Pub Date : 2025-12-11DOI: 10.1016/j.trip.2025.101779
Hugo Nilsson, Rachid Oucheikh
Access to detailed network data is often constrained by access-controlled datasets or by extensive manual labour. Using aerial imagery and a simplified OpenStreetMap road-level graph, a novel approach is proposed to extract lane-level road topology graphs at signalized intersections based on detection of common road objects, classification of lane attributes, and a simultaneous lane-to-lane connectivity classifier. The approach bridges the gap in methodologies focused on image segmentation or direct graph extraction. Based on individual intersection arms, we achieve an F1 score of 0.88 in predicting the number of approach lanes, 0.87 number of turn movements, and 0.63 in predicting the number of lane types using seven lane type classes. Although key topology aspects are predicted successfully, performance is comparable or inferior to a simpler rule-based model. The results demonstrate the viability of the approach, but confirming practical usefulness will require training and evaluation on a larger and more varied dataset across cities and intersection types.
{"title":"Predicting the adjacency matrix to construct lane topology of signalised intersections with aerial imagery and deep learning","authors":"Hugo Nilsson, Rachid Oucheikh","doi":"10.1016/j.trip.2025.101779","DOIUrl":"10.1016/j.trip.2025.101779","url":null,"abstract":"<div><div>Access to detailed network data is often constrained by access-controlled datasets or by extensive manual labour. Using aerial imagery and a simplified OpenStreetMap road-level graph, a novel approach is proposed to extract lane-level road topology graphs at signalized intersections based on detection of common road objects, classification of lane attributes, and a simultaneous lane-to-lane connectivity classifier. The approach bridges the gap in methodologies focused on image segmentation or direct graph extraction. Based on individual intersection arms, we achieve an F1 score of 0.88 in predicting the number of approach lanes, 0.87 number of turn movements, and 0.63 in predicting the number of lane types using seven lane type classes. Although key topology aspects are predicted successfully, performance is comparable or inferior to a simpler rule-based model. The results demonstrate the viability of the approach, but confirming practical usefulness will require training and evaluation on a larger and more varied dataset across cities and intersection types.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"35 ","pages":"Article 101779"},"PeriodicalIF":3.8,"publicationDate":"2025-12-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145749529","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-01DOI: 10.1016/j.trip.2025.101714
Stéphanie Souche-Le Corvec
When Haghani and Bliemer (2023) considered the oldest groups of co-cited articles in the transport research literature, not a single woman featured among the 12 authors that were identified! Based on this observation, this article analyses women’s contribution to transport science over the last fifty years. The aim is to identify women’s contribution over time, to ascertain whether this contribution has been limited to specific areas of research and to what extent women have contributed to emerging research topics. Ultimately, we would like to determine whether transport publication trend is gender specific. We will complete the data-based coming from Haghani and Bliemer (2023). Firstly, the results show a strong and persistent male domination over the last 50 years, for all the many bibliometric indicators (number of publications, articles with the highest coverage of the cluster, the most frequently cited references, etc.), although this situation has become less marked recently. Secondly, the results show that women who succeed in transportation tend to specialize in specific disciplines such as psychology, medicine, mathematics or engineering. Finally, the results indicate that, in academic publications, the field of transport does not appear to be at the forefront in terms of gender balance.
{"title":"Trends affecting women’s contributions in transportation science. A brief bibliometric analysis","authors":"Stéphanie Souche-Le Corvec","doi":"10.1016/j.trip.2025.101714","DOIUrl":"10.1016/j.trip.2025.101714","url":null,"abstract":"<div><div>When Haghani and Bliemer (2023) considered the oldest groups of co-cited articles in the transport research literature, not a single woman featured among the 12 authors that were identified! Based on this observation, this article analyses women’s contribution to transport science over the last fifty years. The aim is to identify women’s contribution over time, to ascertain whether this contribution has been limited to specific areas of research and to what extent women have contributed to emerging research topics. Ultimately, we would like to determine whether transport publication trend is gender specific. We will complete the data-based coming from Haghani and Bliemer (2023). Firstly, the results show a strong and persistent male domination over the last 50 years, for all the many bibliometric indicators (number of publications, articles with the highest coverage of the cluster, the most frequently cited references, etc.), although this situation has become less marked recently. Secondly, the results show that women who succeed in transportation tend to specialize in specific disciplines such as psychology, medicine, mathematics or engineering. Finally, the results indicate that, in academic publications, the field of transport does not appear to be at the forefront in terms of gender balance.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"34 ","pages":"Article 101714"},"PeriodicalIF":3.8,"publicationDate":"2025-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145466601","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-01DOI: 10.1016/j.trip.2025.101735
Anabele Lindner , Cira Souza Pitombo , Samuel de França Marques
Disaggregated data for travel demand are essential resources toward appropriate urban planning, especially regarding public transportation. However, especially in developing countries, access to such information is limited. The current paper addresses this issue by introducing an approach, comprising semivariogram deconvolution, Sequential Gaussian Simulation (SGS), and validation, using regular spatial scales. As input to the procedure, we propose to use information with high availability, such as census microdata. The hallmark of the devised method lies in inferring travel spatial variability of more disaggregated unit areas using synthetic data. The method proposes to calculate synthetic data using the socioeconomic census microdata and a calibrated regression model with travel demand data associated with Traffic Analysis Zones (TAZs) in São Paulo city. The resulting maps and statistical metrics corroborate the original data values associated with TAZs. This paper presents relevant contributions as the method enables: bypassing the lack of available travel disaggregated data; creating different scenarios to reproduce travel spatial behavior; and assessing the associated uncertainty.
{"title":"Bypassing the lack of available travel disaggregated data: A geo-spatial framework to simulate mode choice","authors":"Anabele Lindner , Cira Souza Pitombo , Samuel de França Marques","doi":"10.1016/j.trip.2025.101735","DOIUrl":"10.1016/j.trip.2025.101735","url":null,"abstract":"<div><div>Disaggregated data for travel demand are essential resources toward appropriate urban planning, especially regarding public transportation. However, especially in developing countries, access to such information is limited. The current paper addresses this issue by introducing an approach, comprising semivariogram deconvolution, Sequential Gaussian Simulation (SGS), and validation, using regular spatial scales. As input to the procedure, we propose to use information with high availability, such as census microdata. The hallmark of the devised method lies in inferring travel spatial variability of more disaggregated unit areas using synthetic data. The method proposes to calculate synthetic data using the socioeconomic census microdata and a calibrated regression model with travel demand data associated with Traffic Analysis Zones (TAZs) in São Paulo city. The resulting maps and statistical metrics corroborate the original data values associated with TAZs. This paper presents relevant contributions as the method enables: bypassing the lack of available travel disaggregated data; creating different scenarios to reproduce travel spatial behavior; and assessing the associated uncertainty.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"34 ","pages":"Article 101735"},"PeriodicalIF":3.8,"publicationDate":"2025-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145519474","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-01DOI: 10.1016/j.trip.2025.101725
Dustin J. Souders , Shubham Agrawal , Irina Benedyk , Yuntao Guo , Yujie Li , Srinivas Peeta
Introduction
Increasing levels of vehicle automation bring new risks to drivers, particularly those who are using a new automated driving system (ADS). The overreliance on partially automated advanced driver assistance systems (SAE L2 ADAS) has led to crashes, a concern that might escalate with conditional ADS (SAE L3), which require timely driver intervention. This study examines the impact of how L3 ADS’ capabilities and limitations are communicated to users on their subjective attitudes toward ADS and their driving behavior and performance, particularly concerning safety.
Method
In a driving simulator study, participants received introductory videos about the role of drivers at different automation levels, the capabilities and limitations of L3 ADS, and its human–machine interface (HMI). Videos concluded with either “Highlighted Benefits” of higher automation levels, reflecting current marketing trends of ADAS and ADS, or an “Explicit Reminder” of driver responsibilities in L3 ADS usage. Participants then completed three driving simulator runs (repeated measures) during or after which visual monitoring behavior, take-over performance, and subjective attitudes (trust and acceptance) toward the ADS were gathered.
Results
Participants resumed control when receiving uncertainty alert from the ADS across both introductory information conditions, with minor differences in take-over performance and monitoring behavior. No significant differences were observed in road monitoring behavior, take-over performance, and subjective attitudes between conditions, except for subjective familiarity ratings, which decreased over runs for the Explicit Reminder group compared to the Highlighted Benefits group. Both conditions showed take-over performance improvements, particularly after practice.
Conclusions
Successful crash avoidance in both groups indicates that graded warnings and practice can effectively improve take-over performance. This similarity in outcomes suggests that introductory information about ADS may not significantly affect monitoring behavior and performance of ADS users. These results highlight the potential for such systems to mitigate ADS complacency and promote safer resumption of vehicle control during automation failures.
{"title":"Inflating system expectations prior to SAE level 3 automated vehicle use: effects on monitoring behavior, resumption of control, and attitudes toward driving automation","authors":"Dustin J. Souders , Shubham Agrawal , Irina Benedyk , Yuntao Guo , Yujie Li , Srinivas Peeta","doi":"10.1016/j.trip.2025.101725","DOIUrl":"10.1016/j.trip.2025.101725","url":null,"abstract":"<div><h3>Introduction</h3><div>Increasing levels of vehicle automation bring new risks to drivers, particularly those who are using a new automated driving system (ADS). The overreliance on partially automated advanced driver assistance systems (SAE L2 ADAS) has led to crashes, a concern that might escalate with conditional ADS (SAE L3), which require timely driver intervention. This study examines the impact of how L3 ADS’ capabilities and limitations are communicated to users on their subjective attitudes toward ADS and their driving behavior and performance, particularly concerning safety.</div></div><div><h3>Method</h3><div>In a driving simulator study, participants received introductory videos about the role of drivers at different automation levels, the capabilities and limitations of L3 ADS, and its human–machine interface (HMI). Videos concluded with either “Highlighted Benefits” of higher automation levels, reflecting current marketing trends of ADAS and ADS, or an “Explicit Reminder” of driver responsibilities in L3 ADS usage. Participants then completed three driving simulator runs (repeated measures) during or after which visual monitoring behavior, take-over performance, and subjective attitudes (trust and acceptance) toward the ADS were gathered.</div></div><div><h3>Results</h3><div>Participants resumed control when receiving uncertainty alert from the ADS across both introductory information conditions, with minor differences in take-over performance and monitoring behavior. No significant differences were observed in road monitoring behavior, take-over performance, and subjective attitudes between conditions, except for subjective familiarity ratings, which decreased over runs for the Explicit Reminder group compared to the Highlighted Benefits group. Both conditions showed take-over performance improvements, particularly after practice.</div></div><div><h3>Conclusions</h3><div>Successful crash avoidance in both groups indicates that graded warnings and practice can effectively improve take-over performance. This similarity in outcomes suggests that introductory information about ADS may not significantly affect monitoring behavior and performance of ADS users. These results highlight the potential for such systems to mitigate ADS complacency and promote safer resumption of vehicle control during automation failures.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"34 ","pages":"Article 101725"},"PeriodicalIF":3.8,"publicationDate":"2025-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145519542","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-01DOI: 10.1016/j.trip.2025.101698
Shahrom Sohi , Sri Harikrishnan , Amin Anjomshoaa , Axel Polleres
Open data shape the interactions between governments, businesses, and the public. In the European railway sector, the push towards liberalisation, environmental sustainability, and a Single European Railway Area (SERA) has intensified demands for open, interoperable public transport data. Yet, railway organisations face a dual challenge: fulfilling their public service role in contributing to the transport and mobility open data ecosystem while safeguarding organisation’s sensitive and competitive information. This paper investigates how national railway organisations across the European Union and the European Free Trade Association (EFTA) participate in open data initiatives, focusing on three channels: Railway Open Data Portals (ROPs), Governmental Open Data Portals (GOPs), and National Access Points (NAPs). Through a structured data collection and manual labelling approach, this study catalogues 1097 open datasets across national railway operators and infrastructure managers, categorising them by portal type, country, thematic focus, and quality based on the 5-Star Open Data Model. The results reveal a fragmented Open Data landscape of the European railway, characterised by disparities in dataset volume, thematic focus, and openness standards. Operational data lead publications such as timetables, schedules and routes, but significant gaps persist in areas such as customer experience, specific infrastructure and organisation data. Railway operators prefer ROPs and GOPs over EU mandatory mobility portals NAPs for publishing open data, raising interest about consistency and compliance with European legislative frameworks. Beyond openness, the uneven availability of railway open data across the Union raises questions of digital equity. As unequal access to transport information risks reinforcing informational disparities among EU and EFTA residents, resulting a call for action for harmonised open data policies and stronger quality controls at the European level.
{"title":"Be Open or Competitive? Exploring the differences in the adoption of (open) data sharing in European railway public transport","authors":"Shahrom Sohi , Sri Harikrishnan , Amin Anjomshoaa , Axel Polleres","doi":"10.1016/j.trip.2025.101698","DOIUrl":"10.1016/j.trip.2025.101698","url":null,"abstract":"<div><div>Open data shape the interactions between governments, businesses, and the public. In the European railway sector, the push towards liberalisation, environmental sustainability, and a Single European Railway Area (SERA) has intensified demands for open, interoperable public transport data. Yet, railway organisations face a dual challenge: fulfilling their public service role in contributing to the transport and mobility open data ecosystem while safeguarding organisation’s sensitive and competitive information. This paper investigates how national railway organisations across the European Union and the European Free Trade Association (EFTA) participate in open data initiatives, focusing on three channels: Railway Open Data Portals (ROPs), Governmental Open Data Portals (GOPs), and National Access Points (NAPs). Through a structured data collection and manual labelling approach, this study catalogues 1097 open datasets across national railway operators and infrastructure managers, categorising them by portal type, country, thematic focus, and quality based on the 5-Star Open Data Model. The results reveal a fragmented Open Data landscape of the European railway, characterised by disparities in dataset volume, thematic focus, and openness standards. Operational data lead publications such as timetables, schedules and routes, but significant gaps persist in areas such as customer experience, specific infrastructure and organisation data. Railway operators prefer ROPs and GOPs over EU mandatory mobility portals NAPs for publishing open data, raising interest about consistency and compliance with European legislative frameworks. Beyond openness, the uneven availability of railway open data across the Union raises questions of digital equity. As unequal access to transport information risks reinforcing informational disparities among EU and EFTA residents, resulting a call for action for harmonised open data policies and stronger quality controls at the European level.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"34 ","pages":"Article 101698"},"PeriodicalIF":3.8,"publicationDate":"2025-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145519635","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-01DOI: 10.1016/j.trip.2025.101723
Andromachi Mourtzouchou , Ada Garus , Rubén Cordera , Ioan Cristinel Raileanu , Biagio Ciuffo
The imminent introduction of autonomous vehicles (AVs) represents a significant revolution in transportation, offering unique opportunities to enhance the sustainability and efficiency of urban transport systems. This study uniquely combines qualitative focus groups with European school students and quantitative activity-based simulation models to compare teenagers’ reactions to AVs. Focus groups gathered insights into their current mobility habits and perceptions of AVs. The simulation model then evaluated the potential impacts of AVs, specifically robotaxis and autonomous shuttles, on teenagers’ travel behaviour in Santander, Spain. The results reveal a strong interest in AVs among teenagers, particularly for the independence and flexibility they offer. However, practical considerations such as cost, availability, and parental preferences continue to influence their mobility choices. The simulation results indicate a significant shift towards robotaxis, reducing walking and public transport usage. Gender-specific preferences were also noted, with girls being more likely to use robotaxis. The findings underscore the need for policies that balance AV usage with active modes and public transport, address safety concerns, and ensure equitable access to AVs. The study highlights the benefits and challenges of integrating AVs into teenagers’ lives, offering insights for policymakers and technologists. Further research is needed to validate these findings through real-world trials and to explore the long-term impacts of AVs on teenagers’ mobility, physical activity, and social interactions.
{"title":"Exploring the impact of autonomous vehicles on youth mobility through focus groups and simulations","authors":"Andromachi Mourtzouchou , Ada Garus , Rubén Cordera , Ioan Cristinel Raileanu , Biagio Ciuffo","doi":"10.1016/j.trip.2025.101723","DOIUrl":"10.1016/j.trip.2025.101723","url":null,"abstract":"<div><div>The imminent introduction of autonomous vehicles (AVs) represents a significant revolution in transportation, offering unique opportunities to enhance the sustainability and efficiency of urban transport systems. This study uniquely combines qualitative focus groups with European school students and quantitative activity-based simulation models to compare teenagers’ reactions to AVs. Focus groups gathered insights into their current mobility habits and perceptions of AVs. The simulation model then evaluated the potential impacts of AVs, specifically robotaxis and autonomous shuttles, on teenagers’ travel behaviour in Santander, Spain. The results reveal a strong interest in AVs among teenagers, particularly for the independence and flexibility they offer. However, practical considerations such as cost, availability, and parental preferences continue to influence their mobility choices. The simulation results indicate a significant shift towards robotaxis, reducing walking and public transport usage. Gender-specific preferences were also noted, with girls being more likely to use robotaxis. The findings underscore the need for policies that balance AV usage with active modes and public transport, address safety concerns, and ensure equitable access to AVs. The study highlights the benefits and challenges of integrating AVs into teenagers’ lives, offering insights for policymakers and technologists. Further research is needed to validate these findings through real-world trials and to explore the long-term impacts of AVs on teenagers’ mobility, physical activity, and social interactions.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"34 ","pages":"Article 101723"},"PeriodicalIF":3.8,"publicationDate":"2025-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145466605","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-01DOI: 10.1016/j.trip.2025.101733
Haoxiang Xue, Federico Maria Ballo, Giorgio Previati, Gianpiero Mastinu, Massimiliano Gobbi
Eco-driving cruising strategies can effectively reduce energy demand and contribute to extend the range of full electric vehicles. However, the adoption of these strategies, involving alternating cycles of acceleration and deceleration as a replacement for constant-speed cruising, may potentially compromise the longitudinal comfort of the vehicle. In this paper, a method for a comfort-oriented optimization of eco-driving cruising strategies is proposed and validated by using a dynamic driving simulator. Dynamic driving simulators are rarely used for longitudinal comfort assessment. Therefore, a series of preliminary tests are conducted to compare the longitudinal comfort perceived on a driving simulator and on an actual vehicle. It turns out that, with appropriate cueing settings, the perceived longitudinal comfort remains consistent across both scenarios. Moreover, levels of jerk related to the perception of vehicle comfort at different velocities are identified to serve as reference in the eco-driving strategy design. On the basis of these results, an eco-driving cruising strategy is optimized within a two-step multi-objective framework based on GA by considering both energy consumption and longitudinal comfort. Subsequently, the Pareto points corresponding to the thresholds, representing the occupants’ comfort preferences, are evaluated at the driving simulator. These tests show that the comfort ranking of the solution is consistent between the optimization process and the subjective perceptions and confirm the reference jerk levels determined in the preliminary tests and the effectiveness of the optimization procedure, indicating dynamic driving simulators can be effectively employed to assess the longitudinal comfort of vehicles and to evaluate eco-driving cruising strategies.
{"title":"Investigating comfort-oriented optimization of eco-driving cruising strategy: A driving simulator study","authors":"Haoxiang Xue, Federico Maria Ballo, Giorgio Previati, Gianpiero Mastinu, Massimiliano Gobbi","doi":"10.1016/j.trip.2025.101733","DOIUrl":"10.1016/j.trip.2025.101733","url":null,"abstract":"<div><div>Eco-driving cruising strategies can effectively reduce energy demand and contribute to extend the range of full electric vehicles. However, the adoption of these strategies, involving alternating cycles of acceleration and deceleration as a replacement for constant-speed cruising, may potentially compromise the longitudinal comfort of the vehicle. In this paper, a method for a comfort-oriented optimization of eco-driving cruising strategies is proposed and validated by using a dynamic driving simulator. Dynamic driving simulators are rarely used for longitudinal comfort assessment. Therefore, a series of preliminary tests are conducted to compare the longitudinal comfort perceived on a driving simulator and on an actual vehicle. It turns out that, with appropriate cueing settings, the perceived longitudinal comfort remains consistent across both scenarios. Moreover, levels of jerk related to the perception of vehicle comfort at different velocities are identified to serve as reference in the eco-driving strategy design. On the basis of these results, an eco-driving cruising strategy is optimized within a two-step multi-objective framework based on GA by considering both energy consumption and longitudinal comfort. Subsequently, the Pareto points corresponding to the thresholds, representing the occupants’ comfort preferences, are evaluated at the driving simulator. These tests show that the comfort ranking of the solution is consistent between the optimization process and the subjective perceptions and confirm the reference jerk levels determined in the preliminary tests and the effectiveness of the optimization procedure, indicating dynamic driving simulators can be effectively employed to assess the longitudinal comfort of vehicles and to evaluate eco-driving cruising strategies.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"34 ","pages":"Article 101733"},"PeriodicalIF":3.8,"publicationDate":"2025-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145519540","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-01DOI: 10.1016/j.trip.2025.101692
Abolfazl Simorgh, Manuel Soler
Contrail cirrus is a major contributor to aviation-induced climate impact, with its formation and radiative effects highly sensitive to atmospheric conditions. This underscores the potential of contrail-informed flight planning to mitigate the corresponding climate effects. However, uncertainties in forecasting persistent contrail-forming areas and their radiative impact pose challenges to the effectiveness of this mitigation measure. In this study, we present a robust approach to enhance the reliability of climate-optimized flight planning by simultaneously accounting for two key sources of uncertainty: (1) weather forecast uncertainty, characterized using an ensemble prediction system, and (2) discrepancies between two state-of-the-art climate impact estimation models suitable for flight planning: algorithmic Climate Change Functions (aCCFs) and the gridded Contrail Cirrus Prediction (CoCiP) model. The objective is to generate flight plans that provide consistent climate benefits across both models, even under meteorological uncertainty. The proposed flight planning problem is formulated considering structured airspace and designed for parallel execution, ensuring its practicality, high computational efficiency, and scalability, accommodating multiple climate impact estimation models and weather data sources without compromising performance. Case studies demonstrate the practical viability of the approach for flight dispatchers, increasing confidence in climate-optimized trajectories even in the presence of significant model disagreements.
{"title":"Feasibility of integrating multiple climate impact estimation models to enhance confidence in environmentally-friendly aircraft trajectory optimization","authors":"Abolfazl Simorgh, Manuel Soler","doi":"10.1016/j.trip.2025.101692","DOIUrl":"10.1016/j.trip.2025.101692","url":null,"abstract":"<div><div>Contrail cirrus is a major contributor to aviation-induced climate impact, with its formation and radiative effects highly sensitive to atmospheric conditions. This underscores the potential of contrail-informed flight planning to mitigate the corresponding climate effects. However, uncertainties in forecasting persistent contrail-forming areas and their radiative impact pose challenges to the effectiveness of this mitigation measure. In this study, we present a robust approach to enhance the reliability of climate-optimized flight planning by simultaneously accounting for two key sources of uncertainty: (1) weather forecast uncertainty, characterized using an ensemble prediction system, and (2) discrepancies between two state-of-the-art climate impact estimation models suitable for flight planning: algorithmic Climate Change Functions (aCCFs) and the gridded Contrail Cirrus Prediction (CoCiP) model. The objective is to generate flight plans that provide consistent climate benefits across both models, even under meteorological uncertainty. The proposed flight planning problem is formulated considering structured airspace and designed for parallel execution, ensuring its practicality, high computational efficiency, and scalability, accommodating multiple climate impact estimation models and weather data sources without compromising performance. Case studies demonstrate the practical viability of the approach for flight dispatchers, increasing confidence in climate-optimized trajectories even in the presence of significant model disagreements.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"34 ","pages":"Article 101692"},"PeriodicalIF":3.8,"publicationDate":"2025-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145417655","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-01DOI: 10.1016/j.trip.2025.101708
Farida Haddou Rahou, Youssef Aboussaleh
Road traffic accidents constitute a real public health problem given the high mortality and morbidity they cause. The study aimed the evaluation of the relationship between driver behavior and road accident in Morocco.
In a retrospective study covering a period of 2017–2023, data were collected about all vehicles that were registered by the road traffic police after being involved in a road traffic accident from January 1, 2017 to December 31, 2023. Multivariate analyses were conducted using logistic regressions, constructed to identify the factors contributing to the occurrence (yes/no) of an accident. The odds ratios (OR) are presented with their 95% confidence intervals.
The findings show that in the majority of cases, young people aged 20 to 29 are the most represented among the victims, with a clear predominance of men. Users of motorized two-wheeled vehicles are more involved compared to other road users. Most of the victims are mainly non-official workers. The injury assessment shows that victims aged 20 to 29 suffer the most from multiple minor injuries, followed by the 30–39 years driver category. 41.59 % without injury, 6.87 % serious injuries, 48.39 % minor injuries, and 0.49 % of accidents are fatal.
Road accidents cause productive losses through work stoppage and physical health injuries and deaths. Young drivers are the group of drivers most likely to crash. Preventing road accidents requires awareness campaigns for behavior change. These findings provide a solid empirical foundation to inform future research on behavioral risk factors and can serve as a basis for developing targeted public policies to effectively guide strategies for preventing and improving road safety in Morocco.
{"title":"Analysis of injuries and deaths from road traffic accidents in Morocco: Driver behaviors assessment and prevention perspectives","authors":"Farida Haddou Rahou, Youssef Aboussaleh","doi":"10.1016/j.trip.2025.101708","DOIUrl":"10.1016/j.trip.2025.101708","url":null,"abstract":"<div><div>Road traffic accidents constitute a real public health problem given the high mortality and morbidity they cause. The study aimed the evaluation of the relationship between driver behavior and road accident in Morocco.</div><div>In a retrospective study covering a period of 2017–2023, data were collected about all vehicles that were registered by the road traffic police after being involved in a road traffic accident from January 1, 2017 to December 31, 2023. Multivariate analyses were conducted using logistic regressions, constructed to identify the factors contributing to the occurrence (yes/no) of an accident. The odds ratios (OR) are presented with their 95% confidence intervals.</div><div>The findings show that in the majority of cases, young people aged 20 to 29 are the most represented among the victims, with a clear predominance of men. Users of motorized two-wheeled vehicles are more involved compared to other road users. Most of the victims are mainly non-official workers. The injury assessment shows that victims aged 20 to 29 suffer the most from multiple minor injuries, followed by the 30–39 years driver category. 41.59 % without injury, 6.87 % serious injuries, 48.39 % minor injuries, and 0.49 % of accidents are fatal.</div><div>Road accidents cause productive losses through work stoppage and physical health injuries and deaths. Young drivers are the group of drivers most likely to crash. Preventing road accidents requires awareness campaigns for behavior change. These findings provide a solid empirical foundation to inform future research on behavioral risk factors and can serve as a basis for developing targeted public policies to effectively guide strategies for preventing and improving road safety in Morocco.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"34 ","pages":"Article 101708"},"PeriodicalIF":3.8,"publicationDate":"2025-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145519544","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Mega-events are large-scale international occasions that pressure transportation infrastructure significantly, leading to increased traffic demand and higher crash risk. Therefore, special attention is required in the planning phase to ensure safe road management. Despite some research on their pre- and post-event safety impacts, no studies have proactively assessed crash risk during the planning phase by integrating frequency, severity, and exposure factors. To address this gap, this study proposes a refined framework that combines predictive models and risk assessment techniques to evaluate crash risk in mega-event-affected road networks. Its applicability is demonstrated through the Milano-Cortina 2026 Winter Olympics case study, analysing 3 k + crashes on the interested road. Results highlight key risk factors, including traffic volume, access points, and operating speed. Moreover, the recommended risk mitigation treatments are simulated, and their effects are quantified. Finally, reference curves and tables are provided to support decision makers. By enabling proactive safety interventions, this framework provides a decision-support tool for event planners, policymakers and traffic engineers to prioritise safety interventions efficiently and apply risk mitigation strategies, ensuring safer transport management before mega-events.
{"title":"Evaluating road crash risk for a mega-event: an application to 2026 Milano-Cortina Winter Olympic games","authors":"Stefano Raccagni, Roberto Ventura, Benedetto Barabino","doi":"10.1016/j.trip.2025.101709","DOIUrl":"10.1016/j.trip.2025.101709","url":null,"abstract":"<div><div>Mega-events are large-scale international occasions that pressure transportation infrastructure significantly, leading to increased traffic demand and higher crash risk. Therefore, special attention is required in the planning phase to ensure safe road management. Despite some research on their pre- and post-event safety impacts, no studies have proactively assessed crash risk during the planning phase by integrating frequency, severity, and exposure factors. To address this gap, this study proposes a refined framework that combines predictive models and risk assessment techniques to evaluate crash risk in mega-event-affected road networks. Its applicability is demonstrated through the Milano-Cortina 2026 Winter Olympics case study, analysing 3 k + crashes on the interested road. Results highlight key risk factors, including traffic volume, access points, and operating speed. Moreover, the recommended risk mitigation treatments are simulated, and their effects are quantified. Finally, reference curves and tables are provided to support decision makers. By enabling proactive safety interventions, this framework provides a decision-support tool for event planners, policymakers and traffic engineers to prioritise safety interventions efficiently and apply risk mitigation strategies, ensuring safer transport management before mega-events.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"34 ","pages":"Article 101709"},"PeriodicalIF":3.8,"publicationDate":"2025-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145466603","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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