Scipediacontent: Scipediacontent moved page Draft Content 435107157 to McConville et al 2016a

2020-10-14T11:54:01Z

Scipediacontent moved page Draft Content 435107157 to McConville et al 2016a

Scipediacontent: Created page with " == Abstract == Although urban development around transit stations doesnt lead to a direct financial contribution for the Transit Agency (or other infrastructure or plannin..."

2020-10-14T11:53:58Z

Created page with " == Abstract == Although urban development around transit stations doesnt lead to a direct financial contribution for the Transit Agency (or other infrastructure or plannin..."

New page

== Abstract ==

Although urban development around transit stations doesnt lead to a direct financial contribution for the Transit Agency (or other infrastructure or planning body) it is absolutely essential to the long term viability of the transit investment (SKMG 1996, p. 4). The transit accessible area around the stations is generally far larger than the Transit Companys real estate can reach. Many studies have been undertaken to define the influence zone of transit stations, i.e. the probability that at a certain distance from the station an employee or resident is ready to use transit as a transportation alternative for commuting or other travel purposes. Walking distance is the general qualification, that means five to fifteen minutes walking time, depending on the travel purpose, the travel alternatives and the system performance. It is obvious that the attraction is more important at stations of highly performing transit systems. Frequent Rapid Transit service has potentially more impact then Light Rail Service, especially when the Light Rail line is short and/or when the station is less frequented.

Document type: Book

== Full document ==
<pdf>Media:Draft_Content_435107157-beopen410-7377-document.pdf</pdf>

== Original document ==

The different versions of the original document can be found in:

* [http://dx.doi.org/10.13140/rg.2.2.20307.12326 http://dx.doi.org/10.13140/rg.2.2.20307.12326]

* [http://dx.doi.org/10.17077/9w9h-klxb http://dx.doi.org/10.17077/9w9h-klxb]

* [http://dx.doi.org/10.4324/9781315550008 http://dx.doi.org/10.4324/9781315550008]

* [http://dx.doi.org/10.5040/9781472596154-bed-t044 http://dx.doi.org/10.5040/9781472596154-bed-t044]

* [http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_16-4.pdf http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_16-4.pdf]

DOIS: 10.5822/978-1-61091-835-0_7 10.17077/9w9h-klxb 10.13140/rg.2.2.20307.12326 10.4324/9781315550008 10.1007/978-3-322-81708-2_7 10.5040/9781472596154-bed-t044

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McConville et al 2016a - Revision history

Scipediacontent: Scipediacontent moved page Draft Content 435107157 to McConville et al 2016a

Scipediacontent: Created page with " == Abstract == Although urban development around transit stations doesnt lead to a direct financial contribution for the Transit Agency (or other infrastructure or plannin..."

Scipediacontent: Created page with " == Abstract == Although urban development around transit stations doesnt lead to a direct financial contribution for the Transit Agency (or other infrastructure or plannin..."