Multi-scale geographically weighted elasticity regression model to explore the elastic effects of the built environment on ride-hailing ridership

Understanding the relationship between the built environment and the ride-hailing ridership is crucial to the prediction of the demand for ride-hailing and the formulation of the strategy for upgrading the built environment. However, the existing studies on ride-hailing ignore the scale effect and zone effect of the modifiable area unit problem (MAUP), and show a lack of consideration for the elastic relationship with spatial heterogeneity between built environment variables and ride-hailing ridership. Taking Chengdu as an example, this paper selects 12 independent variables based on the “5Ds” (density, diversity, design, destination accessibility and distance to transit) of the built environment, the dependent variables are the density of ride-hailing pick-ups in the morning and evening peak hours, and 11 spatial units are proposed according to different scales and zoning methods for the aggregation of built environment variables and ride-hailing pick-ups. With the goal of global optimal goodness-of-fit, we determined the optimal spatial unit by using the log-linear Ordinary Least-Squares (OLS) model. A multi-scale geographically weighted elastic regression (MGWER) model is formulated to explore the relative effect of the built environment on the ride-hailing ridership and spatial heterogeneity. The average value of positive elastic local regression coefficient of different variables is used to measure the relative positive impact of built environment factors, and the absolute value of the average value of negative elastic local regression coefficient is used to measure the relative negative impact of built environment factors. The results show that: (1) The MGWER model under the community unit division has the best global goodness-of-fit. (2) Different built environment variables have different elastic impacts on the demand for ride-hailing. For the morning peak hours and evening peak hours, the top three built environment factors with positive impacts are ranked as follows: commercial POI density > average house price > population density, and distance to CBD has the highest negative impacts on pick-up ridership. (3) The different local elasticity coefficients of the built environment factors at different stations are discussed, which indicate the spatial heterogeneity of the ride-hailing ridership. The optimal community zoning method can provide a basis for the zoning and scheduling management of ride-hailing. The results of the built environment variables with greater impact are conducive to the formulation of targeted urban renewal strategies in the process of adjusting the ridership of ride-hailing

The Matthew Shepard and James Byrd, Jr., Hate Crimes Prevention Act: A Criminal Perspective

[H]ate crimes ... leave deep scars not only on the victims, but on our larger community. They weaken the sense that we are one people with common values and a common future. They tear us apart when we should be moving closer together. They are acts of violence against America itself.. . As part of our preparation for the new century, it is time for us to mount an all-out assault on hate crimes, to punish them swiftly and severely, and to do more to prevent them from happening in the first place. We must begin with a deeper understanding of the problem itself. 1998 was a banner year for people killing out of enhanced animus. On June 7, 1998, James Byrd Jr., a 49-year-old African-American man, accepted a ride from three white men who, instead of taking him home, beat him, took off his clothes, chained him naked to the back of their truck, and dragged him to his death. On October 6, 1998, Matthew Shepard, a 21-year-old gay college student, also accepted a ride and was not taken home. Instead he was driven to a remote area, tied to a fence, beaten within an inch of his life, and left to die. These brutal killings were committed because of animus towards the victims\u27 race and sexual orientation, and, consequently, brought hate crimes to the nation\u27s attention

The Matthew Shepard and James Byrd, Jr., Hate Crimes Prevention Act: A Criminal Perspective

[H]ate crimes ... leave deep scars not only on the victims, but on our larger community. They weaken the sense that we are one people with common values and a common future. They tear us apart when we should be moving closer together. They are acts of violence against America itself.. . As part of our preparation for the new century, it is time for us to mount an all-out assault on hate crimes, to punish them swiftly and severely, and to do more to prevent them from happening in the first place. We must begin with a deeper understanding of the problem itself. 1998 was a banner year for people killing out of enhanced animus. On June 7, 1998, James Byrd Jr., a 49-year-old African-American man, accepted a ride from three white men who, instead of taking him home, beat him, took off his clothes, chained him naked to the back of their truck, and dragged him to his death. On October 6, 1998, Matthew Shepard, a 21-year-old gay college student, also accepted a ride and was not taken home. Instead he was driven to a remote area, tied to a fence, beaten within an inch of his life, and left to die. These brutal killings were committed because of animus towards the victims\u27 race and sexual orientation, and, consequently, brought hate crimes to the nation\u27s attention

Motorcycle safety research project: Interim summary report 3: training and licensing interventions for risk taking and hazard perception for motorcyclists

Motorcycle trauma is a serious road safety issue in Queensland and throughout Australia. In 2009, Queensland Transport (later Transport and Main Roads or TMR) appointed CARRS-Q to provide a three-year program of Road Safety Research Services for Motorcycle Rider Safety. Funding for this research originated from the Motor Accident Insurance Commission. This program of research was undertaken to produce knowledge to assist TMR to improve motorcycle safety by further strengthening the licensing and training system to make learner riders safer by developing a pre-learner package (Deliverable 1), and by evaluating the QRide CAP program to ensure that it is maximally effective and contributes to the best possible training for new riders (Deliverable 2). The focus of this report is Deliverable 3 of the overall program of research. It identifies potential new licensing components that will reduce the incidence of risky riding and improve higher-order cognitive skills in new riders

Transportation network companies as cost reduction strategies for paratransit

Paratransit service is an auxiliary type of public transportation provided for people with disabilities and older adults. Federal ADA regulations require all transit agencies receiving federal funding to provide paratransit service, but the per trip cost to transit operators is extremely expensive. Many transit agencies are looking for ways to reduce costs without limiting services. For many agencies, this results in providing the minimum services as required by ADA regulations. However, Boston’s Massachusetts Bay Transit Authority (MBTA) has taken a different approach to cost reduction by entering into one of the first partnerships with transportation network companies. In September 2016, MBTA’s paratransit service, The Ride, began a partnership with both Uber and Lyft as a cost reduction strategy for paratransit provision. Since the beginning of the partnership, MBTA has been able to reduce costs of providing paratransit while maintaining the same level of service. This report will examine the benefits and limitations of such partnerships between transit agencies and transportation network companies, using MBTA’s The Ride partnership as an example for potentially successful partnerships throughout the United States.Community and Regional Plannin

Homelessness and the Mobile Shelter System: Public Transportation as Shelter

Those without housing often use public space differently than those who are housed. This can cause dilemmas for and conflicts among public officials as guardians of public space and goods. In this paper, we look at one such utilisation of space from the perspective of those who board 24-hour public transportation routes and ride the bus all night for shelter. We describe the results of a preliminary survey, observations and informal conversations with unhoused riders on the bus over three nights in one county in the United States. We found that a substantial number of the unhoused riders we surveyed used the bus as their main form of night-time shelter throughout the year, and that some have ridden the bus for shelter for many years. Men were more likely to say that they used the bus to sleep, while women rode the bus for safety. While some unhoused riders also utilised shelters or did not know about other shelter options, many actively choose the bus over emergency shelters. The potential implications of the study for service providers, researchers and policy-makers are addressed

Investigating the Influence of Dockless Electric Bike-share on Travel Behavior, Attitudes, Health, and Equity

Cities throughout the world have implemented bike-share systems as a strategy for expanding mobility options. While these have attracted substantial ridership, little is known about their influence on travel behavior more broadly. The aim of this study was to examine how shared electric bikes (e-bikes) and e-scooters influence individual travel attitudes and behavior, and related outcomes of physical activity and transportation equity. The study involved a survey in the greater Sacramento area of 1959 households before (Spring 2016) and 988 after (Spring 2019) the Summer 2018 implementation of the e-bike and e-scooterservice operated by Jump, Inc., as well as a direct survey of 703 e-bike users (in Fall 2018 & Spring 2019). Among householdrespondents, 3–13% reported having used the service. Of e-bike share trips, 35% substituted for car travel, 30% substituted for walking, and 5% were used to connect to transit. Before- and after-household surveys indicated a slight decrease in self-reported (not objectively measured) median vehicle miles traveled and slight positive shifts in attitudes towards bicycling. Service implementation was associated with minimal changes in health in terms of physical activity and numbers of collisions. The percentages of users by self-reported student status, race, and income suggest a fairly equitable service distribution by these parameters, but each survey under-represents racial minorities and people with low incomes. Therefore, the study is inconclusive about how this service impacts those most in need. Furthermore, aggregated socio-demographics of areas where trips started or ended did not correlate with, and therefore are not reliable indicators of, the socio-demographics of e-bike-share users. Thus, targeted surveying of racial minorities and people with low-incomes is needed to understand bike-share equity

Transportation for an Aging Population: Promoting Mobility and Equity for Low-Income Seniors

This study explores the travel patterns, needs, and mobility problems faced by diverse low-income, inner-city older adults in Los Angeles in order to identify solutions to their mobility challenges. The study draws information from: (1) a systematic literature review of the travel patterns of older adults; (2) a review of municipal policies and services geared toward older adult mobility in six cities; (3) a quantitative analysis of the mobility patterns of older adults in California using the California Household Travel Survey; and (4) empirical work with 81 older adults residing in and around Los Angeles’ inner-city Westlake neighborhood, who participated in focus groups, interviews, and walkabouts around their neighborhood

From the Ashes of Glory: The Rise and Fall of Jackson Ward

This paper uses primary and secondary research to analyze the political, economic, and social factors that created Jackson Ward as a separate, alternative space for black Richmonders. In addition, this paper analyzes the key institutions that made up Jackson Ward as well as the reasons surrounding its decline following desegregation