How do people get to the railway station; a spatial analysis of the first and the last part of multimodal trips
How do people get to the railway station; a spatial analysis of the first and the last part of multimodal trips
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人们如何到达火车站；
DOI：
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发表时间：
1999
期刊：
影响因子：
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通讯作者：
P. Rietveld
中科院分区：
文献类型：
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作者：
M. Keijer;P. Rietveld
运输网络的质量不仅取决于单个链路和节点的质量，还取决于这些节点和链路在（多模式）网络中的功能。在本文中，我们专注于多式联运的铁路是主要的运输方式。我们讨论与多式联运链相关的绕道和频率问题。在荷兰，铁路车站的当地可达性是铁路使用的一个重要决定因素。我们发现，居住在距离火车站500米至1000米之间的人使用铁路服务的倾向比居住在距离火车站最多500米的人低约20%。在1.0和3.5 km之间的距离上，距离衰减效应约为30%，在此距离以上，距离衰减效应可达50%。非机动交通方式在家庭端和活动端都占主导地位。家庭端访问模式的一个相当独特的特点是自行车的高共享。每三个乘客中就有一个以上的人在从家到车站的路上使用自行车。在活动端，自行车的份额要小得多，因为这种交通方式在家庭和活动端的供应不对称。这解释了步行作为活动端访问模式的主导地位。讨论了物理规划的影响和铁路车站附近的设施的需要。
The quality of transport networks does not only depend on the quality of the individual links and nodes, but also on the way these nodes and links function in the context of (multimodal) networks. In the present paper we focus on multimodal trips where the railways are the main transport mode. We discuss detour and frequency problems related to multimodal transport chains. Local accessibility of railway stations is an important determinant of railway use in the Netherlands. We find that the propensity to make use of rail services of people living in the ring between 500 to 1000 meter from a railway station is about 20% lower than of people living at most 500 meter away from railway stations. At distances between 1 .O and 3.5 km the distance decay effect is about 30%: and above this distance it may reach values up to 50%. Non-motorized transport modes are dominant at both the home-end and the Activity-end. A rather unique feature of the home-end access mode is the high share of the bicycle. More than one out of every three passengers uses the bike on the trip from home to station. At the activity-end the share of the bike is much smaller, because of the asymmetry in the supply of this transport mode in the home versus the activity-end. This explains the dominant position of walking as the access mode at the activity-end. Implications are discussed for physical planning and the need for facilities near railway stations.