Abstract
Since metropolitan cities are broadening as a result of urban sprawl, multimodal transportation systems have been adopted to fulfill the connection between the suburban and urban areas. The transportation system is being revamped around the transit center in the urban area to facilitate access to the downtown area from the suburbs. Studies are being conducted to improve the accessibility of public transportation by using the concept of hub-and-spoke. In this study, we develop a coverage area index (CAI) to assess the impact of a transit center on access to urban areas from the suburbs quantitatively. The concept of network centrality and the kernel density function is used to evaluate the extent of the influence of a transit center. The smart card data in the Seoul metropolitan area are used to analyze the CAI. Six transit centers in the Seoul metropolitan area are investigated to compare the coverage area to the transit center. The bandwidth of the kernel density function is set as 2 km considering the size and influence of each region. We evaluate six transit centers using the CAIs in Seoul compared to the index characteristics with transit accessibility (TA) index from previous studies. The CAI is possible to identify the incompetent centers, alternative routes to solve the problems of overcrowding on the centers, and areas with insufficient supplies of regional transit.
Highlights
As the population increases, urban sprawl can occur rapidly, and it can impinge on the suburban areas
Evaluation of coverage area index (CAI) Compared to Accessibility Index. e CAI usage was evaluated by the contrast of the CAI and the accessibility measure presented in the previous study. e accessibility measure used in the study was defined as the product of attractiveness at destinations and friction between zones and destinations. is interpretation came from the demand forecasting model with socioeconomic conditions and transit networks [15], using parameters and variables from Sacramento, CA [28]
ZFRICij ⎪⎩ 2.4043 ∗ MTD−ij0.73839 ∗ exp−0.0190 ∗ MTDij, if MTDij > 13.0 km, where TAij means the transit accessibility between zone i and center j; CATTj means the attraction of the transit center j; ZFRICij means the friction of access between zone i and the center j, which was defined as a combined model; EMPj means the total number of employers in the zone of transit center j; POPj means the population of the zone of transit center j; EMPSj means the total number of people working in service in the zone of transit center j; STUj means the total number of students in the zone of transit center j; and MTDij means median travel distance by transit between zones i and j
Summary
Urban sprawl can occur rapidly, and it can impinge on the suburban areas. A hub-and-spoke structure of the integrated multimodal public transit system is adequate for covering large suburban areas with restricted infrastructure and operation costs. Is system is cost-effective, but passengers may be uncomfortable due to transfers if transit modes are not well coordinated. Transit centers serve as coordination points between downtown and the suburban areas in a hub-and-spoke structure network. To evaluate the functionality of transit centers, operators should investigate the area influenced by the centers. E investigation will provide operators with information concerning the expected boundary of influence when some actions are implemented at the transit centers. Poor connectivity of a suburban area to the transit centers means that trips from the suburban area to downtown are inefficient
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