Using GIS for Measuring Transit Stop Accessibility Considering Actual Pedestrian Road Network

Foda, Mohamed A.; Osman, Ahmed O.

doi:10.5038/2375-0901.13.4.2

Cited by 74 publications

(31 citation statements)

References 3 publications

(2 reference statements)

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“…Iacono et al (2010) noted that difficulties in calculating non-motorized accessibility measures include data quality, zonal structure of transport planning models, and the adequacy of models and travel networks for describing and predicting travel by non-motorized modes. However, recently Foda and Osman (2010) have developed ideal and actual stop-accessibility indices to measure the accessibility of a bus stop considering the actual pedestrian road network and a stop coverage ratio index, while Alam et al (2010) showed that an alternative method for calculating accessibility indices, using a gravity-based measure of accessibility, is more accurate than traditional measures of the proportion of travel zones with a quarter-mile buffer of public transport.…”

Section: Discussionmentioning

confidence: 99%

Explaining walking distance to public transport: The dominance of public transport supply

Daniels

Mulley

2013

JTLU

285

176

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Potential influences on explaining walking distance from home to access public transport are investigated, including trip and demographic characteristics and public transport supply. In Sydney, Australia, people walk farther to the train than to the bus, the distributions of walking distances are different for each mode, and the trip and demographic characteristics of train and bus users are different. Given the decision to walk to public transport, demographic characteristics such as age, gender, income, and labor force status and trip characteristics such as trip purpose, time of day and week, fare and ticket type, and trip duration are not significant in explaining walking distance to each mode of public transport. The mode of the public transport trip is the most important determinant of walking distance, reflecting the different supply and spacing of each mode. For instance, there are many more bus stops than train stations. The differences between train and bus users suggest that accessibility initiatives for public transport might not be the same for each mode.a rhonda

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Section: Discussionmentioning

confidence: 99%

Explaining walking distance to public transport: The dominance of public transport supply

Daniels

Mulley

2013

JTLU

285

176

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“…There is vast literature on the analysis of the effectiveness of public transport networks through spatial coverage methodologies [34][35][36][37][38][39]. However, previous studies have not included the tourist population as an internal variable in their analysis of the effectiveness of public transport at tourist destinations.…”

Section: About the Methodologymentioning

confidence: 99%

“…The more people that reside and/or are employed in close proximity to a bus stop or station, the greater the likelihood that the service will be used [35,36]. In this sense, several studies have been developed to evaluate the spatial coverage of public transport networks and to assess the distance-measure impacts on the calculation of transport service areas [33,37,38]. Other studies, such as the ones developed by Murray, propose models for identifying inefficiencies in public transport access coverage in order to improve the use of public transport provision [7,39].…”

Section: Introductionmentioning

confidence: 99%

A GIS-Based Evaluation of the Effectiveness and Spatial Coverage of Public Transport Networks in Tourist Destinations

Domènech

Gutiérrez

2017

IJGI

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This article develops a methodology for evaluating the effectiveness and spatial coverage of public transport in tourist cities. The proposed methodology is applied and validated in Cambrils municipality, in the central part of the Costa Daurada in Catalonia, a coastal destination characterised by the concentration of tourism flows during summer. The application of GIS spatial analysis tools allows for the development of a system of territorial indicators that spatially correlate the public transport network and the distribution of the population. The main novelty of our work is that this analysis not only includes the registered resident population, but also incorporates the population that temporarily inhabits the municipality (tourists). The results of the study firstly permit the detection of unequal spatial accessibility and coverage in terms of public transport in the municipality, with significant differences between central neighbourhoods and peripheral urban areas of lower population density. Secondly, they allow observation of how the degree of public transport coverage differs significantly in areas with a higher concentration of tourist accommodation establishments.

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“…This process included determination of the distance from a station that people find acceptable. Literature data point to the distance of up to 400 meters which is usually considered as an appropriate for individual to use public transport stations, particularly in bus traffic (O'Neill et al, 1992;Murray and Wu, 2003;Hurni 2006;Hurni 2007;Kimpel et al, 2007;Gutiérrez and García-Palomares, 2008;Foda and Osman, 2010;Bukhari et al, 2010). Here, it should be explained that the above-mentioned studies consider that an acceptable walking distance is 5-minute walk to the public transport station which corresponds to a distance of 400 meters (according to Tf L, 2010, the average walking speed is 4.8 km/h).…”

Section: Methodsmentioning

confidence: 99%

Transport Disadvantaged Spaces of the City of Zagreb

2017

IJTTE

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Abstract:In this research, transport disadvantaged space is determined by interrelation between the space itself and public transport. Study was divided into two segments using GIS tools and mathematical operations. The first part of the analysis determined buffer space around each public transport station of the City of Zagreb regarding to residential purpose land-use. For the daily public transport buffer space was 400 m, while for the night it was 800 meters. Both of these public transport aspects pointed to certain spaces of the City of Zagreb which were not covered by public transport. The second aspect of this research included parameter of public transport frequencies. For the daily public transport, average frequency per hour was calculated for each bus-and train-station in the City of Zagreb, with exception of tramway stations, due to high frequency of tramway lines. Thereby, the public transport stations with below-and above-average frequencies were differentiated. These values were paired with buffer of 400 m, thereby obtaining city spaces which gravitate to below-or above-average frequent public transport stations. This research pointed out city districts that are highly transport disadvantaged. Especially outstanding parts are south, southwest, east and northeast part of the City of Zagreb.

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Using GIS for Measuring Transit Stop Accessibility Considering Actual Pedestrian Road Network

Abstract: Abstract

Cited by 74 publications

References 3 publications

Explaining walking distance to public transport: The dominance of public transport supply

Explaining walking distance to public transport: The dominance of public transport supply

A GIS-Based Evaluation of the Effectiveness and Spatial Coverage of Public Transport Networks in Tourist Destinations

Transport Disadvantaged Spaces of the City of Zagreb

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