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Among the built environment variables, access to destination and land use related indicators also have significant influence on mode choice.
Specifically in developing country, Munshi [48] from India showed that balanced and mixed land use had a very strong influence and, access to destination and commute distance had a strong impact on walking.
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Since accessibility may be increased either by increasing velocity (i.e., quicker access to destinations) or proximity (i.e., closer location of destination), it is obvious that corresponding decisions can lead to different outcomes.
Furthermore, while TOD considers access to transit, it often neglects the access to destinations that is provided by transit.
The ability of travel is a function of access to destinations and disposable time.
If they do move, they are nearly unable to optimize their location in order to have better access to destinations.
This study focuses on ease of access to destinations as a new driver-oriented performance measure under various driving conditions on interurban expressways connecting hub cities.
Moreover, even if a person manages to gain access to destinations without a high level of mobility, it is highly likely that transport poverty will translate into accessibility poverty at some point in a person's life, for instance when a person's circumstances or plans of life change and a significant level of mobility becomes necessary to access key destinations.
A small share of car-less households also holds a driver license and may be able to rent a car or make use of carsharing services to access to destinations beyond walking or cycling distance.
However, in those with increased access to destinations, transport-related walking increased by 5.8 min/week for each type of transport-related destination that increased (p = 0.045); and recreational walking by 17.6 min/week for each type of recreational destination that increased (p = 0.070).
54 Pedestrian access to destinations will be calculated using the NDAI.
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