Dissertations / Theses on the topic 'Railway Accessibility'

This thesis is based on four studies that explore accessibility for older adults during whole trips by public transport. The overall goal was to gain knowledge of the interrelationships among key variables and to develop a conceptual model of the overall accessibility of public transport. More specifically, the research goals were: (a) to explore links among the key variables postulated to be involved in overall accessibility and to explore the links between these variables and railway accessibility; (b) to gain a deeper understanding of links between critical incidents in traveling and travel behavior decisions; and (c) to develop a conceptual model of overall accessibility. The key variables contributing to overall accessibility are functional ability (depending partly on the person’s functional limitation or disease), travel behavior, and barriers encountered during whole-trip traveling involving train. Respondents with more than one functional limitation or disease reported lower functional ability than did those with only one such limitation and respondents with low functional ability were less frequent travelers than were those with high functional ability. Frequent travelers reported railway accessibility to be better than did those who traveled less frequently. The main barriers were ticket cost and poor punctuality, but respondents with the lowest functional ability attributed the barriers encountered to their own health. The critical incidents most frequently reported were found in the categories “physical environment onboard vehicles” and “physical environment at stations or stops”, as well as in the “pricing and planning during ticketing” phase of the trip. Five themes of reactions to critical incidents were identified that had resulted in behavior change: firm restrictions, unpredictability, unfair treatment, complicated trips, and earlier adverse experiences. A conceptual model of overall accessibility was developed, grounded in the empirical research results. This model is summarized in the following propositions: Overall accessibility is a reciprocal relationship among the barriers/facilitators encountered, functional ability, and travel behavior. Accessibility emerges in the person–environment interaction. To understand accessibility, past experiences and future expectations should both be considered, because both will guide travel decisions.
Measurements enable future train travelling for everybody

High Speed Rail (HSR) is rapidly gaining popularity worldwide as a safe and efficient transport option for long-distance travel. Designed to win market shares from air transport, HSR systems optimise their productivity between increasing speeds and station spacing to offer high quality service and gain ridership. Recent studies have investigated the effects that the deployment of HSR infrastructure has on spatial distribution and the economic development of cities and regions. Findings appear mostly positive at higher geographical scales, where HSR links connect major urban centres several hundred kilometres apart and already well positioned within a national or international context. Also, at the urban level, studies have shown regeneration and concentration effects around HSR station areas with positive returns on city’s image and economy. However, doubts persist on the effects of HSR at an intermediate scale, where the accessibility trade off on station spacing limits access to many small and medium agglomerations. Thereby, their ability to participate in the development opportunities facilitated by HSR infrastructure is significantly reduced. The locational advantages deriving from transport improvements appear contrasting especially in regions that tend to have a polycentric structure, where cities may present greater accessibility disparities between those served by HSR and those left behind. This thesis fits in this context where intermediate and regional cities do not directly enjoy the presence of an HSR station while having an existing or planned proximate HSR corridor. With the aim of understanding whether there might be a solution to this apparent incongruity, the research investigates strategies to integrate HSR accessibility at the regional level. While current literature recommends to commit with ancillary investments to the uplift of station areas and the renewal of feeder systems, I hypothesised the interoperability between the HSR and the conventional networks to explore the possibilities offered by mixed traffic and infrastructure sharing. Thus, I developed a methodology to quantify the exchange of benefits deriving from this synergistic interaction. In this way, it was possible to understand which level of service quality offered by alternative transit strategies best facilitates the distribution of accessibility benefits for areas far from actual HSR stations. Therefore, strategies were selected for their type of service capable of regional extensions and urban penetrations, while incorporating a combination of specific advantages (e.g. speed, sub-urbanity, capacity, frequency and automation) in order to emulate HSR quality with increasingly efficient services. The North-eastern Italian macro region was selected as case study to ground the research offering concurrently a peripheral polycentric metropolitan form, the presence of a planned HSR corridor with some portions of HSR infrastructure implementation, and the project to develop a suburban rail service extended regionally. Results show significant distributive potential, in terms of network effects produced in relation with HSR, in increasing proportions for all the strategies considered: a regional metro rail strategy (abbreviated RMR), a regional high speed rail strategy (abbreviated RHSR), a regional light rail transit (abbreviated LRT) strategy, and a non-stopping continuous railway system (abbreviated CRS) strategy. The provision of additional tools to value HSR infrastructure against its accessibility benefits and their regional distribution through alternative strategies beyond the actual HSR stations, would have great implications, both politically and technically, in moving towards new dimensions of HSR evaluation and development.

An expansion of the railway, East Coast Line is essential in order to ensure transportation of passenger and goods back and forth to Northern Sweden. The preliminary studies of the planned expansion to a double track have identified vulnerabilities linked to how our climate changes. Because of these risks and vulnerabilities, the railway station in Hudiksvall needs to be relocated or the Current station needs to be adapted to potential future climate scenarios. Furthermore, social sustainability and the aspect of accessibility is also a vital perspective to consider during the development of railway infrastructure. This study compares the three different station locations from an accessibility perspective and from different climate scenarios through Network Analyst in ArcGIS Pro. To visualize future climate scenarios, two RCP-scenarios (Representative Concentration Pathways) are considered, which is RCP 4.5 and RCP8.5. Additionally, the GTFS specification in ArcGIS Pro is used to model public transit to these railway stations in an accessibility perspective. Because one strategy when developing the East Coast Line is to increase the active transportation in comparison to car transportation.  Results from this study indicates that the Current station, which is located in a coastal area will be worst affected of potential future climate scenarios from an accessibility perspective. Other findings are that vulnerable groups in the society, such as low-income earners and elderly will be most affected, if the railway station remains in the current location. The results from the performed Service area analysis and Location-allocation analysis advocates the Eastern station as a location for the new railway station.
En expansion av Ostkustbanan är viktigt för att kunna säkerställa transport av passagerare och gods till och från norra Sverige. Förstudierna av den planerade expansionen till ett dubbelspår har identifierat sårbarheter kopplat till hur vårt klimat förändras. Som en följd av dessa risker och sårbarheter behöver järnvägsstationen i Hudiksvall flyttas. Alternativt behöver den nuvarande klimatanpassas. Detta ställer krav på att ta hänsyn till den sociala hållbarheten och tillgängligheten för befolkningen i Hudiksvall. Denna studie ämnar att jämför de tre olika stationslägena ur ett tillgänglighetsperspektiv samt utifrån olika klimatscenarier i ArcGIS Pro. För att visualisera framtida klimatscenarier beaktas två RCP-scenarier, det vill säga representativa koncentrationsvägar, vilket är RCP4.5 och RCP8.5. Dessutom används GTFS-specifikationen i ArcGIS Pro för att modellera kollektivtrafik till dessa järnvägsstationer ur ett tillgänglighetsperspektiv, då ett mål med utvecklingen av Ostkustbanan är att utöka andelen av personer som väljer aktiv transport i jämförelse med biltransporter.  Resultatet av denna studie visar att den nuvarande stationen, som är placerad i närheten av Hudiksvalls kust, kommer att vara hårdast drabbad av potentiella framtida klimatscenarier ur ett tillgänglighetsperspektiv. Vidare visar studien på att låginkomsttagare och äldre kommer att drabbas hårdast om järnvägsstationen ligger kvar på den nuvarande platsen. Resultatet från de utförda Service area analyserna och Location-allocation analyserna, visar att det östra alternativet är det alternativ som kommer att vara minst påverkad av ett framtida klimat från ett tillgänglighetsperspektiv.

To increase the use of public transport and to increase the safety for the travelers, two aspects thatare included in the goals regarding the Swedish transport system, the design of railway stations isimportant. When planning stations, many stakeholders are involved and therefore there is a risk thatproblems may occur, especially in smaller municipalities where there might be a lack of resources.Moreover, it is the travelers’ needs that should be in focus when planning stations.This thesis was carried out with the objective to investigate measures to solve problems regardingthe travelers’ accessibility and safety at railway stations in Sweden. In addition, problems that mightoccur due to that many stakeholders are responsible for the station environment and whether thetravelers’ needs are reflected in the planning were investigated. To fulfill the objective, a case studywas performed at two small railway stations: Fagersta centralstation and Fagersta Norra. The casestudy included visual inspections of the stations, surveys among the travelers and interviews withresponsible stakeholders and with experts in these subjects.In the interviews with the stakeholders, many problems with the stations are mentioned but fewmeasures are suggested. In comparison between the answers from the stakeholders and the experts,the experts identified additional problems and suggested other measures and they should thereforebe consulted when planning station environments. In addition, additional problems were observedduring the visual inspections, mainly concerning conflicts between different traffic modes whichcould be both accessibility and safety problems. Based on this, visual inspections should beperformed when planning stations to observe problems that otherwise are forgotten.To increase the safety and the accessibility at the stations in Fagersta, measures to decrease thenumber of conflicts and their severity through e.g. hinders for vehicles and reorganization of thestation area are recommended. In the survey, the travelers pointed out the perceived safety and thewaiting area as important aspects at the stations. Since both of these aspects are insufficient,measures to improve these, through e.g. improved lighting and shelters, should be prioritized.The stakeholders’ perception of the travelers’ needs varied both between the stations and thestakeholders. Also, since the experts have a different focus, they do not observe the travelers’ needswhich makes it important to involve the travelers to find their actual needs. The stakeholders thattake initiative to consult the travelers however do not handle the station environments which meansthat no traveler dialogues are held about this at smaller stations. However, no clear connectionbetween whether the stakeholders keep regular dialogues with the travelers and if they have a clearview of the travelers’ needs were found. One benefit with consulting the travelers when planningstations could be that the responsible stakeholders receive guidance in prioritizing measures.Moreover, the shared responsibility for the station environments do not lead to that any part of thestation is forgotten in the assessment. Problems may however arise when objects are located inbetween different responsibility areas. Finally, the cooperation between stakeholders variesdepending on who are involved, and more problems might occur if private property owners areinvolved. A reorganization that suggests that one stakeholder has an overall responsibility over thestation could decrease these problems. The stakeholders that handles the traffic are positive towardsthis type of reorganization and the stakeholders that have a larger responsibility at the stations didnot give their view on this. The question regarding a reorganization needs further investigation.Key words: Accessibility, safety, railway station, stakeholder, traveler, cooperationEnglish title: An investigation regarding increased accessibility and safety for travelers at railwaystations in smaller municipalities – An evaluation with a case study in Fagersta that includes travelers’and responsible stakeholders’ view of the stations and the cooperation between stakeholders

At present, a large part of the products from the north is transported on the main line through upper Norrland, which handles all railway transports through Norrland. The track does not meet today´s requirements for freight transport because of its curvy and hilly traction, its only track and the fact that it is located far from the coast where most industries are situated. In 2002, the investigation of a new coastal railway began, which can relieve the main line from freight traffic, but also promote passenger transport by dimidiated travel times and increased communication between the cities. The new railway was named Norrbotniabanan and is planned to pass through the larger cities along the coast. Piteå is the city that has the most possible route options and potential locations for the railway station. After a number of investigations, only two alternative tractions through Piteå remains, alternatives P1 and P2. In alternative P1, or the Coastal route, Norrbotniabanan is supposed to run parallel with E4. A travel center is planned to be located south of Lomtjärn and west of E4. In the other alternative P2, or the Central route, the track would pass through the center of Piteå where the travel center would be located also. The purpose of this work has been to investigate the potential of Lomtjärn Travel Center in the alternative coastal route of the Norrbotniabanan railway. The aim was to be able to specify which features that should be implemented to achieve the best design for the Lomtjärn Travel Center in its peripheral position, with regard to social and ecological sustainability, to promote passenger transport. In order to achieve the aim information was obtained by a literature study linked to the railway station's basic properties and importance to the city. Furthermore, a study was conducted of existing peripheral stations to gather inspiration and see how others had solved various functions connected to the station. A site analysis was also conducted where the travel centers location previously determined by the municipality was analyzed to find out if it really was the best location in the area. The above studies and analyzes resulted in a concept proposal for the design of the Lomtjärn Travel Center. Early on, accessibility proved to be one of the most important success of the location of a railway station. The passage over the railway tracks and E4 is seen as the most important accessibility action because it breaks the barrier created by E4 and creates access to the station from two directions. Other measures that contribute to increased accessibility are the division of the car and cycle parking lots to each side of E4 and the connection between the station and the grocery store at Backen. Another action that is connected to both accessibility and ecological sustainability is the transport between the station and the center, as it strengthens the connection between them at the same time as it is fossil-free. Good personal security is also seen as important. The decision to choose a raised glazed walkway as a passage instead of a tunnel under the ground is considered to be a positive action for the proposal. Another security action was to add a kiosk, this creates security by adding someone who can oversee the station. Other measures that increase security are the choice to keep the passage open and not add anything that obscures the visibility and the fact that the entire passage is a waiting room, because it allows excellent view of the tracks. A solution that does not have much to do with either social or ecological sustainability, but which is nevertheless believed to be significant for Piteå city is the height of the passage. The height enables it to appear from a longer distance and form a landmark in the northwest while forming an entrance to Piteå.

Järnvägsstationer är att betrakta som offentliga platser och regleras av transportpolitiska målsättningar om jämställdhet och tillgänglighet för alla (Prop. 2008/09:93). Trots det saknas forskning om hur genus påverkar resenärer vid deras vardagliga vistelser på järnvägsstationer. Det övergripande syftet med denna avhandling är därför att ur ett genusperspektiv undersöka hur manliga och kvinnliga resenärer i sin vardag använder och upplever järnvägsstationer som fysiska platser och sociala rum. Det empiriska materialet baseras på resedagböcker, intervjuer med resenärer, deltagande observationer och intervjuer med planerare och förvaltare av järnvägsstationer. Kimstad pendeltågsstation, Norrköpings järnvägsstation och Stockholms Centralstation ingår i studien. I avhandlingen kombineras olika teorier som gör det möjligt att betrakta genus som rytm. Genom detta teoretiska ramverk undersöks hur genusmaktordningen återverkar i tid, rum och mobilitet. Resultaten av studien visar att resenärer är påverkade av genusmaktordningen, som återfinns såväl i kollektiva föreställningar som i materialiserade objekt som möter resenärer när de vistas på järnvägsstationerna. Sammanfattningsvis visar studien att såväl manliga som kvinnliga resenärer påverkas av denna maktordning. Även om denna ordning påverkar alla tycks kvinnor vara de som påverkas mest negativt, eftersom de genom en manlig normerad blick betraktas som antingen ärbara eller sexuellt tillgängliga objekt, därutöver att de är tvungna att förhålla sig till risken att utsättas för sexualiserat våld från män. Av dessa anledningar tenderar kvinnors livsrum att inskränkas, oavsett ålder och plats.
Railway stations are perceived as public spaces and are regulated by national transport goals of equality and accessibility for all (Prop. 2008/09:93). However, hardly any research has looked at how gender affects commuters in their daily life at railway stations. The overriding aim of this study is to examine how male and female commuters use and experience railway stations as gendered physical places and social spaces, during their daily travels. The empirical material is based on travel diaries, interviews with male and female commuters, participant observations inspired by auto-ethnography and interviews with planners and managers of the railway stations. Stations included in the study are Kimstad commuter rail station, Norrköping railway station and Stockholm Central station (all in Sweden). In this thesis this combination of theories makes it possible to define gender as rhythm. Through this theoretical frame the thesis analyses gendered power relations of bodies in time, space and mobility. Results from the study show that individuals are affected by gendered power relations that dwell in collective believes and in shape of materialized objects that encounter the commuter when visiting the railway station. In conclusion the study shows that both female and male commuters are affected by gender power relations while visiting railway stations. Even though they affect all, women seem to be most negatively affected by these power relations, since women by gender as rhythms are considered as either objects of decency or as sexually available to heterosexual men. Further, female bodies negotiate the risk of encountering sexual violence therefore gender as rythm tend to decrease the extent of women’s everyday living spaces, regardless of age and place.

La modification du périmètre des régions dans le cadre de la réforme territoriale de 2015 conduit à mobiliser le concept de cohérence territoriale. En effet, dans la région Grand Est, les pratiques territoriales et les représentations spatiales n’ont pas évolué malgré la nécessité de faire émerger un territoire de vie commun. La région reste ainsi marquée par la mitoyenneté de trois ensembles (Alsace, Lorraine, Champagne-Ardenne) fonctionnant selon une dynamique propre à chacun. La mise en réseau de ces entités représente un moyen d’assurer un fonctionnement transversal plus cohérent et vecteur d’un usage plus important du réseau ferré régional. Cette mise en réseau peut être portée par le réseau ferré lui-même, un des principaux instruments de cohérence territoriale à travers sa double capacité à supporter les mobilités et à conditionner leur émergence. Face aux limites que présente le réseau classique pour répondre aux enjeux de déplacements à l’échelle d’une région élargie, le réseau à grande vitesse réserve quant à lui des opportunités d’optimisation à travers le déploiement de services régionaux à grande vitesse. Un outil d’aide à la décision est développé afin d’étudier les évolutions du réseau et des services ferroviaires permettant de répondre à ces enjeux. Une approche par l’accessibilité horaire des territoires a pour but la simulation de scénarios préalablement définis dans un volet prospectif
The modification of the perimeter of the French regions as part of the last territorial reform of 2015 leads to enlist the concept of territorial coherence. In the Greater East region, territorial practices and spatial representations have not changed despite the need to bring out a common living area. The Greater East region remains marked by the juxtaposition of three entities (Alsace, Lorraine, Champagne-Ardenne), each of them operating with a specific dynamic.The networking of these entities represents a means of ensuring a transversal functioning, which could be a vector for a greater use of the regional railway network. This networking can be carried out by the rail network itself: one of the main instruments of territorial coherence through its dual capacity to support mobility and to condition their emergence.Faced with the limitations of the conventional network to meet the challenges of travel on the scale of an enlarged region, the high-speed network reserves opportunities for optimization through the deployment of regional high-speed services. A decision-support tool is developed in order to highlight the improvements of the network and the rail services needed to meet these challenges. An approach by the schedule accessibility of the territories which considers the train schedules will enable the modelling of scenarios previously defined within a prospective approach

This study deals with the relationship between communications networks and economic structure in medium-sized Swedish towns 1850-1970. Medium-sized towns have been defined as those which were ranked 4th-20th in terms of population at two points in time: in the year 1900, when industry had established a foothold and the most important railways had been built, and in the year 1970, at the end of the period studied. This means that the group studied comprises 22 towns. The communications networks which are examined are shipping, railways and roads. The economic structure is studied at various levels from economic sectors to sub-branches.Two measures have been constructed for the purpose of establishing the positions of the towns in the communications networks: accessibility and nodality. The former is calculated on the basis of distance from other towns and their populations. The latter is computed via quantification of the towns' access to the links of the respective networks and an assessment of the quality of these.Statistical relation analyses of correlation and regression type have been the principal method of analysis, which has been supplemented, however, by information culled from urban monographs and other studies.The study shows that there is a relationship between communications networks, primarily the railways, and the transformation of the towns' economic structures during the first half of the period studied. The predominant alignment of this relationship appears to be that the structural transformation precedes the expansion of the railways. Among the various economic sectors, the relationship between industry and the railways is the clearest. The relationship changes direction with the passage of time and can be divided into four phases:1.1850s - 1870s. The towns with strongest population and industrial growth attract railways to themselves and are themselves most active in expanding the railways. A weak correlation between accessibility of towns in the shipping network and industry dwindles away when the railways begin to expand.2.1870s - 1900. The relationship between industry and railways is two-way.3. 1900-1950.The building of the most important railways is completed. Industry continues to adapt to accessibility within the railway network.4.After 1950. The medium-sized towns begin to be deindustrialised as the service sector undergoes vigorous growth. The correlation between industry and railways weakens.On the other hand a supplementary study of conditions at regional level shows that railway expansion preceded structural change. In the rural parts of Sweden the railways were an important driving force behind urbanisation and industrialisation, and they created a special type of new population centre -"station villages", as they were called - which came to function as industrial focal points in the countryside. Many of these station villages rose to the status of towns later on.At lower levels of the economic structure the relationships between economic activities and communications networks are not statistically guaranteed as a rule. This is interpreted to mean that at first it was only large aggregates such as population density and total industry that were capable of influencing railway expansion. In similar fashion the railways later became a factor exercising influence primarily at the macro level, while at the micro level they formed only a base on which a number of other location factors were collected and evaluated before the individual firms reached their decisions.
digitalisering@umu

碩士
國立交通大學
交通運輸研究所
100
From 2007, Taiwan High Speed Railway (THSR) has been run for several years. THSR has taken a huge impact on the whole transportation market because it is more convenient and faster than the other inter-city transportation modes. From the literature review, we could know that most of the studies on high speed railway were the impacts on other transportation modes and the management policies on THSR, and seldom look into the measurement and change of the traffic accessibility. Therefore the goal of this study focuses to discuss the impact on each region from THSR. Based on literature review, this study proposed a moderate traffic accessibility index with gravity model and using the Employed Residence and the travel time to be the valuables, and the trips and population of each district to be the rating of travel time of the inter-city and intra-city . From social-economic development model we could know that traffic accessibility is related to population and employment in industry and commerce. So from the covariance to find out the moderate transportation index first. Secondly, used nonparametric method to test the addition of transportation accessibility after high-speed railway running. And, used cluster analysis to group the district by the existing transportation modes in each city to find out what is the key factor to different transportation accessibility besides high-speed railway. Finally, use the population, Employment Population, land use and traffic accessibility to establish the relative model to discuss the relationship between the traffic accessibility and social economic variables. The result shows that the most high accessibility is in south of Taipei and then north of Taipei, Kaohsiung city, Taichung city. However these cities are the center of the each region. Moreover the whole of accessibility gain is over than 28%, and some satellite counties are in better accessibility gain. Like Miaoli County, Nantou County, Changhua County, the accessibility gains of these countries are more than 40%. But the relative accessibility shows that the largest accessibility is south of Taipei (0.0997) and the smallest is Taitung County (0.0113), in other words, it means the difference of accessibility in each district is huge. Besides, according the relative model, the promotion of traffic accessibility in the past year will take the population in.

Yes
Maintenance planning for busy railway systems is challenging because there is growing pressure on increasing operation time, which reduces the infrastructure-accessible time for maintenance. This paper proposes an optimization model that is aimed at finding the best maintenance schedule for multiple components in a railway track to minimize the total cost in the planning horizon. One distinct and practical feature of the model is that the track accessible time for maintenance is limited. We formulate all relevant costs in the component's life cycle, including maintenance cost, fixed track-closure (possession) cost, social-economic cost related to the effects of maintenance time on the train operation, and service-life shortening cost due to the shifting of activities. Generally, it is beneficial to cluster and maintain several components in a single possession because this helps reduce the cost by occupying the track only once. However, the decision must depend on the available possession time. A sensitivity analysis is performed to highlight the effects of available possession time on the number of required possessions as well as the total cost incurred.

碩士
朝陽科技大學
企業管理系
106
The future of international trades and investments between Asia and Europe could rely heavily on China’s “One Belt, One Road Initiative”, owing to this policy will induce massive investment in and development of trade routes in the region. For realizing the part of this initiative about “One Road”, China government has developed the “China Railway Express” which has connected 15 cities in 10 European countries. In the beginning of 2018, there are around 40 service lines running through Xinjiang, Inner Mongolia and Northeast border crossings to the key cities in Central Asia, Russia, Central and Eastern Europe and Western Europe. In 2016, there were 1,702 trains that had made the trans-continental voyage between China and Europe. The “China Railway Express” has begun to replace uncoordinated individual cargo lines with the fewer travelling days than the marine delivery and much lower fare than the air-cargo. “China Railway Express” will facilitate global cross-sector collaboration via the flows of global investment, resources, technology and skilled personnel. Thus, this study has adopted the expected effectiveness of “China Railway Express” to coordinate the resources (tangible and intangible) for achieving the Greenfield investment opportunities in the transportation hubs of the “China Railway Express” in the mainland China. There are two objectives of this study; the first is to build the screen system for selecting adequate transportation hubs for FDI (greenfield investment) investors, the second is to construct the business model for the government of these transportation hubs for attracting the FDI investors to generate the synergy for the public and private sectors.

VLIV VYSOKORYCHLOSTNÍCH TRATÍ NA ZMĚNY DOSTUPNOSTI REGIONU PRAHY Abstrakt Předkládaná diplomová práce si klade za cíl diskutovat regionální dopady vysokorychlostní železnice v obecných souvislostech a dále s důrazem na změny dostupnosti. Dále si klade za cíl komplexně popsat změny dostupnosti Prahy po vybudování systému vysokorychlostní železnice v Česku s ohledem na dvě možná trasování úseku Praha - Brno. V neposlední řadě se tato práce věnuje studiu potenciální dostupnosti obcí Česka po vybudování vysokorychlostních tratí v Čechách, na Moravě a ve Slezsku. Vysokorychlostní železnice bude významnou páteří veřejné dopravy v Česku, ale umožní též kapacitní napojení české železniční sítě na zbytek Evropy. Hlavním nástrojem vlastního výzkumu jsou analýzy dostupnosti v prostředí GIS. Klíčová slova: vysokorychlostní železnice, Česko, Praha, regionální a lokální dopady, časová dostupnost, potenciální dostupnost IMPACT OF HIGH-SPEED-RAILS TO CHANGE THE ACCESSIBILITY OF PRAGUE REGION Abstract The aim of this diploma thesis is to discuss regional impacts of the high-speed railways in the general context with the emphasis on the issue of accessibility changes. Furthermore, the thesis concentrates on comprehensively description of changes in availability of Prague after the high-speed rail system in Czechia will be...