Accessibility tradeoffs in public transit planning

Murray, Alan T.; Wu, Xiaolan

doi:10.1007/s101090300105

Cited by 141 publications

(94 citation statements)

References 20 publications

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“…Projects such URBAN-LEDS (ICLEI 2014) reflect global attention to this issue. As a consequence of such interest, recent years have witnessed an explosion in the number of methods developed for measuring accessibility, especially by sustainable transport modes (Bhat et al 2002;Murray and Wu 2003;Halden et al 2005;Páez et al 2012). Measuring accessibility, in turn provides a benchmark for the evaluation of future scenarios for urban populations (see Wegener and Fürst 1999).…”

Section: Introductionmentioning

confidence: 99%

Measuring the Accessibility of Public Transport: A Critical Comparison Between Methods in Helsinki

Albacete

Olaru

Carril

et al. 2015

Appl. Spatial Analysis

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This research compares two location-based methods of evaluating public transport accessibility and applies them in Helsinki. After discussing a series of methodological aspects, the authors calculate the Structural Accessibility Layer (SAL) public transport indicator and the Public Transport and Walking Accessibility Index (PTWAI) for a grid with 8,325 zones, comparable in size to the smallest census unit. Both methods are operational for urban planners and policy makers interested in a relatively straightforward way of quantifying the accessibility of sustainable transport modes such as public transport. The results display similar accessibility patterns when moving from larger to smaller isochrones (60 to 38 min). However, the findings are inconclusive between SAL and PTWAI: SAL (38 min) displays good accessibility by public transport (more than 94 % of the population living within two-thirds of the metropolitan area has very high and high access to public transport), but PTWAI indicates that 35 % of the population, primarily households with children (43 %), experience low and very low access. The contrasting results are mainly due to the derivation of the two indicators and have considerable implications for policy making. The findings of this research imply that PTWAI is preferable to planning assessments regarding public transport, given its relatively richer content. However, for multi-mode-based accessibility categorization, SAL appears more appropriate. It is the analyst's role to understand the objective and contents of each index and choose the tool fit for their purpose. Then, a judgement should be made on the trade-off between the Appl. Spatial Analysis (2017)

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Section: Introductionmentioning

confidence: 99%

Measuring the Accessibility of Public Transport: A Critical Comparison Between Methods in Helsinki

Albacete

Olaru

Carril

et al. 2015

Appl. Spatial Analysis

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“…A service competitive to private vehicles is possible when a reliable service to passengers is present. A reliable service to a passenger is the service that can be easily accessed at origin and destination, arrives on time, has a short travel time/run time (similar or better than private vehicle travel time), and has low variance in travel time and a short waiting time (Furth andMuller 2006, 2007;Koenig 1980;Murray and Wu 2003;Turnquist 1978;Welding 1957). Achieving such service requires expanding the existing transit operations with routes that follow realistic schedules to which a bus can adhere, in addition to improving the existing service in several aspects.…”

Section: Introductionmentioning

confidence: 99%

A New Customer Satisfaction Index for Evaluating Transit Service Quality

Eboli¹,

Mazzulla²

2009

JPT

208

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“…This process included determination of the distance from a station that people find acceptable. Literature data point to the distance of up to 400 meters which is usually considered as an appropriate for individual to use public transport stations, particularly in bus traffic (O'Neill et al, 1992;Murray and Wu, 2003;Hurni 2006;Hurni 2007;Kimpel et al, 2007;Gutiérrez and García-Palomares, 2008;Foda and Osman, 2010;Bukhari et al, 2010). Here, it should be explained that the above-mentioned studies consider that an acceptable walking distance is 5-minute walk to the public transport station which corresponds to a distance of 400 meters (according to Tf L, 2010, the average walking speed is 4.8 km/h).…”

Section: Methodsmentioning

confidence: 99%

Transport Disadvantaged Spaces of the City of Zagreb

2017

IJTTE

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Abstract:In this research, transport disadvantaged space is determined by interrelation between the space itself and public transport. Study was divided into two segments using GIS tools and mathematical operations. The first part of the analysis determined buffer space around each public transport station of the City of Zagreb regarding to residential purpose land-use. For the daily public transport buffer space was 400 m, while for the night it was 800 meters. Both of these public transport aspects pointed to certain spaces of the City of Zagreb which were not covered by public transport. The second aspect of this research included parameter of public transport frequencies. For the daily public transport, average frequency per hour was calculated for each bus-and train-station in the City of Zagreb, with exception of tramway stations, due to high frequency of tramway lines. Thereby, the public transport stations with below-and above-average frequencies were differentiated. These values were paired with buffer of 400 m, thereby obtaining city spaces which gravitate to below-or above-average frequent public transport stations. This research pointed out city districts that are highly transport disadvantaged. Especially outstanding parts are south, southwest, east and northeast part of the City of Zagreb.

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Accessibility tradeoffs in public transit planning

Cited by 141 publications

References 20 publications

Measuring the Accessibility of Public Transport: A Critical Comparison Between Methods in Helsinki

Measuring the Accessibility of Public Transport: A Critical Comparison Between Methods in Helsinki

A New Customer Satisfaction Index for Evaluating Transit Service Quality

Transport Disadvantaged Spaces of the City of Zagreb

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