Objective

The ‘last mile’ of public transportation describes the final leg of a transit journey. This paper brings an accessibility-based approach to last-mile performance evaluation at the parcel level by measuring desirable destinations reasonably reachable through accessible transit stations.

Methods

An accessibility-based last mile performance measure is developed to include destinations, attractiveness, and transit connectivity. Google Map API data is used to identify potential destinations and further evaluate their popularity.

Results

The range of last-mile performance scores was 0–91.7954%, with a mean of 49.82% and a standard deviation of 61.61%, indicating high variation of the last mile performance in Chicago. Last mile problem areas in Chicago tend to cluster in more economically challenged areas. Income levels and housing sale price had positive relationships with last mile performance scores.

Conclusion

Areas with low last-mile accessibility performance are more likely to cluster in communities that have greater economic disadvantages, lower density, and less mixed land use, implying spatial inequality and disparity in overall accessibility.

Practice

The described approach can inform the development of strategic planning interventions to improve transit connectivity and to reduce the disparity of transit connectivity and accessibility across neighborhoods.

Implications

The evaluation of last mile connectivity needs to consider both access to transit station and access to potential destinations. The last mile performance score is highly influenced by neighborhood socioeconomic status.

中文翻译：

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使用大数据进行最后一英里绩效评估：一种基于可访问性的方法

客观的

公共交通的“最后一英里”描述了交通旅程的最后一段。本文通过测量可通过无障碍公交站合理到达的理想目的地，为包裹级别的最后一英里绩效评估提供了一种基于可达性的方法。

方法

开发了基于可达性的最后一英里绩效衡量标准，以包括目的地、吸引力和交通连通性。Google Map API 数据用于识别潜在目的地并进一步评估其受欢迎程度。

结果

最后一英里的表现得分范围为 0-91.7954%，平均值为 49.82%，标准差为 61.61%，表明芝加哥的最后一英里表现差异较大。芝加哥的最后一英里问题地区往往集中在经济困难地区。收入水平和房屋销售价格与最后一英里绩效得分呈正相关。

结论

最后一英里可达性表现低的地区更有可能聚集在经济劣势更大、密度较低、土地使用混合较少的社区中，这意味着整体可达性的空间不平等和差异。

实践

所描述的方法可以为制定战略规划干预措施提供信息，以改善交通连通性并减少社区之间交通连通性和可达性的差异。

影响

最后一英里连通性的评估需要考虑到中转站的访问和潜在目的地的访问。最后一英里的表现得分受社区社会经济地位的影响很大。