# Spatiotemporal Heterogeneous Effects of Built Environment and Taxi Demand on Ride-Hailing Ridership
## 4 Results
### Spatiotemporal Variations in the Effects on Ride-Hailing Ridership
\begin{table}
\begin{tabular}{c c c c c c} \hline \hline
**Variable** & **Mean** & **STD** & **Min** & **Median** & **Max** \\ \hline Morning-peak & & & & & \\ Intercept & \(-0.175\) & \(0.43\) & \(-0.927\) & \(-0.179\) & \(0.935\) \\ Taxi ridership & \(1.053\) & \(0.552\) & \(0.162\) & \(0.998\) & \(2.690\) \\ Density & \(0.024\) & \(0.126\) & \(-0.162\) & \(0.029\) & \(0.308\) \\ Population density & \(-0.001\) & \(0.001\) & \(-0.003\) & \(-0.001\) & \(0.001\) \\ Housing price & \(-0.001\) & \(0.002\) & \(-0.013\) & \(-0.012\) & \(-0.005\) \\ Diversity & & & & \\ Land use mix & \(-0.011\) & \(0.002\) & \(-0.013\) & \(-0.012\) & \(-0.005\) \\ Design & & & & \\ Road density & \(0.040\) & \(0.022\) & \(0.011\) & \(0.037\) & \(0.084\) \\ Bike lane density & \(-0.050\) & \(0.046\) & \(-0.137\) & \(-0.034\) & \(0.034\) \\ Distance to transit & & & & \\ Bus stop density & \(0.009\) & \(0.002\) & \(0.006\) & \(0.008\) & \(0.012\) \\ Metro station density & \(0.101\) & \(0.239\) & \(-0.221\) & \(0.048\) & \(1.236\) \\ Distance to the nearest bus stop & \(-0.028\) & \(0.002\) & \(-0.03\) & \(-0.028\) & \(-0.025\) \\ Distance to the nearest metro station & \(-0.030\) & \(0.004\) & \(-0.037\) & \(-0.030\) & \(-0.024\) \\ Destination accessibility & & & & \\ Distance to CBD & \(-0.407\) & \(0.542\) & \(-2.225\) & \(-0.575\) & \(0.756\) \\ \hline Evening-peak & & & & \\ Intercept & \(-0.008\) & \(0.14\) & \(-0.21\) & \(-0.007\) & \(0.263\) \\ Taxi ridership & \(1.283\) & \(0.618\) & \(0.11\) & \(1.274\) & \(3.805\) \\ Density & & & & \\ Population density & \(0.048\) & \(0\) & \(0.047\) & \(0.048\) & \(0.048\) \\ Housing price & \(-0.016\) & \(0.001\) & \(-0.019\) & \(-0.016\) & \(-0.015\) \\ Diversity & & & & \\ Land use mix & \(-0.015\) & \(0.005\) & \(-0.022\) & \(-0.017\) & \(-0.005\) \\ Design & & & & \\ Road density & \(0.061\) & \(0.026\) & \(0.032\) & \(0.055\) & \(0.139\) \\ Bike lane density & \(-0.047\) & \(0.113\) & \(-0.613\) & \(-0.041\) & \(0.237\) \\ Distance to transit & & & & \\ Bus stop density & \(0.016\) & \(0.001\) & \(0.014\) & \(0.015\) & \(0.017\) \\ Metro station density & \(0.081\) & \(0.126\) & \(-0.181\) & \(0.058\) & \(0.651\) \\ Distance to the nearest bus stop & \(-0.013\) & \(0.002\) & \(-0.016\) & \(-0.013\) & \(-0.010\) \\ Distance to the nearest metro station & \(-0.007\) & \(0.003\) & \(-0.012\) & \(-0.006\) & \(-0.004\) \\ Destination accessibility & & & & \\ Distance to CBD & \(-0.239\) & \(0.4\) & \(-2.614\) & \(-0.198\) & \(0.638\) \\ \hline Off-peak & & & & \\ Intercept & \(-0.513\) & \(0.648\) & \(-1.853\) & \(-0.266\) & \(0.682\) \\ Taxi ridership & \(1.471\) & \(0.772\) & \(0.16\) & \(1.306\) & \(3.725\) \\ Density & & & & \\ Population density & \(0.055\) & \(0.098\) & \(-0.101\) & \(0.07\) & \(0.242\) \\ Housing price & \(-0.025\) & \(0.009\) & \(-0.035\) & \(-0.031\) & \(-0.004\) \\ Diversity & & & & \\ Land use mix & \(-0.084\) & \(0.154\) & \(-1.163\) & \(-0.018\) & \(0.102\) \\ Design & & & & \\ Road density & \(0.04\) & \(0.032\) & \(-0.005\) & \(0.04\) & \(0.1\) \\ Bike lane density & \(-0.043\) & \(0.074\) & \(-0.179\) & \(-0.031\) & \(0.222\) \\ Distance to transit & & & & \\ Bus stop density & \(0.016\) & \(0.001\) & \(0.013\) & \(0.016\) & \(0.017\) \\ Metro station density & \(0.038\) & \(0.065\) & \(-0.133\) & \(0.034\) & \(0.385\) \\ Distance to the nearest bus stop & \(-0.018\) & \(0\) & \(-0.019\) & \(-0.018\) & \(-0.016\) \\ Distance to the nearest metro station & \(0.038\) & \(0.017\) & \(-0.002\) & \(0.038\) & \(0.067\) \\ Destination accessibility & & & & \\ Distance to CBD & \(-0.91\) & \(0.912\) & \(-2.718\) & \(-1.482\) & \(0.404\) \\ \hline \hline \end{tabular}
\end{table} 
Table 6: Regression coefficients of MGWR. Figure 7 presents the spatiotemporal variations in the effects of distance to CBD on ride-hailing ridership. Figure 7a-c are the distance to CBD coefficients of the morning peak, evening peak and off peak, Figure 7d-f are the significance of the three periods.