An innovative transit system and its impact on low income users: the case of the Metrocable in Medellín

The Metrocable in Medellín, Colombia, is an innovative system to improve access to deprived areas located in hilly zones. The idea to use cable cars as feeders to the metro was integrated into an ambitious urban project that, to date, has improved accessibility dramatically for some low-income residents. Using data before and after the project’s implementation, we evaluate the impact on social equity for the population in the zone of influence, considering changes in accessibility to employment and in housing-related costs. The access provided by the project to the main high-employment centres has doubled the number of opportunities that can be reached by the “target population,” even though travel-time savings and costs have seen only small changes. In fact, prior access to the CBD was poor and expensive, but time and costs were reduced with the Metrocable, although this reduction was not equal for all locations in the metropolitan area. In general, we argue that the main benefits, in terms of accessibility that differentiates the areas analysed from those used for comparison, are related to a localised ease of access to specific centres of activity according to the centralised development of the city’s job market along the mass transit lines. In terms of housing costs, we developed a set of difference-in-difference models that considered rent, transport, and public utilities costs; however, none of them have allowed us to conclude that there was a statistically valid relationship between the Metrocable and the changes in costs between the two analysed populations.     

Regional labour markets and job accessibility in City Network systems in Germany

Spatial labour markets are subjected to the forces of regional economic activity and competing network effects. Commuting is, therefore, an important equilibrating vehicle in a City Network constellation. Cities act as attractors of commuters, as most economic activity occurs in cities, thus providing a high share of attractive workplaces. Cities that are centrally connected in a network may act as both centripetal and centrifugal forces in the whole system. The present paper focuses on what is named the City Network (CN) approach. A central idea is the accessibility concept, which is interpreted here as the potential of opportunity for interaction, which has a positive impact on economic growth. In our paper, the accessibility concept and the CN concept are linked together by positioning accessibility in the CN system. Since accessibility measures give geographical insights into the distribution of economic activities and the related (dis)equilibrium of regional development patterns, the connection with the labour market is evident, and, therefore, a second focus of our analysis.In an applied setting, our paper aims to investigate spatial accessibility patterns in the main CN in Germany. The 17 districts which belong to the country’s CN were chosen from the 439 German labour market districts on the basis of three criteria: (a) their connection to the high speed railway network; (b) the most accessible districts according to previous results (2002); (c) relevant districts for the German economy. Our applied modelling research concerns home-to-work commuters travelling between the selected districts belonging to the German CN, for both 2003 and 2007. Here, a comparative analysis of the ranking of the most accessible districts - also for different intra-zonal travel times - is carried out in order to map out the changes in accessibility between 2003 and 2007, especially in the light of new high speed connections and commuting flow dynamics.     

The economics and geography of regional airline services in six countries

Do the determinants of service and pricing on “regional” routes – linking towns and smaller cities to main trunk routes and/or to each other – differ from the established results from the literature? We study all flights (about 3000) on all regional routes (about 250) with scheduled airline service from one of about 130 regional towns or cities, in regional airline markets in six countries: Australia, Canada, New Zealand, Norway, Sweden, and a sample of three U.S. states which closely resemble the other regions studied. For each flight we have observations on up to five prices offered at different times before flight date. We also have equipment type and social-economic data. Overall, our results give qualified support to the standard gravity model of the extent of service between city pairs, though with two interesting differences: operators on regional routes have greater flexibility in the size of aircraft they can deploy, which results in a finer-grained variability of service offerings and, the presence of competition on regional routes has a large effect on the total supply of seats. We are able to successfully estimate a well-specified airfare model, which shows strong effects of competition on prices, quite substantial intertemporal price discrimination, and interesting differences between regional and main trunk route pricing.     

Using accessibility measures to integrate land use and transport policy in Edinburgh and the Lothians

To ensure more effective integration of development and transport planning, new national planning policy guidance in the UK requires greater consideration of accessibility issues. Although quantitative accessibility analysis is common in research, the practical application of these techniques in land use planning has been rare, and assessment has been restricted to qualitative considerations. The strong policy focus on accessibility increases the need for robustness, but practical quantitative techniques are still evolving. This paper describes a structured approach to accessibility analysis, as part of the development of a new structure plan for Edinburgh and the Lothians, and demonstrates how an ‘integration index’ can be developed from accessibility measures to help compare alternative approaches.     

How to plan for regional accessibility?

In order to address some of the shortcomings of traditional urban transportation planning, it is argued that a shift is needed from planning for mobility to planning for accessibility. Accessibility is a well-known and studied concept within the scientific literature. Its use in practice however is limited. This paper explores the ways of using the concept of accessibility in planning practice, with a special focus on the phase of policy design. Using the Amsterdam Region as an example, it is illustrated how simple accessibility measures can help planners with the design of integrated transport and land-use policies that call for different solutions than the traditional approach.     

Using the land-use planning process to secure travel plans: an assessment of progress in England to date

A travel plan is a package of measures implemented by an organisation to encourage people who travel to/from that organisation to do so by means other than driving alone by private car. This paper advances two principal arguments: firstly, that the planning system and maximum parking standards as part of it are the main factors leading to travel plan development in England today; and, secondly, that the difficulties of using the planning system in this way means that there is a risk that many of these travel plans are unlikely to have a great deal of influence on travel patterns, making it more unlikely that they will achieve the predicted impact on travel behaviour change, as contained in the important study and report “Smarter Choices” (Department for Transport, 2004).This paper presents results from a survey of planning and transport authorities in England, which obtained a 62% response rate from the 139 authorities contacted. It also uses the results of 18 interviews with local authority and Highways Agency staff involved in securing travel plans through the planning process. The survey found that the planning process (as opposed to voluntary efforts) is indeed the main means by which travel plans are now secured. In addition, maximum parking standards were shown to have a major influence on travel plan formation for organisations going through the planning process. There are however reasons to doubt that all of the travel plans secured through the planning process are effective. This is because:

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Many local authorities use only planning conditions and not the more flexible (but complex) obligations which would allow more complex travel plans to be secured.

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There is a lack of monitoring of travel plans in many authorities.

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There is evidence that in many authority areas there are travel plans in breach of legal agreements, but these breaches are not enforced, reportedly due to a lack of monitoring, resources, and other organisational issues.

The paper discusses the reasons for these findings and also makes a number of suggestions as to how the planning system could be improved as a means of securing travel plans.     

A ticket to ride: Evolving landscapes of air travel accessibility in the United States

During the past decade, air passenger service in the United States has been exposed to numerous carrier bankruptcies, antitrust investigations, mergers, labor problems and a massive increase in competition. These internal elements, combined with the rising costs of fuel and the threat of terrorism combine to make a relatively uncertain air travel landscape for both passengers and operators. Moreover, these dynamics have generated significant geographical shifts in airline route structures and airports serviced by commercial carriers. These factors, combined with increasing levels of consumer access to fare and routing information, have altered the landscape of air travel accessibility in the United States. The purpose of this paper is to examine issues of consumer air travel accessibility through an analysis of three critical measures: flight segments, flight time and ticket costs. In addition, a typology of air passenger accessibility is generated for the 156 busiest commercial airports in the United States using these three measures. Results suggest significant local and regional biases in time and cost, relative to distance, for many US markets.