Thus, a holistic accessibility metric that encompasses the accessibility

Thus,the concept of accessibility/mobility that started as a simple idea of a linkbetween transportation and land use (Warade 2007) has evolved in complexity andis currently an intrinsic part of urban studies (Peralta-Quirós and Mehndiratta2015).

The development of land in a certain area is dependent on thetransportation access of the same area (Peralta-Quirós and Mehndiratta 2015).An area with better accessibility is expected to have more development thananother area with lower accessibility. Thus, the demand for varioustransportation modes to reach a certain location stems from the need to reach aspecific set of services offered by the said location (Peralta-Quirós andMehndiratta 2015). Planning and execution of transportation projects mayenhance the overall mobility of the city residents through efficiency gains,time saving, lower congestion and increased access via public transit.Transportation investments may increase the access to many, particularly themarginalized section of the society, by providing links and access to variouscity sectors (Peralta-Quirós and Mehndiratta 2015).

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  In particular public transit promotestransportation equity, mitigates congestion and influences land use. Public transitalso provides environmental benefits and results in reduced energy consumption.Most recently, accessibility has been defined (Peralta-Quirós 2015) as thenumber of jobs, health care facilities, schools, and other essential servicesthat ?are available without a car in, say, 30–75 minutes—as a practicalcriterion for judging the state of mobility and for designing ways to improveit.  Using the accessibility criterionwill be critical to achieving SDG 11, the United Nations’ SustainableDevelopment Goal to “make cities and human settlements inclusive, safe,resilient and sustainable (http://www.un.org/sustainabledevelopment/cities/)(Peralta-Quirós 2015).

Hence, we want to develop a holistic accessibilitymetric that encompasses the accessibility via not only the existing publictransport and privately owned automobiles but also via transportation modesprovided by transport network companies. This accessibility measure should be readily adaptable and applicable toautomated mobility districts as well.