The moving transportation hubs

The moving transportation hubs The major purpose of this section is to apply Keler’s notion of “the moving transportation hub,” which he refers to as a phenomenon, to the analysis of the area around Ben Thanh Central Station. Accordingly, patterns and concepts of urban movement are intricate. Understanding these intricate patterns and ideas requires data on moving objects on the underlying transportation infrastructure. In order to understand the spatiotemporal movement patterns of public transportation services and different vehicle fleets, we require static information on the infrastructure (Keler and Krisp, 2017). A number of passenger behavior manifestations can be linked to the phenomenon of the moving transportation hub (Keler, 2018). By definition, movement of urban citizens can be perceived and especially represented differently. Grouping movement flows into participant movements of one mode of transportation or into individual movements, which are frequently intermodal in urban environments, is one method of general differentiation. When analyzing movements in urban environments, the movement representation changes depending on the spatial and temporal scale. Inter-city movements can be broadly defined as those between cities, where each city is represented by a single symbol. Based on early research in transport geography, a branch of human geography, it is possible to define functional transport regions that may connect several cities from this type of representation. It is possible to identify inter-city movements that can also reveal the value of particular districts for living and working by changing the scale to a higher resolution. It is possible to study movement between different stations of a few mobility services, particularly from the well-established public transportation, at the next higher resolution level. Transportation systems that rely on installing expensive infrastructure, like metro and tramways, can have a number of mobility stations, like tramway stations. Some of these stations, which might be referred to as transportation hubs, have connections to neighbouring stations of other modes of transportation. These transportation hubs are unique varieties of mobility stations that link stations for several modes of transportation within the same area, frequently with a variety of elevation levels. The transportation hub has several transportation stations, which is arguably the most typical configuration in urban settings. These are, in fact, many spatially fixed stations with connections that are typically within walking distance, as well as stations that are constantly changing in space and rely on local knowledge or can be deduced from observations of vehicle traffic. The latter may be based on the movements of vehicles used by transportation services like taxis. In this instance, typical taxi trip origin and destination hotspots, which are associated with taxi passenger behavior when boarding and alighting, can be estimated. These hotspots are dynamic point clusters that occupy certain locations in space, especially when they are produced from taxi movement data acquisitions. There may be several established transportation infrastructure components in these places. Consequently, a polygonal representation in space rather than a pointwise one is generally more consistent with the appearance of a transportation hub. Using point clustering techniques, with and without taking into account the temporal component, is one straightforward way to learn more about a sizable vehicle movement data collection. It is crucial to establish the data format of the vehicle movement in addition to choosing appropriate clustering approaches. By using these techniques to analyze the area around Ben Thanh Central Station, it becomes abundantly evident that the area contains the polygonal grid structure of the traffic network. Ben Thanh and Bach Dang, both major stations, have excellent connections to other smaller stations strewn around Nguyen Hue, Ham Nghi, and Le Loi Avenue. The distance between these two stations is still entirely walking, on the other hand. Therefore, it must be acknowledged that there is a chance that this field will produce innovative transport models. Making sure that the neighborhood maintains this uncluttered structure is the responsibility of urban planners. Only then will there be a sound foundation upon which to introduce new public transportation options.

Figure 10. Map of the moving transportation hub of Ben Thanh Central Station and Bach Dang Waterbus Station (mapped by authors). This hub’s two primary stations, Bach Dang and Ben Thanh, are readily identifiable. With all upcoming waterbus routes passing through it, Bach Dang station is particularly crucial in this regard as it is the main waterbus station. Thus, this area becomes the most important moving transportation hub of the whole city. A seamless connection between these two major stations is therefore necessary.