Walking to the bus: perceived versus actual walking distance to bus stops for older adults

Hess, Daniel Baldwin

doi:10.1007/s11116-011-9341-1

Cited by 101 publications

(58 citation statements)

References 45 publications

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“…Public transport is more attractive in areas close to the CBD, which are best served by public transport and have higher population density and shorter access to amenities (Schmöcker et al, 2008;Currie and Delbosc, 2010;Lagura et al, 2011;Habib, 2014). In addition, walking distance (actual or perceived) to stops is particularly important to public transport use of older adults (Kim and Ulfarsson, 2004;Hess, 2009) and especially those with physical limitations (Hess, 2012).…”

Section: Regression Modelmentioning

confidence: 99%

Exploring frequency of public transport use among older adults: A study in Adelaide, Australia

Truong

Somenahalli

2015

Travel Behaviour and Society

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Section: Regression Modelmentioning

confidence: 99%

Exploring frequency of public transport use among older adults: A study in Adelaide, Australia

Truong

Somenahalli

2015

Travel Behaviour and Society

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“…Many existing studies illustrated the links between public transit supply, well-being, social exclusion, and time poverty for low-income populations and those of the general, the disabled, the elderly, and female populations [28,35]. These studies focused on the travel characteristics of transport disadvantaged groups from the perspective of behavioral geography, which provides a reference point for research on the spatial patterns of public transit equity [36,37].…”

Section: Research Contextmentioning

confidence: 99%

“…It covers bus and subway services in the study zone. The calculation method of this index is detailed in Currie [37,38], and the following formula is used for index calculation:…”

Section: Approach To the Transit Supply Measurementmentioning

confidence: 99%

Measurement and Spatial Differentiation Characteristics of Transit Equity: A Case Study of Guangzhou, China

et al. 2018

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Urban public transit is an important solution for narrowing the mobility gap between captive riders and choice riders and to address issues of social equity. An equitable transit system essentially could meet the needs of transit dependents and maximize the scope of public transit services. To acquire a better understanding of transit equity, we use Lorenz curves and the GINI coefficient to measure the relative supply of public transit to the population and employ the spatial overlay method to analyze the matching degree of transit supply and demand in Guangzhou, China. The findings show that there are obvious and unequal differences between the levels of transit service in the internal zones. The spatial coverage rate and number of stop services of the outer city are significantly less than that of the inner and middle city. Eighty percent of the population shares only 36.7% of the public transit supply in Guangzhou. Most communities of low-supply and high-need public transit are distributed contiguously in the eastern Baiyun and southern Huadu districts. This distribution pattern is beneficial to the transit agency, which could improve the supply in these areas to avoid the risk caused when a large number of residents lack access to public transit services. The results could serve as an excellent foundation for planning the handling of spatial gaps in the Guangzhou public transit supply.

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“…Distance to bus or train stops is often cited as a main reason why people do not use public transit as their primary commuting option (Canepa, 2007;Cervero, 1998;Hess, 2012;Lesh 2013). Rideshare could be effectively employed to do so, but would require explicit partnerships with public transit agencies.…”

Section: Rideshare and Van Poolsmentioning

confidence: 99%

What Do We Know About Location Affordability in U.S. Shrinking Cities?

Ganning¹,

Tighe²

2017

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In late 2013, the Department of Housing and Urban Development (HUD) launched the Location Affordability Index (LAI) portal. Their dataset uses models to estimate typical amount households spend on housing and transportation at the block group level, and calculates "H + T Affordability," the percent of household income spent on these items. In our previous research, we analyzed 81 shrinking cities to determine how location affordability differs across various neighborhoods. Our results suggest that households in declining neighborhoods, as compared to stable or redeveloping neighborhoods, face the greatest H + T affordability challenges in shrinking cities. Furthermore, in declining neighborhoods, virtually all of the additional affordability challenges encountered can be accounted for by differences in transportation affordability rather than housing. Since there is virtually no research to either validate or suggest bias in the LAI data, and a declining neighborhood in a shrinking city presents both a relatively common yet entirely dissimilar context to the norm, we feel that this data should be carefully calibrated to, and tested for, this setting to ensure that appropriate and efficient policy follow.In this report, we present the results of two research phases: a strictly quantitative first stage in which the LAI is disassembled and reassembled, taking stock of assumptions, methods, and accuracy. This work finds that the LAI generally over-estimates housing costs, but more for renters and more in metropolitan areas. Estimations of transportation cost burdens are built largely from unreliable data and using models which cannot be replicated, leading us to conclude that these cost burden estimates may not be reliable. In the second research phase, which is survey-based, we gather household-level data from 12 Census tracts in Cleveland, Ohio, to estimate household housing and transportation costs and cost burdens and gain a clearer sense of budget trade-offs where costs are unaffordable. The survey results support the first research stage. The LAI over-estimates housing costs for these neighborhoods by approximately 17% and transportation costs by approximately 126%, meaning the LAI estimates for transportation are not reliable. By and large, households trade essentials, investing, and paying bills (at all or in full) to cover their costs in housing and transportation.17.

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Walking to the bus: perceived versus actual walking distance to bus stops for older adults

Cited by 101 publications

References 45 publications

Exploring frequency of public transport use among older adults: A study in Adelaide, Australia

Exploring frequency of public transport use among older adults: A study in Adelaide, Australia

Measurement and Spatial Differentiation Characteristics of Transit Equity: A Case Study of Guangzhou, China

What Do We Know About Location Affordability in U.S. Shrinking Cities?

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