y has conventionally been measured and evaluated ignoring user perceptions in favor of focusing on travel time and distance to a number of pre-determined destinations. Acknowledging this gap, we recently developed a scale for perceived accessibility PAC (Lättman, Friman, & Olsson 2016b) aimed at capturing the individual perspective of accessibility with a certain travel mode. In this paper, we 1) further develop the PAC measure of perceived accessibility in order to capture how easy it is to live a satisfactory life with the help of the transport system, 2) compare levels of perceived accessibility between residential areas and main travel modes, and 3) compare residents’ perceived accessibility to the objective accessibility level for the same residential area. Data from 2711 residents of Malmö, Sweden show that perceived accessibility is consistently different from objective accessibility across 13 residential areas, with minor differences in levels of perceived accessibility between areas. Surprisingly, bicycle users rate their accessibility significantly higher than those who mainly use the car or public transport for daily travel, contrary to objective accessibility assumptions. These differences point at the importance of including perceived accessibility as a complementary tool when planning for and evaluating transport systems. MistraSAMS

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http://dx.doi.org/10.1016/j.retrec.2018.06.002 under the license https://www.elsevier.com/tdm/userlicense/1.0/
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Published on 01/01/2018

Volume 2018, 2018
DOI: 10.1016/j.retrec.2018.06.002
Licence: Other

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