Pub Date : 2024-03-19DOI: 10.1186/s12544-023-00628-8
Hua Sha, Rajae Haouari, Mohit Kumar Singh, Evita Papazikou, Mohammed Quddus, Amna Chaudhry, Pete Thomas, Andrew Morris
On-street parking is a commonly used form of parking facility as part of transportation infrastructure. However, the emergence of connected and autonomous vehicles (CAVs) is expected to significantly impact parking in the future. This study aims to investigate the impacts of on-street parking regulations for CAVs on the environment, safety and mobility in mixed traffic fleets. To achieve this goal, a calibrated and validated network model of the city of Leicester, UK, was selected to test the implementation of CAVs under various deployment scenarios. The results revealed that replacing on-street parking with driving lanes, cycle lanes, and public spaces can lead to better traffic performance. Specifically, there could be a 27–30% reduction in travel time, a 43–47% reduction in delays, more than 90% in emission reduction, and a 94% reduction in traffic crashes compared to the other tested measures. Conversely, replacing on-street parking with pick-up/drop-off stations may have a less significant impact due to increased stop-and-go events when vehicles pick-up and drop-off passengers, resulting in more interruptions in the flow and increased delays. The paper provides examples of interventions that can be implemented for on-street parking during a CCAM era, along with their expected impacts in order for regional decision-makers and local authorities to draw relative policies. By replacing on-street parking with more efficient traffic measures, cities can significantly improve mobility, reduce emissions, and enhance safety.
{"title":"How can on-street parking regulations affect traffic, safety, and the environment in a cooperative, connected, and automated era?","authors":"Hua Sha, Rajae Haouari, Mohit Kumar Singh, Evita Papazikou, Mohammed Quddus, Amna Chaudhry, Pete Thomas, Andrew Morris","doi":"10.1186/s12544-023-00628-8","DOIUrl":"https://doi.org/10.1186/s12544-023-00628-8","url":null,"abstract":"On-street parking is a commonly used form of parking facility as part of transportation infrastructure. However, the emergence of connected and autonomous vehicles (CAVs) is expected to significantly impact parking in the future. This study aims to investigate the impacts of on-street parking regulations for CAVs on the environment, safety and mobility in mixed traffic fleets. To achieve this goal, a calibrated and validated network model of the city of Leicester, UK, was selected to test the implementation of CAVs under various deployment scenarios. The results revealed that replacing on-street parking with driving lanes, cycle lanes, and public spaces can lead to better traffic performance. Specifically, there could be a 27–30% reduction in travel time, a 43–47% reduction in delays, more than 90% in emission reduction, and a 94% reduction in traffic crashes compared to the other tested measures. Conversely, replacing on-street parking with pick-up/drop-off stations may have a less significant impact due to increased stop-and-go events when vehicles pick-up and drop-off passengers, resulting in more interruptions in the flow and increased delays. The paper provides examples of interventions that can be implemented for on-street parking during a CCAM era, along with their expected impacts in order for regional decision-makers and local authorities to draw relative policies. By replacing on-street parking with more efficient traffic measures, cities can significantly improve mobility, reduce emissions, and enhance safety.","PeriodicalId":12079,"journal":{"name":"European Transport Research Review","volume":null,"pages":null},"PeriodicalIF":4.3,"publicationDate":"2024-03-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140166906","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-15DOI: 10.1186/s12544-024-00639-z
Jaime Sierra Muñoz, Louison Duboz, Paola Pucci, Biagio Ciuffo
“Car dependence” emerges as an academic concept supported by decades of multidisciplinary research, which aims to understand the factors that drive car-based choices. The variety of approaches and indicators used to interpret this phenomenon underscores its multidimensionality and highlights the necessity for a comprehensive framework to define and operationalise it. This paper contributes to this goal by conducting a systematic literature review that examines the indicators, associations, and meanings used by research in defining and quantifying car dependence. Results show that car dependence has been mainly studied considering transport demand, despite criticisms pointing out to the need of including accessibility and subjective perceptions as well. As a consequence, the paper proposes a holistic approach to the term car dependence by proposing six dimensions covering the full spectrum of the concept as presented in the academic literature. The findings also suggest to move towards harmonising measures of the concept, which would facilitate the development of policies and the assessment of their effectiveness.
{"title":"Why do we rely on cars? Car dependence assessment and dimensions from a systematic literature review","authors":"Jaime Sierra Muñoz, Louison Duboz, Paola Pucci, Biagio Ciuffo","doi":"10.1186/s12544-024-00639-z","DOIUrl":"https://doi.org/10.1186/s12544-024-00639-z","url":null,"abstract":"“Car dependence” emerges as an academic concept supported by decades of multidisciplinary research, which aims to understand the factors that drive car-based choices. The variety of approaches and indicators used to interpret this phenomenon underscores its multidimensionality and highlights the necessity for a comprehensive framework to define and operationalise it. This paper contributes to this goal by conducting a systematic literature review that examines the indicators, associations, and meanings used by research in defining and quantifying car dependence. Results show that car dependence has been mainly studied considering transport demand, despite criticisms pointing out to the need of including accessibility and subjective perceptions as well. As a consequence, the paper proposes a holistic approach to the term car dependence by proposing six dimensions covering the full spectrum of the concept as presented in the academic literature. The findings also suggest to move towards harmonising measures of the concept, which would facilitate the development of policies and the assessment of their effectiveness.","PeriodicalId":12079,"journal":{"name":"European Transport Research Review","volume":null,"pages":null},"PeriodicalIF":4.3,"publicationDate":"2024-03-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140153546","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-11DOI: 10.1186/s12544-024-00638-0
Daniel Krajzewicz, Christian Rudloff, Markus Straub, Alexandra Millonig
The “MyFairShare” project develops fair CO2 mobility budgets for individuals. Here, “fairness” mainly depends on the people’s location as everyone should be able to access all destinations necessary to perform everyday tasks. Therefore, a basic understanding about the accessibility of facilities to visit within an area is needed, regarding all activities that must be performed. Given this, the amount of emitted CO2 is computed, assuming the use of sustainable modes while regarding reasonable ranges, i.e. a travel time of 15 min. In order to achieve this, a software system for computing this metric has been developed. It is based on open source applications and uses data that—besides public transport data in GTFS format—is freely available throughout Europe. This paper describes the method and presents the results of applying it to the project’s five Living Labs Berlin, Jelgava, London, Sarpsborg, and Vienna. The results show that besides population density, the possibility to use sustainable modes of transport highly depend on the land use mix, i.e. the allocation of facilities daily activities may be performed at in the vicinity of places of inhabitancy.
{"title":"Measuring and visualising 15-min-areas for fair CO2 budget distribution","authors":"Daniel Krajzewicz, Christian Rudloff, Markus Straub, Alexandra Millonig","doi":"10.1186/s12544-024-00638-0","DOIUrl":"https://doi.org/10.1186/s12544-024-00638-0","url":null,"abstract":"The “MyFairShare” project develops fair CO2 mobility budgets for individuals. Here, “fairness” mainly depends on the people’s location as everyone should be able to access all destinations necessary to perform everyday tasks. Therefore, a basic understanding about the accessibility of facilities to visit within an area is needed, regarding all activities that must be performed. Given this, the amount of emitted CO2 is computed, assuming the use of sustainable modes while regarding reasonable ranges, i.e. a travel time of 15 min. In order to achieve this, a software system for computing this metric has been developed. It is based on open source applications and uses data that—besides public transport data in GTFS format—is freely available throughout Europe. This paper describes the method and presents the results of applying it to the project’s five Living Labs Berlin, Jelgava, London, Sarpsborg, and Vienna. The results show that besides population density, the possibility to use sustainable modes of transport highly depend on the land use mix, i.e. the allocation of facilities daily activities may be performed at in the vicinity of places of inhabitancy.","PeriodicalId":12079,"journal":{"name":"European Transport Research Review","volume":null,"pages":null},"PeriodicalIF":4.3,"publicationDate":"2024-03-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140098010","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-02-20DOI: 10.1186/s12544-023-00618-w
Kacper Rossa, Andrew S. J. Smith, Richard P. Batley, Phillip Hudson
A rail passenger delay compensation scheme aiming at improving attractiveness of rail services and providing minimum customer service standards for delayed passengers operates in the European Union and Great Britain. British rail passengers are eligible to claim 50% of fare for delays of more than 30 min and 100% for delays of over 1 h. The scheme rules were chosen arbitrarily and are homogeneous across all ticket types and journey lengths. As longer journeys are usually more expensive and subjected to longer delays, long distance operators are likely to see more passengers being eligible to claim compensation. This, combined with higher engagement rates due to differences in sensitivity to lateness or opportunity cost of not claiming compensation is likely to have an impact on the differing revenue burden for operating companies. Against this background, this study aims to quantify the revenue impact of homogeneity of scheme rules for different types of train operators to advance understanding of the scheme’s costs and motivate further research into the economic rationale behind the scheme’s provision and design. An econometric model was constructed to empirically test the impact of performance levels and train operator characteristics on the compensation payments made to passengers through the ’Delay Repay’ scheme in Great Britain. The combined differences in the nature of operation and engagement levels mean that with delay levels and engagement increasing with journey length and fare, short, medium and long distance train operating companies (TOCs) repay on average respectively 0.3%, 0.8% and 1.8% of their ticket revenues, increasing the scheme’s proportionate burden on the revenues of long distance operators. Further research is needed to either explain the economic or regulatory reasons behind the differing revenue impact of the scheme on different types of TOCs or suggest how the scheme can be redesigned to take these differences into account.
{"title":"The problem of homogeneity of rail passenger delay compensation scheme rules in Great Britain: impacts on passenger engagement and operator revenues","authors":"Kacper Rossa, Andrew S. J. Smith, Richard P. Batley, Phillip Hudson","doi":"10.1186/s12544-023-00618-w","DOIUrl":"https://doi.org/10.1186/s12544-023-00618-w","url":null,"abstract":"A rail passenger delay compensation scheme aiming at improving attractiveness of rail services and providing minimum customer service standards for delayed passengers operates in the European Union and Great Britain. British rail passengers are eligible to claim 50% of fare for delays of more than 30 min and 100% for delays of over 1 h. The scheme rules were chosen arbitrarily and are homogeneous across all ticket types and journey lengths. As longer journeys are usually more expensive and subjected to longer delays, long distance operators are likely to see more passengers being eligible to claim compensation. This, combined with higher engagement rates due to differences in sensitivity to lateness or opportunity cost of not claiming compensation is likely to have an impact on the differing revenue burden for operating companies. Against this background, this study aims to quantify the revenue impact of homogeneity of scheme rules for different types of train operators to advance understanding of the scheme’s costs and motivate further research into the economic rationale behind the scheme’s provision and design. An econometric model was constructed to empirically test the impact of performance levels and train operator characteristics on the compensation payments made to passengers through the ’Delay Repay’ scheme in Great Britain. The combined differences in the nature of operation and engagement levels mean that with delay levels and engagement increasing with journey length and fare, short, medium and long distance train operating companies (TOCs) repay on average respectively 0.3%, 0.8% and 1.8% of their ticket revenues, increasing the scheme’s proportionate burden on the revenues of long distance operators. Further research is needed to either explain the economic or regulatory reasons behind the differing revenue impact of the scheme on different types of TOCs or suggest how the scheme can be redesigned to take these differences into account.","PeriodicalId":12079,"journal":{"name":"European Transport Research Review","volume":null,"pages":null},"PeriodicalIF":4.3,"publicationDate":"2024-02-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139925056","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-02-19DOI: 10.1186/s12544-024-00632-6
Robert Corbally, Linhao Yang, Abdollah Malekjafarian
Motorway incidents are frequent & varied in nature. Incident management on motorways is critical for both driver safety & road network operation. The expected duration of an incident is a key parameter in the decision-making process for control room operators, however, the actual duration for which an incident will impact the network is never known with true certainty. This paper presents a study which compares the ability of different machine learning algorithms to estimate the duration of motorway incidents on Ireland’s M50 motorway, using an extensive historical incident database. Results show that the support vector machine has the best performance in most cases, but a different method may need to be used to improve accuracy in some situations. Results highlight the main challenges in accurately forecasting incident durations in real time & recommendations are made for improving prediction accuracy through systematic recording of various additional incident details.
{"title":"Predicting the duration of motorway incidents using machine learning","authors":"Robert Corbally, Linhao Yang, Abdollah Malekjafarian","doi":"10.1186/s12544-024-00632-6","DOIUrl":"https://doi.org/10.1186/s12544-024-00632-6","url":null,"abstract":"Motorway incidents are frequent & varied in nature. Incident management on motorways is critical for both driver safety & road network operation. The expected duration of an incident is a key parameter in the decision-making process for control room operators, however, the actual duration for which an incident will impact the network is never known with true certainty. This paper presents a study which compares the ability of different machine learning algorithms to estimate the duration of motorway incidents on Ireland’s M50 motorway, using an extensive historical incident database. Results show that the support vector machine has the best performance in most cases, but a different method may need to be used to improve accuracy in some situations. Results highlight the main challenges in accurately forecasting incident durations in real time & recommendations are made for improving prediction accuracy through systematic recording of various additional incident details.","PeriodicalId":12079,"journal":{"name":"European Transport Research Review","volume":null,"pages":null},"PeriodicalIF":4.3,"publicationDate":"2024-02-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139925125","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-02-14DOI: 10.1186/s12544-024-00635-3
Mario Boot, Mehmet Baran Ulak, Karst T. Geurs, Paul J. M. Havinga
Digital technologies in, on, and around bicycles and cyclists are gaining ground. Collectively called Smart Cycling Technologies (SCTs), it is important to evaluate their impact on subjective cycling experiences. Future evaluations can inform the design of SCTs, which in turn can help to realize the abundant benefits of cycling. Wearable body sensors and advanced driver assistance systems are increasingly studied in other domains, however evaluation methods integrating such sensors and systems in the field of cycling research were under-reviewed and under-conceptualized. This paper therefore presents a systematic literature review and conceptual framework to support the use of body sensors in evaluations of the impact of SCTs on perceptions, emotions, feelings, affect, and more, during outdoor bicycle rides. The literature review (n = 40) showed that there is scarce research on this specific use of body sensors. Moreover, existing research designs are typically not tailored to determine impact of SCTs on cycling experience at large scale. Most studies had small sample sizes and explored limited sensors in chest belts and wristbands for evaluating stress response. The evaluation framework helps to overcome these limitations, by synthesizing crucial factors and methods for future evaluations in four categories: (1) experiences with SCTs, (2) experience measurements, (3) causal analysis, (4) confounding variables. The framework also identifies which types of sensors fit well to which types of experiences and SCTs. The seven directions for future research include, for example, experiences of psychological flow, sensors in e-textiles, and cycling with biofeedback. Future interactions between cyclists and SCTs will likely resemble a collaboration between humans and artificial intelligence. Altogether, this paper helps to understand if future support systems for cyclists truly make cycling safer and more attractive.
{"title":"Using body sensors for evaluating the impact of smart cycling technologies on cycling experiences: a systematic literature review and conceptual framework","authors":"Mario Boot, Mehmet Baran Ulak, Karst T. Geurs, Paul J. M. Havinga","doi":"10.1186/s12544-024-00635-3","DOIUrl":"https://doi.org/10.1186/s12544-024-00635-3","url":null,"abstract":"Digital technologies in, on, and around bicycles and cyclists are gaining ground. Collectively called Smart Cycling Technologies (SCTs), it is important to evaluate their impact on subjective cycling experiences. Future evaluations can inform the design of SCTs, which in turn can help to realize the abundant benefits of cycling. Wearable body sensors and advanced driver assistance systems are increasingly studied in other domains, however evaluation methods integrating such sensors and systems in the field of cycling research were under-reviewed and under-conceptualized. This paper therefore presents a systematic literature review and conceptual framework to support the use of body sensors in evaluations of the impact of SCTs on perceptions, emotions, feelings, affect, and more, during outdoor bicycle rides. The literature review (n = 40) showed that there is scarce research on this specific use of body sensors. Moreover, existing research designs are typically not tailored to determine impact of SCTs on cycling experience at large scale. Most studies had small sample sizes and explored limited sensors in chest belts and wristbands for evaluating stress response. The evaluation framework helps to overcome these limitations, by synthesizing crucial factors and methods for future evaluations in four categories: (1) experiences with SCTs, (2) experience measurements, (3) causal analysis, (4) confounding variables. The framework also identifies which types of sensors fit well to which types of experiences and SCTs. The seven directions for future research include, for example, experiences of psychological flow, sensors in e-textiles, and cycling with biofeedback. Future interactions between cyclists and SCTs will likely resemble a collaboration between humans and artificial intelligence. Altogether, this paper helps to understand if future support systems for cyclists truly make cycling safer and more attractive.","PeriodicalId":12079,"journal":{"name":"European Transport Research Review","volume":null,"pages":null},"PeriodicalIF":4.3,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139751696","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-02-09DOI: 10.1186/s12544-024-00633-5
Ibrahim Mubiru, René Westerholt
In the course of major societal developments such as digitalisation and increasing urbanisation, various forms of so-called new mobility services have emerged. Various disciplines are engaged in understanding these services. However, what is still missing is a comprehensive understanding of what the umbrella term new mobility services means beyond a loosely used catch-all term. This article provides an interdisciplinary overview of the concept of new mobility services and their respective impacts on mobility landscapes. These aspects are summarised using a scoping review approach by examining a total of 98 publications. Our results show that the term new mobility services is indeed an umbrella term for different mobility concepts that are conceptualised differently and whose impacts on mobility landscapes are manifold. However, by applying elements of formal concept analysis, we can identify several key characteristics that define the lowest common denominator for services to be classified as new mobility services.
{"title":"A scoping review on the conceptualisation and impacts of new mobility services","authors":"Ibrahim Mubiru, René Westerholt","doi":"10.1186/s12544-024-00633-5","DOIUrl":"https://doi.org/10.1186/s12544-024-00633-5","url":null,"abstract":"In the course of major societal developments such as digitalisation and increasing urbanisation, various forms of so-called new mobility services have emerged. Various disciplines are engaged in understanding these services. However, what is still missing is a comprehensive understanding of what the umbrella term new mobility services means beyond a loosely used catch-all term. This article provides an interdisciplinary overview of the concept of new mobility services and their respective impacts on mobility landscapes. These aspects are summarised using a scoping review approach by examining a total of 98 publications. Our results show that the term new mobility services is indeed an umbrella term for different mobility concepts that are conceptualised differently and whose impacts on mobility landscapes are manifold. However, by applying elements of formal concept analysis, we can identify several key characteristics that define the lowest common denominator for services to be classified as new mobility services.","PeriodicalId":12079,"journal":{"name":"European Transport Research Review","volume":null,"pages":null},"PeriodicalIF":4.3,"publicationDate":"2024-02-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139751757","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-02-05DOI: 10.1186/s12544-024-00634-4
Erika Kriukelyte, Jana Sochor, Anna Kramers
Cities around the world are trying to understand if and how to regulate urban mobility in a way that stimulates innovation and supports business while also promoting public values and accelerating a sustainability transition. Service providers are also attempting to understand how to grow and thrive as a business as they challenge existing urban mobility structures and practices via new mobility services, new uses of public space, etc. Thus, this article seeks to understand the interplay between business models and public policies and, ultimately, the implications policy instruments have on shaping conditions for sustainable urban mobility. To address these questions, a qualitative approach is utilized, comprising case studies of two ‘new mobility’ service providers (Bolt and Tier) operating in three Northern European cities (Oslo, Stockholm, and Berlin) including interviews with these companies and local public actors. Findings show that the business models are influenced by legitimization on the national level, the local authorities’ and service providers’ approaches, and policy instruments related to the right to operate, including caps, geographic coverage, parking, geofencing, and data sharing. Utilizing business models and multi-level perspectives, the findings are discussed in relation to actualizing sustainable transport, e.g. interdependencies, goal alignment, and temporal and spatial considerations. The authors emphasize the importance of learning by doing, policy mixes (versus instruments), and purpose-driven collaboration among stakeholders.
{"title":"Actualizing sustainable transport: the interplay between public policy instruments and shared mobility providers’ business models","authors":"Erika Kriukelyte, Jana Sochor, Anna Kramers","doi":"10.1186/s12544-024-00634-4","DOIUrl":"https://doi.org/10.1186/s12544-024-00634-4","url":null,"abstract":"Cities around the world are trying to understand if and how to regulate urban mobility in a way that stimulates innovation and supports business while also promoting public values and accelerating a sustainability transition. Service providers are also attempting to understand how to grow and thrive as a business as they challenge existing urban mobility structures and practices via new mobility services, new uses of public space, etc. Thus, this article seeks to understand the interplay between business models and public policies and, ultimately, the implications policy instruments have on shaping conditions for sustainable urban mobility. To address these questions, a qualitative approach is utilized, comprising case studies of two ‘new mobility’ service providers (Bolt and Tier) operating in three Northern European cities (Oslo, Stockholm, and Berlin) including interviews with these companies and local public actors. Findings show that the business models are influenced by legitimization on the national level, the local authorities’ and service providers’ approaches, and policy instruments related to the right to operate, including caps, geographic coverage, parking, geofencing, and data sharing. Utilizing business models and multi-level perspectives, the findings are discussed in relation to actualizing sustainable transport, e.g. interdependencies, goal alignment, and temporal and spatial considerations. The authors emphasize the importance of learning by doing, policy mixes (versus instruments), and purpose-driven collaboration among stakeholders.","PeriodicalId":12079,"journal":{"name":"European Transport Research Review","volume":null,"pages":null},"PeriodicalIF":4.3,"publicationDate":"2024-02-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139688905","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-02-02DOI: 10.1186/s12544-024-00637-1
Riku Viri, Johanna Mäkinen
Transport is a notable source of greenhouse gas emissions. While the mobility habits of people have an effect on a large share of the emissions, the development of the car fleet also plays a major role. In this study, Finnish SALAMA-model is used to calculate nine different scenarios, examining how changes in both the car fleet turnover speed and interest towards electric vehicles (EVs) affect the amount of EVs and total emissions from the passenger cars in Finland up to the year 2040. With the baseline scenario (normal interest and car fleet turnover speed) 28% of cars in use would be EVs (total of PHEVs and BEVs) by 2030. In contrast, scenario with higher interest and faster turnover suggest that nearly half of all cars could be EVs. When focusing on CO2 emissions, only the scenario with the fastest turnover speed with high interest aligns with the Finnish targets for 2030. Thus, car fleet development is only a part of the emission reduction, and other measures are also needed. Based on the results, it should be noted that even though many current and past policies are often focused on increasing interest towards EVs, any solutions driving faster turnover of the car fleet would also significantly impact emission reduction.
{"title":"EV-share development: speed vs interest to adopt","authors":"Riku Viri, Johanna Mäkinen","doi":"10.1186/s12544-024-00637-1","DOIUrl":"https://doi.org/10.1186/s12544-024-00637-1","url":null,"abstract":"Transport is a notable source of greenhouse gas emissions. While the mobility habits of people have an effect on a large share of the emissions, the development of the car fleet also plays a major role. In this study, Finnish SALAMA-model is used to calculate nine different scenarios, examining how changes in both the car fleet turnover speed and interest towards electric vehicles (EVs) affect the amount of EVs and total emissions from the passenger cars in Finland up to the year 2040. With the baseline scenario (normal interest and car fleet turnover speed) 28% of cars in use would be EVs (total of PHEVs and BEVs) by 2030. In contrast, scenario with higher interest and faster turnover suggest that nearly half of all cars could be EVs. When focusing on CO2 emissions, only the scenario with the fastest turnover speed with high interest aligns with the Finnish targets for 2030. Thus, car fleet development is only a part of the emission reduction, and other measures are also needed. Based on the results, it should be noted that even though many current and past policies are often focused on increasing interest towards EVs, any solutions driving faster turnover of the car fleet would also significantly impact emission reduction. ","PeriodicalId":12079,"journal":{"name":"European Transport Research Review","volume":null,"pages":null},"PeriodicalIF":4.3,"publicationDate":"2024-02-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139667016","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-01-31DOI: 10.1186/s12544-024-00636-2
Alberto Dianin, Michael Gidam, Georg Hauger, Elisa Ravazzoli
The Space–Time Accessibility (STA) model is broadly used to measure person-based accessibility based on the space, time, and transport constraints experienced at the individual level in connection to the actual modal choices of observed individuals. In this paper, we propose to adjust the STA model (by introducing a so-called PT-STA model) with three core purposes: (1) focusing on public transport accessibility specifically, (2) measuring accessibility to both fixed activities and discretionary opportunities, and (3) integrating travel-time thresholds in the accessibility measurement. These three elements aim to make the PT-STA model a suitable tool to evaluate the impacts of public transport interventions on person-based accessibility and extend the evaluation of public transport accessibility to its fixed and discretionary dimensions. The PT-STA model is tested with a sample of 118 residents of the rural municipality of Mühlwald (South Tyrol, Italy). Results show that the accessibility to fixed activities and discretionary opportunities are limitedly correlated. It is possible to identify people with high accessibility to fixed activities and poor access to discretionary opportunities (typically pensioners and homemakers living in remote locations) and vice versa (e.g. people with articulated rural–urban commutes but daily visiting locations with several amenities). These results preliminarily confirm the importance of combining both accessibility dimensions in the PT-STA model since they tell complementary and not overlapped stories that are relevant for policymakers to evaluate the pros and cons of alternative public transport interventions.
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