Daily mobility and adequacy of the urban transportation network a gis application

Montémont, Véronique

doi:10.4000/cybergeo.990

Cited by 6 publications

(4 citation statements)

References 2 publications

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“…Researchers have typically used walking distances similar to planners' rule of thumb of 400 m (0.25 mile) and 800 m (0.5 mile) for estimating the distance people will walk to a transit stop or station (El-Geneidy et al, 2009;Hess, 2009;Hsiao et al, 1997;Kimpel et al, 2007;Lovett et al, 2002) although other distances have also been used (e.g. 300 m (Mondou, 2001), 500 m (Chapleau and Morency, 2005)). Whether or not these heuristics are valid in reality has been investigated using travel survey data Brown, 2007a, 2007b;Zhao et al, 2003).…”

Section: Access To Transit Stopsmentioning

confidence: 98%

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GIS based destination accessibility via public transit and walking in Auckland, New Zealand

Mavoa

Witten

McCreanor

et al. 2012

Journal of Transport Geography

327

165

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Section: Access To Transit Stopsmentioning

confidence: 98%

“…For example Currie (2010) uses the number of trips per week for each stop, whereas Mondou (2001) and Yigitcanlar et al (2008) categorize transit service frequency by how often a bus/train arrives (e.g. at least every 15 min, at least every 30 min, and 30 min and more).…”

Section: Transit Service Frequencymentioning

confidence: 99%

GIS based destination accessibility via public transit and walking in Auckland, New Zealand

Mavoa

Witten

McCreanor

et al. 2012

Journal of Transport Geography

327

165

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“…An accurate measure of public transport availability could enhance the demand and supply analysis for public transport services. Earlier studies measured purely proximity-based public transport availability, considering the number of public transport stops in the local area, or proximity to public transport stops (Fan et al., 2010); whilst in the last two decades some studies have attempted to measure public transport availability by combining spatial proximity and service frequency, including the number of routes and frequency of service, which have provided a more complete and realistic picture of public transport availability (Currie, 2010; Eboli and Mazzulla, 2012; Fu and Xin, 2007; Lovett et al., 2002; Mamun and Lownes, 2011; Mavoa et al., 2012; Mondou, 2001; Polzin et al., 2002; Rood, 1998; Ryus et al., 2000; Wu and Hine, 2003; Xu et al., 2015; Yigitcanlar et al., 2008; ). Using public transport availability to represent the level of public transport provision, researchers have attempted to evaluate public transport equity within cities or evaluate public transport equity in a city as a whole (Delbosc and Currie, 2011; Ricciardi et al., 2015; Rock et al., 2016; Shirmohammadli et al., 2016).…”

Section: Background and Motivationsmentioning

confidence: 99%

Public transport availability inequalities and transport poverty risk across England

Sun

Thakuriah

2021

Environment and Planning B: Urban Analytics and City Science

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The general transit feed specification is becoming a popular data format for the publication of public transport schedules, making possible the collection of a nation-wide public transport schedule dataset, which enables monitoring of transit supply at an up-to-date and more precise level across a country than previously possible. In this paper, we use general transit feed specification data to measure local-scale public transport availability across England based on service frequency and spatial proximity to public transport stops/stations. Moreover, to demonstrate the usefulness of public transport availability measures, we examine inequalities of public transport provision and identify areas at risk of transport poverty across England. Furthermore, we estimate population (number of households) who are likely to suffer from transport poverty, accounting for public transport availability, time-based job accessibility by public transport or walking, household income and car ownership levels. Based on the criteria, we have used to identify public transport risk, we find that investment in the development of public transport services should prioritise West Midlands, East of England, South East and South West as those regions have more households who are likely to suffer from transport poverty. This paper contributes by (1) defining more comprehensive transit availability measures than existing measures at a variety of geography levels and (2) integrating fours aspects (i.e. public transport availability, job accessibility by public transport or walking, household income and car availability) to analyse transport poverty comprehensively.

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“…Jalur pedestrian tergolong aksesibel jika memilliki jarak tempuh yang dekat untuk menuju tempat transit (ITDP, 2017). Mondou (2001) berpendapat bahwa 300 m merupakan jarak berjalan kaki yang dapat diterima. Chapleau dan Morency (2005) berpendapat jika jarak berjalan kaki yang dapat diterima yaitu 500 m, sedangkan jarak rule of thumb yang digunakan oleh para perencana ialah 400 m dan 800 m (El-Geneidy et al, 2009;Hess, 2009;Hsiao et al, 1997;Kimpel et al, 2007;Lovett et al, 2002dalam Kusuma et al, 2017.…”

Section: Aksesibilitas Jalur Pedestrian Berdasarkan Konsep Transit Orunclassified

Kesiapan Aksesibilitas Jalur Pedestrian Kawasan Transit Terminal Tirtonadi, Kota Surakarta Berdasarkan Konsep Transit Oriented Development (TOD)

Dewi

Soedwiwahjono²,

Nurhadi³

2020

Desa-Kota

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<p>Transit Oriented Development (TOD) merupakan konsep ruang kota yang berorientasi pada pejalan kaki dan pengguna transportasi publik. Salah satu klasifikasi area TOD ialah kawasan transit, kawasan dengan stasiun transit dan penggunaan lahan yang mendorong aktivitas transit. Kota Surakarta merupakan salah satu kota yang menerapkan konsep TOD dalam pengembangan kawasan. Dirjen Perhubungan Darat Kementerian Perhubungan RI menetapkan Terminal Tirtonadi sebagai kawasan transit dengan konsep TOD. Konsep TOD menekankan pentingnya berjalan kaki yang ditunjang dengan adanya jalur pedestrian. Jalur pedestrian berguna untuk meningkatkan aksesibilitas di kawasan transit. Penelitian ini bertujuan untuk mengetahui kesiapan aksesibilitas jalur pedestrian di kawasan transit Kota Surakarta berdasarkan Konsep TOD. Penelitian ini merupakan penelitian kuantitatif dengan menjabarkan variabel menjadi indikator-indikator terukur. Penelitian ini menggunakan pendekatan deduktif serta teknik analisis skoring dan deskriptif. Data dalam penelitian diperoleh melalui observasi. Hasil perhitungan skoring menunjukan bahwa tingkat kesiapan tiap variabel berbeda-beda dan menunjukan bahwa aksesibilitas jalur pedestrian di kawasan transit Terminal Tirtonadi berdasarkan konsep TOD tergolong belum siap, dengan tiga kriteria kesiapan tergolong tidak siap, tiga kriteria lainnya tergolong belum siap dan dua kriteria tergolong siap. Beberapa faktor yang mempengaruhi kesiapan tersebut berasal dari aspek <em>stakeholder </em>dan rencana.</p>

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Daily mobility and adequacy of the urban transportation network a gis application

Cited by 6 publications

References 2 publications

GIS based destination accessibility via public transit and walking in Auckland, New Zealand

GIS based destination accessibility via public transit and walking in Auckland, New Zealand

Public transport availability inequalities and transport poverty risk across England

Kesiapan Aksesibilitas Jalur Pedestrian Kawasan Transit Terminal Tirtonadi, Kota Surakarta Berdasarkan Konsep Transit Oriented Development (TOD)

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