Travel Characteristics of Commuters Accessing Transit: Case Study

Rastogi, R. G.; Rao, K. V. Krishna

doi:10.1061/(asce)0733-947x(2003)129:6(684)

Cited by 73 publications

(28 citation statements)

References 8 publications

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“…Data comparing average walking distance and times across countries suggest that residents of some Chinese cities may have a higher tolerance for walking (Rastogi & Rao, 2003), although comparing results across contexts should be done with caution due to the need to control for how trips are defined in the original data sources, trip purposes studied, socio-demographic and economic variables of influence, the transport system modes and performance, broader urban context, climate, etc. Mateo-Babiano&Ieda (2007), for example, present some evidence that average pedestrian speeds in countries of developing Asia are lower than in the West (and Japan).…”

Section: Backdrop: the Transit Station Catchment Area And The Role Ofmentioning

confidence: 99%

Walk the line: station context, corridor type and bus rapid transit walk access in Jinan, China

Yang

Zegras

Mehndiratta

2012

Journal of Transport Geography

137

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Section: Backdrop: the Transit Station Catchment Area And The Role Ofmentioning

confidence: 99%

Walk the line: station context, corridor type and bus rapid transit walk access in Jinan, China

Yang

Zegras

Mehndiratta

2012

Journal of Transport Geography

137

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“…A 5 minute-walk is equivalent to a 400 metre-distance. Thus, a 10 minute-walk is equivalent to 800 m. There are still any other definitions of maximum walking distance, e.g., in Great Britain, Mitchel and Stokes 17) found that over 70% of all one-way walks are shorter than 1600 m. Stringham 18) found that the average maximum walking distance of rail passengers in Toronto's Canada, is approximately 1200 m. Rastogi and Rao 19) studied the maximum walking distance of rail passengers in Mumbai, India. They reported that 85% of people are comfortable with the maximum walking distance of 1250 m. Lee et al 20) studied the subway accessibility of people in new towns of six metropolitan areas of Korea, finding that 93.7% accept the maximum walking distance of 732-762 m, equivalent to a 10 minutewalk with an average walking speed of 1.22-1.27 m/s.…”

Section: Literature Reviewmentioning

confidence: 99%

<b>Why TOD Residents Still Use Car?</b>

Pongprasert

Kubota

2017

URPR

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This study aims to find the factors affecting automobile ownership and use of residents near transit stations within 1 kilometer who are mentioned as transit-oriented development (TOD) residents. Reducing parking requirement in TOD area is one of the key TODs concepts. It would decrease the car usage and encourage residents to use transit more. However, the Thai building control regulation has not been revised yet. It requires minimum one-car parking lot per one-room residence in high-rise buildings. Developers try to build parking spaces as much as possible in order to attract customers. It increases the cost of condominium units near transit stations which lowincome people cannot afford. In 2004-2015, the prices of land and property around transit station in Bangkok's Central business area is much higher, approximately 130%. Only people in middle and high-income households can live there. They can afford to buy and own a car. Among 322 respondents in total, 77% are transit users while 23% are car users. The rate of car ownership of car users is higher than transit users. The estimation results clearly show that gender, car ownership, station-workplace distances, residence situated in Soi, free car parking at workplace, rail travel cost, commuting during peak hours influence car dependence, but age and parking availability at workplace significantly affect car ownership.

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“…Based on a similar method, Rastogi and Rao (2003) suggested the distance accessible to be between 1.8 ㎞ and 4.05 ㎞ in their research targeting Mumbai of India. Holladay (2000) proposed various ranges of distance from 5 to 10 ㎞.…”

Section: Trends Of Bicycle Use and Access Distancesmentioning

confidence: 99%

Bicycle-based transit-oriented development as an alternative to overcome the criticisms of the conventional transit-oriented development

Lee

Choi

Leem

2015

International Journal of Sustainable Transportation

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In order to improve the effectiveness of the transit-oriented development (TOD), the integration of public transportation and bikes has been regarded as a good alternative, since the catchment area of a station i.e. the spatial extent of TOD can be increased. This paper suggests the concept of bicycle-based TOD (B-TOD) and estimates the spatial extent, considering the catchment area. For this, a trip survey was conducted among bicycle users, who used bicycle and public transportation in Seoul Metropolitan and Deajeon Metropolitan areas in Korea. Regression and cumulative distribution models were used to estimate the spatial extent of B-TOD. The results show that the estimated access distances were 1.96 ㎞ and 2.13 ㎞ for 'Origin(home) to Station and Station to Work' trips, respectively, and they can play a yardstick role in the TOD planning practices in Korea. In such cases, the catchment areas of B-TOD cover 73.7% and 93.6% of the whole area of Seoul, whereas conventional walking only TOD can cover only 29.9% of the same. This implies that B-TOD can help to solve one of the key inherent weaknesses of the conventional TOD. Some limitations and future research agenda have also been discussed. Downloaded by [University of Arizona] at 01:45 05 February 2015 2

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Travel Characteristics of Commuters Accessing Transit: Case Study

Cited by 73 publications

References 8 publications

Walk the line: station context, corridor type and bus rapid transit walk access in Jinan, China

Walk the line: station context, corridor type and bus rapid transit walk access in Jinan, China

<b>Why TOD Residents Still Use Car?</b>

Bicycle-based transit-oriented development as an alternative to overcome the criticisms of the conventional transit-oriented development

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