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# Appendices

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## Relative influence, by entropy (IEW), of independent indicators related to the four dimensions of the NPART model on station ridership

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<table><thead><tr><th>ID</th><th>Indicator</th><th>Pedestrian Isochrones</th><th>Cycling Isochrones</th></tr></thead><tbody><tr><td colspan="4"><strong>Node Dimension (Transit)</strong></td></tr><tr><td>N<sub>1</sub></td><td>Frequency (Weekdays, High-speed Rail)</td><td><strong>0.264</strong> (2<sup>nd</sup>)</td><td><strong>0.264</strong> (2<sup>nd</sup>)</td></tr><tr><td>N<sub>2</sub></td><td>Frequency (Weekends, High-speed Rail)</td><td><strong>0.266</strong> (1<sup>st</sup>)</td><td><strong>0.266</strong> (1<sup>st</sup>)</td></tr><tr><td>N<sub>3</sub></td><td>Frequency (Weekdays, Regional Rail)</td><td><strong>0.034</strong> (7<sup>th</sup>)</td><td><strong>0.034</strong> (7<sup>th</sup>)</td></tr><tr><td>N<sub>4</sub></td><td>Frequency (Weekends, Regional Rail)</td><td><strong>0.039</strong> (6<sup>th</sup>)</td><td><strong>0.039</strong> (6<sup>th</sup>)</td></tr><tr><td>N<sub>5</sub></td><td>Service Span (Weekdays)</td><td><strong>0.001</strong> (16<sup>th</sup>)</td><td><strong>0.001</strong> (16<sup>th</sup>)</td></tr><tr><td>N<sub>6</sub></td><td>Service Span (Weekends)</td><td><strong>0.009</strong> (14<sup>th</sup>)</td><td><strong>0.009</strong> (14<sup>th</sup>)</td></tr><tr><td>N<sub>7</sub></td><td>Commercial Rail Speed</td><td><strong>0.015</strong> (9<sup>th</sup>)</td><td><strong>0.015</strong> (9<sup>th</sup>)</td></tr><tr><td>N<sub>8</sub></td><td>Number of Directions</td><td><strong>0.068</strong> (5<sup>th</sup>)</td><td><strong>0.068</strong> (5<sup>th</sup>)</td></tr><tr><td>N<sub>9</sub></td><td>Degree Centrality</td><td><strong>0.077</strong> (4<sup>th</sup>)</td><td><strong>0.077</strong> (4<sup>th</sup>)</td></tr><tr><td>N<sub>10</sub></td><td>Closeness Centrality</td><td><strong>0.011</strong> (12<sup>nd</sup>)</td><td><strong>0.011</strong> (12<sup>nd</sup>)</td></tr><tr><td>N<sub>11</sub></td><td>Betweenness Centrality</td><td><strong>0.152</strong> (3<sup>rd</sup>)</td><td><strong>0.152</strong> (3<sup>rd</sup>)</td></tr><tr><td>N<sub>12</sub></td><td>Reachable Stations (One Hour)</td><td><strong>0.019</strong> (8<sup>th</sup>)</td><td><strong>0.019</strong> (8<sup>th</sup>)</td></tr><tr><td>N<sub>13</sub></td><td>Stations to Lille</td><td><strong>0.010</strong> (13<sup>rd</sup>)</td><td><strong>0.010</strong> (13<sup>rd</sup>)</td></tr><tr><td>N<sub>14</sub></td><td>Travel Time to Lille</td><td><strong>0.014</strong> (10<sup>th</sup>)</td><td><strong>0.014</strong> (10<sup>th</sup>)</td></tr><tr><td>N<sub>15</sub></td><td>Stations to Paris</td><td><strong>0.014</strong> (11<sup>th</sup>)</td><td><strong>0.014</strong> (11<sup>th</sup>)</td></tr><tr><td>N<sub>16</sub></td><td>Travel Time to Paris</td><td><strong>0.007</strong> (15<sup>th</sup>)</td><td><strong>0.007</strong> (15<sup>th</sup>)</td></tr><tr><td colspan="4"><strong>Place Dimension (Development)</strong></td></tr><tr><td>P<sub>1</sub></td><td>Population Density</td><td><strong>0.035</strong> (10<sup>th</sup>)</td><td><strong>0.072</strong> (7<sup>th</sup>)</td></tr><tr><td>P<sub>2</sub></td><td>Employment Density</td><td><strong>0.068</strong> (7<sup>th</sup>)</td><td><strong>0.104</strong> (4<sup>th</sup>)</td></tr><tr><td>P<sub>3</sub></td><td>Residential Land Use</td><td><strong>0.007</strong> (13<sup>rd</sup>)</td><td><strong>0.023</strong> (12<sup>nd</sup>)</td></tr><tr><td>P<sub>4</sub></td><td>Commercial and Public Service Land Use</td><td><strong>0.039</strong> (9<sup>th</sup>)</td><td><strong>0.062</strong> (9<sup>th</sup>)</td></tr><tr><td>P<sub>5</sub></td><td>Office and Industry Land Use</td><td><strong>0.070</strong> (6<sup>th</sup>)</td><td><strong>0.062</strong> (8<sup>th</sup>)</td></tr><tr><td>P<sub>6</sub></td><td>Green Space Land Use</td><td><strong>0.096</strong> (4<sup>th</sup>)</td><td><strong>0.094</strong> (6<sup>th</sup>)</td></tr><tr><td>P<sub>7</sub></td><td>Proximity Points of Interest</td><td><strong>0.096</strong> (5<sup>th</sup>)</td><td><strong>0.096</strong> (5<sup>th</sup>)</td></tr><tr><td>P<sub>8</sub></td><td>Intermediate Points of Interest</td><td><strong>0.131</strong> (3<sup>rd</sup>)</td><td><strong>0.118</strong> (3<sup>rd</sup>)</td></tr><tr><td>P<sub>9</sub></td><td>Superior Points of Interest</td><td><strong>0.160</strong> (2<sup>nd</sup>)</td><td><strong>0.153</strong> (1<sup>st</sup>)</td></tr><tr><td>P<sub>10</sub></td><td>Residential Real Estate</td><td><strong>0.018</strong> (11<sup>th</sup>)</td><td><strong>0.026</strong> (11<sup>th</sup>)</td></tr><tr><td>P<sub>11</sub></td><td>Industrial, Commercial and Office Real Estate</td><td><strong>0.206</strong> (1<sup>st</sup>)</td><td><strong>0.130</strong> (2<sup>nd</sup>)</td></tr><tr><td>P<sub>12</sub></td><td>Share of affordable housing</td><td><strong>0.055</strong> (8<sup>th</sup>)</td><td><strong>0.046</strong> (10<sup>th</sup>)</td></tr><tr><td>P<sub>13</sub></td><td>Income per Household</td><td><strong>0.018</strong> (12<sup>nd</sup>)</td><td><strong>0.016</strong> (13<sup>rd</sup>)</td></tr><tr><td colspan="4"><strong>Accessibility Dimension (Oriented)</strong></td></tr><tr><td>A<sub>1</sub></td><td>Length of Walking Paths</td><td><strong>0.025</strong> (7<sup>th</sup>)</td><td><strong>0.027</strong> (8<sup>th</sup>)</td></tr><tr><td>A<sub>2</sub></td><td>Intersection Density</td><td><strong>0.018</strong> (8<sup>th</sup>)</td><td><strong>0.037</strong> (7<sup>th</sup>)</td></tr><tr><td>A<sub>3</sub></td><td>Pedshed and Bikeshed Ratios</td><td><strong>0.012</strong> (9<sup>th</sup>)</td><td><strong>0.009</strong> (10<sup>th</sup>)</td></tr><tr><td>A<sub>4</sub></td><td>Length of Cycling Paths</td><td><strong>0.110</strong> (4<sup>th</sup>)</td><td><strong>0.085</strong> (4<sup>th</sup>)</td></tr><tr><td>A<sub>5</sub></td><td>Cycling Parking Capacity</td><td><strong>0.169</strong> (3<sup>rd</sup>)</td><td><strong>0.171</strong> (3<sup>rd</sup>)</td></tr><tr><td>A<sub>6</sub></td><td>Public Sharing Bicycles</td><td><strong>0.239</strong> (2<sup>nd</sup>)</td><td><strong>0.244</strong> (2<sup>nd</sup>)</td></tr><tr><td>A<sub>7</sub></td><td>Metro and Tramway Stops</td><td><strong>0.307</strong> (1<sup>st</sup>)</td><td><strong>0.284</strong> (1<sup>st</sup>)</td></tr><tr><td>A<sub>8</sub></td><td>BRT and Bus Stops</td><td><strong>0.056</strong> (5<sup>th</sup>)</td><td><strong>0.068</strong> (5<sup>th</sup>)</td></tr><tr><td>A<sub>9</sub></td><td>Motorized Speed Limit</td><td><strong>0.006</strong> (10<sup>th</sup>)</td><td><strong>0.009</strong> (9<sup>th</sup>)</td></tr><tr><td>A<sub>10</sub></td><td>Car Parking Area</td><td><strong>0.054</strong> (6<sup>th</sup>)</td><td><strong>0.064</strong> (6<sup>th</sup>)</td></tr><tr><td>A<sub>11</sub></td><td>Household Motorization</td><td><strong>0.004</strong> (11<sup>th</sup>)</td><td><strong>0.003</strong> (11<sup>th</sup>)</td></tr></tbody></table>

Authors: Moinse, L'Hostis, Amini Pishro, Cissé, Lehmann, Zhang, Theureaux, Adjeroud, Yuetong, and Xiao (2025)
# Composition of the Three Station Classes based on the Temporal Period and Station Area Size.

<table><thead><tr><th>Classes</th><th>RT<sub>1</sub></th><th>RT<sub>2</sub></th><th>RT<sub>3</sub></th><th>RT<sub>4</sub></th><th>RT<sub>5</sub></th><th>RT<sub>6</sub></th></tr></thead><tbody><tr><td><strong>Pedestrian isochrones (PI)</strong></td><td></td><td></td><td></td><td></td><td></td><td></td></tr><tr><td>Class 1 (C1)</td><td>6.92%<br>22</td><td>5.66%<br>18</td><td>5.97%<br>19</td><td>5.97%<br>19</td><td>6.29%<br>20</td><td>5.97%<br>19</td></tr><tr><td>Class 2 (C2)</td><td>30.19%<br>96</td><td>46.86%<br>149</td><td>45.91%<br>146</td><td>42.14%<br>134</td><td>37.11%<br>118</td><td>33.65%<br>107</td></tr><tr><td>Class 3 (C3)</td><td>62.89%<br>200</td><td>47.48%<br>151</td><td>48.11%<br>153</td><td>51.89%<br>165</td><td>56.60%<br>180</td><td>60.38%<br>192</td></tr><tr><td><strong>Cycling isochrones (CI)</strong></td><td></td><td></td><td></td><td></td><td></td><td></td></tr><tr><td>Class 1 (C1)</td><td>11.32%<br>36</td><td>10.69%<br>34</td><td>11.01%<br>35</td><td>12.89%<br>41</td><td>5.97%<br>19</td><td>6.29%<br>20</td></tr><tr><td>Class 2 (C2)</td><td>26.42%<br>84</td><td>41.82%<br>133</td><td>34.91%<br>111</td><td>36.16%<br>115</td><td>32.08%<br>102</td><td>42.14%<br>134</td></tr><tr><td>Class 3 (C3)</td><td>62.26%<br>198</td><td>47.48%<br>151</td><td>54.09%<br>172</td><td>50.94%<br>162</td><td>61.95%<br>197</td><td>51.57%<br>164</td></tr></tbody></table>

Authors: Moinse, L'Hostis, Amini Pishro, Cissé, Lehmann, Zhang, Theureaux, Adjeroud, Yuetong, and Xiao (2025)
Autocorrelation Matrix of the NPART Model Applied to
Pedestrian Isochrones (PI).

<figure><img src="image_18.png" /></figure>

Reading Guide

Walking
Scale

Sample: 318 Pedestrian Isochrones (PI)

The Pearson correlation matrix, relating each of the indicators integrated into the model, represents **their respective** influence, on average, across the 318 isochrones generated at the pedestrian scale (PI). On one hand, this graph shows the presence of **29 positive associations**, with a regression coefficient greater than or equal to 0.80. On the other hand, **2 negative associations**, with a regression coefficient less than or equal to 0.70, are observed in this series of statistical regressions.
# Autocorrelation Matrix of the NPART Model Applied to Cycling Isochrones (CI).

<figure><img src="image_19.png" /></figure>

Reading Guide

Cycling
Scale

Sample: 318 Cycling Isochrones (CI)

At the cycling scale, the correlation matrix includes only **23 positive associations**, with a regression coefficient greater than 0.80. In contrast, there is **only one negative association identified**, with a value less than 0.70.
# Towards a Doubling of the Number of Stations included in the First Class.

<figure><img src="image_20.png" /></figure>

<figure><img src="image_21.png" /></figure>

Reading Guide

Walking
Scale

Cycling
Scale

The integration of the classification of nodes and surrounding areas within the cube diagrams highlights a notable difference between pedestrian (PI) and cycling (CI) isochrones. Expanding station areas **to the cycling scale** effectively **doubles the number of points in the so-called 'accessible' zone** compared to the pedestrian scale. As a result, the central part of this diagram increases from 12 to 23 points. These are mostly pedestrian isochrones from **the second class** and in a **'dependent'** situation, which, at the scale of cycling influence areas, merge with both **the first class** and **the accessibility zone**.

Legend

Class 1

Class 2

Class 3

Annual ridership for each station

1 R 28,049,845

Sample: 318 Pedestrian (PI) and Cycling Isochrones (CI)

<figure><img src="image_22.png" /></figure>

Authors: Moinse, L'Hostis, Amini Pishro, Cissé, Lehmann, Zhang, Theureaux, Adjeroud, Yuetong, and Xiao (2025)
Regional Classification of Pedestrian Isochrones (PI).

<figure><img src="image_23.png" /></figure>

Authors: Moinse, L'Hostis, Amini Pishro, Cissé, Lehmann, Zhang, Theureaux, Adjeroud, Yuetong, and Xiao (2025)
Regional Classification of Cycling Isochrones (CI).

44.3375

<figure><img src="image_24.png" /></figure>

Authors: Moinse, L'Hostis, Amini Pishro, Cissé, Lehmann, Zhang, Theureaux, Adjeroud, Yuetong, and Xiao (2025)