Transportation, Bus, Commuting and Regional Mobility

This study conducts the first comprehensive data-driven theoretical hypothesis testing in urban environmental science, systematically evaluating existing theories through 28,848 pathway combinations across a global sample of 6488 cities, encompassing 4 urban expansion drivers, 9 environmental variables, 10 temporal configurations, 7 geographic regions, and 3 socioeconomic strata. The empirical validation reveals that current theories show expected probability distributions, but data-driven refinement identifies robust patterns: vegetation dynamics, not economic activity, dominates urban environmental outcomes, establishing an ecological efficiency paradigm. Temperature emerges as the critical mediating hub, connecting 80% of environmental transmission pathways in the carbon-heat-haze nexus. Environmental impacts exhibit pronounced 10-year lag effects, with medium-term policies achieving 87.5% effectiveness. Geographic disparities reveal theory boundaries: Asian cities follow predictable patterns (70% conformity) while European cities have fundamentally restructured cause-effect re - lationships. Middle-income countries experience peak environmental stress while high-income nations success - fully interrupt cascading processes. This study provides an empirical roadmap for precision urban governance aligned with sustainable development goals.

Timely arrival at a hospital capable of percutaneous coronary intervention (PCI) is critical in treating acute myocardial infarction (AMI). We examined the association between driving time to the nearest PCI‐capable hospital and case fatality among AMI patients. A total of 142,474 AMI events during 2013–2019 from the Beijing Cardiovascular Disease Surveillance System were in‐ cluded in this cross‐sectional study. The driving time from the residential address to the nearest PCI‐capable hospital was calculated. Logistic regression was used to estimate the risk of AMI death associated with driving time. In 2019, 54.5% of patients lived within a 15‐min drive to a PCI‐capable hospital, with a higher proportion in urban than peri‐urban areas (71.2% vs. 31.8%, p < 0.001). Com‐ pared with patients who had driving times ≤15 min, the adjusted odds ratios (95% CI, p value) for AMI fatality risk associated with driving times 16–30, 31–45, and >45 min were 1.068 (95% CI 1.033– 1.104, p < 0.001), 1.189 (95% CI 1.127–1.255, p < 0.001), and 1.436 (95% CI 1.334–1.544, p < 0.001), respectively. Despite the high accessibility to PCI‐capable hospitals for AMI patients in Beijing, in‐ equality between urban and peri‐urban areas exists. A longer driving time is associated with an elevated AMI fatality risk. These findings may help guide the allocation of health resources.

Journal of the American Heart Association J Am Heart Assoc. 2023;12:e029769. DOI: 10.1161/JAHA.123.029769 1 ORIGINAL RESEARCH Geographic Variation in Mortality of Acute Myocardial Infarction and Association With Health Care Accessibility in Beijing, 2007 to 2018 Jie Chang, MD*; Qiuju Deng, MD, PhD*; Piaopiao Hu, MD; Moning Guo, MD; Feng Lu, PhD; Yuwei Su, MSE; Jiayi Sun, MD; Yue Qi , MD, PhD; Ying Long , PhD; Jing Liu , MD, PhD BACKGROUND: Little is known about geographic variation in acute myocardial infarction (AMI) mortality within fast- developing megacities and whether changes in health care accessibility correspond to changes in AMI mortality at the small- area level. METHODS AND RESULTS: We included data of 94 106 AMI deaths during 2007 to 2018 from the Beijing Cardiovascular Disease Surveillance System in this ecological study. We estimated AMI mortality for 307 townships during consecutive 3- year peri- ods with a Bayesian spatial model. Township- level health care accessibility was measured using an enhanced 2- step floating catchment area method. Linear regression models were used to examine the association between health care accessibil - ity and AMI mortality. During 2007 to 2018, median AMI mortality in townships declined from 86.3 (95% CI, 34.2– 173.8) to 49.4 (95% CI, 30.5– 73.7) per 100 000 population. The decrease in AMI mortality was larger in townships where health care accessibility increased more rapidly.

Since 2005, Chinese transit authorities have made substantial investments in high-speed rail (HSR) infrastruc - ture, driven by the ambition to connect all cities with over half a million people. This study estimates the impact of HSR network expansion on agricultural land conversion using a panel dataset for 171 Chinese cities that developed HSR infrastructure between 2005 and 2012. Structural equation modeling (SEM) estimation results show that HSR contributed indirectly to arable land requisition but directly to agricultural land converted for urban uses. At the same time, real-estate investments are driving agricultural land depletion in the process of China ’ s urbanization. In addition, HSR network expansion exhibits a geographical pattern where the effect on agricultural land conversion was considerably stronger in the western region than among eastern cities, sug - gesting that HSR-driven land conversion was more likely to occur in less developed places.

This paper proposes two types of indices to prioritize the future funding and construction of the planned high- speed rail (HSR) corridors of China. The first index is the regional structure index that evaluates the perfor- mance of an HSR corridor from the perspective of spatial connectivity and accessibility, and it consists of regional structure factors (e.g., corridor length and buffer area) and coverage factors (e.g., the total number of HSR sta- tions, cities, and people within the service domain of the HSR corridor). The second index is the urban land development potential index that assesses an HSR corridor depending on the corridor's potential effect on the promotion of urban land development. Following China's latest national railway network planning proposal, planned HSR corridors are prioritized using these two indices. The rankings obtained according to these two indices are presented and compared in this paper. The prioritization of results is then used to suggest patterns of future funding and construction for China's HSR corridors and, further, to suggest potential implications for HSR planning and development in other countries.

This paper outlines new indicators for evaluating the probable impacts of introducing different land use/transport policies on the commuting efficiency of a city. It uses Beijing as a case study to describe how smartcard data can be used to derive a large number ( n ¼ 216,884, 9% of the popu- lation) of bus commuters ’ workplace and residential locations. Using existing excess commuting indicators and new commuting efficiency gain indicators established to assess policy options, it exemplifies how to assess impacts of different policies on bus commuting efficiency gains. The case study indicates policies that directly target bus commuters (such as BRT) bring greater com- muting efficiency gains when compared to other policies such as car usage restrictions and strin- gent travel demand management measures in the downtown area. Key Notations: T min: the theoretical average minimum commute; T pol: the probable average com- mute after a policy is adopted; T act: the average actual or observed commute; T rand: the average random commute; T max: the theoretical average maximum commute; M d: the existing travel cost matrix for all the existing TAZ pairs; M g: the new travel cost matrix for all the existing TAZ pairs where a policy is adopted; M t: the commuting trip matrix between the existing TAZ pairs; M p: the new commuting trip matrix for a policy scenario ARTICLE HISTORY Received 16 August 2017 Revised 2 August 2018 Accepted 6 August 2018

Driving restrictions have been implemented in cities around the world for decades. 1 During the 2008 Olympics, the Beijing munici- pal government banned half of the vehicles every day according to the last digit of the license plate to alleviate both air pollution and travel congestion. The restrictions were then relaxed by preventing driving one weekday per week (7am–8pm), but remain in effect till now. A number of empirical studies have questioned the effective- ness of such policies. Employing a regression discontinuity de- sign, Davis (2008) finds no evidence that the “One Day without a Car” program in Mexico City has improved air quality, using data from the monitoring stations. Viard and Fu (2015) show that the one-day restrictions in Beijing reduce PM10 concentrations by 8%, though Lin et al. (2011) find no significant effect for the same pol- icy. 2 As for traffic flow, Grange and Troncoso (2011) show that the ∗ Corresponding author. E-mail addresses: yizhengu@jnu.edu.cn (Y. Gu), edeakin@berkeley.edu (E. Deakin),ylong@tsinghua.edu.cn (Y. Long). 1 Most of them are Latin American cities such as Mexico City. For a brief review on related policies in these cities, see Grange and Troncoso (2011) . 2 The former uses the daily air pollution index (API) of Beijing from January 1, 2007 to December 31, 2009, while the latter uses API data from July 20, 2007 to October 31, 2009.

Cities form various functional zones including residential zone, industrial zone, commercial zone, etc, during their development process. It is important for urban planners to identify different functional zones and understand their spatial distribution characteristics in order to better comprehend city structure and formulate and use rational urban plans. In this research, we used 77,976,010 bus smart card data (SCD) records of Beijing City in one week in April 2008 and converted them into two-dimensional time series data of each bus platform. Then, by applying the data mining techniques in combination with citizens’ daily travel behavior, we established the DZoF (discovering zones of different functions) model based on SCD (smart card data) and POIs (points of interest), and pooled the results at the TAZ (traffi c analysis zone) level. The results suggest that DZoF model and cluster analysis based on dimensionality reduction and EM (expectation- maximization) algorithm can identify functional zones that well match the actual land uses in Beijing. The methodology in the present research can help urban planners and the public understand the complex urban spatial structure and contribute to the academia of urban geography and urban planning.

This paper describes the design and implementation of an evacuation simulation model developed based on the Traffic Grid Model in NetLogo. In this model, different scenarios were tested in order to find out the best stra tegy within specific environment s. The model is flexible and includes many parameters to adjust to environment conditions and agent rules. T hese parameters can be modified to study which driving factors contribute most to drivers’ evacuation performance. This research also focus es on the method of results analysis and traffic performance evaluation for different combinations of two model parameters. In each experiment, we analysed metrics such as evacuation time and average car speed for each strategy under different population distribution pattern s. The results showed that this model could reveal an effective evacuation strategy for realistic scenarios. 1.

78 ISOCARP · REVIEW 1 1 BIG/OPEN DATA IN CHINESE URBAN STUDIES AND PLANNING A REVIEW YING LONG · LUN LIU Senior lady on her smartphone ISOCARP · REVIEW 1 1 79 BIG/OPEN DATA IN CHINESE URBAN STUDIES AND PLANNING: A REVIEW BACKGROUND China is the most rapidly urbanizing country in the world. Chinese cities have accommodated more than 700 million people and are attract - ing another 30 million annually. Consequently, China’s urbanization has attracted extensive attention from academia, government, industry and the general public. Despite this attention, gaining a solid and un - biased understanding of China’s urbanization has been difficult due to a lack of information. In the past, urban data were mainly produced and maintained by government departments and these reports were usually not accessible to the public or to academic researchers. Now things have changed a lot due to both the government’s awareness of the importance of openly providing data, and the emergence of new data sources to related the development of information and com - munication technologies (ICT). The collection of ICT sources, such as cell phone call records, big/ open data collections has been identified as an important complement to conventional survey data and data collected by various administra - tive departments. These new data sets facilitate the understanding of both urban form and func - tions (Jia and Jiang, 2010; Goetz and Zipf, 2012; Crooks et al., 2014).

This paper identifies job–housing location dyads and commut- ing patterns in Beijing using smart card data (SCD) that store the daily trip information of bus passengers. It proposes and imple- ments a method for deriving commuting patterns from increas- ingly common SCD for informing city planners and transit system managers about patterns of transit usage across space and through time as well as about mobility patterns in a large and fast growing city region. Related research on jobs–housing relationships has conventionally used data acquired through sur- veys or censuses. The increasing pervasiveness of location-based services (LBS) associated with the prevalence of positioning tech- nologies has led to the creation of large-scale and high-quality space-time datasets (Jiang & Yao, 2006 ). This development has also created opportunities to better describe and understand urban structures1 in multiple dimensions. These datasets have been shown to be important for analyzing urban and environmental systems such as relationships between housing and jobs ( Batty, 1990 ). Meanwhile, a geo-tagged smart card system is an effective alterna- tive tool for individual data acquisition necessary to analyze urban spatial structures. Various types of fine-granularity individual data generated by LBS technologies have been extensively leveraged to analyze urban structures ( Ahas & Mark, 2005; Lu & Liu, 2012 ).

In the process of developing urban public transport system, the cover - age of bus stations is an essential indicator in evaluating the service level of pub - lic transportation. Based on the meticulous data of bus stations, this study calcu - lates the bus stations coverage ratio of urban built-up area of 313 major cities, among which there are 281 prefecture-level or above prefecture-level cities whose average coverage ratio of bus stations is 64 . 4 %. Meanwhile this study reveals sig - nificant correlation of two group variables; one is between bus stations coverage ratio and population density and bus stations density, and the other is between used times of public transportation service per ten thousand people and ownership of public bus per ten thousand people and per capita GDP of urban district. Ac - cording to the spatial pattern of bus stations coverage ratio, this study divides 313 cities into 5 categories, and tries to find out the general patterns and rules of Chinese public transportation service system. And the further trial analyses hu - man activities and facilities condition within 500 m service scope of bus stations based on Flickr photos, Weibo position and POIs data, indicating that 94 . 4 % facili - ties and more than 92 % human activities are included in this service scope, which demonstrates that the majority demand of human activities and facilities can be fulfilled in view of bus stations layout of Chinese cities. While most pres - ent studies on bus stations coverage are focus on certain single city, and research - es about general pattern of the majority cities of China are rare. On the one hand, study up to the whole country is subject to mass base data, on the other hand, studying most cities in microcosmic scale is held back by the transforma - tion between different scales. This study is an experiment in dissolving mi - cro-scale problems, considering both macro-scale and microcosmic analysis units, and taking advantage of meticulous data and analysis. Therefore, the results of this study can provide evidence in the process of optimizing urban public transpor - tation service and propelling urban public transportation planning.

This output forms part of the Beijing City Lab research direction on Transportation, Bus, Commuting and Regional Mobility. Download the publication below.

1 Transportation Research Record: Journal of the Transportation Research Board, No. 2418, Transportation Research Board of the National Academies, Washington, D.C., 2014, pp. 1–10. DOI: 10.3141/2418-01 Jobs–housing studies have rarely used smart card data provided by public transportation agencies or focused on bus commuters. In this study, massive smart card data were used to estimate 216,844 bus commuters’ workplace and residence locations in Beijing. These data enabled a jobs–housing study of bus commuters in the metropolis with a much larger sample size than in most other studies. The study found that Beijing’s bus commuters had a shorter actual required commute (ARC) and a shorter minimum required commute (MRC) than com- muters in four other auto-dependent Western cities with comparable population and land use size. The study also indicated that Beijing’s bus commuters had a longer ARC and a longer MRC than commuters of all modes in Guangzhou, a metropolis in southern China half the size of Beijing. Consultations with local experts, field surveys, and informa- tion provided by online housing search engines were used to supplement the smart card data. The study established five land use prototypes of jobs–housing imbalance and proposed countermeasures to address the imbalance. Car dependence, traffic congestion, long commutes, and associated air pollution and greenhouse gas emissions have become notable phenomena that characterize many populous cities.

The Effect of Driving Restrictions on Travel Behavior in Beij ing (submitted to TRB 92nd Annua l Meeting) Yizhen Gu, Elizabeth Deak in University of California, Berkeley Ying Long Beij ing Municipal Institute of City Planning & Design June 20 12 Abstract: Thi s article measu res the effect of Beijing 's driving restrictions on individual trave l behav ior using 20 I 0 Beijing Househo ld Trave l Survey data. Driving restrictions dec rease the auto use, however , with the effect lower than expectation . Evidence from trip freq uency indicates that the adjustment in trave l behav iors varies across individuals: for example , female, high-income drivers who live in the south ofth e Beijing central city tend to decrease auto use more facing restr ictions. Drivers also make inter-temporal adjustments in trip making, espec ially within a 3- day time window. We also provide evidence of the uneven restrictions, that is, high traffic flow in the 4&9 restricted days, as well as how non-drivers decrease their trip frequency in such days. Keywo rds: driving restriction; moda l split; trip frequency; Beij ing TRB 2013 Annual Meeting Paper revised from original submittal. I. lntroduction Driving restrict ions, mainly as a way to combat air pollution, have been impleme nted in cities around the world for decades '.

基于位置服务 (Location Based Service ， LBS) 技术为研究城市系统的时空动态规律提供了新的视角 ， 已往多基于移动通讯 (GSM) 、 全球定位系统 (GPS) 、 社会化网络 (SNS) 和无线宽带热点 (Wi-Fi) 数据开展研究 ， 但少有研究利用公交 IC 卡刷卡数据进行城市系统分析 。 普遍存在的 LBS 数据虽然具有丰富的时间和空间信息 ， 但缺乏社会维度信息 ， 使其应用范围受到一定限制 。 本文基于 2008 年北京市连续一周的公交 IC 卡 (Smart Card Data, SCD) 刷卡数据 ， 结合 2005 年居民出行调查 、 地块级别的土地利用图 ， 识别公交持卡人的居住地 、 就业地和通勤出行 ， 并将识别结果在公交站点和交通分析小区 (TAZ) 尺度上汇总 ： ① 将识别的通勤出行分别从通勤时间和距离角度 ， 与居民出行调查数据和其他已有北京相关研究进行对比 ， 显示较好的吻合性 ； ② 对来自 3 大典型居住区和去往 6 大典型办公区的通勤出行进行可视化并对比分析 ； ③ 对全市基于公交的通勤出行进行可视化 ， 并识别主要交通流方向 。 本研究初步提出了从传统的居民出行调查和城市 GIS 数据建立规则 ， 用于 SCD 数据挖掘的方法 ， 具有较好的可靠性 。