Perceived vs. Actual Distance to Transit in Santiago, Chile

Hernández, Diego; Witter, Regina

doi:10.5038/2375-0901.18.4.2

Cited by 6 publications

(4 citation statements)

References 21 publications

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“…To determine the real route walked by the commuters, we can take advantage of the results of surveys. This way of data collection is not innovative and is commonly used (e.g., Daniels & Mulley 2013;El-Geneidy et al 2014;Hernández and Witter 2015), although the use of advanced information technology has become more and more up to date using both localization by mobile phones or data from social networks (Witlox 2015). The findings presented below were derived from a survey carried out between September 22-26, 2014, in Ostrava and Olomouc and surrounding municipalities serviced by urban public transport links.…”

Section: Data Sourcementioning

confidence: 99%

Factors Influencing Walking Distance to the Preferred Public Transport Stop in selected urban centres of Czechia

et al. 2019

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One of the ways of improving the attractiveness of public transport is to bring it closer to its potential users. A long walking distance from a stop is often one of the critical factors limiting its more frequent and extensive use. Studies dealing with the accessibility of transport networks usually work only with the closest stop. This article analyses the actual walking distance from the place of residence to the preferred stop. The survey used a questionnaire method and was conducted in two cities in the Czech Republic—Ostrava and Olomouc. Based on the results of the study, the average walking distance was assessed and the impact of demographic characteristics (gender, age, education, number of members in the household, economic activity, the presence of a child in the household, and car ownership), transport behavior (preferred mode of transportation, car convenience and opinions on public transport), and urban characteristics (prevailing housing type) on the walking distance were analyzed. The main findings prove a significant impact on walking distance by a number of these factors, but the preferred use of a car for commuting or unemployment does not significantly affect walking distance.

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Section: Data Sourcementioning

confidence: 99%

Factors Influencing Walking Distance to the Preferred Public Transport Stop in selected urban centres of Czechia

et al. 2019

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“…Despite the careful formation of the questions, informats' responses and distance decay functions may not truly reflect their actual propensity to walk. As studies show, people can have a biased perception about the true length of certain trips (Button et al, 2016;Hernández and Witter, 2015;Krizek et al, 2012;Lowrey, 1970;Säisä et al, 1986). It is also possible that their answers simply do not reflect the real willingness to walk, especially among people who predominantly use other transport modes, or that people were estimating actual distances to frequently used amenities and not whether they are prepared to actually overcome a reported distance.…”

Section: Discussionmentioning

confidence: 99%

Modelling walking accessibility: A case study of Ljubljana, Slovenia

Tiran

Lakner

Drobne

2019

Moravian Geographical Reports

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Walkable access is recognised as one of the most important factors for deciding to walk instead of using other modes of transport. Distance has been less accurately taken into consideration in previous walking accessibility measures, however, as they are often based on an isotropic approach or on a fixed distance threshold. The objective of this paper is to present a method of modelling continuous walking accessibility to different amenities in a city, with an integrated network-based and distance-decay approach, applied to a case study of the city of Ljubljana, Slovenia. The approach is based on a web survey to obtain data on acceptable walking distances to different types of amenities. Several distance decay functions were analysed for each type of amenity from the cumulative frequency of responses. The best fitting functions were used to model the walking accessibility surfaces for individual amenities in the network, representing five domains (retail, services, recreation, education and transportation) and an overall walking accessibility index. Despite certain limitations and a further need to assess the validity of the methods, our distance-decay network-based approach is more accurate than the isotropic or even network-based modelling of walking distances in continuous or threshold approaches, as it enables the researcher to take into account the differences in propensities to walk to different amenities. The results can be used by city authorities and planners for implementing actions to improve walking accessibility in the most problematic areas.

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“…The perceived walking distance can vary for the actual distance [2]. Therefore, for walkability, walking distance is more appropriate if using pedestrian perceptions.…”

Section: Literature Reviewmentioning

confidence: 99%

“…Among these measures there is a focus on walking distance [1][2][3]. Distance to transit together with density, diversity, (street) design, and distance to destination are an urban form attributes known as 5 D's used when verify the effect of built environment on walking and cycling [4].…”

Section: Introductionmentioning

confidence: 99%

Relationship between train users’ perceptions of walkability with access and egress mode choice

et al. 2018

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Abstract. The purpose of this study is to understand whether there is a relationship between train users' perceptions of walkability in built environment of trip origin with access mode choice and between train users' perceptions of walkability in built environment of trip destination with egress mode choice. Train users are who ride from Cicalengka station Bandung Regency, West Java, Indonesia. To analyze the relationship is used crosstab method. The perceptual factors about walkability are those perceived by the train users consisting of walking distance, safety, comfort, and secure from crime, both in origin and destination of the built environment. The mode choice consist of walking, paratransit, motorcycle taxi, and own vehicles (or others for egress mode). To better understand the relationship is used several control variables, that are trip purposes, train usage, gender, and age. For access trip there is another control variable, that is vehicle ownership. Train users' perceptions of walkability have a relationship with both the access and the egress mode choice, except for the security aspect. The influence of control variables on the relationship between perceptions of walkability with access/egress mode choice varies for walking distance, safety, and comfort.

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Perceived vs. Actual Distance to Transit in Santiago, Chile

Abstract: Abstract

Cited by 6 publications

References 21 publications

Factors Influencing Walking Distance to the Preferred Public Transport Stop in selected urban centres of Czechia

Factors Influencing Walking Distance to the Preferred Public Transport Stop in selected urban centres of Czechia

Modelling walking accessibility: A case study of Ljubljana, Slovenia

Relationship between train users’ perceptions of walkability with access and egress mode choice

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