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Demand-responsive transport (DRT) could be an alternative for extending the accessibility of high-speed rail (HSR) servicing cities in rural environments, where fixed public transport does not provide efficient services. This paper proposes a method to analyse the factors that influence the implementation of DRT systems for inter-urban mobility, connecting and integrating towns in rural areas. Methodologically, a vehicle routing problem analysis in a GIS-based environment is applied to a theoretical case study to evaluate the factors that influence DRT efficiency in different scenarios, considering the specific singularities of this kind of inter-urban long-distance mobility. The results suggest the optimal DRT solutions in these rural contexts to be those that, after adjusting the fleet to specific demands, use low-capacity vehicles, which are much better adapted to the geography of sparsely populated areas. Moreover, in adapting DRT systems to HSR travellers' needs, windows catering to these needs should incorporate the option of setting the pickup or arrival times. This paper demonstrates that DRT systems could reach significant levels of service in rural areas compared with fixed lines and even private vehicles, especially when evaluating key aspects of the system's efficiency for its implementation. [ABSTRACT FROM AUTHOR]

Demand-responsive transport (DRT) could be an alternative for extending the accessibility of high-speed rail (HSR) servicing cities in rural environments, where fixed public transport does not provide efficient services. This paper proposes a method to analyse the factors that influence the implementation of DRT systems for inter-urban mobility, connecting and integrating towns in rural areas. Methodologically, a vehicle routing problem analysis in a GIS-based environment is applied to a theoretical case study to evaluate the factors that influence DRT efficiency in different scenarios, considering the specific singularities of this kind of inter-urban long-distance mobility. The results suggest the optimal DRT solutions in these rural contexts to be those that, after adjusting the fleet to specific demands, use low-capacity vehicles, which are much better adapted to the geography of sparsely populated areas. Moreover, in adapting DRT systems to HSR travellers’ needs, windows catering to these needs should incorporate the option of setting the pickup or arrival times. This paper demonstrates that DRT systems could reach significant levels of service in rural areas compared with fixed lines and even private vehicles, especially when evaluating key aspects of the system’s efficiency for its implementation.

Abstract The purpose of this study is to look into patronage effects of extended supply outside peak hours on regional public transport services. Previous studies have shown that the service frequency is an attribute of great importance for regional passengers, but little is known about the details regarding peak and off-peak frequencies or service hours. The present study addresses this knowledge gap, departing from the hypothesis that additional off-peak supply means more flexibility for the passengers in terms of departure time options, and possibly also a sense of security for passengers who are uncertain about the time of their (return) trips. Essentially, the added off-peak departures may attract more passengers even if they normally do not or only occasionally use the off-peak services. The patronage effects are explored through four case studies from the region of Scania in southern Sweden. The cases include regional rail and bus services where substantial improvements have been made outside peak hours, resulting in at least hourly all-day services. The results of the study provide new insights into the fundamental planning policy trade-off between maximum frequency and span of public transport services in urban peripheries and rural areas. Importantly, the results suggest that improved time coverage may lead to substantial patronage growth, and this growth is evident also during peak hours, despite unaltered peak hour frequencies. Hence, off-peak departures cannot be assessed only through patronage levels in isolated time periods, let alone on the individual departures.

Due to relatively low patronage levels, rural bus stops are sometimes questioned in order to improve travel time and reliability on regional bus services. Previous research into stop spacing has focused on urban areas, which means that there is a lack of knowledge regarding the effects of bus stops in regional networks, with longer distances, higher speeds, and lower passenger volumes, in general. The present study addresses this knowledge gap by analysing the effects of bus stops on a regional bus service regarding average travel times, travel time variability, and on-time performance. This is done by statistical analysis of automatic vehicle location (AVL) data, using a combination of methods previously used for analysis of rail traffic and urban bus operations. The results reveal that bus stops that are only used sporadically have a limited impact on average travel times, in general. In contrast, they are all the more influential on travel time variability, and, in turn, on on-time performance. On the studied bus service, the number of stops made have a far greater impact on travel time variability than any of the other included variables, such as the weather or traffic conditions during peak hours. However, the results suggest that rural bus stops have a much lower impact than what we define as secondary bus stops in urban areas. Consequently, by primarily focusing on bus stop consolidation in urban areas, it is possible to significantly improve service reliability without impairing rural coverage. [ABSTRACT FROM AUTHOR]

The purpose of this study is to look into patronage effects of extended supply outside peak hours on regional public transport services. Previous studies have shown that the service frequency is an attribute of great importance for regional passengers, but little is known about the details regarding peak and off-peak frequencies or service hours. The present study addresses this knowledge gap, departing from the hypothesis that additional off-peak supply means more flexibility for the passengers in terms of departure time options, and possibly also a sense of security for passengers who are uncertain about the time of their (return) trips. Essentially, the added off-peak departures may attract more passengers even if they normally do not or only occasionally use the off-peak services. The patronage effects are explored through four case studies from the region of Scania in southern Sweden. The cases include regional rail and bus services where substantial improvements have been made outside peak hours, resulting in at least hourly all-day services. The results of the study provide new insights into the fundamental planning policy trade-off between maximum frequency and span of public transport services in urban peripheries and rural areas. Importantly, the results suggest that improved time coverage may lead to substantial patronage growth, and this growth is evident also during peak hours, despite unaltered peak hour frequencies. Hence, off-peak departures cannot be assessed only through patronage levels in isolated time periods, let alone on the individual departures. [ABSTRACT FROM AUTHOR]

The paper proposes an alternative measure of accessibility in the rural setting. The proposed measure has two major components: proximity and the 'magnitude of supply' of the distributed varied opportunities within a particular range from the rural inhabitations. Accessibility to major development parameters, health, education, and communication infrastructures being measured and validated with the cross-sectional data. The principal component of 'accessibility,' proximity to opportunities, and availability of mobility are manipulated to obtain the accessibility measure of all the inhabited rural settlements and being aggregated at subsequent hierarchy levels sub-districts and districts, the basic planning and policymaking unit in the Indian context. District-level indicators of education and health validate the measure by multivariate stepwise regression analysis. The distribution pattern being analyzed spatially to rationalize the measure would capture and identify the gaps in the infrastructure. The measure is census-based, simple in terms of communicability, cost-effective, undemanding of data, and an effort towards addressing the magnitude of supply of opportunities based on physical planning criteria. • Short-distance walk rural accessibility. • Spatial and dimensional analysis of rural accessibility. • A supply-based cumulative accessibility measure. [ABSTRACT FROM AUTHOR]

Removing bus stops is often a prerequisite for introducing faster, more reliable, and more frequent rail or coach services in rural areas. Despite the potentially higher quality of service through trains or coaches, however, the bus-stop removals often become stumbling blocks. It is sometimes feared that the alterations to the public transport network will pose a threat to the possibilities of living in rural areas outside villages. In this study, we investigate how travel by public transport is affected in areas where bus services are substantially reduced in connection with the introduction of rail services with fewer stops. Through an analysis of access trips from rural areas surrounding the train stations, we are able to study the development of public transport patronage in these areas in comparison with a control group with retained rural bus services. A total of 28 villages with surrounding rural areas in southern Sweden are included in the study. Our results reveal a significantly larger patronage increase around new train stations compared to areas where regional bus services are kept, and importantly, the patronage increase does not only occur in the immediate surroundings of the stations. Outside the villages, in the rural areas where public transport services have been cut, the increase is of equal magnitude. Hence, our results oppose the idea of distortion between the villages and their surrounding rural areas, at least in terms of net effect on public transport usage. • A study into effects of longer stop distances in rural areas. • Large increase of patronage around new stations compared to former bus services. • Longer stop distances are compensated by more bicycle and car access trips. • No signs of distortion between the villages and their surrounding rural areas. [ABSTRACT FROM AUTHOR]

The objective of the article is to present a proposal for the restructuring of the interurban transportation system of travellers by road in Aragón, based on a previous diagnosis. Several sources of information and spatial analysis methods are used. The difficulty of providing a quality transport service in regions of low population density and settlements dispersion is noted and the inefficiencies of the current system of linear concessions are identified. A new system of zonal concessions is proposed, which allows for greater coordination and integrates general and school transportation. The proposal is valued economically and compared with the plans of the regional administration.

The objective of the article is to present a proposal for the restructuring of the interurban transportation system of travellers by road in Aragón, based on a previous diagnosis. Several sources of information and spatial analysis methods are used. The difficulty of providing a quality transport service in regions of low population density and settlements dispersion is noted and the inefficiencies of the current system of linear concessions are identified. A new system of zonal concessions is proposed, which allows for greater coordination and integrates general and school transportation. The proposal is valued economically and compared with the plans of the regional administration. [ABSTRACT FROM AUTHOR]

This article reflects on the modern definition of rural spaces, trying to go beyond the mere distinction from the urban areas to develop a more integrated approach with functional elements. In the global context, where the cities and the urban areas became practically the only paradigm, the rural areas show a great range of geographical situations in relation to them. With an empirical perspective, a method grounded on statistical analysis and spatial accessibility is proposed to understand the different configurations of rural areas in relation to the main urban networks, defining profiles and interpreting their trends. This method is applied in Castilla-La Mancha, a region of Spain where the notion of territorial cohesion as a policy goal of the European Union is worth to explore within this framework. Results show that at least three types of rural situations are drawn from the statistical indicators used and the accessibility analysis, depicting quite different diagnosis for the municipalities involved on each group. This proposal is a starting point for further analysis, where comparison between regions or larger areas might be included; also, a more detailed statistical data could improve the performance of the methodology. [ABSTRACT FROM AUTHOR]

Planners increasingly propose mobility hubs linking trunk and feeder transport services to achieve service efficiency, liveability, and accessibility gains in peripheral areas. However, trunk-feeder complementarity at these hubs remains uncertain. This paper aims to enhance understanding of the stakeholder interactions at peripheral mobility hubs through the concept of multi-sided platforms. For the Netherlands, we conducted a Fuzzy Delphi study (n = 59) with representatives of public transport companies (trunk), shared mobility providers (feeder), and asset owners (platform) for the reciprocal evaluation of potential strategies to increase ridership. The data show that trunk and feeder service providers are complementary at the hub to a limited extent. However, platform providers can encourage public transport and shared mobility services to develop their services by improving bike access and providing EV-charging infrastructure. [ABSTRACT FROM AUTHOR]

Good quality rural road infrastructure seems to contribute substantially to improvements in several socio-economic indicators in rural areas: increases accessibility to markets, educational and health facilities, and stimulates economic activities. However, several millions of people in sub-Saharan Africa do not live in proximity to an all-season road. A robust process of prioritizing roads for upgrade is needed to ensure efficient allocation of scarce resources in a manner that will maximize accessibility to key social amenities and economic opportunities. This study uses Multi-Attribute Utility Theory (MAUT) to examine how rural roads in Akwa Ibom State, Nigeria may be prioritized for upgrade to maximize access to key socio-economic facilities. In our analysis, the rural roads to be prioritized are the alternatives while the decision criteria are: social, economic, demographic, financial, and political. The MAUT is preferred to the commonly-used Analytic Hierarchy Process (AHP) because the number of alternatives is large. Geographic information system (GIS) techniques are applied to process some of the data used in the performance matrix of the MAUT. We specify non-linear marginal utility functions for the criteria. Scenario analyses are also carried out to examine the impact of changes in the weights of the criteria on the utility score of each alternative. The study identifies 10 roads that will yield the highest socio-economic benefits and promote rural accessibility. Finally, the study recommends that decision-makers adopt a similar approach in selecting rural roads for upgrade, instead of selecting roads based on political considerations. • We examine how rural roads may be prioritized to maximize accessibility • We use Multi-Attribute Utility Theory (MAUT) and Geographic Information System (GIS) • We specify non-linear marginal utility functions for the criteria in the MAUT • We identify 10 roads which will yield the highest socio-economic benefits • We recommend that decision makers adopt the approach in prioritizing rural roads [ABSTRACT FROM AUTHOR]

Abstract: The term Demand-Responsive Transport (DRT) has been increasingly applied in the last 10 years to a niche market that replaces or feeds (usually via small low floor buses or taxis) conventional transport where demand is low and often spread over a large area. More recently, the concept of DRT as a niche market has been broadened to include a wider range of flexible, demand-responsive transport services and is increasingly referred to as Flexible Transport Services (FTSs). The contention of this paper is that well-implemented FTS has the potential to revitalise bus-based public transport services which are traditionally based on fixed networks with variable geographical coverage and levels of service. [ABSTRACT FROM AUTHOR]

This is a case study based on an application of the Integrated Rural Accessibility Planning (IRAP) methodology in a rural area in the Indian state of Rajasthan. The article adopts a participatory approach to quantify accessibility needs for water source, education and health care for all 13 villages in the study area. The villages were then prioritized according to their needs for better accessibility. Villages with the worst accessibility levels in all three sectors are identified. A number of alternative proposals, generated in consultation with the representatives of the villagers, are evaluated and then the most suitable solutions are identified. [ABSTRACT FROM AUTHOR]

This paper analyses local differences in access to basic health services in the province of Teruel (Spain), one of the most sparsely populated areas in Europe. The demographic decline and the concentration of the remaining population in the main settlements has meant that there is a high degree of spatial fit of supply and demand and average aggregate accessibility is good. However, access costs are high for the scarce and aged population resident in the most remote villages and hamlets scattered over an extensive and tacitly ignored territory. In such circumstances the demands of the inhabitants for more attention from the public authorities, expressed through the ‘Teruel Exists’ movement, can be readily understood. [ABSTRACT FROM AUTHOR]

This study proposes two innovative methods to measure transport-related exclusion in rural areas caused by the lack of access to basic opportunities (e.g. healthcare, education, jobs, etc). The Spatial Accessibility Poverty (SAP) indices, that are developed, are tailored for rural areas of the Global South and particularly illustrated in a case study in Northeast Brazil, where spatial data is most scarce. Gravity-based models are proposed based on travel impedance methods derived from i) Friction surface datasets, and ii) Kernel density maps. The spatial information is then aggregated at a municipality level creating indices that conjugate factors of severity and extent of SAP. The findings show that factors like deprivation of housing facilities (electricity and sanitation) and low population density are associated with critical SAP levels. The results also point out to higher prevalence of SAP in inner areas than the coastal areas of Northeast Brazil. The sensitivity analysis shows how data-poor contexts present a particularly complex environment to develop robust SAP measures. The findings emphasise the importance of considering sensitivity analysis and complementary factor analysis when applying SAP indicators for planning transport and for action prioritisation purposes. Since access to services and opportunities has been claimed to be a key difference between those who have escaped chronic poverty those still trapped in it, SAP indicators tailored to areas where poverty is most spread are of primary importance to promote a new standard of transport development strongly committed to eradicating poverty. • The study proposes two methods to measure Spatial Accessibility Poverty in rural areas of the Global South. • Spatial accessibility poverty is associated with deprivation of housing facilities and low population density. • Kernel density and Friction surface methods applied to estimate travel impedance. • The study case concludes that inner areas of Northeast Brazil are more accessibility deprived than the coastal areas. [ABSTRACT FROM AUTHOR]