The Incorporation of Passenger Connectivity and Intermodal Considerations in Intercity Transport Planning

Abstract

Congested road and air networks, coupled with the idea that transport systems should be balanced, have spawned the field of intercity intermodal passenger transport which is based on travel across connected networks that is as seamless as possible. There is a very large number of attributes that affect the objective and subjective quality of travel. Intercity public transport planning therefore requires an excellent understanding of connections between different services and how the quality of these connections affects passengers, operators and the society at large. This article reviews the vast literature over the last 20 years from Europe, North America and Asia that is related to intercity travel, the connectivity of transport and cooperation between different modes of transport and presents a simple yet powerful way to perceive connected transport systems. The article then reviews planning practice at a variety of states worldwide, and suggests a set of focus areas of research or gaps that once filled, the authors expect, will allow further development of connected intercity passenger travel.

Mode choice in access and egress stages of high-speed railway travelers in China

“…Our analysis further confirms that consistent with the findings that conventional train travelers weigh access more than egress because of greater familiarity with the transport alternatives in the access than egress stage (Krygsman et al, 2004;Allard & Moura, 2016), the access time rather than egress time is significantly related to the intra-city mode choice for both business and leisure HSR travelers. Nevertheless, trip attributes have more impacts on the intra-city mode choice for business travel than leisure travel because business travelers are more time sensitive than leisure travelers.…”

“…Fourth, intrinsic differences exist between the access and egress stage and between travelers with different space-time fixity. Travelers are more familiar with transport alternatives in the access stage than in the egress stage (Allard & Moura, 2016) and obligatory travelers travel under more time-space constraints than discretionary travelers. Therefore, we hypothesize that the explanatory power of the socio-economic and trip characteristics and the built-environment attributes differ across travel stages and purposes.…”

Can US Metropolitan Areas Use Large Commercial Airports as Tools to Bolster Regional Economic Growth?

“…In their view, since existing airports indisputably provide benefits to the local economy, a higher quality of air service occurring because of investments in additional airport capacity should lead to even larger economic benefits. The quality of air service at a given airport stems from its connectivity (a measure of the number of destinations served directly by airlines at the airport and of the frequency of those services) and its timeliness (the fewer and the shorter delays are, the better; Anderson and Kraus 1981; Allroggen, Wittman, and Malina 2015; Allard and Moura 2016). Importantly, connectivity is especially high at hub airports.…”

A Two-Phase Approach for Predicting Highway Passenger Volume

“…This means that the prediction of intercity passenger volume can be only conducted in a few cities [34]. In contrast, the highway has better accessibility and connects to all kinds of cities, expanding the study scope of predicting intercity passenger volume [35]. As previously stated, intercity passenger volume is largely determined by impact factors.…”