A new approach to accessibility – Examining perceived accessibility in contrast to objectively measured accessibility in daily travel

Lättman, Katrin; Olsson, Lars E.; Friman, Margareta

doi:10.1016/j.retrec.2018.06.002

Cited by 162 publications

(109 citation statements)

References 28 publications

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“…This finding calls into question the conceptualization of modal choice in empirical studies and underscores the importance of exploring the notions of choice and how choice is framed and deciphered as part of empirical studies. Moreover, there may be differences between an observer's account of the individual's choice and the individual's account of her choice, which can also be somewhat problematic, particularly when attempting to objectively assess differences among groups and between people [53]. Here it is rather difficult to decipher wherein the difference lies-a difficulty which has been highlighted by several studies (see [53] for an overview).…”

Section: Discussionmentioning

confidence: 99%

“…Moreover, there may be differences between an observer's account of the individual's choice and the individual's account of her choice, which can also be somewhat problematic, particularly when attempting to objectively assess differences among groups and between people [53]. Here it is rather difficult to decipher wherein the difference lies-a difficulty which has been highlighted by several studies (see [53] for an overview). In this sense, engaging different methods and different perspectives (both 'objective' and 'subjective') might assist in giving a more comprehensive and accurate picture of choice.…”

Section: Discussionmentioning

confidence: 99%

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Examining the Process of Modal Choice for Everyday Travel Among Older People

Ryan

2020

IJERPH

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Modal choice is a prominent concept within transport studies. However, the term is often used quite loosely, with little known about the factors lying behind the choice, the alternatives available to a person, and whether the person had a ‘choice’ to begin with. This study draws on a travel survey among older people living in Sweden’s large metropolitan regions. The questions posed as part of this survey facilitate a greater insight into the processes at play behind modal choice. An analysis of the differences between: (1) the range of modal options available to respondents and (2) the modes selected from this range (modal choice) is presented. An analysis of the respondents’ reasoning for choosing the modes they did and not the others they could have chosen is also presented. It was found that more than a quarter of respondents have the option to use and actually use all modes for everyday travel. The car is more inclined to be selected among those who have a range of different modal options. Suitability and comfort are the two main reasons given for modal choice. More positive reasons are given for actively selecting walking and cycling, whereas the motives behind the selection of the car instead tend to be framed as reasons for not selecting other modes. Adaptive preference and adjustment effects are also apparent in the selection processes. This study gives us a deeper understanding of the intricate mechanisms and reasoning at play behind the process of modal choice among this group. In this way, we have a better basis for shaping and implementing measures to promote and encourage sustainable mobility, in such a way that the well-being of older people is also supported.

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Section: Discussionmentioning

confidence: 99%

Section: Discussionmentioning

confidence: 99%

Examining the Process of Modal Choice for Everyday Travel Among Older People

Ryan

2020

IJERPH

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“…Lättman et al [35] question the commonly used "objective" measuring of accessibility and have instead worked to capture perceived accessibility, "the individual perspective of accessibility with a certain travel mode" (p. 501) defined as "how easy it is to live a satisfactory life with the help of the transport system" ( [34], p. 36). This perspective does not only take objectively measurable factors such as travel time into account, but also subjective factors such as feelings of security and access to information [35]. Comparison between measurements of accessibility measured objectively and subjectively showed that these often do not correspond [35].…”

Section: Summary Of Existing Literature Related To the Aim Of This Armentioning

confidence: 99%

“…This perspective does not only take objectively measurable factors such as travel time into account, but also subjective factors such as feelings of security and access to information [35]. Comparison between measurements of accessibility measured objectively and subjectively showed that these often do not correspond [35]. As MaaS proposes to contribute with improved route planning and more seamless travel, it may improve perceived accessibility even when only connecting existing travel modes.…”

Section: Summary Of Existing Literature Related To the Aim Of This Armentioning

confidence: 99%

Exploring everyday mobility in a living lab based on economic interventions

Sjöman

Ringenson

Kramers

2020

Eur. Transp. Res. Rev.

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New mobility solutions, such as Mobility as a Service, have been suggested to have the potential to reduce car ownership and be part of a transition towards a more sustainable transportation system. However, research suggests that governance measures such as taxation and policies will be needed to ensure sustainability aspects. This paper explores everyday mobility by use of interventions in people's everyday lives. The focus is on identifying underlying factors that may motivate or hinder changes that are positive from a sustainability perspective. This is then put in the perspective of new mobility services and policy making. Our findings support the view that privately owned cars are hard to replace with new mobility services that contribute to sustainability and are not based on individual cars. Economic interventions for increased sustainability will likely have limited effects, since the alternatives do not offer what car owners value most. Also, limited understanding of the car's full costs may make the new services appear comparatively more expensive. Furthermore, urban planning to reduce the need for travel, and the capacity of the physical public transport infrastructure will continue to be important. Long vacation trips and "medium sized flows" are identified as opportunities for further research and for new solutions to support sustainable mobility transitions.

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“…Earlier studies have used gravity-based accessibility measures (Koenig, 1980) and ratio processes (Joseph and Bantock, 1982) for accessibility assessment. Recently the GIS-based method and spatial analysis have provided promising results for spatial health accessibility (Giuliano and Kang, 2018;Shin and Lee, 2018;Tobias et al, 2015;Wang, 2018) accurately modeling residents' access to health facilities in big cities (Lättman et al, 2018;Lee and Miller, 2019). Compared to other methods, this kind of method takes into account the most comprehensive factors.…”

Section: Introductionmentioning

confidence: 99%

Developing an Approach for Generating a Spatial Urban Health Equity Map and Validating via Volunteered Geographic Information

samani

Karimi

Alesheikh

et al. 2020

Preprint

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Spatial urban health equity assessment is of vital importance, relating closely to quality of life standards and level of urban development. Generally, spatial health equity can be assessed according to spatial accessibility to health care and medical centers (HCMCs), green spaces, public transportation stations and main roads. The density and distribution of HCMCs are also important factors in spatial health equity assessment and air pollution level can also affect the health of citizens. This paper aims to model the spatial urban health equity map by aggregating all these criteria using reference data. Then, it compares the health equity map generated from reference data to one generated by volunteered geographic information (VGI) by citizens. The main contributions of this paper include i) aggregating spatial accessibility criteria, density and distribution of HCMCs and air pollution levels, based on the Mamdani fuzzy inference system (FIS), ii) comparing the spatial equity map with a health equity map achieved using VGI. Health equity status of citizens was categorized into five levels from ‘very appropriate’ to ‘very inappropriate’ and collected by citizens using a VGI website. The proposed method was implemented in District 6 of Tehran, Iran. Our findings showed for the resulting map with the reference data that almost 62% of the study area, was reported as ‘appropriate or ‘very appropriate’, 20% as ‘good’ and about 18% as ‘inappropriate’ or ‘very inappropriate’. The collected VGI from citizens achieved results with 72% compatibility. Furthermore, according to the precision, recall and F-score measures, most accuracy was attributed to the ‘appropriate’ level of spatial health equity and the least accuracy to the ‘very inappropriate’ level.

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A new approach to accessibility – Examining perceived accessibility in contrast to objectively measured accessibility in daily travel

Cited by 162 publications

References 28 publications

Examining the Process of Modal Choice for Everyday Travel Among Older People

Examining the Process of Modal Choice for Everyday Travel Among Older People

Exploring everyday mobility in a living lab based on economic interventions

Developing an Approach for Generating a Spatial Urban Health Equity Map and Validating via Volunteered Geographic Information

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