Mapping transit‐based access: integrating GIS, routes and schedules

Lei, Ting; Church, Richard L.

doi:10.1080/13658810902835404

Cited by 203 publications

(139 citation statements)

References 42 publications

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“…When they were adopted, there was no preferred option in these model works for GIS applications. Nevertheless, GIS-T environments have been focused almost exclusively on the optimal location of facilities and calculating minimum cost routes or service areas for specific equipment (Murray and Tong, 2009;Lei and Church, 2010;Rybarczyk and Wu, 2010;Delmelle et al, 2012). However, few studies have applied these generic GIS environments with relational databases to the design of models containing estimated trips (Cardozo et al, 2012).…”

Section: Introductionmentioning

confidence: 99%

Green travellers? Exploring the spatial context of sustainable mobility styles

Barr

Prillwitz

2012

Applied Geography

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Section: Introductionmentioning

confidence: 99%

Green travellers? Exploring the spatial context of sustainable mobility styles

Barr

Prillwitz

2012

Applied Geography

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“…Similarly, Curl et al (2011) point out the lack of performance-based assessments indicating the actual usability of these various methods. Previous research includes limited examples of comparisons between methods (e.g., qualitative reviews, (Lei and Church 2010); differences between normative and positive implementations of accessibility indicators, (Páez et al 2012); the effect of geographical context and scale, (Kwan 1998;Kim and Kwan 2003), but to our knowledge, no research investigated specific quantitative comparisons of different methods and measurements.…”

Section: Introductionmentioning

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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“…In this study, pedestrian mobility is assessed by comparing travel times in different scenarios, since it can be expected that time is key factor in commuting and study trips, regardless of variations in distance. In the literature, several authors transform pedestrian distances into pedestrian walking times to study pedestrian accessibility [20,68,69]. Similar average distances accompanied by different average travel times in the scenarios indicate that the existence of barriers (such as crossings and traffic lights) have important implications in pedestrian mobility.…”

Section: Discussionmentioning

confidence: 99%

A Model for Assessing Pedestrian Corridors. Application to Vitoria-Gasteiz City (Spain)

et al. 2017

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From a mobility perspective, walking is considered to be the most sustainable transport mode. One of the consequences of motor-oriented urban configuration on pedestrian mobility is urban fragmentation, which affects sustainability in cities. In this paper, we use a natural-based approach to landscape fragmentation and connectivity (inherited from landscape ecology) for pedestrian mobility planning. Our aim is to design a useful methodology to identify priority pedestrian corridors, and to assess the effects of implementing barrier-free pedestrian corridors in the city. For this purpose, we developed a method that integrates Geographical Information Systems (GIS) network analysis with kernel density methods, which are commonly used for designating habitat corridors. It was applied to Vitoria-Gasteiz (Spain). Pedestrian mobility was assessed by comparison of travel times between different scenarios. Results show that the implementation of pedestrian corridors reduces travel time by approximately 6%. Thus, an intervention in a small percentage of the city's street network could considerably reduce pedestrian travel times. The proposed methodology is a useful tool for urban and transport planners to improve pedestrian mobility and manage motorised traffic.

show abstract

Mapping transit‐based access: integrating GIS, routes and schedules

Cited by 203 publications

References 42 publications

Green travellers? Exploring the spatial context of sustainable mobility styles

Green travellers? Exploring the spatial context of sustainable mobility styles

Measuring the Accessibility of Public Transport: A Critical Comparison Between Methods in Helsinki

A Model for Assessing Pedestrian Corridors. Application to Vitoria-Gasteiz City (Spain)

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