pedestrian steps off the curb) have many shortcomings. A series of field studies was conducted to quantify the walking speed and start-up time of pedestrians of various ages under different conditions. Sixteen crosswalks in four urban areas were studied. Data were collected on walking speeds and start-up times relative to site and environmental factors, including street width, posted speed, curb height, grade, num- ber of vehicle travel lanes, signal cycle length, pedestrian-signal type, street functional classification, crosswalk type, and channelization. Data on a subject group of pedestrians who appeared to be 65 years of age or older and a control group of pedestrians under age 65 were col- lected. Results indicate a broad range of walking speeds among pedes- trians. The 15th-percentile walking speed for younger pedestrians (ages 14 to 64) was 1.25 m/sec (4.09 ft/sec); for older pedestrians (ages 65 and over) it was 0.97 m/sec (3.19 ft/sec). For design purposes values of 1.22 m/sec (4 ft/sec) for younger pedestrians and 0.91 m/sec (3 ft/sec) for older pedestrians are appropriate. Results also indicated that walk- ing rates are influenced by a variety of factors, including the functional classification and vehicle volumes on the street being crossed, the street width, weather conditions, the number of pedestrians crossing in a group, the signal cycle length, the timing of the various pedestrian-signal phases, whether right turn on red is allowed, pedestrian signals, medi- ans, curb cuts, crosswalk markings, stop lines, and on-street parking. However, for each of these factors, the effect on crossing speeds, although statistically significant, is not meaningful for design. The older road user has received much attention during the past decade, and with good reason. The proportion of those over age 65 in the North American population is increasing and will continue to increase dramatically. Research related to older road users has also increased. In 1992 the Federal Highway Administration was spon- soring eight major research projects on older road users. An exam- ination of these projects indicates that older drivers, not older pedes- trians, receive the majority of attention in research related to older road users. Today's traffic environment is not well adapted to the needs of the older pedestrian. Unfortunately, except in the case of children, very little is known about the characteristics and behavior of pedes- trians. The simple fact that older pedestrians walk more slowly than younger ones is easily supported by field data; however, the exist- ing data on walking speeds and start-up time (i.e., the time from the
With several successful cases world-wide, bus rapid transit (BRT) has reemerged as a cost-effective transportation alternative for urban mobility. Despite the resurgence of BRT, there is a world-wide paucity of research examining its ability to spur and development. By estimating spatial hedonic price functions, the paper determines the extent to which access to BRT stations in Bogotá, Colombia, currently are capitalized into land values. Results suggest that for every 5 min of additional walking time to a BRT station, the rental price of a property decreases by between 6.8 and 9.3%, after controlling for structural characteristics, neighbourhood attributes and proximity to the BRT corridor. Evaluated at the average walking time to a BRT station, this effect translates into an elasticity of between - 0.16 and - 0.22. Although these estimates cannot be attributable directly to the presence of the BRT system because a cross-sectional design is used, they suggest that the land market in Bogotá values access to BRT station locations.
Prior studies that have empirically investigated the impact of rail station proximity on property values have not fully investigated the factors that may account for this relationship. Stations may raise the value of nearby properties by reducing commuting costs or by attracting retail activity to the neighborhood. Possibly countering these positive effects are negative externalities emitted by stations and the access to neighborhoods that stations provide to criminals. This paper sorts out these effects by presenting the results from estimating a hedonic price model and auxiliary models for neighborhood crime and retail activity. Results show that all four effects play a role in defining the relationship between property values and rail stations, but the relative importance of these effects varies with distance from downtown and the median income of the neighborhood.
En este estudio se toma la puesta en marcha del sistema de transporte masivo Transmilenio en la Avenida Caracas, una vía con altos índices de criminalidad en la ciudad de Bogotá, como un experimento natural para romper la simultaneidad entre crimen y políticas para combatirlo y para medir el impacto de la transformación urbana de la Avenida Caracas sobre el crimen de esta vía y de sus vecindades. Haciendo uso de modelos de econometría espacial y utilizando una metodología de diferencias en diferencias, se miden los cambios en el comportamiento de nueve diferentes tipos de crimen en 65 zonas geográficas de Bogotá aledañas a la Avenida Caracas. Se construyeron series de datos que contienen información de la ubicación geográfica exacta de los eventos de los nueve crímenes objeto de estudio para el período 1999-2002, en las 65 zonas mencionadas. Se encuentra que a lo largo de la Avenida Caracas la actividad criminal presentó caídas pronunciadas, aunque para el resto de la región objeto de estudio los resultados varían según el tipo de crimen y la proximidad a la Avenida. Se encuentra evidencia ya sea de disuasión o de desplazamiento para cada crimen específico y ausencia de efectos espaciales intertemporales en los homicidios.
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