The transportation accessibility and residential mobility in the Prague Metropolitan Area

Vorel, Jakub; Franke, Daniel; Silha, Martin

doi:10.1109/scsp.2016.7501029

Cited by 4 publications

(3 citation statements)

References 12 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The first, from the urban informatics field, involves the use of data to measure effects on residential mobility or outcomes. This includes using objective indicators such as population, economics, and transportation (e.g., travel time and distance to work) [31]; land use and transportation accessibility [32]; the distance between residential areas and infrastructure [33]; health status [34]; population and population aging; poverty [35]; and income level [36]. Studies using these indicators have the advantage of explaining population movement between cities by way of long-term case studies, and such research has been conducted in multiple cities.…”

Section: Subjective Indicators For the Evaluation Of Neighborhood Envmentioning

confidence: 99%

Residential Mobility and Quality of Life between Metropolitan Areas: The Case of South Korea

2020

Sustainability

View full text Add to dashboard Cite

This study investigated the theory of residential mobility in terms of quality of life, focusing on convenience and the urban environment. The evaluation items (e.g., the accessibility to infrastructure, security, the environment, and social relationships) were selected based on previous studies, and a one-way ANOVA was conducted. The Korea Housing Survey was used to obtain data on the evaluations of homeowners who migrated to Seoul (the capital of South Korea) and to the surrounding metropolitan area (Gyeong-in). The regression analysis identified the factors affecting the overall satisfaction with the two destinations. The group that had migrated from Gyeong-in to Seoul was more satisfied with the medical, public, cultural, and transportation facilities than the group that had migrated from Seoul to Gyeong-in. Differences were also found between the two groups in the factors affecting their overall satisfaction with the migration destination. Factors such as satisfaction with transportation, commercial facilities, and cultural facilities affected the overall satisfaction with both destinations. However, homeownership affected the dependent variables only in Gyeong-in. The implications for potential improvements to infrastructure and housing distribution are discussed.

show abstract

Section: Subjective Indicators For the Evaluation Of Neighborhood Envmentioning

confidence: 99%

Residential Mobility and Quality of Life between Metropolitan Areas: The Case of South Korea

2020

Sustainability

View full text Add to dashboard Cite

show abstract

“…However, discrete-choice models are unable to integrate different sizes and attractiveness of individual targets, as opposed to what is available with gravity models using generalised distance-decay functions (e.g., [27]), sometimes also combined with a Huff model ( [65][66][67]). Both models are based on zones, typically TAZ ( [7,68]). A common shortcoming of zonal models is that they cannot fully utilise individual point-based targets and their properties, such as location, capacity, and time window and constraints, to improve the accuracy of transport modelling.…”

Section: Zonal Model Considerationsmentioning

confidence: 99%

Modelling Public Transport Accessibility with Monte Carlo Stochastic Simulations: A Case Study of Ostrava

et al. 2019

View full text Add to dashboard Cite

Activity-based micro-scale simulation models for transport modelling provide better evaluations of public transport accessibility, enabling researchers to overcome the shortage of reliable real-world data. Current simulation systems face simplifications of personal behaviour, zonal patterns, non-optimisation of public transport trips (choice of the fastest option only), and do not work with real targets and their characteristics. The new TRAMsim system uses a Monte Carlo approach, which evaluates all possible public transport and walking origin-destination (O-D) trips for k-nearest stops within a given time interval, and selects appropriate variants according to the expected scenarios and parameters derived from local surveys. For the city of Ostrava, Czechia, two commuting models were compared based on simulated movements to reach (a) randomly selected large employers and (b) proportionally selected employers using an appropriate distance-decay impedance function derived from various combinations of conditions. The validation of these models confirms the relevance of the proportional gravity-based model. Multidimensional evaluation of the potential accessibility of employers elucidates issues in several localities, including a high number of transfers, high total commuting time, low variety of accessible employers and high pedestrian mode usage. The transport accessibility evaluation based on synthetic trips offers an improved understanding of local situations and helps to assess the impact of planned changes.

show abstract

“…Accelerating the construction of a complete and unified modern comprehensive transportation system and forming the main skeleton of a rapid transportation network connecting all urban nodes has become the key to realizing regional economic integration [2] . Currently, scholars at home and abroad have conducted fruitful research on traffic accessibility and network spatial pattern, and their research results mainly focus on the following aspects: ① Spatial coupling analysis of traffic accessibility or traffic network on tourism or other industries [3][4][5] , which provides suggestions for the optimized development of industries in target regions or city clusters by study economic benefits of various industries such as tourism and culture; for example,Jiang, HN and other scholars take Shanghai as the study area and Japanese electronic information manufacturing enterprises as the samples, and use kernel density estimation and Poisson regression model to explore the influence of transportation accessibility on the location choice of enterprises, and they believe that there is a significant spatial coupling between the distribution of enterprises and the transportation accessibility, and that Japanese wholly-owned enterprises are more inclined to select the area with better transportation accessibility compared with the joint-venture enterprises [6] .②Analysis of the influence mechanism of traffic accessibility on the spatial spillover effect or linkage measure of the economy in each region [7][8][9] ; for example, in the study of regional economic performance in Europe by Freiria [10] and other scholars, it was found that the overall traffic road network density and accessibility were positively correlated with regional performance, while there were large differences in local spatial correlations;③Urban layout analysis based on transportation network in order to propose relevant optimization suggestions for urban development [11][12][13] . Hiroyuki [14] and others analyzed the impact of rail accessibility on the distribution of firms in the Washington, D.C., metropolitan area.…”

Section: Introductionmentioning

confidence: 99%

Research on regional accessibility and evolution of spatial structure: based on the demonstration of the core zone 30a of the Silk Road economic belt

Dai,

Liu,

Lin

et al. 2024

Seventh International Conference on Traffic Engineering and Transportation System (ICTETS 2023)

View full text Add to dashboard Cite

The transportation network is the foundation and skeleton of regional development, and it is essential to promote the efficient flow and rational allocation of various resource factors. The "Vision and Actions for Promoting the Construction of the Silk Road Economic Belt and the 21st Century Maritime Silk Road" emphasizes that infrastructure interconnection is a priority area in constructing the "Belt and Road." Therefore, this paper explores the accessibility and spatial structure evolution of the country's westward opening based on the 30-year transportation network of the core area of the Silk Road Economic Belt and provides primary data for exploring the depth of the Belt and Road. The results of the study show that: in terms of accessibility evolution, there is a continuous step transition with Urumqi, Changji, and Korla as the center, and the center is high, and the border is low; the accessibility of the Kazakhstan-Mongolia-Russia triple junction has evolved most significantly and achieved a "triple jump" within the study period; while the China-Pakistan Economic Corridor has yet to continue and develop, and the southwest section is still accessible. The southwest section is still a relatively lagging section in terms of accessibility. As for the evolution of spatial structure, the density of the transportation network doubled during the study period, and the overall increase of central potential was 19.3%, indicating that the spatial scope of structural adjustment of the transportation network becomes more and more extensive as the level of regional connectivity continues to expand.

show abstract

The transportation accessibility and residential mobility in the Prague Metropolitan Area

Cited by 4 publications

References 12 publications

Residential Mobility and Quality of Life between Metropolitan Areas: The Case of South Korea

Residential Mobility and Quality of Life between Metropolitan Areas: The Case of South Korea

Modelling Public Transport Accessibility with Monte Carlo Stochastic Simulations: A Case Study of Ostrava

Research on regional accessibility and evolution of spatial structure: based on the demonstration of the core zone 30a of the Silk Road economic belt

Contact Info

Product

Resources

About