Planning for sustainable accessibility: Developing tools to aid discussion and decision-making

Curtis, Carey; Scheurer, Jan

doi:10.1016/j.progress.2010.05.001

Cited by 226 publications

(133 citation statements)

References 25 publications

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“…Location-based accessibility measures can be further divided into five types of measures (Geurs and Ritsema van Eck 2001;Tillema et al 2003;Geurs and van Wee 2004): (1) distance approaches based on direct distance measurement (e.g., Bertolini et al 2005;Curtis and Scheurer 2010;Ingram 1971); (2) contour measures (Breheny 1978) based on opportunities that can be accessed within a certain travel time, distance or cost (e.g., O'Sullivan et al 2000); (3) potential accessibility measures (Koenig 1980), scaled by a deterrence function (Hansen 1959) e.g., Gutierrez and Gomez 1999;Kawabata and Shen 2006); (4) measures based on balancing factors of spatial interaction models (Wilson 1967(Wilson , 1971Williams and Fotheringham 1984;Fotheringham and O'Kelly 1989;and (5) measures derived from time-space geography based on Hägerstrand's (1970) time-space prisms (classified as person-based measure in Geurs and van Wee 2004) (e.g.,;Miller 1991;Lovett et al 2002).…”

Section: Reviewing Accessibility Measuresmentioning

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: Reviewing Accessibility Measuresmentioning

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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“…There are many indicators of accessibility, including measurements of spatial separation, contours, gravity, competition, time-space, utilities, and networks (Curtis and Scheurer, 2010). The cost of travel forms the basis of these indicators, including travel time, travel distance, and travel expenses.…”

Section: Methodsmentioning

confidence: 99%

Competition of spatial service hinterlands between high-speed rail and air transport in China: Present and future trends

Wang

Jiao

et al. 2015

J. Geogr. Sci.

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Abstract:The rapid development of high-speed rail (HSR) and air transport in China has encouraged research on the spatial effects and safety of these two modes of transport, and on the competition between them. We report here an investigation of the effects of competition between HSR and air transport in China from a geographical perspective. The spatial service hinterlands for HSR and air transport accessible within one and two hours by road transport were investigated using a method based on a geographical information system and the overlapping service hinterlands of HSR and air transport were established. A city with both HSR stations and airports, or that was accessible to HSR stations and airports within a certain travel time by road transport, was defined as the overlapping market. The spatial effects of competition between HSR and air transport at present and in the future were then studied with respect to the planned HSR network and airports. The results showed that both HSR and air transport tend to serve areas with high population densities and well-developed economies and in 2012 most of the population and GDP in China were accessible within two hours by road transport to an HSR station or airport. The different technical and economic characteristics of HSR and air transport determine the advantage markets. Spatially, the service hinterland of HSR mainly focuses on urban agglomerations and economic corridors in the eastern and central regions, whereas air transport has a competitive advantage in the more inaccessible western region of China. The overlapping market of HSR and air transport will become increasingly large in the future and cities with a population of over one million and cities within 30 km to both airports and HSR stations will become the major competitive markets. Considering the cost of construction and the number of passengers required for economic operation, as well as the competition with air transport, it is suggested that the construction of some HSR projects in the western region of China should be canceled or slowed down.

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“…Otros autores la asocian a una variable relacionada con las características físicas de un espacio, las oportunidades de usos de ciertas actividades, o las características individuales de los ciudadanos, en lo que denominan accesibilidad física, social y económica (Curtis, 2010). Para Gray 1 , la accesibilidad es una medida de la relativa cercanía de un área o zona para la población residente, los empleos localizados, las oportunidades, y los servicios a la comunidad.…”

Section: La Proximidad Y La Accesibilidad Multidimensionalunclassified

El uso del tiempo en espacios próximos. Una caracterización de la ciudad de Barcelona (2006)

Troncoso

2017

Ciudades

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RESUMENLa ciudad ofrece variadas posibilidades para interactuar con actividades y personas. El binomio acceso-actividad resulta ser relevante de estudiar, en función del tiempo que los ciudadanos dedican a actividades próximas y no próximas. Este es el objetivo del estudio, cuya metodología aplica geografía del tiempo y cadena de actividades. La novedad del método es reflejar de forma más real el comportamiento tanto de los tiempos como de los espacios utilizados en la ciudad. El método se aplicó a la encuesta de viajes basadas en hogares de Barcelona. Los resultados muestran que las duraciones de las actividades próximas son menores que las actividades no próximas, lo que induce a pensar que la proximidad genera mayor número de actividades cotidianas, cambiando el paradigma de sustitución entre tiempo de acceso y duración, al de tiempo de acceso y número de actividades. La conclusión final es que la proximidad presenta un valor relativo, que va de una clara sustentabilidad ambiental, a una probable des-socialización del desarrollo de las actividades.Palabras clave: uso del tiempo, actividades, espacios próximos. ABSTRACTThe city offers many opportunities to interact with people and activities. The duo proximity-attractivity is relevant to study, under the approach of the time that citizens spend in such activities. This is the aim of the study, the methodology applied time geography and activity chain approach. The novelty of the method is the more realistically view of the behavior of the use of time and spaces in the city. The method was applied to household travel survey of Barcelona. The results show that the nearby activity durations are smaller than the no nearby. The proximity generates more activities in the daily activity chain, changing the paradigm of trade-off between access time and duration, with the trade-off between access time and number of activities. The final conclusion is that proximity has a relative value, from a clear environmental sustainability, to a probable de-socialization of activities.

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Planning for sustainable accessibility: Developing tools to aid discussion and decision-making

Cited by 226 publications

References 25 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

Competition of spatial service hinterlands between high-speed rail and air transport in China: Present and future trends

El uso del tiempo en espacios próximos. Una caracterización de la ciudad de Barcelona (2006)

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