College aantekeningen
Urban Networks: Accessibility & Mob. (MAN-MPL037) all lectures summarized
- Instelling
- Radboud Universiteit Nijmegen (RU)
Urban Networks: Accessibility & Mob. (MAN-MPL037) all lectures summarized
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Voorbeeld 4 van de 48 pagina's
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Voorbeeld van de inhoud
Summary lectures Urban NetworksLecture 1
Movements are a direct consequence of willingness to participate in activities:
- Work related activities, supply of work in one location and a demand of labor in another
- Freight, all the components of a supply chain require movements of raw materials, parts and
finished products
Transport is related to:
- Land use
- Individual needs and preferences
- Ease of travel
Why can increased mobility result in more time and money spent in travel, rather than less?
- It enables you to reach more destinations/activities/facilities.
- Travel to more remote shopping or work locations might be accomplished at a high speed,
but the spread of these destinations can demand more travel than in more compact and
clustered urban arrangements in which travel is slower.
2. mobility vs accessibility
Accessibility = quality transport system * proximity of destinations
Lecture 2
Hub: if you have a network, if you look at network point of view. A hub is a point in which you can
enter and leave a system. A hub can connect different transport systems in itself, enter the train
system or connect. You can transit or end a certain system. It also offers to connect the transport
system to a certain surrounding, to connect a bar or a company close to that hub.
There is planning on mobility and planning on accessibility. People travel with high speeds, we want
to travel as fast as possible. If you only focus on travel with mobility, people move further away from
where they want to go, because they can travel fast. We as persons, over the time, on average we
use 1.1 hour per day to travel. That is the same for every people in the world. The willingness to
travel, the average is 1.1 hours people are willing. If you improve mobility, people will be willing to
travel the same amount of time, so people will move further because they still want to travel 1.1
hour.
Planning on mobility:
1
, - Focus on the means not the end:
o Maximizing movements
o Emphasize vehicle needs
- Implications for communities
o Encourages sprawl
o Limits choices
- Built into standard performance measures
Planning on accessibility:
- Focus on the ends not the means:
o Maximizing interaction satisfaction
o Emphasize person needs
- Implications for communities
o Encourages alternatives to sprawl
o Expands choices
- Requires new performance measures
3. dimensions of accessibility
Definition accessibility:
Land use and transport systems enable individuals to reach destinations, physically or virtually, at
times they desire by means of a mode.
Individual component: accessibility for all: social inclusion
Lack of accessibility = car dependency
Car dependency = social exclusion
Individual component: lack of accessibility
2
,Many day to day services are not easily accessible for pedestrians, cyclists or public transport users.
Dependent on car
4. Measuring accessibility:
- Supply based measures: accessibility expressed in characteristics of transport infrastructure
and transport systems (i.e. total length of road networks or connectivity railway stations
within a railway network)
- Urban based measures: accessibility expressed in the performance of transport
infrastructures and transport systems (i.e. vehicle hours lost).
Spatial (location-based) measures (1): contours
- Number of jobs within 30 min travel time from origin locations
Location-based measures:
- Relative accessibility (one way to travel) travel time to nearest health clinic distance to
central district
- Integral accessibility (you have options to go to) mean travel time to all health clinics in
the region mean distance to all other zones
Spatial measures (2): potential measures:
Gravety-based (put weight on the travel, takes into account the exact location) accessibility
measures use a distance decay function to describe the diminishing influence of distant
opportunities.
- The closer the opportunity is located to the origin, the more it contributes towards
accessibility levels.
- In comparison to contour measures it is not only the number of opportunities but also their
exact locations
Problems with potential accessibility measures:
- Bigger values of jobs, results in better accessibility. More transports costs in lower
accessibility.
- Hence: firms should all locate in central areas with highest accessibility.
3
, Potential accessibility with competition:
- There are not enough employees within reasonable distance
- Firms compete for employees within reasonable distance
- Hence: some sort of spreading of firms is necessary. But mostly all firms want to move to the
central area.
Generalized cost measures: accessibility expressed in traveller’s total costs to go from an origin to a
destination, including all relevant time aspects, out-of-pocket costs and the comfort/quality aspect.
5. economic benefits of accessibility
Effects of proximity: agglomeration effects:
Firms and employees more productive in cities, why?:
- Sorting: best educated people work in cities
- Labor market pooling: use of similar workers
- Access to specialized goods and services: input sharing with customer-supplier relationship
- Technological or knowledge spill-overs: quicker diffusion of ideas and technology because of
the close proximity, people can benefit quicker and easier.
Two types of agglomeration effects:
Localization economies, where firms within the same industry benefit from proximity
through larger specialized labor, shared R&D and greater opportunity for interaction along
the supply chain.
Urbanization economies, where firms from a range of industries benefit from concentration
of shared resources, competitors and clients.
4
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