This study deals with the synthesis of selected attributes of public transport accessibility. The aim is to present a new method of multi-criteria analysis. As the research area, the city of Cracow has been chosen. The GTFS (General Transit Feed Specification) system has been used to obtain traffic data for buses and trams within the city‘s transport company (MPK Krakow). The analysis itself consists of 4 main accessibility indicators (walking time to each stop, number of lines, directions, and connections from each stop). The problem of exceeding the stops accessibility beyond the administrative border of Cracow has been solved by using a 500 m wide buffer zone around the city. To connect the individual layers of indicators into a multicriteria analysis, the Voronoi diagram function has been applied. The results of the method are presented in the form of synthetic maps of transport accessibility for each bus and tram stop in Cracow. Together with the synthetic accessibility maps, an index of a stop importance has been created as well, which consists of the sum of the mean percentages from 3 indicators (number of lines, directions, connections). The synthetic method used and acquired detailed values not only for the city of Cracow as a whole, but also its individual parts make it possible to provide a comprehensive picture of accessibility by public transport. This multicriteria analysis can also be extended for a comparative study of selected cities.
A properly functioning public transport is one of the most important components of urban mobility for the population. Due to spatial inhomogeneity and overall socio-economic differences within a city, there are often considerable disproportions in the quality of transport services within its districts. Also, the city of Krakow is no exception in this case. For a comparison of public transport accessibility in 18 Krakow districts, 7 major quantitative and 5 minor indicators were created. These indicators include the most important characteristics of transport services such as accessibility, frequency, connectivity of connections, and ratios of tram public transport subsystem. The resulting values give a fairly comprehensive picture of the quality of the transport services. Overall higher values for most indicators occur in the central districts of the city. However, due to the complexity of the observed characteristics, it is possible to discover significant differences in the structure of individual indicators. Peripheral districts reach higher amplitudes, which means that in some aspect they have even better transport services than the city center. Yet, at the same time, we also find opposite extremes here, highly below-average values for most other indicators. A detailed analysis of the results provides a unique perspective on the disparities among districts. It can also serve for specific identification of strengths and weaknesses of transport services and its possible optimization.
The paper aims to introduce a new way of comparing the efficiency of public transport operations based on publicly available data. It draws on four main sources, the Hungarian Central Statistical Office, public transport provider data, GTFS and OSM map layers. Methodologically, it combines the use of the GTFS format and corresponding static timetable component files, Thiessen polygons and empirical selection of relative indicators. As places of research, three comparable Hungarian cities have been selected by their population size; Pécs, Szeged and Miskolc. The comparison consists of 8 quantitative indicators that cover six major geographical aspects of transport operation (accessibility in terms of proximity, capacity, connectivity, density, frequency and velocity of vehicles). The analysis does not consider the mode of public transport, thus opening up the possibility of an independent comparison of efficiency regardless of various infrastructure characteristics. The results show that Miskolc and Pécs achieved the best values in four indicators. On the contrary, the city of Szeged, despite its diverse structure of transport modes, does not have an advantage in any aspect. The relatively loosely anchored methodology leaves room for an extension to include economic, environmental, and other specific factors.
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