Has HSR improved territorial cohesion in Spain? An accessibility analysis of the first 25 years: 1990–2015

Monzón, Andrés; López, Elena; Ortega, Emilio

doi:10.1080/09654313.2018.1562656

Cited by 43 publications

(29 citation statements)

References 62 publications

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“…The PA, therefore, depends on the attractiveness of the destination along with travel-decay. The issue of inequality through accessibility has been discussed in previous studies [9,13,14,39,40]. One of the measures to evaluate the inequality of a variable is the coefficient of variation (CV).…”

Section: Of 17mentioning

confidence: 99%

“…This result illustrates that even if HSR impact is negative at one spatial level, inequality between cities may change when considering different spatial coverage. Although the Madrid-Barcelona-French border HSR line may exacerbate inequality at the national level, Monzón et al (2013) [40] observed a positive impact of the HSR network at the national level in Spain. The authors compared variations in unequal accessibility between scenarios with and without HSR.…”

Section: Of 17mentioning

confidence: 99%

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The Impact of High-Speed Railways on Unequal Accessibility Based on Ticket Prices in Korea

Kim

2020

Sustainability

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The high-speed railway (HSR) has affected accessibility at diverse spatial levels. Although previous studies have examined HSR impacts on accessibility and inequality, the price attribute in estimating accessibility is less noted. This study evaluates the effects of HSR on unequal accessibility at the South Korean national level, capital and non-capital regions and according to urban population sizes by comparing ticket prices to time values. There are two major conclusions of this study. First, an increase in time value through national growth or other exogenous conditions maximizes HSR impact and, thus, increases accessibility. For example, when the time value is 9.98 USD/h, the national HSR access inequality is reduced by 0.56%. However, when the time value is 6.02 USD/h, the reduction in the national inequality by the HSR is 0.19%. Second, if considering generalized travel time, HSR impact is maximized in medium cities rather than in large cities. When the time value is 6.02 USD/h (or 9.98 USD/h), the change in inequality between cities is −0.4% (−1.29%) in medium cities, while large cities show a −0.08% (−0.9%) reduction in access inequality.

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Section: Of 17mentioning

confidence: 99%

Section: Of 17mentioning

confidence: 99%

The Impact of High-Speed Railways on Unequal Accessibility Based on Ticket Prices in Korea

Kim

2020

Sustainability

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“…Few historical processes are so relevant to understand our present as the design and temporal development of transport networks. As these are processes with a strong path dependence (David 1985 ), decisions that were made long ago continue to directly and intensely affect society in areas as diverse as economic growth (Peters 2003 ; Calderón and Servén 2004 ; Faber 2014 ), territorial cohesion (Badenoch 2010 ; Crescenzi and Rodríguez-Pose 2012 ; Monzon et al 2019 ; Naranjo Gómez 2016 ), urban development (Weber 2012 ; Modarres and Dierwechter 2015 ) or electoral processes (Nall 2015 , 2018 ). Consequently, knowledge of the motivations behind the implementation of the new transport infrastructures, of the economic and territorial effects they induced and of the adequacy of their design are therefore important focuses of attention not only for academic analysis but also for social and political debate.…”

Section: Introductionmentioning

confidence: 99%

Complex networks to understand the past: the case of roads in Bourbon Spain

2020

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The work aims to study, using GIS techniques and network analysis, the development of the road network in Spain during the period between the War of Succession and the introduction of the railway (1700-1850). Our research is based on a detailed cartographic review of maps made during the War of Succession, largely improving preexisting studies based on books of itineraries from the sixteenth century onwards. We build a new, complete map of the main roads at the beginning of the eighteenth century along with the matrix of transport costs for all the important towns describing the communications network. Our study of this complex network, supplemented by a counterfactual analysis carried out using a simulation model based on agents using different centralized decision-making processes, allows us to establish three main results. First, existing trade flows at the beginning of the eighteenth century had a radial structure, so the Bourbon infrastructure plan only consolidated a preexisting situation. Second, the development of the network did not suppose important alterations in the comparative centrality of the regions. Finally, the design of the paved road network was adequate for the economic needs of the country. These findings are in stark contrast with claims that the radial structure of the Bourbon roads was designed ex-novo with political or ideological objectives rather than economic ones. Our methodology paves the way to further studies of path-dependent, long-term processes of network design as the key to understanding the true origin of many currently existing situations.

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“…economics [3,4]. Accessibility has long been a central issue in transport geography and is a commonly used indicator in the field of transportation network analysis, transport planning, and land use [5,6].Accessibility is a popular measure for assessing the overall spatial structure of a transportation network [7]. In 1959, Hansen was the first to define accessibility as the size of the interactions between nodes in a transportation network, and he suggested a method to measure it in metropolitan areas [8].In 1979, Morris stated that accessibility is the means to reach a given activity site from a certain place by a specific transportation system [9].…”

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The Distribution Pattern of the Railway Network in China at the County Level

Guo

et al. 2019

IJGI

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Evaluation of the railway network distribution and its impacts on social and economic development has great significance for building an efficient and comprehensive railway system. To address the lack of evaluation indicators to assess the railway network distribution pattern at the macro scale, this study selects eight indicators-railway network density, railway network proximity, the shortest travel time, train frequency, population, Gross Domestic Product (GDP), the gross industrial value above designated size, and fixed asset investment-as the basis of an integrated railway network distribution index which is used to characterize China's railway network distribution using geographical information system (GIS) technology. The research shows that, in 2015, the railway network distribution was low in almost half of China's counties and that there were obvious differences in distribution between counties in the east and west. In addition, multiple dense areas of railway network distribution were identified. The results suggest that it might be advisable to strengthen the connections between large and small cities in the eastern region and that the major urban agglomerations in the midwest could focus on strengthening the construction of railway facilities to increase the urban vitality of the western region. This study can be used to guide the optimization of railway network structures and provide a macro decision-making reference for the planning and evaluation of major railway projects in China. economics [3,4]. Accessibility has long been a central issue in transport geography and is a commonly used indicator in the field of transportation network analysis, transport planning, and land use [5,6].Accessibility is a popular measure for assessing the overall spatial structure of a transportation network [7]. In 1959, Hansen was the first to define accessibility as the size of the interactions between nodes in a transportation network, and he suggested a method to measure it in metropolitan areas [8].In 1979, Morris stated that accessibility is the means to reach a given activity site from a certain place by a specific transportation system [9]. Since the formation of these definitions, accessibility has been a central theme in transportation studies, and its measurement can be divided into three groups based on function: spatial separation, cumulative opportunity, and spatial interaction measures [10]. The first group involves calculating the topological length, the shortest distance, time, or cost between two nodes [11,12], and only measures the connectivity of the transportation network. The second group focuses on the proximity of cities to development opportunities and involves estimating the size of the population or the scale of the economic activities that can be reached from a node within a certain period of time [13,14]. The third group comprises what are called potential values [15,16].The advantages and disadvantages of the three groups are as follows. The methods of the first group take the cost of th...

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Has HSR improved territorial cohesion in Spain? An accessibility analysis of the first 25 years: 1990–2015

Cited by 43 publications

References 62 publications

The Impact of High-Speed Railways on Unequal Accessibility Based on Ticket Prices in Korea

The Impact of High-Speed Railways on Unequal Accessibility Based on Ticket Prices in Korea

Complex networks to understand the past: the case of roads in Bourbon Spain

The Distribution Pattern of the Railway Network in China at the County Level

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