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Measuring accessibility to punctiform urban services using Space-Time Prisms: a study on the planned residential areas of Khulna City
Abstract
Accessibility indicates the relative easy to access of a certain opportunity & actually it is the result of interaction of land use & transportation system. For urban planning practice a number of methods so far has been developed, but in recent time space-time accessibility measurement technique has been developed by different geographer which considers space constrain of human activity along with the time constrain unlike the traditional methods. Recently, urban planners are also contributing to the space-time concepts with proper application of this concept to the real world accessibility problem of the urban area. This paper shows how the concepts of space-time prisms can be applied to measuring accessibility to punctiform urban services where punctiform services are those, which delivered from a specific point & has a spatial dimension. Besides measuring the accessibility, this paper also shows the gap between the existing land uses of Khulna City in respect of supply of services with the accessibility of the residents for the selected residential areas. In case of selecting the location of punctiform urban services delivering, this type of accessibility measurement is necessary to reduce the waste of resource like time, money, energy for both service suppliers & service consumers.
This study aims at measuring the level of quality of health services and the problem of access to public health institutions in Morocco from the viewpoint of patients, This study is part of the health geography. The study shows that this quality is related to the geographical distribution of health services and the extent of their accessibility (especially the pair distance and time), as well as to the cultural, social and moral characteristics of the local population, which leads to their evaluation of either satisfaction (quality) or dissatisfaction (mediocrity).
The study aims to test the problem of research, by adopting a case study from the small cities in Morocco (the city of Kasbah Tadla) within the framework of its borders (Beni Mellal) and regional (Beni Mellal - Khenifra). The data collection was based on two methods: the first is an approach theoretical: (administrative and documentary data), the second one, based on the field, by selecting a random sample by proportional stratification (20%) for a total of 103 patients, it was extracted by the average of patients turning to health institutions. The questionnaires were distributed according to the importance of the institutions
The study is primarily based on two types of analysis: quantitative and qualitative, based on measurable and verifiable statistical hypotheses. Subject to review specific measurements and tests. This explains the adoption of the statistical hypothesis: There is no statistically significant difference (H0 in satisfaction with the quality of the health services dimensions of reliability, response, confidence, empathy and tangibles aspects, according to socio-demographic variables (age, gender, educational level, marital status, profession and geographical origin) and the physical components of access (distance, time, and the type of the means of transport). The study aims to answer the following problematic question: How can able to assess the dimensions of the quality of health services from the point of view of the beneficiaries? and what is the relationship of this evaluation with the physical components of access and their individual and demographic characteristics?
1. Examination of hypotheses
If we look at the realization and satisfaction of respondents of the quality of health services represented in reliability, response, confidence, empathy and tangible aspects, there are statistically significant differences, which means the importance of respondents' perceptions of the quality of health services provided to them, as all aspects related to it were positive evaluation We, therefore, reject the hypothesis that "there are no statistically significant differences in assessing the quality dimensions of health services represented in reliability, response, confidence, empathy and tangible aspects from the respondents' point of view" and we accept the alternative hypothesis.
If we look at the relationship between sociological variables and the physical components of access and satisfaction with the health services provided, we emphasize the acceptance of the following alternative hypotheses:
There are statistically significant differences between the distance and time taken to reach, as well as the type of the means of transport and some aspects of reliability in the quality of health services represented in the provision of health services on appointments fixed and the provision of health services with a high degree of accuracy. There is a relationship between the same aspects and variables of sex, profession and educational level, in addition to the geographical origin and its relationship with the institution's response quickly to the problems and inquiries of patients.
There is a statistically significant relationship between the distance and time required to access and one component of the response in the quality of health services, which is the commitment of staff to meet patients' requests immediately. There is a relationship between the same component, as well as the willingness of employees to cooperate with patients with the gender variable.
There is an effective relationship between the distance and time it takes for patients to reach and one aspect of confidence in the quality of health services, which is patient confidence in the knowledge, skills and experience of medical frameworks. We also record the same relationship between the same aspect and the variables of sex and profession, as well as the effect of the latter on the patient's sense of safety when dealing with medical frameworks.
There are statistically significant differences between the distance and time taken to access, according to variables empathy in the quality of health services represented in the employees of the institution having acknowledgement of the needs of patients, as well as clarifying health problems in the way they understand. There are also differences between these two aspects with the variables of gender, occupation and geographical origin, in addition to the effect of the latter on the convenient medical examination for patients.
There is a statistical relationship between three aspects of the tangibles dimension in the quality of health services, namely: The presence of the health institution in a convenient location that is easily accessible, and the presence of the medications needed by patients, as well as the presence of accompanying services (ambulance, pharmacy). There are also differences between the same aspects with the variables of sex and occupation.
The degree of satisfaction with the quality of health services is influenced more by the physical components of access (distance and time) compared to demographic variables (sexual structure, age structure, family status, educational level, geographical origin and profession). The geographical context, especially the distance and time it takes for patients to reach health institutions, are important factors in assessing the quality of health services, especially in terms of reliability, response and tangible aspects.
2. Review the results:
The first result: Health establishments are focused in the centre-city, which makes the distance people tour to attain them vary from one region to another in the city, and the farther we move far from the centre, the greater the distance and time to access the nearest health care institution. Although there is no full-size get entry to problems because the extensive majority of the population Does not move extra than 2 km to attain the nearest health institution. Also, defining buffer zones around the area of health institutions with a distance of 1,5 which's a reasonable distance on arrival, highlighting that maximum residential neighbourhoods inside the city benefit from the service variety and within a duration of no more than 30 minutes. As for the network analysis, it was shown that the farthest point from the health facility, which is estimated at extra than 4,500 meters, shows that human beings who live in these areas be afflicted by marginalization in obtaining health care services.
The second result: The dimensions of the quality of health services related to confidence and reliability are more satisfied by patients, and these elements constitute strengths in providing the health service, perhaps the most important of them: is that health institutions have the confidence of the beneficiaries, in addition to the commitment to provide the service on appointments specified, in addition to confidence in skill and experience medical of doctors and nurses.
The third result: The dimensions of quality of health services, which are evinced in empathy, response and tangible aspects, have less impact on patient satisfaction , especially the staff desire in the institution and their constant willingness to cooperate with patients, as well as the inconsistency of medical examination times with the requirements of beneficiaries, and the lack of consideration of social customs and traditions, as well as insufficient equipment medical devices and medicines available in health institutions.
Fourth result: the distance and time variables affect patients' satisfaction with the quality of the health services provided (reliability, response, confidence, empathy and tangibles), as proximity is an important factor in their realization of these dimensions. While owning private transportation means affect less to satisfaction of the customer.
Fifth result: variables of geographical origin, profession and educational level more affect patients' satisfaction with the quality of health services compared to the variables of sexual structure and family status, which are secondary variables that do not significantly affect trend of respondents.
Finally, the study presented a number of suggestions and alternatives to solve the research problem in the future, in addition to that, it recommended the creation of health facilities required devices and equipment, the provision of medical staff and qualified personnel assistance and the provision of appropriate physical evaluation of their effectiveness to ensure it continues to work out, to plant the trust and confidence in the hearts of patients and their auditors.
Keywords:
Health services, Quality, Quality of health services, The physical components of Access, Satisfaction/ dissatisfaction
The scope of the study concerns the French colonial urbanism in Algeria.voluntary or no, city planning was immediately subjected to new occupants rules. New settlers brought with them their immediate memories of the cities where they came.
Algiers city form and configuration was arranged to fulfil European population needs and life style, by the first days of jelly 1830 huge transformation had been occurred to the city fabric, several traditional houses, mosques and public buildings were demolished to leave free space for European district establishment.
Recent policy discussions about information technology in transport and traffic demand management have increased interest in activity‐based approaches to the analysis of travel behaviour, in particular in the modelling of household activity scheduling which is at the core of many of the required changes in travel behaviour. This paper is a state‐of‐the‐art review of conceptualizations and models of activity scheduling with special regard to issues raised by the new policy instruments. In the course of the review, the validity of behavioural assumptions is examined critically and several needs for future research identified.
Conventional accessibility measures based on the notion of locational proximity ignore the role of complex travel behavior and space–time constraints in determining individual accessibility. As these factors are especially significant in women's everyday lives, all conventional accessibility measures suffer from an inherent “gender bias.” This study conceptualizes individual accessibility as space–time feasibility and provides formulations of accessibility measures based on the space–time prism construct. Using a subsample of European Americans from a travel diary data set collected in Franklin County, Ohio, space–time accessibility measures are implemented with a network-based GIS method. Results of the study indicate that women have lower levels of individual access to urban opportunities when compared to men, although there is no difference in the types of opportunities and areas they can reach given their space–time constraints. Further, individual accessibility has no relationship with the length of the commute trip, suggesting that the journey to work may not be an appropriate measure of job access.
Although recent studies of individual accessibility have used detailed representations of urban street networks, unre-alistic measures of travel time based on assumptions about constant travel speeds through the network were often used. Utilizing constant travel times does not allow for daily congestion and assumes that the effects of congestion are uniform throughout the city and affect all people equally. This research measures individual space-time accessibility in order to show that the incorporation of locally specific travel times within a street network allows a significant in-crease in the ability to realistically evaluate individual accessibility within cities. The results show that the accessibility of individuals within cities is not homogenous, and neither does access to employment or shopping opportunities vary according to common expectations about urban form and human behavior. Instead, the role of distance in predicting accessibility variations within cities is quite limited. This article also shows that incorporating time into accessibility measures in the form of congestion and business hours leads to additional (and highly spatially uneven) reductions in accessibility, revealing that the temporal dimension is very important to accurately assessing individual accessibility.
This paper describes the use of geo-information technology in a study to determine accessibility to work places using public transport provided by Ahmedabad Municipal Transport Service in the city of Ahmedabad, India. The measures used to determine the accessibility levels were developed using the constraint-based approach based on Hägerstrands theory in time geography. The model had three distinct components viz. individual characteristics, land use (base location, activity locations) and transport network to determine the accessibility levels. A land use model was developed to store attributes and data related to individuals and activities and a public transport model was developed determine and store travel time between sets of land use clusters. The computed and stored values in the land use and public transport models were then used as an input in the model to determine individual accessibility levels.
Conventional integral measures of accessibility, although valuable as indicators of place accessibility, have several limitations when used to evaluate individual accessibility. Two alternatives for overcoming some of the difficulties involved are explored in this study. One is to adapt these measures for evaluating individual accessibility using a disaggregate, nonzonal approach. The other is to develop different types of measures based on an alternative conceptual framework. To pursue the former alternative, this study specifies and examines eighteen gravity-type and cumulative-opportunity accessibility measures using a point-based spatial framework. For the latter option, twelve space-time accessibility measures are developed based on the construct of a prism-constrained feasible opportunity set. This paper compares the relationships and spatial patterns of these thirty measures using network-based GIS procedures. Travel diary data collected in Columbus, Ohio, and a digital data set of 10,727 selected land parcels are used for all computation. Results of this study indicate that space-time and integral indices are distinctive types of accessibility measures which reflect different dimensions of the accessibility experience of individuals. Since space-time measures are more capable of capturing interpersonal differences, especially the effect of space-time constraints, they are more “gender sensitive” and helpful for unraveling gender/ethnic differences in accessibility. An important methodological implication is that whether accessibility is observed to be important or different between individuals depends heavily on whether the measure used is capable of revealing the kind of differences the analyst intends to observe.
Distance has often been assumed to be an influence on intraurban accessibility, whether in traditional proximity-based measures
of accessibility, or through expectations about distance-minimizing travel behavior and the logic of the monocentric model.
This paper examines the importance of distance from major employment centers to individual accessibility in Portland, Oregon,
using space-time accessibility measures computed using GIS. The results of this research indicate that distance from these
locations has mixed results on individual accessibility. This appears to reflect the importance of time, both the time of
day activities are scheduled as well as time constraints, to individual activity patterns.
Transportation systems exist to improve individual accessibility. However, emerging applications of GIS in transportation (GIS-T) and intelligent transportation system (ITS) focus on throughput (the amount of system flow) rather than accessibility. Throughput is related but not equivalent to accessibility. Sensitive transportation planning requires rigorous, realistic and tractable accessibility measures. This paper reports on the development of GIS software that implement space-time accessibility measures (STAMs). The STAMs reflect the benefits that individuals receive from the transportation system. They are easily interpreted, particularly with respect to changes in accessibility. The STAMs also consider the locations and travel velocities dictated by the transportation system as well as individuals' daily activity schedules. Tractable computational procedures allow calculation of the STAMs for detailed, urban-scale transportation networks. A prototype ArcInfo -linked software system that runs on Windows NT or Sun Solaris platform implements the STAMs with userfriendly interfaces and project management tools.
Accessibility is a fundamental but often neglected concept in transportation analysis and planning. Three complementary views of accessibility have evolved in the literature. The first is the constraints‐oriented approach, best implemented by Hägerstrand's space‐time prisms. The second perspective follows a spatial interaction framework and derives “attraction‐accessibility measures” that compare destinations' attractiveness with the travel costs required. A third approach measures the benefit provided to individuals by the transportation/land‐use system. This paper reconciles the three complementary approaches by deriving space‐time accessibility and benefit measures that are consistent with the rigorous Weibull axiomatic framework for accessibility measures. This research also develops computational procedures for calculating these measures within network structures. This provides realistic accessibility measures that reflect the locations, distances, and travel velocities allowed by an urban transportation network. Since their computational burdens are reasonable, they can be applied at the urban scale using a GIS.
Centrality within a city and neighborhood characteristics have often been used as indicators of access to employment and services in statements about urban form and accessibility, but there are reasons to question the appropriateness of doing so. This paper evaluates the importance of geographic context within the urban environment (both location within cities as well as neighborhoods characteristics) for individuals in Portland, Oregon. Because conventional accessibility measures cannot incorporate individual characteristics, space-time individual accessibility measures were used with multilevel modeling to isolate the effects of individual level variations from that of geographical context. The results show that the influence of context on individual accessibility is weak, as accessibility tends to reflect individual and household characteristics rather than the local urban environment. Accessibility cannot be determined from location within cities, or from land uses around an individual's home, implying that the use of urban design to influence accessibility is inappropriate.
This paper is concerned with choice set formation in the intraurban context where choice alternatives explicitly involve the spatial dimension. Its purpose is to develop an operational method using GIS for generating more restrictive spatial choice sets through incorporating the spatio-temporal constraints and cognitive constraints of an individual into the framework. The main construct proposed, which was formulated in set-theoretical terms, is the cognitive feasible opportunity set (CFOS). A set of network-based GIS procedures were developed using ARC/INFO GIS to operationalize the formulation. An example drawn from a travel diary data set collected in Columbus, Ohio, is used to examine implementation issues. The paper concludes that, without a realistic representation of the travel environment, the spatial configuration of choice sets and the alternatives they contain could be very different from what individuals actually experienced in their daily lives. © 1998 OPA (Overseas Publishers Association) N.V. Published by license under the Gordon and Breach Science Publishers imprint.
This study aimed to develop an algorithm to measure space–time accessibility (STA) in a GIS environment. It measured accessibility to activity centers taking a case of students and teachers of universities in Khulna. The peripheral location of public universities in Khulna constrains the individuals from participating in urban opportunities such as socialization, shopping, and recreation. Hence, the location of individuals' work place influences their choice of residential location because of space constraints and time requirements to reach the work place. Physical accessibility of different individuals varies according to different activity centers because people have varied home locations. This study addresses the demand-side variables to measure accessibility. The variables are individuals' purpose of activity, their travel characteristics, and time availability for the activity. An algorithm was developed that delimits the extent of area an individual will have access to for his/her activities. A spatial search, centering activity locations, was adopted to delimit the accessible area while considering available transport network. The research found the residential location of university students and teachers and out-of-town location of the universities have resulted in students having significant disadvantage in terms of their access to urban activity centers in the town. This algorithm could further be used to measure accessibility of different groups of people or of different residential clusters for single or multi-number opportunity places for transport forecasting, land use modeling, and utility service planning.
Accessibility is a fundamental but often neglected concept in transportation analysis and planning. Three complementary views of accessibility have evolved in the literature. The first is the constraints-oriented approach, best implemented by Hägerstrand's space-time prisms. The second perspective follows a spatial interaction framework and derives “attraction-accessibility measures” that compare destinations' attractiveness with the travel costs required. A third approach measures the benefit provided to individuals by the transportation land-use system. This paper reconciles the three complementary approaches by deriving space-time accessibility and benefit measures that are consistent with the rigorous Weibull axiomatic framework for accessibility measures. This research also develops computational procedures for calculating these measures within network structures. This provides realistic accessibility measures that reflect the locations, distances, and travel velocities allowed by an urban transportation network. Since their computational burdens are reasonable, they can be applied at the urban scale using a GIS.
This paper is a review and assessment of the contributions made by activity-based approaches to the understanding and forecasting of travel behavior. In their brief history of approximately a decade, activity-based analyses have received extensive interest. This work has led to an accumulation of empirical evidence and new insights and has made substantial contributions toward the better understanding of travel behavior. However, practical applications of the approach in transportation planning and policy development have been scarce. Based on an analysis of the inherent characteristics of the activity-based approach, a review of recent (after the 1981 Oxford conference) developments, and a synthesis of the findings from past empirical studies, this study attempts to evaluate the contribution made by activity-based analyses and determine the reasons for the limited practical application. Recommendations are made for the future development of activity-based analysis as a science of travel behavior and as a tool in the practice of transportation planning and policy development.
Hägerstrand's time geography is a powerful conceptual framework for understanding constraints on human activity participation in space and time. However, rigorous, analytical definitions of basic time geography entities and relationships do not exist. This limits abilities to make statements about error and uncertainty in time geographic measurement and analysis. It also compromises comparison among different time geographic analyses and the development of standard time geographic computational tools. The time geographic measurement theory in this article consists of analytical formulations for basic time geography entities and relations, specifically, the space–time path, prism, composite path-prisms, stations, bundling, and intersections. The definitions have arbitrary spatial and temporal resolutions and are explicit with respect to informational assumptions: there are clear distinctions between measured and inferred components of each entity or relation. They are also general to n-dimensional space rather than the strict two-dimensional space of classical time geography. Algebraic solutions are available for one or two spatial dimensions, while numeric (but tractable) solutions are required for some entities and relations in higher dimensional space.
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