A multi-modal network approach to model public transport accessibility impacts of bicycle-train integration policies

In the Netherlands, the bicycle plays an important in station access and, to a lesser extent, in station egress. There is however fairly little knowledge in the potential effects of bicycle-train integration policies. The aim of this paper is to examine the impacts of bicycle-train integration policies on train ridership and job accessibility for public transport users.MethodsWe extended the Dutch National Transport Model (NVM) by implementing a detailed bicycle network linked to the public transport network, access/egress mode combinations and station specific access and egress penalties by mode and station type derived from a stated choice survey. Furthermore, the effects of several bicycletrain integration policy scenarios were examined for a case study for Randstad South, in the Netherlands, comprising a dense train network with 54 train stations.ConclusionsOur analysis shows that improving the quality of bicycle routes and parking can substantially increase train ridership and potential job accessibility for train users. Large and medium stations are more sensitive to improvements in bicycle-train integration policies, while small stations are more sensitive to improvements in the train level of service

Valuation of a transfer in a multimodal public transport trip

Improvement of chain mobility is considered a major issue in public transport use. Transfers within a public transport trip are the least appreciated part of the trip. This research quantifies the experienced transfer disutility of a transfer between BTM and train. The influence of travel time, transfer time, headway, costs and station facilities on the valuation of a transfer is estimated, based on a web-based stated preference (SP) experiment with over 1145 respondents. A set of mixed logit models was estimated, including sub-models by trip purpose, travel frequency, access/egress mode and journey stage (access or egress). The modeling results show that the total disutility during the interchange depends on the total time, the distribution of the time spent (access, transfer, waiting time) and headway. In general, the most optimal transfer time is found to be 8 min, but relevant differences are found among respondents and stations. The highlighted preferences of different groups of travelers can be used by public transport service to meet the travelers' needs in a transfer, and decrease the transfer disutility