Actual walking distance vs. Perceived walking distance: Relationship and impact on determining acceptable walking distances to stations of the Bangkok Metro
Defining the catchment area around public transport stations is essential in Transit Oriented Development (TOD). Catchment areas are typically determined by the acceptable walking distance (Acceptable_WD), derived from the 80th or 85th percentile of the actual walking distance (Actual_WD) to a stati...
Saved in:
| Main Authors: | , , |
|---|---|
| Format: | Article |
| Language: | English |
| Published: |
Elsevier
2025-03-01
|
| Series: | Results in Engineering |
| Subjects: | |
| Online Access: | http://www.sciencedirect.com/science/article/pii/S2590123025001768 |
| Tags: |
Add Tag
No Tags, Be the first to tag this record!
|
| _version_ | 1832585074207358976 |
|---|---|
| author | Maytarvut Seehamart Suthatip Pueboobpaphan Rattaphol Pueboobpaphan |
| author_facet | Maytarvut Seehamart Suthatip Pueboobpaphan Rattaphol Pueboobpaphan |
| author_sort | Maytarvut Seehamart |
| collection | DOAJ |
| description | Defining the catchment area around public transport stations is essential in Transit Oriented Development (TOD). Catchment areas are typically determined by the acceptable walking distance (Acceptable_WD), derived from the 80th or 85th percentile of the actual walking distance (Actual_WD) to a station. Due to data collection restrictions, past studies often used the perceived walking distance (Perceived_WD) instead of Actual_WD to determine Acceptable_WD. This approach has been criticized for its potential to inaccurately estimate walking distances — a weakness that can lead planners to miscalculate the true catchment area covered by a transport service. However, in light of the development, availability and ease of use of mobile map applications like Google Maps, travelers may now perceive and estimate distances differently. Additionally, these technologies enable more accurate collection of Actual_WD data.This article aims to determine the Acceptable_WD to metro stations in the Bangkok Metropolitan Region. It also evaluates the relationship between Perceived_WD and Actual_WD, and analyzes the differences between Acceptable_WD determined from Perceived_WD and Acceptable_WD determined from Actual_WD. The results show a strong correlation between Perceived_WD and Actual_WD. On average, Perceived_WD is almost equal to Actual_WD. Acceptable_WD values, based on the 85th percentile of both Actual_WD and Perceived_WD, are therefore nearly identical and are roughly half the typical spacing between metro stations in Bangkok. The study also found relationships between Actual_WD and Acceptable_WD that were influenced by various demographic, trip, and transportation characteristics. These findings provide valuable information for urban and transportation planners who must analyze Acceptable_WD to determine transport catchment areas. When there are limitations on time and cost for gathering data, Perceived_WD can serve as a viable substitute for Actual_WD in the analysis of Acceptable_WD. |
| format | Article |
| id | doaj-art-78467327b4f74780b5386536529df4c8 |
| institution | Kabale University |
| issn | 2590-1230 |
| language | English |
| publishDate | 2025-03-01 |
| publisher | Elsevier |
| record_format | Article |
| series | Results in Engineering |
| spelling | doaj-art-78467327b4f74780b5386536529df4c82025-01-27T04:22:10ZengElsevierResults in Engineering2590-12302025-03-0125104088Actual walking distance vs. Perceived walking distance: Relationship and impact on determining acceptable walking distances to stations of the Bangkok MetroMaytarvut Seehamart0Suthatip Pueboobpaphan1Rattaphol Pueboobpaphan2School of Transportation Engineering, Institute of Engineering, Suranaree University of Technology, Nakhon Ratchasima, ThailandSchool of Transportation Engineering, Institute of Engineering, Suranaree University of Technology, Nakhon Ratchasima, ThailandCorresponding author.; School of Transportation Engineering, Institute of Engineering, Suranaree University of Technology, Nakhon Ratchasima, ThailandDefining the catchment area around public transport stations is essential in Transit Oriented Development (TOD). Catchment areas are typically determined by the acceptable walking distance (Acceptable_WD), derived from the 80th or 85th percentile of the actual walking distance (Actual_WD) to a station. Due to data collection restrictions, past studies often used the perceived walking distance (Perceived_WD) instead of Actual_WD to determine Acceptable_WD. This approach has been criticized for its potential to inaccurately estimate walking distances — a weakness that can lead planners to miscalculate the true catchment area covered by a transport service. However, in light of the development, availability and ease of use of mobile map applications like Google Maps, travelers may now perceive and estimate distances differently. Additionally, these technologies enable more accurate collection of Actual_WD data.This article aims to determine the Acceptable_WD to metro stations in the Bangkok Metropolitan Region. It also evaluates the relationship between Perceived_WD and Actual_WD, and analyzes the differences between Acceptable_WD determined from Perceived_WD and Acceptable_WD determined from Actual_WD. The results show a strong correlation between Perceived_WD and Actual_WD. On average, Perceived_WD is almost equal to Actual_WD. Acceptable_WD values, based on the 85th percentile of both Actual_WD and Perceived_WD, are therefore nearly identical and are roughly half the typical spacing between metro stations in Bangkok. The study also found relationships between Actual_WD and Acceptable_WD that were influenced by various demographic, trip, and transportation characteristics. These findings provide valuable information for urban and transportation planners who must analyze Acceptable_WD to determine transport catchment areas. When there are limitations on time and cost for gathering data, Perceived_WD can serve as a viable substitute for Actual_WD in the analysis of Acceptable_WD.http://www.sciencedirect.com/science/article/pii/S2590123025001768Acceptable walking distanceTransit oriented development (TOD)Walking distance relationshipUrban rail transitCatchment areaPedestrian behavior |
| spellingShingle | Maytarvut Seehamart Suthatip Pueboobpaphan Rattaphol Pueboobpaphan Actual walking distance vs. Perceived walking distance: Relationship and impact on determining acceptable walking distances to stations of the Bangkok Metro Results in Engineering Acceptable walking distance Transit oriented development (TOD) Walking distance relationship Urban rail transit Catchment area Pedestrian behavior |
| title | Actual walking distance vs. Perceived walking distance: Relationship and impact on determining acceptable walking distances to stations of the Bangkok Metro |
| title_full | Actual walking distance vs. Perceived walking distance: Relationship and impact on determining acceptable walking distances to stations of the Bangkok Metro |
| title_fullStr | Actual walking distance vs. Perceived walking distance: Relationship and impact on determining acceptable walking distances to stations of the Bangkok Metro |
| title_full_unstemmed | Actual walking distance vs. Perceived walking distance: Relationship and impact on determining acceptable walking distances to stations of the Bangkok Metro |
| title_short | Actual walking distance vs. Perceived walking distance: Relationship and impact on determining acceptable walking distances to stations of the Bangkok Metro |
| title_sort | actual walking distance vs perceived walking distance relationship and impact on determining acceptable walking distances to stations of the bangkok metro |
| topic | Acceptable walking distance Transit oriented development (TOD) Walking distance relationship Urban rail transit Catchment area Pedestrian behavior |
| url | http://www.sciencedirect.com/science/article/pii/S2590123025001768 |
| work_keys_str_mv | AT maytarvutseehamart actualwalkingdistancevsperceivedwalkingdistancerelationshipandimpactondeterminingacceptablewalkingdistancestostationsofthebangkokmetro AT suthatippueboobpaphan actualwalkingdistancevsperceivedwalkingdistancerelationshipandimpactondeterminingacceptablewalkingdistancestostationsofthebangkokmetro AT rattapholpueboobpaphan actualwalkingdistancevsperceivedwalkingdistancerelationshipandimpactondeterminingacceptablewalkingdistancestostationsofthebangkokmetro |