# Spatiotemporal Heterogeneous Effects of Built Environment and Taxi Demand on Ride-Hailing Ridership
## 4 Results
### Spatiotemporal Variations in the Effects on Ride-Hailing Ridership
These diverse land uses result in differing intensities of commuting travel demand during the morning and evening peaks. It should be noted that taxis and ride-hailing show a stronger cooperative relationship during off-peak periods. This phenomenon can be attributed to the specific time chosen for the off-peak period in this study, which falls between 11:00 AM and 1:00 PM, typically coinciding with lunch breaks for companies, as well as residents' dining time. The Jianye district, as a gathering place of commercial and residential lands, is densely populated, thus attracting online car-hailing and taxis to provide services. The Qixia and Yuhuatai districts are new urban areas for construction and development, lacking relevant entertainment and leisure places. In addition, the inadequate public transportation facilities in the two districts also increase the demand for taxis and ride-hailing. Figures 4 and 5 illustrate the spatiotemporal variations in the effects of road density and bike lane density on ride-hailing ridership. Figures 4a-c and 5a-c are the road density and bike lane density coefficients of the morning peak, evening peak and off peak, Figures 4d-f and 5d-f are the significance of the three periods. The findings indicate that, in general, the coefficients of road density gradually decrease from the urban center to peripheral areas. Compared with the Yuhuatai and Qixia districts, the local coefficients in the Gulou and Xuanwu districts are higher. This result may be explained by the fact that areas with higher road density tend to attract more people living and working and thus generate more travel demand. [PERSON] et al. (2018) also confirmed that high road density is associated with a high demand for ride-hailing. In contrast, bike lane density shows a significantly negative effect on ride-hailing ridership in the Gulou and Xuanwu districts, suggesting that increasing bike lane density may substitute for some ride-hailing demand. In some areas of the Yuhuaitai and Qixia districts, bike lane density shows a positive effect on ride-hailing ridership, suggesting that the current density of bike lanes is insufficient to meet residents' travel demand. As depicted in Figure 6, the parameters of metro station density exhibit spatial variations across the study area. Figure 6a-c are the metro station density coefficients of the morning peak, evening peak and off peak, Figure 6d-f are the significance of the three periods. Notably, in the Gulou and Xuanwu districts, metro station density demonstrates a positive effect on ride-hailing ridership overall. This implies that an increase in metro station density, particularly in areas with relatively low metro station density, may lead to a rise in ride-hailing demand in central urban areas. Residents in these districts may opt for a combination of ride-hailing and metro services for their commuting needs; they may take ride-hailing to metro stations nearby and then take the metro to work. As new urban areas for construction and development, the Yuhuatai district cannot provide sufficient public transit services to meet travel demand. Thus, metro station density shows positive local coefficients, especially at morning and evening peaks. One interesting thing is that areas around the university town in the Qixia district observe negative coefficients. This may be explained by the reason that university students are more likely to travel by metro due to its relatively lower travel costs.