Evaluation of walking environments around urban railway stations in Bangkok and consideration of improvement plans

Ozawa, Hironori; Fukuda, Atsushi; Malaitham, Sathita; Vichiensan, Varameth; Luathep, Paramet; Numa, Hiroto

doi:10.1016/j.eastsj.2021.100038

Cited by 13 publications

(5 citation statements)

References 6 publications

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“…In addition, active transportation would need to be promoted as a safe station access mode, so walkable cities with infrastructure for active transport should be realized, as also recommended in [44]; for example, in the UK, large investment for reallocation of space for walk and cycling on road were required [11]. However, in developing countries, the walking environment is not good and not encouraging people to walk [35,45,46], research and study related to improvement of the walkway and walking environment need urgent attention.…”

Section: Covid-19 Safe Transit-oriented Developmentmentioning

confidence: 99%

COVID-19 Countermeasures and Passengers’ Confidence of Urban Rail Travel in Bangkok

2021

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Rail transit systems around the world have been suffering from heavily reduced ridership due to reduced capacity for social distancing and passengers’ concern over the risk of COVID-19 infection. Various countermeasures were implemented to reduce the COVID-19 risk so that passengers felt safe to travel on rail. The objectives of this study were to evaluate COVID-19 countermeasures of Bangkok’s urban rail from passengers’ viewpoints and examine its influence on passenger’s confidence. The background of the COVID-19 pandemic in Thailand and the rail countermeasures implemented in Bangkok were summarized. The data were obtained from an interview survey of 1105 railway passengers conducted at the stations during the second wave of the pandemic. Factor analyses and structural equation modeling were conducted. The results revealed that social distancing was not satisfied by the passengers but adversely caused inconvenience and increased infection risk when the station or rail were congested. On the other hand, the passenger temperature check, face mask enforcement, and hand sanitization countermeasures were found to highly and positively contribute to passengers’ confidence. Contact tracing application was also found to raise awareness and confidence. The findings provided insights for rail authorities and related agencies to effectively implement the countermeasures that would be practically and financially sustainable.

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Section: Covid-19 Safe Transit-oriented Developmentmentioning

confidence: 99%

COVID-19 Countermeasures and Passengers’ Confidence of Urban Rail Travel in Bangkok

2021

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“…As walkability is an important element of TOD, walkability in the walkable boundary (800-m radius) [42] and walking distance to a transit station [54] were found significant to property value increase. However, an evaluation of walkability around rail transit stations in Bangkok revealed that walkability was generally poor and needed substantial improvements [75]. Our results imply that poor walkability, especially in suburban areas, leads to a lower property price near stations and facilities.…”

Section: Walkability In the Tod Environmentmentioning

confidence: 74%

Urban Rail Transit in Bangkok: Chronological Development Review and Impact on Residential Property Value

et al. 2021

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Bangkok suffered from the world’s worst traffic congestion in the 1990s due to rapidly increasing car ownership, reflecting the economic growth and road-dependent transport policy beginning in the 1960s. Due to its monocentric but scattered urban structure, traffic congestion is severe, causing tremendous economic loss, deteriorating air quality, and badly affecting the quality of life. A historical review reveals that the urban and transport plan and development were not efficiently coordinated, resulting in unorganized suburbanization and progressively more severe traffic congestion. It is important to reveal the impact of the transportation project on the housing market in order to incorporate the policies for transportation and urban development. To define the impact, the OLS hedonic price model and the local multiscale geographically weighted regression (MGWR) model were estimated, along with the condominium sales data. The results revealed that the impact of rail transit on a rise in property value significantly varied across the study area. It was estimated that, for the area along the major rail transit corridor in the city center, a premium of a location 100-m closer to the station would be more than 200 USD per square meter. At the same time, the value would be less than 80 USD for the area along the rail corridor in the suburb. These findings provide policy insights for future urban and railway development, including the proper coordination of rail transit development and urban development with subcenters, transit-oriented development, and improved pedestrian flow around transit stations.

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“…In Bangkok, average walking speeds around transit stations for males, females, students, and the elderly are 8.2 meters per minute (m/m), 7.79 m/m, 8.18 m/m, and 6.59 m/m, respectively (Ozawa et al, 2021). For 10 minutes of walking, the distances traveled, then, would be 820 m., 779 m., 818 m., and 659 m., respectively.…”

Section: Figurementioning

confidence: 99%

“…In addition, walking infrastructure, equipment, and the surrounding environment are major physical elements causing problems in the walking environment in Bangkok (Ozawa et al, 2021). From a study by Alfonzo (2005) on the hierarchy of willingness to walk, seen from the perspective of urban design, feasibility, accessibility, safety, comfort, and pleasureall physical environment qualities -are factors determining whether "to walk" or "not to walk.…”

Section: Figurementioning

confidence: 99%

How far people walk during lunchtime: Comparing actual and perceived walking distances in the Central Business District of Bangkok, Thailand

Janpathompong

Tontisirin

Murakami

2022

NJEDP

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Walking has long been considered a significant factor in wellness. Previous studies have indicated 400-500 meters as a standard of the “acceptable walking distance” as compared to driving or other forms of transportation. However, “acceptable walking distance” and a “distance that one chooses to walk” are two different matters. More importantly, the distance people perceive for a trip can be one of the deciding factors in determining whether they are willing to walk, decide not to walk, or shift to other transportation modes. This research aims to define the optimal walking distances of office workers by measuring the discrepancy between their estimated and actual walking distances in the Central Business District of Bangkok during lunchtime, their most extended break during the day. The descriptive statistic shows that the average walking distance is 302.39 meters, but most workers walked shorter distances since the median distance is 211.66 meters. Nevertheless, these office workers, on the whole, significantly miscalculated their walking distances, with an average over-estimation of 191.45 meters. Regression analysis shows that, when walking for distances up to 380 meters, most workers overestimated the distance they walked, but that, when walking beyond that distance (that is, 380 meters), they estimated correctly, which indicates the maximum actual length they choose to walk.

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Evaluation of walking environments around urban railway stations in Bangkok and consideration of improvement plans

Cited by 13 publications

References 6 publications

COVID-19 Countermeasures and Passengers’ Confidence of Urban Rail Travel in Bangkok

COVID-19 Countermeasures and Passengers’ Confidence of Urban Rail Travel in Bangkok

Urban Rail Transit in Bangkok: Chronological Development Review and Impact on Residential Property Value

How far people walk during lunchtime: Comparing actual and perceived walking distances in the Central Business District of Bangkok, Thailand

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