For decades, accessibility – i.e. the ease of reaching destinations – has been an important concept in transport planning, resulting in many studies trying to measure it and put it into practice. Also walkability, a mode-specific type of accessibility referring to how easy it is to walk (to destinations) received increased attention in the last two decades. In recent years, a new focus has been on how people perceive their accessibility as this may be a stronger predictor of travel behaviour than objective elements of accessibility (such as built environment characteristics). Perceived walkability, i.e. how walk-friendly people experience a certain area, however, has only been explored by a limited number of studies. In this review paper, we give an overview of existing studies analysing perceived walkability, which mostly have focused on its effects on walking frequency/duration, physical activity and various aspects of mental well-being. Based on this literature review, a conceptual model is created, emphasising the determinants and effects of perceived walkability and how it is related to objective walkability. We end this paper by providing avenues for further research, including the introduction of a Short Perceived Walkability Scale (SPWS) and recommendations for data collection and analysis. Doing so can create new insights into perceived walkability and links with related elements, and therefore can contribute to stimulating walking trips and improving the experience of these trips.

Perceived accessibility has been acknowledged as an important aspect of transport policy since the 70s. Nevertheless, very few empirical studies have been conducted in this field. When aiming to improve social inclusion, by making sustainable transport modes accessible to all, it is important to understand the factors driving perceived accessibility. Unlike conventional accessibility measures, perceived accessibility focuses on the perceived possibilities and ease of engaging in preferred activities using different transport modes. We define perceived accessibility in terms of how easy it is to live a satisfactory life with the help of the transport system, which is not necessarily the same thing as the objective standard of the system. According to previous research, perceived accessibility varies with the subjectively-rated quality of the mode of transport. Thus, improvements in quality (e.g. trip planning, comfort, or safety) increase the perceived accessibility and make life easier to live using the chosen mode of transport. This study (n=750) focuses on the perceived accessibility of public transport, captured using the Perceived Accessibility Scale PAC (Lättman, Olsson, & Friman, 2015). More specifically, this study aims to determine how level of quality affects the perceived accessibility in public transport. A Conditional Process Model shows that, in addition to quality, feeling safe and frequency of travel are important predictors of perceived accessibility. Furthermore, elderly and those in their thirties report a lower level of perceived accessibility to their day-to-day activities using public transport. The basic premise of this study is that subjective experiences may be as important as objective indicators when planning and designing for socially inclusive transport systems.

Service quality in public transport is proposed as a key determinant of perceived accessibility, the ease to live the life one wants with the help of the transport system, as low service quality may be a barrier for use, decreasing the ease to participate in daily activities. The first aim was to validate the direct relationship between public transport quality and perceived accessibility. Secondly, we analyzed the mediating role of safety perceptions to better explain the link between service quality and perceived accessibility. Public transport travelers (n = 4944) from five northern European cities were surveyed. Results from PLS-SEM modeling show that service quality has a significant and direct relationship with perceived accessibility, especially regarding functionality. An indirect relationship through travel safety perceptions was also observed, highlighting information and comfort as main drivers. High car use, low public transport use, increasing age, and being a woman were also associated with greater perceived accessibility. City comparisons yielded a number of significant differences. Our results contribute to the research literature by highlighting the importance of service quality in public transport for perceptions of accessibility in daily travel. In particular, we argue that functionality is the core attribute to focus on, and that attributes related to travel safety perceptions should be carefully considered when planning for sustainable transport.

People are living longer than they did previously, and the proportion of older people is increasing worldwide. This rapid development will have implications for the transport system, in general, and for travel behavior and accessibility to daily activities, in particular. In recent years, both research and politics have drawn the attention of the public to issues affecting the opportunities of the elderly to participate in everyday life. The debate has so far mostly focused on health issues, with limited work having been done on the ability of the elderly to live the lives they want to considering how they travel. With this view, a theoretical model, grounded in a model of travel and subjective wellbeing was developed to explore the role of perceived accessibility in satisfaction with travel and life satisfaction. Empirical data were collected from a sample of 2422 respondents (aged 60–92) from five cities in Northern Europe (Stockholm, Helsinki, Oslo, Copenhagen, Bergen) and analyzed using partial least square structural equation modeling (PLS-SEM). The findings confirmed the link between perceived accessibility, travel satisfaction, and life satisfaction. The findings also showed the role of sociodemographic and travel attributes in perceived accessibility and satisfaction with travel, as well as the moderating effects of different age groups. We conclude that this moderating role played by age indicates that we should not always treat the elderly as a homogenous group in research and transport planning.