Road and railway potential accessibility of Poland in the European dimension

Piotr Rosik

Institute of Geography and Spatial Organization; Polish Academy of Sciences

Warsaw, Poland

Introduction - purpose

• Purpose of the paper is to:– show a model of the

demographic potential, – allowing for performing of

simulations of changes in the accessibility of the space of Poland due to the opening the model to the international dimension

• Model has been carried out in the Institute of Geography and Spatial Organization in Warsaw

Source: ESPON, Update of Selected Potential Accessibility Maps (2006-2007), 2007, Spiekermann&Wegener Urban and Regional Research (S&W), RRG Spatial Planning and Geoinformation

Methods of accessibility measurement

• There are different approaches to the methodology of measurement of accessibility. On the basis of literature survey one can identify five groups of methods: – infrastructure-based accessibility measure – the regional

infrastructure equipment is evaluated by its quantity and quality and the level of congestion,

– distance-based accessibility measure (travel-cost accessibility) – distance, time or cost of travel where the activity is sought (a single destination or a set of destinations),

– cumulative accessibility measure (daily accessibility) – assessment of set of destinations available in particular travel distance, time or cost from the origin,

– potential-based (gravity-based) accessibility measure – accessibility is measured by the number of activities (opportunities) which can be reached in a certain distance, time or effort weighted by the travel distance, time or effort to do so,

– person-based accessibility measure – analyzing accessibility at the individual level.

Potential model – some assumptions

• The temporal scope of the study - the year 2008 for the socio-economic data (demographic) and the years 2010-2011 for the network data.

• Railway timetables as of June 2010. • 2011 - waiting times of passenger cars and trucks at the

border crossing points at the Polish borders. • In the case of road transport, 2 321 transport districts

(travel origins) in Poland at the municipal level (in the analysis of accessibility to population).

• In railway transport 60 transport districts (origins) at the subregional level.

• This territory of Europe, outside of Poland, was divided for road transport into 212 transport zones and for railway transport – into 25 transport zones.

Potential accessibility indicator

Ai – accessibility of a municipality i, Mi – own mass (population) of a municipality i, Mj – mass (population) of a municipality j located

in Poland (2321 transport zones), Mk – mass (population) of a municipality k located

outside of Poland (212 transport zones), tii – time of an internal trip within a municipality i, tij – travel time between the municipalities i and j. tik – travel time between the municipalities i and

transport zones k located outside of Poland

ikk

kijj

jiiii tMtMtMA expexpexp

Population

Road network

This accessibility involves three potentials in the form of the so-called:own potential,

internal potential,

external potential

iii tM exp

ijj

j tM exp

ikk

k tM expΒ = 0.0347 (short trips)Β = 0.005 (long trips)

Travel speeds• 14 categories of roads in

Poland• 12 000 sections• Logit functions were used • Average speed was

calculated for sections based on:– traffic regulations,– number of inhabitants in a

buffer zone of five kilometres,

– the topographic features of the area.

• 4 categories of roads out of Poland– Traffic regulations– Arbitrary speed reductions

POLAND – Big push to roads (2004-2013)

Results – road potential accessibilityN

ation

al d

imen

sion

Euro

pean

dim

ensi

on

Short trips Long trips

Results – railway potential accessibilityN

ation

al d

imen

sion

Euro

pean

dim

ensi

on

Short trips Long trips

Conclusions

• The shape of the spatial distribution of the potential accessibility depends the most upon the shape of the distance decay function, and, first of all, the value of the beta parameter (exponential decay function).

• Opening up of the potential model to the entire European continent changes significantly the image of accessibility of the space of Poland.

• For shorter trips the areas situated along the German border gain, mainly owing to the proximity of Berlin, yet the highest accessibility remains still with Warsaw and Upper Silesia.

• For longer trips the most pronounced accessibility characterises Lower Silesia, along with the areas bordering upon Germany and Czechia, and it decreases in the north-eastern direction.

• The railway accessibility changes to a much lower degree after the model is opened to the European dimension.

• The results of the study may find application in the planning analyses, in the strategies, concerning cohesion, regional and transport policies, also in the transboundary context

Literature

• Bruinsma F.R., Rietveld P., 1998, The Accessibility of European Cities: Theoretical Framework and Comparison of Approaches, Environment and Planning, 30, 3, 499–521.

• Geurs K. T., J.R. Ritsema van Eck, 2001, Accessibility Measures: Review and Applications. RIVM report 408505 006, National Institute of Public Health and the Environment, Bilthoven.

• Gutiérrez J., Condeço-Melhorado A., López E., Monzón A., 2011, Evaluating the European value added of Ten-T Projects: A methodological proposal based on spatial spillovers, accessibility and GIS, Journal of Transport Geography, 19, 840–850.

• Hansen W.G., 1959, How Accessibility Shapes Land-use, Journal of the American Institute of Planners, 25, 73–76.

• Komornicki T., Śleszyński P., Rosik P., Pomianowski W., 2010, Dostępność przestrzenna jako przesłanka kształtowania polskiej polityki transportowej, Biuletyn KPZK 241, Komitet Przestrzennego Zagospodarowania Kraju PAN, Warszawa,167 pp.

• Rosik, 2012, Dostępność lądowa przestrzeni Polski w wymiarze europejskim, Prace Geograficzne nr 233, IGiPZ PAN, Warszawa, 307 pp.

• Spiekermann K., Neubauer J., 2002, European Accessibility and Peripherality: Concepts, Models and Indicators. Nordregio Working Paper, Stockholm.

• Spiekermann K., Schürmann C., 2007, Update of selected potential accessibility indicators.Final report, Spiekermann & Wegener, Urban and Regional Research (S&W), RRG Spatial Planning and Geoinformation

• Spiekermann, K., Wegener, M., Květoň, V., Marada, M., Schürmann, C., Biosca, O., Ulied Segui, A., Antikainen, H., Kotavaara, O., Rusanen, J., Bielańska, D., Fiorello, D., Komornicki, T., Rosik, P., Stepniak, M., 2013, TRACC Transport Accessibility at Regional/Local Scale and Patterns in Europe. Draft Final Report. ESPON Applied Research

• Stępniak M., Rosik P., 2013, Accessibility improvement, territorial cohesion and spillovers: a multidimensional evaluation of two motorway sections in Poland, Journal of Transport Geography (forthcoming)

Why potential model is important for us?

We need it for simulations!

Programming period 2007-2013 (2015);

relative potential accessibility changes

National accessibility

European accessibilityNational accessibility

short trips; β=0,02

long trips; β=0,005

Thank you for your attention

Piotr Rosikrosik@twarda.pan.pl

Institute of Geography and Spatial Organization; Polish Academy of Sciences