Transportation Network Density Research Articles

Transportation Network Density, Domestic Market Integration and Excess Sensitivity of Household Consumption

Abstract From the perspective of domestic market integration, this paper systematically examines the impact of transportation infrastructure conditions on excess sensitivity of household consumption based on the China Family Panel Survey (CFPS) and multi-level matching panel data of transportation network density. The results show that the fast-growing development of the transportation infrastructure network has a significant alleviating effect on excess sensitivity of household consumption along the route, and the conclusion is still robust after the use of the multi-dimensional instrumental variable method and a series of robustness tests. According to the heterogeneity tests, in terms of the alleviating effect of transportation infrastructure, railroads rank the first, highways the second, substandard roads the third, waterways the fourth, and roads of other grades at the bottom. The mechanism test reveals that the improvement of domestic market integration is an important channel for transportation infrastructure to alleviate excess sensitivity of household consumption. This paper confirms that improving the transportation infrustructure system is conducive to the construction of a unified national market, alleviating excess sensitivity of consumption and stimulating consumption.This paper provides suggestions for implementing the strategy of boosting domestic demand, and helps the government understand households’ consumption decision-making from a broader perspective. This study also provides a theoretical basis for the economic spillover effect of transportation infrastructure.

Sustainable Spatial Distribution and Determinants of Key Rural Tourism Villages in China: Promoting Balanced Regional Development

Understanding the spatial distribution and sustainable development of rural tourism is essential for promoting balanced regional growth and formulating optimized policy strategies. This study aims to provide insights into sustainable development and policy optimization. Utilizing geographic information system technology, dominance analysis, and Geodetector statistical methods, this research offers a comprehensive examination of the spatial patterns and determinants of these distributions. The findings reveal significant regional disparities and clustering, with a higher concentration of key villages in economically developed eastern and central regions and fewer in the less developed western regions. The dominance analysis highlights that provinces such as Zhejiang, Shandong, and Beijing demonstrate strong advantages across multiple dimensions, including ecological environment, economic development, tourism infrastructure, transportation accessibility, policy support, and social development. Conversely, regions such as Ningxia, Qinghai, and Tibet exhibit lower dominance scores, indicating challenges in rural tourism development due to limited resources and infrastructure. Key influencing factors include forest coverage, GDP per capita, the number of star-rated hotels, transportation network density, policy initiatives, and urbanization rates. The results underscore the importance of a multi-dimensional approach to enhance rural tourism competitiveness and suggest targeted strategies for underperforming regions. This study contributes to advancing the theoretical framework of sustainable rural tourism and provides actionable insights for policymakers to foster balanced regional development, ecological conservation, and community-centered tourism practices.

Оценка динамики развития инфраструктуры автомобильного транспорта регионов Арктики

This article presents the results of approbation of the author’s methodology of complex assessment of regional transport infrastructure development, which allows to determine the level of transport provision of territories in two independent structural blocks: social and production components of transport infrastructure development. The object of the study was chosen as the infrastructure of the motor transport complex of the regions whose territories are fully belonging to the Arctic zone of the Russian Federation – the Murmansk Oblast, the Nenets, Yamalo-Nenets and Chukotka Autonomous Okrugs. As estimation parameters on the social component were used the index of transport network density per 10 thousand people, complex index of transport provision of territories (Engel’s coefficient), coefficient of transport mobility of the population; as estimation parameters on the production component were used the indexes of transport network density relative to economic entities of the region and complex indexes of transport provision of production, taking into account the production of the re-gion.

Drivers of the dynamics of the spread of cholera in the Democratic Republic of the Congo, 2000-2018: An eco-epidemiological study.

The dynamics of the spread of cholera epidemics in the Democratic Republic of the Congo (DRC), from east to west and within western DRC, have been extensively studied. However, the drivers of these spread processes remain unclear. We therefore sought to better understand the factors associated with these spread dynamics and their potential underlying mechanisms. In this eco-epidemiological study, we focused on the spread processes of cholera epidemics originating from the shores of Lake Kivu, involving the areas bordering Lake Kivu, the areas surrounding the lake areas, and the areas out of endemic eastern DRC (eastern and western non-endemic provinces). Over the period 2000-2018, we collected data on suspected cholera cases, and a set of several variables including types of conflicts, the number of internally displaced persons (IDPs), population density, transportation network density, and accessibility indicators. Using multivariate ordinal logistic regression models, we identified factors associated with the spread of cholera outside the endemic eastern DRC. We performed multivariate Vector Auto Regressive models to analyze potential underlying mechanisms involving the factors associated with these spread dynamics. Finally, we classified the affected health zones using hierarchical ascendant classification based on principal component analysis (PCA). The increase in the number of suspected cholera cases, the exacerbation of conflict events, and the number of IDPs in eastern endemic areas were associated with an increased risk of cholera spreading outside the endemic eastern provinces. We found that the increase in suspected cholera cases was influenced by the increase in battles at lag of 4 weeks, which were influenced by the violence against civilians with a 1-week lag. The violent conflict events influenced the increase in the number of IDPs 4 to 6 weeks later. Other influences and uni- or bidirectional causal links were observed between violent and non-violent conflicts, and between conflicts and IDPs. Hierarchical clustering on PCA identified three categories of affected health zones: densely populated urban areas with few but large and longer epidemics; moderately and accessible areas with more but small epidemics; less populated and less accessible areas with more and larger epidemics. Our findings argue for monitoring conflict dynamics to predict the risk of geographic expansion of cholera in the DRC. They also suggest areas where interventions should be appropriately focused to build their resilience to the disease.

Оценка транспортной обеспеченности Уральского федерального округа

Transport accessibility is one of the most important factors of social and economic development of regions. The level of regional development depends on the level of transport system development, transport infrastructure as one of its components, and the level of transport availability and accessibility. The level of transport availability varies in the regions of the Russian Federation. The purpose of this paper is to assess transport infrastructure development in the regions of Ural Federal District, which includes the analysis of quantitative indicators of transport infrastructure. The study uses general scientific methods of analysis, synthesis, comparison, and correlation. The study of automobile, railway, inland waterway transport on the territory of the regions of Ural Federal District was carried out. The calculation is based on the following indicators: transport network density in relation to the territory, transport network density in relation to the population, Engel coefficient, Ouspensky coefficient, Goltz coefficient. The evaluation of spatial transport availability shows that Ural Federal District is characterized by an average level of transport availability, if compared with the calculations for the country. For the period from 2012 to 2021, the density of railways and inland waterways has not changed, while the density of roads has increased by 39%. The regions that are outsiders are the Khanty-Mansi Autonomous Okrug and Yamalo-Nenets Autonomous Okrug, which is mainly connected with geographical factors. Insufficient density of road and railway networks in these regions is partially offset by the developed inland water transport. The assessment of transport availability showed the need to improve the transport infrastructure. The indicators calculated in the analysis can be used to analyze and monitor changes in the transport availability of regions during the realization of infrastructure projects.

Association between obese phenotypes and risk of carotid artery plaque among chinese male railway drivers

BackgroundChina has the world’s highest rail transportation network density, and the prevalence of obesity among railway workers in China is more than twice that of adults in the world. Carotid artery plaque (CAP) is a simple and noninvasive predictor of early atherosclerosis, while the association between different obese phenotypes and CAP risk among Chinese male railway drivers is unclear.MethodsThis cross-sectional study was performed among 8,645 Chinese male railway drivers. Obese phenotypes were assessed based on the obesity status (the body mass index ≥ 28 kg/m2 as obesity vs. < 28 kg/m2 as non-obesity) and metabolic status (metabolically healthy vs. metabolically unhealthy). Metabolically unhealthy was defined as the presence of at least one dysfunction, including elevated blood pressure, elevated fasting blood glucose, elevated triglyceride, and reduced high-density-lipoprotein cholesterol. Four obese phenotypes were defined based on the body mass index and metabolic status, i.e., metabolically healthy non-obesity (MHNO), metabolically healthy obesity (MHO), metabolically unhealthy obesity (MUO), and metabolically unhealthy non-obesity (MUNO). Multivariable logistic regression was employed to estimate the association between different obese phenotypes and the risk of CAP. Subgroup analysis was performed to examine the variation of the association by age, circadian rhythm disorders, and history of smoking and drinking.ResultsThe prevalence of CAP among male railway drivers in MHO, MUO, MUNO, and MHNO was 8.75%, 18.67%, 17.82%, and 5.36%, respectively. Compared to those with MHNO, an increased risk for CAP was observed among those with MHO (OR = 2.18, 95% CI: 0.82, 5.10), MUO (OR = 1.78, 95% CI:1.44, 2.21), and MUNO (OR = 2.20, 95% CI: 1.67, 2.89). The subgroup analysis showed that both of the metabolically unhealthy groups (MUNO and MUO) aged < 45 years were prone to a higher risk of CAP (for the MUNO group, OR = 4.27, 95% CI:2.71, 7.10; for the MUO group, OR = 4.00, 95%CI: 2.26, 7.17).ConclusionThe obese phenotypes are associated with CAP risk in male railway drivers, especially those with metabolically unhealthy conditions aged < 45 years.

Просторові особливості функціонування мережі автомобільних доріг у Західній Україн

The road network is an important part of the transport system that ensures the operation of all industries, agriculture and social sphere. Road maintenance costs can be from 5 to 10% of the state budget per year. On the other hand, it should be noted that vehicle owners make significant contributions to the state budget of Ukraine through direct and indirect taxes. The road network has a lot of problems in terms of efficient functioning. One of the main problems is insufficient financing of road repair works. The aim of the study is to determine the spatial features of the road network of Western Ukraine, and the main task - to analyze, based on open data OpenStreetMap, the accessibility of the road network in the context of regions, districts and cities of regional subordination of Western Ukraine using the indicators the transport network density and the Engel’s coefficient. Due to the difficulty of accessing official statistics at the local level, both official statistics and open data from the OpenStreetMap mapping service were used. As a result of the research it was revealed: relatively even distribution over the territory, lack of sharp fluctuations in the availability level (the maximum and minimum value of the Engel’s coefficient differs only by 5.7 times); the most important roads (primary and secondary) connect regional centers and the largest cities with each other and with the state border; the largest road hub in Western Ukraine is the city of Lviv; among the districts, the highest accessibility of roads is observed in the western part of Volyn oblast, western and central parts of Chernivtsi oblast and southern part of Rivne oblast; increased concentration of roads in Precarpathian (an area of old industrial development); reduced concentration in the Ukrainian Carpathians and in the northeast of the region (north of Rivne region). In general, at the local level (districts, cities of regional subordination) the same patterns can be observed as at the regional level (regions).

Developing Evaluation Framework for Intelligent Transport System on Public Transportation in Bangkok Metropolitan Regions Using Fuzzy AHP

Public transportation has been encouraged as a significant solution to overcome traffic congestion. An advanced technology, known as advanced public transport system (APTS), was introduced to enhance the effectiveness of public transportation. To support appropriate decisions on selecting application development, significant indicators representing the impacts of the proposed projects are highlighted. This study aims to determine the desirable indicators of developing APTS to achieve smart mobility using the fuzzy Analytical Hierarchy Process (fuzzy AHP) method and allocating weights to each indicator. The perception of a group of intelligent transport system (ITS) experts from three sectors in the Bangkok Metropolitan Regions (BMR) was examined to conduct a fuzzy AHP pairwise comparison. The ranking of 21 indicators categorized within six dimensions in accordance with the specific ITS master plan relating to APTS development is presented. The result presented that the safety dimension obtained the highest rank, and the three most important weight indicators are traffic accident reduction relating to public transportation, smart public transport network density and waiting time for public transportation. In addition, the perspectives towards APTS development and assessment framework development in BMR is highlighted to revise impediment of regulation and encourage integration among stakeholders. Then, the approaches of the APTS evaluation framework in BMR are proposed.

Multimodal travel choice determinants in context of travel time reliability

This study investigates the trends and determinants that dictate the state of multimodal transport by incorporating the effect of travel time reliability at different levels of service of traffic conditions. To account for the taste variation of commuters, a random parameter mixed logit model is used for the multimodal choice analysis. Multimodal transport is defined as use of multiple (more than one) transport modes for commuting in a specified time period. The data were collected through an interview-based household survey for a single day trip and land use data were collected from secondary sources. The parameters used in this study are interconnectivity ratio, penalty, multimodal level of service, travel cost, age, gender, income of traveller, purpose of trip and land use intensity, as well as diversity parameters such as population density, employment density, entropy and transport network density. The results indicate that interconnectivity ratio and multimodal level of service play the most influential roles in selecting a multimodal transport system. Commuters are most sensitive towards access and egress time. Also, the utility of the multimodal transport system for a commuter is highest under the road service condition of level of service (LOS) D as compared to LOS A.

Modeling of territorial differentiation by transport infrastructure level of development

The research paper presents theoretical and practical aspects of differentiation of territories according to the level of transport infrastructure development. The purpose of the research is to develop a formalized approach to territorial differentiation according to the level of transport infrastructure development on the example of Ukrainian regions. The issues with the term of "transport infrastructure" are defined. Classical methodological approaches to transport infrastructure level of development assessment are described. The essence of the concept of "differentiation" and its meaning in the transport industry are revealed. The coefficients for assessing the provision of regions with transport infrastructure, transport network density coefficient and the assessment of transport network safety indicator are considered. On the basis of the considered coefficients and initial statistical data, the analysis of regions of Ukraine, based on a level of development of a transport infrastructure, was conducted. The inequality of transport infrastructure level of development (even within one country) is caused due to both objective (geographical location, resource potential) and subjective reasons (efficient use of resources, effectiveness of regional management). An integrated assessment in order to solve this task was formed. It is based on the apparatus of the methodology of decision-making in conditions of uncertainty. For the practical demonstration, the regions of Ukraine were differentiated, according to the level of transport infrastructure development. During the evaluation, it is possible to determine the factor with the greatest impact on the overall result by region. Improving the quantitative indicators that form the most influential qualitative assessment would lead to an increasement of the overall assessment. Thus, using the developed algorithm, it becomes possible to optimize the management of transport infrastructure development of a particular territory.

The correlations of transportation with regional economy and demographic space1

Based on the precise logical analysis method, the paper constructs a comprehensive evaluation model of transportation superiority in terms of transportation network density, the influence of transportation arteries, and regional location-specific advantages, then select Southwest China as a case to evaluate the transportation superiority and analyze the correlations of transportation with regional economic development and population distribution. The results show that there is a positive correlation between regional transportation superiority and regional population density as well as GDP per capita in the spatial distribution. Finally, by using the fuzzy logic analysis method, we propose countermeasures and suggestions for the impact of transportation integration on regional economic development and population distribution.

ПРОСТОРОВІ ОСОБЛИВОСТІ ФУНКЦІОНУВАННЯ МЕРЕЖІ ЗАЛІЗНИЧНОГО ТРАНСПОРТУ ЗАХІДНОЇ УКРАЇНИ

In terms of the development level, the total length of communication lines, the volume of passengers and cargo transportation, railway transport plays an important role in the economy of Western Ukraine. It was born in the 70s of the XIX century. It went through the stages of rapid extensive development, maturity and intensive development. Today, the railways are experiencing a renaissance in many countries of the world. Ukraine is still at the beginning of this stage. Drawing up socio-economic growth projects, it is impossible for a detailed analysis of the current state and prospects for the development of railway transport. Also, it is important to research the mutual influence of the railway transport network and the entire socio-economic system in general. The aim of the study is to determine the spatial features of the railway network of Western Ukraine, and the main task – based on open data OpenStreetMap, to analyze the availability of the railway network in the context of regions, districts and cities of regional subordination of Western Ukraine using the indicators the transport network density and the Engel’s coefficient. Due to the difficulty of accessing official statistics at the local level, both official statistics and open data from the OpenStreetMap mapping service were used. As a result of the research, it was revealed that Lviv region is distinguished by the level of the railway network development in the region; the highest concentration of the network is observed near regional centers, especially around the regional center of Lviv; high concentration of railways is near large transport railway junctions (Kovel, Zdolbuniv, Dubno, Sarny, Stryi, Khodoriv, Korolevo, Delyatyn); increased concentration along the western state border; increased concentration in the Precarpathians, as an area of old industrial development; reduced concentration in the Ukrainian Carpathians (the influence of the relief) and in the north of the region (historical and geographical factors); 19 administrative-territorial units of the second level do not have railways on their territory. In general, at the local level (districts, cities of regional subordination) the same patterns can be observed as at the regional level (regions).

Efficient Expenditure Allocation for Sustainable Public Services?—Comparative Cases of Korea and OECD Countries

There have been contrasting trends in government expenditures spending among OECD countries. This study analyzed and compared the efficiency of government expenditures of OECD countries and Korea, focused on the health and welfare and social overhead capital (SOC) sectors, using data envelop analysis (DEA) and Tobit methods. Based on the indicator values of national ranking, Korea ranked 19th in the health and welfare sector and 10th in the SOC sector. However, compared to other countries in the OECD, Korea’s government expenditure has shown the highest efficiency in health and welfare (rank 1 with efficiency score of 2.401), while transportation SOC was at a level below the average (rank 13 with efficiency score of 0.813). In order to maintain a high level of efficiency in health and welfare expenditures, it is important for the Korean government to understand and improve conditions of the rates of poverty, unemployment, life expectancy, and low fertility. Moreover, in order to overcome the low level of efficiency in the SOC sector, the government needs to improve the quality of transport infrastructures along with implementation of an effective infrastructure-linking system between various modes of transportation, thereby enhancing its transport network density.

Human plague system associated with rodent diversity and other environmental factors.

Plague remains a threat to public health and is considered as a re-emerging infectious disease today. Rodents play an important role as major hosts in plague persistence and driving plague outbreaks in natural foci; however, few studies have tested the association between host diversity in ecosystems and human plague risk. Here we use zero-inflated generalized additive models to examine the association of species richness with human plague presence (where plague outbreaks could occur) and intensity (the average number of annual human cases when they occurred) in China during the Third Pandemic. We also account for transportation network density, annual precipitation levels and human population size. We found rodent species richness, particularly of rodent plague hosts, is positively associated with the presence of human plague. Further investigation shows that species richness of both wild and commensal rodent plague hosts are positively correlated with the presence, but only the latter correlated with the intensity. Our results indicated a positive relationship between rodent diversity and human plague, which may provide suggestions for the plague surveillance system.

Rational choice in everyday mobility decisions of Austrian employees

ABSTRACTBoth, the capability of a transport system to grant access to a destination and a traveller’s ability to utilize its opportunities can be distinguished in objective and subjective factors. The paper analyses the potential for objective accessibility factors to explain mobility behaviour. In more detail, the paper (i) quantifies the explanatory power of objective factors of the transport system (supply-side) for mode choice decisions and (ii) analyses if these supply-side factors, as well as objective factors of the traveller (demand-side), affects the level of multimodality among Austrian employees. Following this approach, the paper estimates mode choice models that only consist of trip features and accessibility factors. The final model reaches a high explanatory power and includes the individual transport mode availability, travel time, travel cost, public transport service quality and the car parking situation. The model allows simulation, which estimates the modal shift with respect to adaptations of the accessibility factors. Car travel time is the variable impacting mode choice decisions the most; this suggests a push-strategy when aiming to make the transport system more sustainable. Additionally, we show that both transport demand and supply factors, but most of all their combination can explain multimodal travel behaviour, i.e., whether or not a person uses more than one transport mode within one week. The explanatory value increases significantly if one also considers mobility tools. The variables explaining multimodality best are ownership of a bike and a PT season card as well as the public transport network density.

From urban segregation to spatial structure detection

We develop a ‘multifocal’ approach to reveal spatial dissimilarities in cities, from the most local scale to the metropolitan one. Think, for instance, of a statistical variable that may be measured at different scales, e.g. ethnic group proportions, social housing rate, income distribution, or public transportation network density. Then, to any point in the city there corresponds a sequence of values for the variable, as one zooms out around the starting point, all the way up to the whole city – as if with a varifocal camera lens. The sequences thus produced encode spatial dissimilarities in a precise manner: how much they differ from perfectly random sequences is indeed a signature of the underlying spatial structure. We introduce here a mathematical framework that allows to analyse this signature, and we provide a number of illustrative examples.

Mobility and transport potential of elderly in differently accessible rural areas

The aim of this paper is to examine the mobility characteristics of the elderly in rural settlements with different accessibility (low accessibility, medium accessibility, and high accessibility), defined in relation to the facilities that are important to the elderly and the transport network density. Another aim is to define and analyze the transport potential of the rural elderly population. The paper is based on research carried out in 2012 and 2013 in rural areas of Serbia. The data were collected through a household survey specially designed for rural areas, from a sample of 346 elderly respondents. Based on the data analysis, it was found that mobility of the rural elderly population in Serbia is generally low, but there are significant differences among rural settlements with different accessibility, with age and possession of a driving license having a major impact on mobility. It was also found that the transport alternative choice set of the majority of respondents consists of four modes of transport, which is due to the fact that the rural elderly live in multi-member households. However, considering the identified demographic trends in Serbian rural areas, the transport potential of the elderly is likely to be lower in the future, and this should inform future rural transport policy with the aim of mitigating transport deprivation and social exclusion.

HSR mechanisms and effects on the spatial structure of regional tourism in China

Chinese railway has entered the “HSR era”, while the structure of “four vertical and four horizontal” railways for transit passengers is almost completed. Taking the Beijing- Shanghai High-Speed Rail (hereinafter referred to as HSR) as an example, this paper first explores HSR’s effects on the spatial structure of regional tourist flows using the social network analysis. Next, it notes changes in the accessibility of regional transportation. After analyzing the factors including initial endowment of regional tourism resources, hospitality facilities, the density of the regional tourism transportation network, and locations, the paper discusses the mechanisms through which HSR affects regional tourist flows. The study shows the following: (1) HSR’s effects on the spatial structure of regional tourist flows are manifested through the Matthew effect, the filtering effect, the diffusion effect and the overlying effect, and (2) the Matthew effect of HSR is manifested under an obvious interaction of the location, the initial endowment of tourism resources, hospitality capacity, tourist transportation network density and “time-space compression”. The filtering effect of HSR is manifested for those tourism nodes without favorable location conditions, endowment of tourism resources, hospitality capacity, or tourist transportation network density and without obvious benefits from “time-space compression”. Those tourism nodes that boast advantages in terms of location condition, endowment of tourism resources, hospitality capacity, tourist transportation network density and obvious “time-space compression” will become sources for the diffusion effect. HSR will strengthen the aggregation effects of tourist flow in these diffusion sources, which will thereafter diffuse to peripheral tourist areas, manifesting “aggregation-diffusion”. HSR has overlapped tourists’ spatial traveling range over large-scale spaces. However, the overlying effect is only generated in those tourism nodes with a favorable location condition, an endowment of tourism resources, hospitality capacity, tourist transportation network density, and obvious “time-space compression”.

Measuring the spatiotemporal variation and evolution of transport network of China’s megaregions

Megaregion has become a prominent feature of modern China. Reflecting upon China’s recent path of transport infrastructure construction, this research examines the spatiotemporal characteristics of transport network development and its accessibility impacts in China’s ten megaregions from 1982 to 2010. Using historical transport network data and multiple national censuses (1982, 1990, 2000 and 2010), we computed two levels of indicators of megaregional transport network: megaregion level and county level, and analyzed the intra-megaregion and inter-megaregion disparities of transport network of the ten megaregions of China. Transport networks at the megaregion level are measured by three indicators: 1) transport network density; 2) infrastructure endowment per capita; and 3) size of transport network’s standard ellipse. Two accessibility indicators for measuring transportation network at the county level are calculated: weighted average travel time and potential accessibility. The research results show the following: 1) Road and rail network densities witnessed the greatest growth during the 2000–2010 period, and growth was more significant for railway network. 2) By 2010, average road endowments per capita in inland megaregions became higher than in coastal megaregions, while average rail endowments per capita in coastal megaregions became higher than in inland megaregions. 3) The sizes and directions of the standard deviational ellipses of road and rail network changed continuously during the study period. However the changes of road network ellipses were relatively small, while the changes of railway network ellipses were more significant. 4) Megaregions have all benefited significantly from transportation infrastructure improvement in the past few decades in terms of WATT and potential accessibility, but the three giant megaregions benefited most.

How Do Vegetation Density and Transportation Network Density Affect Crime across an Urban Central-Peripheral Gradient? A Case Study in Kitchener—Waterloo, Ontario

The relationship between vegetation, transportation networks, and crime has been under debate. Vegetation has been positively correlated with fear of crime; however, the actual correlation between vegetation and occurrences of crime is uncertain. Transportation networks have also been connected with crime occurrence but their impact on crime tends to vary over different circumstances. By conducting spatial analyses, this study explores the associations between crime and vegetation as well as transportation networks in Kitchener-Waterloo. Further, geographically weighted regression modeling and a dummy urban variable representing the urban center/other urban areas were employed to explore the associations across an urban central-peripheral gradient. Associations were analyzed for crimes against persons and crimes against property for four specific crime types (assaults, vehicle theft, sex offences, and drugs). Results suggest that vegetation has a reverse association with crimes against persons and crimes against property while transportation networks have a positive relationship with these two types of crime. Additionally, vegetation can be a deterrent to vehicle theft crime and drugs, while transportation networks can be a facilitator of drug-related crimes. Besides, these two associations appear stronger in the urban center compared to the urban periphery.