Abstract
This paper examines the association between the built environment (BE) and travel behavior in Hanoi, Vietnam. A multinomial logit model is used to analyze individuals’ choice of travel mode from a dataset collected via a questionnaire-based household travel survey in 2016 and the geospatial data of BE variables; the dataset contains 762 responses from local residents in ten districts of the Hanoi Metropolitan Area about their daily travel episodes. It also examines a spatial aggregation effect by comparing model performances among four buffering distances and ward-zones. The results showed that (1) a higher population density around an individual’s home is associated with more bus use and less motorbike and car use; (2) mixed land use around the home, average tax revenue near the home, and bus frequency at the workplace have positive relationships with bus ridership; (3) senior people, students, or unskilled laborers tend to use the bus; (4) the spatial aggregation bias significantly affects the estimation results; and (5) new immigrants tend to choose to reside in areas designed for automobile users. Finally, there are several policy implications for transit-oriented development (TOD) in Hanoi, including: (1) parking regulations and/or control strategies should be jointly incorporated into the Hanoi’s TOD policy; (2) Hanoi’s TOD policy should be carefully designed in terms of its scope of development site and type; and (3) a polycentric structure strategy only may not be sufficient for increasing public transit ridership.
Highlights
Many developing cities have suffered from serious traffic congestion, which prevented cities from achieving sustainable development [1,2,3,4,5]
To examine the Modified Areal Unit Problem (MAUP) issues, multinomial logit models for travel mode choice were estimated with the built environment (BE) variables as measured at the four different geographical scales and at the ward scale
The negative impact of population on motorbike use is mainly because parking spaces for motorbikes are poorly available at high population-density residential areas, which motivates people to choose the bus; whereas the parking spaces are more available at business districts even with a high employment density, which may motivate them to use the motorbikes
Summary
Many developing cities have suffered from serious traffic congestion, which prevented cities from achieving sustainable development [1,2,3,4,5]. Over the past decades, the idea of urban sustainable development has been discussed in the developed world in terms of the “good city” and desirable urban planning policy [8] It includes many urban concepts such as New Urbanism, mainly in US, where the movement began as an environmental and aesthetic critique of suburban sprawl [9,10] and Compact Cities, which are characterized by high density, mixed land use, pedestrian-oriented habitation, the utilization of development reserves for construction projects, and the structural transformation of former industrial areas or fallow land into service or residential areas of high quality [11,12,13,14]. Many developing Asian countries, such as India, China, and Thailand have begun to examine the feasibility of introducing TOD in order to deal with their urban problems [17,18,19,20,21]
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