Vancouver's TransLink is one of several agencies who -- with some input from me -- have adopted Frequent Network brands that are designed to highlight services that are always coming soon, generally every 15 minutes or better all day and weekend. I've always insisted that the Frequent Network can be both a short-term service branding tool (to build ridership by helping time-sensitive customers see where the network can serve them) but also a land use planning tool.
TransLink always understood it was both, and for several years has had a goal stating that half the region's population and jobs will be on the Frequent Network. This is both a land use planning statement and a transit planning statement. The message is not that TransLink will extend Frequent service to half the current population, but rather that it will do some of this while land use planning will also bring put residents and jobs on the existing Frequent Network. More recently, Translink finally highlighted its Frequent Network on its maps for the public.
Ultimately, the Frequent Network, if properly mapped and promoted, should sell real estate, because the high level of all-day access should have a clear value as a city as a whole becomes more transit-oriented. So this kind of micro-mapping should be really handy:
This map (click to enlarge and sharpen) of transit access in New Westminster, British Columbia is by Jonathan X. Cote, a City Councilor in that city and also an urban planning student at Simon Fraser Univerisity. He takes the standard walking distances of 800m to rapid transit and 400m to local transit and plots the portion of his city that has access to those networks. I've seen these maps before, and even if they are not drawn they are what lies behind any coherent statement about what percentage of population and jobs have transit access, within a given walking distance, to service of a given standard.
Remember: If your city wants to do really honest transit analysis, it needs very small analysis zones. This map shows you the kind of clarity that you get when you can analyze right down to the parcel. You don't need that much fine grain, but the zones need to be small. And a parcel-level map like this is certainly ideal for land use planners, who need to minimize walking distances for the centroids of transit-oriented developments.
Notice what a good tool this is for analyzing bus stop spacing as well. You can move the stops a little apart and count how many parcels fall out of the walkshed. Out to about 400m (1/4mi) spacing the answer is usually "fewer than you expected."