The impact of centroid connectors on transit assignment outcomes
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The impact of centroid connectors on transit assignment outcomes Ouassim Manout1,2 · Patrick Bonnel1 · François Pacull3 Accepted: 6 August 2020 © Springer-Verlag GmbH Germany, part of Springer Nature 2020
Abstract In transit modeling, access and egress conditions are often overlooked. The most common modeling technique of these conditions relies on the use of centroid connectors. This definition often uses the geographic position of zone centroids and sets constraints on the maximum number and length of connectors. This definition is subject to spatial aggregation issues and has already been proven to bias car assignment outcomes. The impact on transit assignment outcomes has not yet been demonstrated. The current paper investigates the statistical impact of connectors on transit assignment outcomes in an urban model of Lyon in France. Findings suggest that transit ridership, total passenger-kilometers and transit transfers are dependent on the definition of centroid connectors. Setting arbitrary values for the maximum number and length of connectors statistically affects transit results. The pattern and magnitude of this impact vary, however, between transit modes. The bus and rapid bus systems have been shown to be more sensitive towards the definition of connectors than the subway and the light rail systems. These findings question, to a certain extent, the validity and reliability of transit modeling outcomes. JEL Classification R41 · R42
1 Introduction Transit is often introduced as a sustainable and desirable alternative to car. Many cities that have long invested in car-oriented policies, are now shifting towards transit-oriented solutions. Well-designed transit systems are believed to foster social inclusion, participation, and well-being, to contribute to economic growth * Ouassim Manout [email protected] 1
LAET, University of Lyon, ENTPE, CNRS, Lyon, France
2
Polytechnique, Montreal, Quebec, Canada
3
Architecture and Performance, Lyon, France
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Fig. 1 The standard definition of centroid connectors. Only the N nearest stopping points within a buffer of radius L around zone centroid are connected
and market attractiveness, and to mitigate environmental and health mobilityrelated issues (Bollinger and Ihlanfeldt 1997; Delbosc and Currie 2011; Higgins et al. 2014; Lucas and Musso 2014). In this context, cities are engaging, more or less successfully, in different transit policies to fulfill their mobility needs and to meet their sustainability objectives. One vital ingredient of success of these policies is transit accessibility, which can be defined as the ease with which transit facilities can be reached. Transit accessibility is deemed to enhance transit coverage, ridership, and attractiveness (Chowdhury et al. 2016; Redman et al. 2013). Consequently, in many cities, local authorities are making transit accessibility a cornerstone measure in their policy agenda, and substantial projects and investments are opted for. Yet, when it comes to tr
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