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In recent decades, transit equity has become a recurrent topic within the domain of sustainable transportation, where accessibility is a crucial indicator. However, the measurement of accessibility and equity in existing studies is usually based on the route with the shortest travel time, whereas multiple travel routes and corresponding travel costs remain unexamined. Taking the ground access to Hong Kong International Airport (HKIA) as an example, this study aims to fill the previous research gaps by examining the equity of accessibility by public transport simultaneously considering different sets of route options and corresponding total travel costs. These routes have either the shortest travel time or the maximum time-saving benefit–monetary cost ratio. Results reveal spatial variation in the total travel cost, which reflects considerable horizontal inequity. The results, however, indicate that vertical equity exists because the total travel cost is positively correlated with median income level across different locations. In addition, the route that provides a reasonable benefit–cost ratio further improves the equity in accessibility to HKIA. The study illustrates the significance of simultaneous consideration of total travel costs and multiple routes in the assessment of accessibility equity. It also provides transferrable methods for evaluating transit equity. [ABSTRACT FROM AUTHOR]

This manuscript analyzes personal and carsharing consumption characteristics of alternative commuters of the same university in Los Angeles, California. The paper finds that: (1) one can achieve a reasonably high carsharing rate among university employees, particularly employees commuting by alternative modes other than driving alone, female employees, and employees whose income is lower than the median income of all the employees; (2) university employees' participation rate in the carsharing program is lower than the students' and thus, the latter contributes more to the existing argument that a university campus is a niche market for carsharing; (3) commuter benefits are not only correlated to the employee participation rate of a carsharing program, but also to the behavior of the participants: their frequency and quantity of carsharing consumption and when to carshare; (4) free hours do not necessarily increase the carsharing consumption of employee carsharers who are eligible for these hours; (5) one does not need a large number of shared vehicles to satisfy the needs of employee carsharers at the place of work. [ABSTRACT FROM AUTHOR]

This manuscript examines employees' participation in a free and discounted try-transit program called 'Dump the Pump' (DtP) in Los Angeles, California. DtP offered eligible employee drivers a 12-week free transit pass and a discounted transit pass after the free trial as long as the employee drivers continued buying transit passes. By one-year after the program's introduction, DtP attracted 33% more transit riders to the system. At the program's zenith, 5% of the eligible drivers who lived within a half-mile from a direct transit line to their workplace had switched. Drivers were more likely to try the program under conditions in which (1) gas prices were relatively high and (2) the travel time difference between driving and transit was relatively low. After trying transit, participants remained on transit longer if they had no children, were unresponsive to lower gas prices, and had a bus schedule that matched their travel needs. The DtP experience indicates recruitment programs can attract drivers over the long-term, but those drivers who do stay with the program have more flexible commute schedules than drivers as a whole. These findings echo those of previous studies. Parents and other caregivers respond to service quality differences between transit and driving more than other commuters. Employers will need to consider that sensitivity when designing try-transit programs if they want drivers to stick with public transit. [ABSTRACT FROM AUTHOR]