Is accessibility relevant in trip generation? Modelling the interaction between trip generation and accessibility taking into account spatial effects

Cordera, Rubén; Coppola, Pierluigi; dell’Olio, Luigi; Ibeas, Ángel

doi:10.1007/s11116-016-9715-5

Cited by 33 publications

(33 citation statements)

References 39 publications

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“… The ability to replicate the observed market shares, which is used to validate the modelling results in other applications (Cordera et al 2017). For that, we analyse the differences between the observed market shares and the replicated ones using the Root Mean Squared Error (RMSE -equation 8) (Fox et al 2014;Washington et al 2011).…”

Section: Evaluation Methodsmentioning

confidence: 99%

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Does the accessibility measure influence the results of residential location choice modelling?

et al. 2018

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Accessibility is essential in Land-Use Transport Interaction (LUTI) framework. For residential location choice in particular, it has always been important at theoretical level. At empirical level, the place of accessibility is doubt in some case studies, considering other location characteristics more important, like the social environment and the neighbourhood amenities. However, this result can be caused by the measurement of accessibility. In view of the wealth of approaches, this paper examines whether different accessibility measures can lead to divergent results. Using a residential location choice model for the Lyon urban area, we test various accessibility indicators and we compare the results. Accessibility is an indispensable variable, whatever is the measure. Without it, the model gives inconsistent results. Complex accessibility measures give better results but simple measures are also relevant for residential location choices modelling. The choice depends heavily on the objectives of the application especially if the model is to be used for simulation.

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Section: Evaluation Methodsmentioning

confidence: 99%

“…More opportunities easily accessible increases potential activity participation, especially for nonmandatory purposes (Cordera et al 2017). Individual preferences and capabilities influence activity participation and transportation preferences.…”

Section: Introductionmentioning

confidence: 99%

Does the accessibility measure influence the results of residential location choice modelling?

et al. 2018

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“…Nowadays, the accessibility has been widely used by transportation engineers and planners for modeling land-use and transport interactions (e.g. [13,14]), for assessing transports plans or solving optimal location problems (see e.g. [15]).…”

Section: The Usability Of Accessibility Indicators In Planning Practimentioning

confidence: 99%

Assessing transport policies for tourist mobility based on accessibility indicators

Coppola¹,

Carbone

Aveta

et al. 2020

Eur. Transp. Res. Rev.

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Tourism is a key sector in the national economies, representing a real asset for increasing the competitiveness and the world-wide visibility of a Country. In Italy, the widespread diffusion of the tourist heritage represents a great potential for the economic development but requires efforts to identify sustainable and seamless travel solutions, given the limited resources available for tourist mobility. The Italian National Plan of Tourist Mobility identifies in accessibility one of the key drivers for investment, and to this aim has developed a Planning Support System (PSS) to identify the investments to bridge up the accessibility gap of national tourist sites from the main airports, ports and railway stations (i.e. the “access gates” to the Country), either on the road network or using collective transport services. The PSS is based on the methodology presented in this paper, combining two concepts extensively studied in the literature, i.e. the generalized travel cost and the accessibility, in order to identify where and how to invest either to improve existing mobility services or to build new infrastructure. Given the number of tourist sites scattered over the national territory, the application of the proposed methodology to the Italian case study represents a relevant example of how accessibility measures can be applied in practice to link with policy goals and to identify planning priorities. The application is easily replicable and transferable at regional and local level.

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“…In modern cities, greater levels of accessibility have been significantly associated with shorter commuting times (Kawabata & Shen, 2007;Hu, 2015), increased employment rates (Sanchez, 1999;Merlin & Hu, 2017), greater levels of activity participation (Paez et al, 2009;Cordera et al, 2017), and it can foster social inclusion and reduce social isolation (Garrett & Taylor, 1999;Lucas, 2012).…”

Section: Inequalities In Transport Accessibilitymentioning

confidence: 99%

Sizing up transport poverty: A national scale accounting of low-income households suffering from inaccessibility in Canada, and what to do about it

2019

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Millions of Canadians rely on public transportation to conduct daily activities and participate in the labour force. However, many low-income households are disadvantaged because existing public transit service does not provide them with sufficient access to destinations. Limited transit options, compounded with socioeconomic disadvantage, can result in transport poverty, preventing travel to important destinations, like employment opportunities. Given the growing gentrification of Canadian downtowns and the dispersion of poverty into Canadian suburbs, the time is right for a national accounting of those living in transport poverty, and the development of a national transport and land use strategy for alleviating the risks of accessibility deprivation. Accordingly, in this paper we measure and analyze vertical inequalities in access to employment in Canadian cities in order to estimate how many, where, and to what extent, Canadians are at risk of transport poverty. We make use of open transit network data and cutting edge accessibility measurement methods to generate comparative scores suitable for a national-scale analysis. We find that in aggregate, lower income neighbourhoods tend to have better levels of transit accessibility. But despite this overall positive outlook, there are still nearly one million low-income individuals living in urban areas with low transit accessibility. We summarize our findings by generating descriptive typologies for areas vulnerable to transport poverty which are then used to develop and recommend planning strategies to reduce inequalities.

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Is accessibility relevant in trip generation? Modelling the interaction between trip generation and accessibility taking into account spatial effects

Cited by 33 publications

References 39 publications

Does the accessibility measure influence the results of residential location choice modelling?

Does the accessibility measure influence the results of residential location choice modelling?

Assessing transport policies for tourist mobility based on accessibility indicators

Sizing up transport poverty: A national scale accounting of low-income households suffering from inaccessibility in Canada, and what to do about it

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