Association of built environment with walking distance to public transit stops in hanoi

VIETNAM NATIONAL UNIVERSITY, HANOI VIETNAM JAPAN UNIVERSITY CHU ANH TUAN ASSOCIATION OF BUILT ENVIRONMENT WITH WALKING DISTANCE TO PUBLIC TRANSIT STOPS IN HANOI MASTER'S THESIS MASTER OF INFRASTRUCTURE ENGINEERING Hanoi, 2019 VIETNAM NATIONAL UNIVERSITY, HANOI VIETNAM JAPAN UNIVERSITY CHU ANH TUAN ASSOCIATION OF BUILT ENVIRONMENT WITH WALKING DISTANCE TO PUBLIC TRANSIT STOPS IN HANOI MAJOR: INFRASTRUCTURE ENGINEERING CODE: PILOT RESEARCH SUPERVISOR: ANNEX LIST OF FORMS FOR MANAGEMENT Prof HIRONORI KATO Dr PHAN LE BINH Hanoi, 2019 ACKNOWLEDGMENT This research would not have been possible without the support, contribution and collaboration of others First of all, I would like to convey my greatest appreciation and deepest attitude to my supervisors, Prof Hironori Kato and Dr Phan Le Binh for their support and constant supervision which contributed immensely to my personal development for his precious advice and helpful guidance in research work Without their patience and continuous support, I cannot fulfil my research I sincerely thank to Prof Nguyen Dinh Duc - the Program Director of Infrastructure Engineering Program of Vietnam- Japan University (VJU) who always has encouraged and deeply care about me In addition, I sincerely thank to all members in MIE’s office Specially, I would like to give my greatest thanks to Dr Nguyen Tien Dung and Mr Bui Hoang Tan who always give me strong support and insightful advice My deep thank to Mrs Nguyen Thi Mai Chi about her precious support for my data collection Furthermore, I sincerely thank to the rest of the teachers and staffs of Vietnam Japan University for their support and guidance which has inspired me and helped me to overcome the challenges I faced during the period of study at Vietnam Japan University To all of you, I extend my deepest gratitude Finally, I would like to send my deepest love and gratitude to my family, who always love, support and encourage me every time Sincerely, Chu Anh Tuan i ABTRACT Similar to many other developing cities, Hanoi, the capital city of Vietnam, has also faced many serious problems caused by spontaneous urban development and massive private vehicles As a part of solutions, public transportation systems in Hanoi were paid attention to be invested and developed However, Public transportation meets only partially the travelling demand of urban people Even recent years, the productivity of buses in Hanoi tends to be restrain and even going down in some years Therefore, how to encourage and attract people to use public transportation modes is a more and more urgent topic This research focuses on a key factor which greatly influences the use of transit services This is Walking distance to transit stop and impacts of built environment on this walking distance of riders A Poison Regression model is estimated to analyze the associations of built environment and walking distance to public transit stop using a dataset collected from a questionnaire-based Onboard survey in May 2019 with the geospatial data of BE variables where the dataset contains 609 respondents of the Hanoi Metropolitan Area The results unveiled that: (1) Walking is the majority mode of both bus trips from home to transit stop and from transit stop to final destination; (2) The assumptions about walking distance to public stops (threshold of 400 meters) that planners have given are consistent with the Hanoi context; (3) BE variables may have both positive/ negative impacts on walking distance to public transit stops Finally, some policy recommendations were produced to support for the use of the public transportation modes in Hanoi Keywords: Walking; Walking distance; Built environment; Transit stop ii TABLE OF CONTENTS ACKNOWLEDGMENT i TABLE OF CONTENTS ii LIST OF FIGURES v LIST OF TABLES vi LIST OF ABBREVIATIONS vii CHAPTER INTRODUCTION CHAPTER LITERATURE REVIEW 2.1 The relationship between walking and BE 2.2 Distance walking and walking to public transit 2.3 Studies on walking distance and built environment in the world and Vietnam 10 CHAPTER DATA 13 3.1 Survey Questionnaire 13 3.1.1 Survey area 13 3.1.2 Survey implemention 15 3.2 GIS-based database 20 3.3 Measurement of walking distance to public transit 20 3.4 Measurement of BE variable 22 CHAPTER WALKING DISTANCE MODEL DEVELOPMENT 27 4.1 Overview 27 4.2 Explanatory variables 27 4.3 Methodology 33 CHAPTER ESTIMATION RESULTS 35 5.1 Estimation results of access trip 35 5.2 Estimation results of egress trip 40 CHAPTER DISCUSSION AND CONCLUSION 41 6.1 Walking distance to public transit 41 6.2 Association between BE and walking distance 42 6.3 Limitations 43 iii REFERENCES 45 APPENDIX 48 A set of survey questionnaire in English 48 A set of survey questionnaire in Vietnamese 55 Correlation between potential explanatory variables 62 iv LIST OF FIGURES Page Figure 1.1: Bus passenger ridership in Hanoi Figure 1.2: Flow of Research Figure 3.1: Survey bus route in Hanoi 14 Figure 3.2: A group of the survey and an interview on a bus route 16 Figure 3.3: An illustration in the survey questionnaire 16 Figure 3.4: Locations of respondents 21 Figure 3.5: Population density by ward 23 Figure 3.6: Job density by ward 24 Figure 3.7: Current bus network and bus stops distribution 26 v LIST OF TABLES Page Table 2.1: Access modes from home to bus stops in Sydney Table 3.1: The descriptive statistics of attributes of respondents (N=609) 18 Table 4.1: Potential explanatory variables for walking distance model 28 Table 4.2: Descriptive statistics of variables for access trip (N=290) 31 Table 4.3: Descriptive statistics of variables for egress trip (N=299) 32 Table 5.1: Estimation result of Poisson model for walking distance of access trip 38 Table 5.2: Estimation result of Poisson model for walking distance of egress trip 39 Table 6.1: Access modes from home to bus stops and from final stops to destinations in Hanoi 41 Table 6.2: Statistics on walking distances for access trip and egress trip 42 vi LIST OF ABBREVIATIONS BE Built Environment BRT Bus Rapid Transit GIS Geographic Information System TRAMOC Hanoi urban transport management and operation center TOD Transit-oriented development vii CHAPTER INTRODUCTION 1.1 Introduction Over the years, Hanoi has witnessed a rapid development of the urbanization that leads to the increasing demand in travelling, thus to the rapid increase of the transportation means, in particular private vehicles In December 2015, it was reported that the total of private vehicles in Hanoi was 5.8 million units including 376,417 cars and 5.4 million motorbikes (Ngoc, 2016), with the exception of the large number of vehicles from other provinces going in and out the city during the day Such a massive private vehicles population has caused various transportation issues such as road traffic accidents, traffic jam, and air pollution To deal with those problems, Public transportation systems in Hanoi were paid attention to be invested and developed, focusing on buses (only one bus rapid transit (BRT) route is operating and urban railway are under construction in Hanoi) However, public transportation meets only partially the travelling demand of urban people, specifically, public transportation system transports only less than 10 percent demand in Hanoi city (World Bank, 2018) Even recent years, the productivity of buses in Hanoi tends to be restrain and even going down in some years (reduced 0,35 percent in 2015 compared to that of 2014) (Figure 1.1) In particular, the progress of construction and operation for the Mass Rapid Transit system (BRT, urban railway) in Hanoi missed the deadline Therefore, how to encourage and attract people to use public transportation modes is a more and more urgent topic There are various factors that influence the use of public transportation modes, including cost, level of service of the existing system, physical accessibility, spatial access, etc all of which contribute to each person’s motivation and ability to decide to use public transportation This research focuses on walking distance to transit stop because understanding influences on walking distance to transit stops of riders is an important indicator of a transit system’s ability to attract people The public transportation services are widely used when more and more people live and/or work .208 _of_pu Number blic_fac _of_int ilities_5 ersectio 00 n_500 232 192 -.208 -.115 063 -.023 009 -.035 027 057 -.058 -.035 077 100 151 004 075 -.087 -.034 -.111 -.082 -.023 -.064 -.083 -.057 015 -.068 -.075 -.025 -.072 -.028 -.070 -.068 -.119 -.029 301 000 -.074 469 398 204 136 454 479 333 208 595 595 ** Correlation is significant at the 0.01 level (2-tailed) * Correlation is significant at the 0.05 level (2-tailed) 64 Correlations of buffer 1000 - Access trip Senior_ Young_ Low_in Mid_in Hig come come co Male people Senior_people Young_people Male Low_income people -.58 8** 141* -.588**1 -.008-.031 115 246** 263** 26 8** Main_transportation_mode_ Total_buses -.268* *1 06 20 8** Cleanliness Level_road Across Drainage Step_up_and_down 208** -.1031 Motorcycle _driver_lisence Conflict_with_other_mode 279** -.149* -.186** 063 -.342 -.10 High_income Private_vehicles_available -.007 -.098 162** -.016 Mid_income Car_driver_lisence 065 -.261** 058 246** 262** -.037 137* 035 -.027 083 -.080 -.103 -.007 025 004 011 057 -.052 *-.01 108 020 Number_of_bus_stop_500 *-.10 Bus_frequency_500 Number_of_public_facilities Number_of_intersection_50 -.018 051 043 122* 099 066 092 -.00 9.11 158** 101 -.100 083 ** 263 ** 262 043 -.04 31 135* 046 092 075 102 137 162 * 016 -.090 017 -.077 * -.134 -.013 007 026 -.072 -.045 -.085 -.005 -.078 060 -.025 050 -.101 045 049 -.046 -.001 014 -.068 -.054 047 -.057 -.014 -.049 005 -.087 -.067 -.037 084 -.066 137* -.026 -.007 025 011 181** 089 -.080 -.007 ** -.152 -.058 035 -.103 021 195** 161** 081 174** 095 -.058 Population_Density _500 210* -.215** -.043 Walking_amenities Entropy_Index_500 110 -.152** 162* Job_Density_500 -.172** -.011 ** -.167 ** -.156 ** 191 * -.146 ** 210 120 184 161 401 -.054 167 313 -.047 -.059 374 -.087 -.082 299 277 261 ** 095 ** 277** ** 261** 313 196 -.002 -.003 044 081 195 401 031 167 315 137* 023 049 -.014 150 262 269 081 058 016 ** 196** 269** 375** 034 04 269** 375** 134* 290** -.046 -.041 052 014 002 -.103 -.036 -.031 047 -.051 018 057 105 091 013 135 154 057 036 090 005 007 007 094 063 -.106 -.071 -.026 -.112 092 043 122 020 -.116 099 108 025 075 059 047 066 -.269 067 0671 003 -.031 -.142 -.193 -.003 023 -.054 -.001 -.190 058 016 -.068 -.047 016 -.090 -.022 047 041 -.038 -.042 -.014 -.022 -.092 052 -.043 -.046 -.041 061 -.058 -.013 016 -.019 014 -.023 -.001 053 288 050 639 394 406 406 288 639 777 620 394 777 620 690 435 762 380 664 -.040 277 880 318 566 622 611 ** 626 583 ** ** Correlation is significant at the 0.01 level (2-tailed) * Correlation is significant at the 0.05 level (2-tailed) 65 Correlations of buffer 100 - Egress Senior_p e op le M ale M id_inco me ** 047 M otorcy cl Total_bus es cense 084 -.116 048 174 -.039 -.321 -.116 Car_driver_license ** -.302 -.302 * 213 024 -.040 169 Other_vehicles_availabl e Population_Density _100 Job_Density _100 282 -.143 ** 244 ** 144 ** 159 002 -.030 049 044 028 -.048 009 -.079 001 082 * -.029 032 167 -.040 115 061 -.067 244 112 -.109 ** 307 -.046 -.006 -.064 028 148 -.040 127 076 064 -.055 062 -.221 081 028 -.030 059 126 159 -.039 -.064 018 -.040 -.047 -.109 148 005 274 112 013 111 005 -.038 009 020 045 117* -.003 072 010 099 -.123 010 -.074 044 049 -.006 051 029 -.046 009 013 178 Number_o f_bus_sto p _100 023 064 -.076 -.026 030 125 161 -.048 002 028 009 028 -.017 022 127 027 -.041 045 111 069 043 -.064 -.003 178** -.038 175** 180** 180 238** 180 175 056 831 284 -.043 077 Entropy _I ndex_100 -.055 052 144 ** -.041 005 121 129 059 -.017 161 169 115 126 ** Number_of_public_facil ities_100 Number_of_intersection _100 ** 129 004 Number_of_bus_stop _1 00 Bus_frequency _100 282 -.180 002 024 230 267 004 ** 213 -.113 174 -.114 -.227 Pop ulation Job_Densi _Density _100 ty _100 -.023 -.085 ** -.806 icles_avail -.068 -.282 ** 052 Other_veh able 026 -.378 High_income Entropy _Index_100 _license 127 Low_income M otorcycle_driver_lice nse M ain_trasportation_mo de_M otorbike Total_buses me 081 Young_people M id_income Car_driver e_driver_li Senior_people M ale High_inco 160 055 024 Bus_frequ ency _100 Number_o f_public_f -.044 024 167** acilities_1 00 048 001 -.079 -.132 076 078 046 -.039 010 020 125* 180** 831** 117 012 -.015 284 238 254 ** Correlation is significant at the 0.01 level (2-tailed) * Correlation is significant at the 0.05 level (2-tailed) 66 Correlations buffer 200- Egress Senior_pe Young_pe ople ople Senior_people Young_people -.499 Male Low_income Mid_income High_income Car_driver_license Motorcycle_driver_li cense Main_trasportation_ mode_Motorbike Total_buses Private_vehicles_ava ilable Population_Density _200 Job_Density_200 Entropy_Index_200 Number_of_bus_sto p_200 Bus_frequency_200 Number_of_public_f acilities_200 Number_of_intersect ion_200 -.499 081 -.378 * 047 -.039 -.141 * -.068 ** ** -.116 -.282 -.114 -.186 * 026 049 * -.131 012 -.032 * -.111 -.046 037 041 -.095 251 ** ** 049 -.228 052 083 053 -.321 ** 015 -.111 -.302 ** -.024 056 014 089 024 064 -.040 -.038 090 -.113 -.044 048 129 * -.111 010 126 * 006 018 014 -.034 037 045 269 -.006 075 -.130 -.046 061 137 -.081 092 039 021 066 089 -.034 ** -.228 138 * ** -.015 133 * ** -.055 093 251 * ** -.180 -.015 -.040 447 127 * 127 -.116 ** -.159 Low_inco Mid_inco me me ** ** 081 Male Main_tras Number_o Motorcycl portation_ Private_ve Populatio Number_o f_public_f Number_o High_inco Car_driver e_driver_li mode_Mo Total_bus hicles_ava n_Density Job_Densi Entropy_I f_bus_sto Bus_frequ acilities_2 f_intersect me _license cense torbike es ilable _200 ty_200 ndex_200 p_200 ency_200 00 ion_200 ** ** Correlation is significant at the 0.01 level (2-tailed) * Correlation is significant at the 0.05 level (2-tailed) 67 ** * * ** 366 Correlations of buffer 500 - Egress Main_tras Motorcycl portation_ Mid_inco High_inco Car_driver e_driver_l mode_Mo Total_bus icense me _license me torbike -.039 * 127* 047 081 -.114* -.141 -.116* -.282** Senior_pe Young_pe ople Senior_people Young_people Male Low_income -.378 -.499 084 081 Mid_income High_income -.806 -.159 Car_driver_licen 081 se Motorcycle_driv 127 er_license Main_trasportati on_mode_Motor 047 Total_buses -.302 213 169 Other_vehicles_ -.039 available Population_Dens ity _500 -.141 Job_Density_500 -.068 267 004 144 Entropy_Index_5 00 -.180 Number_of_bus -.033 _stop_500 -.321** -.227** -.302** 213** 169** 024 -.040 024 244** 267 -.040 244** -.113 -.113 230** 307** 129* 115* 061 126* 159** -.001 071 041 -.018 -.061 062 -.133* 059 500 Number_of_publ ic_facilities_500 Number_of_inter section_500 -.195 ** ** 230 ** 044 -.067 ** -.038 274 047 027 010 -.080 -.053 185** 185 363** 363 404 241** 404 241 406 353 080 406 353 182 391** 181 -.012 342 594 371** 441 184 677 003 094 Bus_frequency_ ** 148* 307 -.046 019 -.083 -.186 -.143* 070 012 025 ** 174** -.024 -.028 282** 052 Number_o Other_ve Populatio Number_o Number_o f_public_f hicles_av n_Density Job_Dens Entropy_I f_intersec f_bus_sto Bus_frequ acilities_5 ailable _500 tion_500 ity_500 ndex_500 p_500 ency_500 00 -.180** -.033 235** 025 -.083 032 094 133 -.247** -.055 074 071 045 -.066 -.118 062 089 034 -.164 007 014 128 195 021 -.221** 029 -.071 003 -.087 -.015 019 -.045 144* -.028 045 012 062 016 019 026 -.001 043 126* -.024 041 -.002 -.061 031 123* 159** 071 -.018 003 059 -.133 -.005 133* 148* -.046 044 -.038 034 047 103 047 274** -.053 080 003 052 083 091 -.097 112 -.136* -.098 -.071 -.094 -.146 -.033 -.013 -.128 027 010 -.069 -.080 -.011 -.013 -.058 416 083 * 128 021 034 016 -.002 003 034 -.069 182** 026 031 -.005 047 -.058 181** 045 043 123* 133* -.033 -.011 371 342 441 677 594 184 416 -.012 391 338** 338**1 208* *.732 ** 208 ** Correlation is significant at the 0.01 level (2-tailed) * Correlation is significant at the 0.05 level (2-tailed) 68 732 Correlations buffer 1000 - Egress Main_tr Car_dri Mid_inc High_in ver_lice 081 Male Low_income 084 High_income Populati vehicles on_Den de_Mot Total_b _availa er_licen se ble -.039 -.055 -.114 174 282 062 070 -.221 144 169 -.040 126 244 244 230 115 004 159 035 005 -.035 032 -.096 -.012 -.058 -.021 -.059 004 -.020 040 018 011 nsity_1 _1000 -.023 007 -.037 098 -.105 031 033 025 -.031 025 032 004 -.002 -.046 -.035 -.059 037 025 067 028 128 005 -.034 035 159 -.062 148 -.131 307 067 061 148 -.042 037 -.033 -.008 -.067 274 112 274**.1 12 -.078 -.062.131* 004 -.031 -.116 -.054 060 -.071 082 -.003 -.031 -.123 -.054 -.078 372 499 804 372 570 710 402 793 875 443 804 -.065 025 Bus _fre Entropy _of_bus quency _Index_ _stop_1 000 -.042 -.113 sity Job_De _1000 016 -.143 213 024 Private_vehicles _av ailable Population_Density _1000 Job_Density_1000 Number_of_bus _st op_1000 Bus _frequency_100 Number_of_public_f acilities _1000 Number_of_intersec tion_1000 Private_ ion_m o -.180 -.227 Motorcycle_driver_lic ense Main_trasportation_ mode_Motorbike Total_buses Entropy_Index_1000 047 -.282 Mid_income Car_driver_license as portat cle_driv ns e Senior_people Young_people Motorcy 499 713 624 557 473 278 -.016 Number _of_pub Number lic_facili _of_inte ties _10 rsection 00 _1000 140 144 -.146 -.183 046 -.009 -.033 -.019 040 011 -.010 012 -.020 018 060 082 084 -.167 -.071 129 -.144 -.003 278 -.016 713 557 088 219 440 498 473 624 844 844 ** Correlation is significant at the 0.01 level (2-tailed) * Correlation is significant at the 0.05 level (2-ta 69 70 ... correlation with walking distance to stops within downtown areas, (3) the number of transit stops positively associated with walking distance to stops within downtown whereas is negatively correlated with. .. transport in Hanoi and (2) determining how built environment characteristics influence walking distance to transit stops of both access segment from origins to transit stops and egress segment from transit. .. models to compare the effects of the built environment around transit stops upon walking distance of transit egress trip Focusing on walking distance of 10 egress trip (between transit stops and