Willingness to Pay for Accessibility Under the Conditions of Residential Segregation

Kryvobokov, Marko; Bouzouina, Louafi

doi:10.3846/1648715x.2013.864342

Cited by 6 publications

(4 citation statements)

References 39 publications

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“…• A negative exponential impedance function using generalised times by car and by PT (see equation 6.2), with a β value of 0.12 for car and 0.10 for PT calibrated using the household travel survey (Bouzouina et al 2014). This indicator is used with simple generalised times (separate accessibilities by car and PT) and composite generalised times (equation 2).…”

Section: Accessibility Indicatorsmentioning

confidence: 99%

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Does the accessibility measure influence the results of residential location choice modelling?

et al. 2018

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Accessibility is essential in Land-Use Transport Interaction (LUTI) framework. For residential location choice in particular, it has always been important at theoretical level. At empirical level, the place of accessibility is doubt in some case studies, considering other location characteristics more important, like the social environment and the neighbourhood amenities. However, this result can be caused by the measurement of accessibility. In view of the wealth of approaches, this paper examines whether different accessibility measures can lead to divergent results. Using a residential location choice model for the Lyon urban area, we test various accessibility indicators and we compare the results. Accessibility is an indispensable variable, whatever is the measure. Without it, the model gives inconsistent results. Complex accessibility measures give better results but simple measures are also relevant for residential location choices modelling. The choice depends heavily on the objectives of the application especially if the model is to be used for simulation.

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Section: Accessibility Indicatorsmentioning

confidence: 99%

“…We developed an empirical application for the urban area of Lyon. Our application is based on previous works which allowed to develop a residential location choice (Aissaoui et al 2015;Kryvobokov and Bouzouina 2014).…”

Section: Introductionmentioning

confidence: 99%

Does the accessibility measure influence the results of residential location choice modelling?

et al. 2018

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“…Not having full access to different travel modes may thus exclude people from various activities and lower their subjective wellbeing. Many researchers are aware of this link; however, looking past proposed solutions to reduce travel hardships with the aim of increasing accessibility in a cost-effective manner (Martens, 2012), or using objective determinants as the basis for accessibility evaluations (Bekiaris & Gaitanidou, 2012;Kryvobokov & Bouzouina, 2014;Lucas, 2012;van Wee & Geurs, 2011), we argue that, in order to improve social inclusion and wellbeing, we need to understand what drives perceived accessibility and use this knowledge to make it easier for people to be a part of society. Thus, perceived accessibility to social activities and friends cannot be evaluated using conventional accessibility measures, since these choices and routes are highly individual.…”

Section: Accessibilitymentioning

confidence: 99%

Perceived Accessibility of Public Transport as a Potential Indicator of Social Inclusion

2016

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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.

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“…L'environnement social n'est donc pas seulement le résultat mais aussi un déterminant important des choix de localisation des ménages (SCHELLING, 1969). Si les ménages pauvres de l'aire urbaine sont plus sensibles à l'accessibilité (KRYVOBOKOV et BOUZOUINA, 2014), les ménages aisés semblent attirés davantage par la qualité de l'environnement social et de ses aménités endogènes (BRUECKNER et al, 1999).…”

Section: Données Et Construction Des Variablesunclassified

Choix de localisation résidentielle, entre contraintes du marché et préférences individuelles : application à l'aire urbaine de Lyon (1999)

Aissaoui

Bouzouina

Bonnel

2015

Revue D’Économie Régionale &Amp; Urbaine

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International audienceThis article aims to understand residential location choice mechanisms, in a context marked by a rise of suburbanization, a growth in mobility and an increase in urban segregation. We start by providing an overview of the literature on the determinants of residential location choice in an urban area. We then proceed to estimate a multinomial logit model with sample of alternatives in order to measure the effects related to market constraints and household preferences for urban amenities in Lyon urban area. The data come primarily from the 1999 general census and the Sirene database (basic business data). The accessibility to employment is always decisive in the choice of location, but the quality of social environment is more important.Dans un contexte marqué par la montée des préoccupations sociales et environnementales liées à la périurbanisation, la croissance de la mobilité et la ségrégation urbaine, cet article vise à contribuer à la compréhension des mécanismes à l'œuvre dans les choix de localisation résidentielle. L'objectif consiste, d'abord, à fournir une synthèse de la littérature sur les déterminants du choix de localisation des ménages en milieu urbain. Il s'agit, ensuite, d'estimer un modèle logit multinomial avec échantillon d'alternatives pour mesurer les effets liés aux arbitrages de marché et des préférences des ménages pour les aménités sur l'aire urbaine de Lyon. Les données proviennent essentiellement du recensement et du fichier Sirene. Si l'accessibilité à l'emploi reste fortement déterminante dans le choix de localisation, les ménages semblent encore plus sensibles à la qualité de l'environnement social

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Willingness to Pay for Accessibility Under the Conditions of Residential Segregation

Cited by 6 publications

References 39 publications

Does the accessibility measure influence the results of residential location choice modelling?

Does the accessibility measure influence the results of residential location choice modelling?

Perceived Accessibility of Public Transport as a Potential Indicator of Social Inclusion

Choix de localisation résidentielle, entre contraintes du marché et préférences individuelles : application à l'aire urbaine de Lyon (1999)

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