Abstract
ABSTRACTThe map presented in this paper summarises the combined land- and airside accessibility within Australia. To this end, we calculate a bimodal accessibility index at the scale of statistical units by aggregating the (shortest) travel time for three route segments: (1) road travel from the origin to a departure airport, (2) air travel, and (3) road travel from an arrival airport to the destination. The average travel time from a statistical unit to all other statistical units is calculated for the units’ population centroids, after which an accessibility surface is interpolated using kriging. The map shows that southeastern Australia is generally characterised by a high accessibility index with the most populated cities being hotspots of accessibility. Central and northern Australia are – with few exceptions – far less accessible. In addition to this largely-expected pattern, the map also reveals a number of specific and perhaps more surprising geographical patterns.
Highlights
There is an extensive and diverse literature on conceptualisations and operationalisations of accessibility (Geurs & van Wee, 2004)
A locational perspective on accessibility is applied in order to map and understand how fast individuals can reach a destination within Australia by means of both car and air travel
The map presented in this paper reveals the bimodal accessibility pattern within Australia using travel time as the primary indicator of accessibility
Summary
There is an extensive and diverse literature on conceptualisations and operationalisations of accessibility (Geurs & van Wee, 2004). We incorporate and combine both road and air travel to quantify and visualise how fast people can travel from every statistical area to all other statistical areas This combination of land- and airside accessibility consists of three route segments: (1) travel from the origin to a departure airport using the road network, (2) air travel (including transfer time in case of connections requiring a stopover), and (3) travel from an arrival airport to the destination using the road network. Note that the air travel component is omitted in case road travel between the origin and destination locations (tij) generates a shorter overall travel time This geographical framework allows us to enhance our understanding of the Australian urban-geographical landscape in terms of combined land- and airside accessibility
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