Transportation Research Interdisciplinary Perspectives最新文献_第7页

Purchase subsidies for 100% zero-emissions vehicle sales goals: Effectiveness, government cost, and supplier capture

IF 3.9 Q2 TRANSPORTATION

Transportation Research Interdisciplinary Perspectives

Pub Date : 2025-01-01 DOI: 10.1016/j.trip.2024.101305

Chandan Bhardwaj, Jonn Axsen

Globally, purchase subsidies are among the most common policies used to support the deployment of zero-emissions vehicles (ZEVs). However, it is unclear if subsidies alone can effectively and efficiently achieve ambitious long-term ZEV sales goals, such as the 100% by 2035 target adopted by numerous developed countries. To shed insight on subsidy impacts under consumer-supplier dynamics, we use a technology adoption model (AUM) that endogenously represents consumer preferences for (and purchases of) light-duty passenger ZEVs, and automaker decision-making about ZEV pricing, innovation activities, and charger deployment. We use AUM to simulate the impacts of different levels and durations of ZEV purchase subsidies in the 2023–2035 time frame in the case region of Canada. Results indicate that a subsidy-dominated policy mix needs to increase subsidy values to at least $40,000 per ZEV by 2035 to achieve the 100% goal in Canada. In that scenario, average government expenditure on subsidies is 450–820 $/tonne CO₂e abated, and up to $180 billion in total direct government expenditure. Across subsidy-dominated scenarios, automakers capture 15–23% of subsidy value and increase their overall profit; both trends increase with higher subsidy duration and value. In short, a subsidy-dominated approach to inducing ZEV sales is likely to prove costly; other policies should be considered to lead a policy mix, such as regulation, taxation, or a feebate program.

{"title":"Purchase subsidies for 100% zero-emissions vehicle sales goals: Effectiveness, government cost, and supplier capture","authors":"Chandan Bhardwaj, Jonn Axsen","doi":"10.1016/j.trip.2024.101305","DOIUrl":"10.1016/j.trip.2024.101305","url":null,"abstract":"<div><div>Globally, purchase subsidies are among the most common policies used to support the deployment of zero-emissions vehicles (ZEVs). However, it is unclear if subsidies alone can effectively and efficiently achieve ambitious long-term ZEV sales goals, such as the 100% by 2035 target adopted by numerous developed countries. To shed insight on subsidy impacts under consumer-supplier dynamics, we use a technology adoption model (AUM) that endogenously represents consumer preferences for (and purchases of) light-duty passenger ZEVs, and automaker decision-making about ZEV pricing, innovation activities, and charger deployment. We use AUM to simulate the impacts of different levels and durations of ZEV purchase subsidies in the 2023–2035 time frame in the case region of Canada. Results indicate that a subsidy-dominated policy mix needs to increase subsidy values to at least $40,000 per ZEV by 2035 to achieve the 100% goal in Canada. In that scenario, average government expenditure on subsidies is 450–820 $/tonne CO<sub>2</sub>e abated, and up to $180 billion in total direct government expenditure. Across subsidy-dominated scenarios, automakers capture 15–23% of subsidy value and increase their overall profit; both trends increase with higher subsidy duration and value. In short, a subsidy-dominated approach to inducing ZEV sales is likely to prove costly; other policies should be considered to lead a policy mix, such as regulation, taxation, or a feebate program.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"29 ","pages":"Article 101305"},"PeriodicalIF":3.9,"publicationDate":"2025-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143100702","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

引用次数: 0

How do crime and neighborhood environment affect transit ridership? Evidence from five metropolitan cities in the Texas Triangle

IF 3.9 Q2 TRANSPORTATION

Transportation Research Interdisciplinary Perspectives

Pub Date : 2025-01-01 DOI: 10.1016/j.trip.2024.101311

Qian He , Jianling Li

Transit ridership is an important factor in evaluating transit service performance and an essential source of revenue for transit authorities in the United States. Alongside internal service characteristics such as average headways and service frequency, the neighborhood environment context of transit-adjacent areas has been shown to affect ridership in many ways, with neighborhood crime being a major concern. Although literature recognizes the negative impact of crime on transit ridership, however, the roles of the neighborhood environment and the quality of transit service in affecting ridership have been less considered. Existing empirical evidence has been focused on a single geographical region. Using stop-level transit ridership and service characteristics data from transit agencies in five metropolitan areas in the Texas Triangle (Austin, Dallas, Fort Worth, Houston, and San Antonio) in 2018, we find that although the crime rate is negatively associated with ridership, better transit service characteristics such as higher service frequency and shorter average headway are associated with higher ridership, based on results of the negative binomial regression model. We also find that mixed-use development with greater population density, greater employment density, and employment entropy, as well as better walkability, are associated with higher transit ridership during workdays, holding all else constant. Our findings also show that block groups with challenging socioeconomic status (measured by households of lower income, households with public assistance, and unemployment status), are associated with higher transit ridership. Findings from this study contribute to strategies for sustainable fiscal health of transit agencies. Efforts to increase transit ridership should consider the built environment and social environment characteristics of the station-adjacent communities beyond service characteristics improvement.

{"title":"How do crime and neighborhood environment affect transit ridership? Evidence from five metropolitan cities in the Texas Triangle","authors":"Qian He , Jianling Li","doi":"10.1016/j.trip.2024.101311","DOIUrl":"10.1016/j.trip.2024.101311","url":null,"abstract":"<div><div>Transit ridership is an important factor in evaluating transit service performance and an essential source of revenue for transit authorities in the United States. Alongside internal service characteristics such as average headways and service frequency, the neighborhood environment context of transit-adjacent areas has been shown to affect ridership in many ways, with neighborhood crime being a major concern. Although literature recognizes the negative impact of crime on transit ridership, however, the roles of the neighborhood environment and the quality of transit service in affecting ridership have been less considered. Existing empirical evidence has been focused on a single geographical region. Using stop-level transit ridership and service characteristics data from transit agencies in five metropolitan areas in the Texas Triangle (Austin, Dallas, Fort Worth, Houston, and San Antonio) in 2018, we find that although the crime rate is negatively associated with ridership, better transit service characteristics such as higher service frequency and shorter average headway are associated with higher ridership, based on results of the negative binomial regression model. We also find that mixed-use development with greater population density, greater employment density, and employment entropy, as well as better walkability, are associated with higher transit ridership during workdays, holding all else constant. Our findings also show that block groups with challenging socioeconomic status (measured by households of lower income, households with public assistance, and unemployment status), are associated with higher transit ridership. Findings from this study contribute to strategies for sustainable fiscal health of transit agencies. Efforts to increase transit ridership should consider the built environment and social environment characteristics of the station-adjacent communities beyond service characteristics improvement.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"29 ","pages":"Article 101311"},"PeriodicalIF":3.9,"publicationDate":"2025-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143100706","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

引用次数: 0

Ultralight aircraft and conventional digital cameras as an alternative for urban mapping

IF 3.9 Q2 TRANSPORTATION

Transportation Research Interdisciplinary Perspectives

Pub Date : 2025-01-01 DOI: 10.1016/j.trip.2025.101339

Román Edén Parra-Galaviz , Manuel de Jesús Pérez-Valdez , Omar Llanes-Cárdenas , Lennin Enrique Amador-Castro , Rafael Macías-Segura , Ciro de la Concepción Díaz-Hernández , Alberto Gaxiola

Mapping plays a crucial role in urban planning by assisting authorities in making informed decisions regarding city growth and infrastructure placement. Unmanned Aerial Vehicles (UAVs) are employed extensively for this purpose, owing to their ease of operation and advanced georeferencing capabilities facilitated by integrated cameras coupled with Global Navigation Satellite System (GNSS) devices. However, some drawbacks have been identified, such as limited battery life, strict airspace regulations, and difficulties in mapping extensive territories due to the need for numerous takeoffs. Also, planes adapted with photogrammetric cameras are costly and bulky. On the other hand, Ultralight aircraft (ULAC) and Conventional Digital Cameras (CDC) are accessible devices. In this sense, this research explores ULACs coupled with CDCs as a low-cost alternative. A 70 km² city was mapped using a conventional 39-megapixel camera mounted on a ULAC at 1000 m altitude to validate these tools. Digital processing yielded a ground resolution of 19.7 cm/pixel and root mean square errors (RMSE) of 32 cm in planimetry and 25 cm in altimetry.

Additionally, the calibration parameters of the camera used were obtained. ULACs equipped with CDCs showed quality results and precision comparable to those obtained in surveys with photogrammetric cameras and UAV technology. This was validated as a low-cost, valuable tool for municipal authorities in small to medium-sized cities, where resources are often more limited than in larger cities.

{"title":"Ultralight aircraft and conventional digital cameras as an alternative for urban mapping","authors":"Román Edén Parra-Galaviz , Manuel de Jesús Pérez-Valdez , Omar Llanes-Cárdenas , Lennin Enrique Amador-Castro , Rafael Macías-Segura , Ciro de la Concepción Díaz-Hernández , Alberto Gaxiola","doi":"10.1016/j.trip.2025.101339","DOIUrl":"10.1016/j.trip.2025.101339","url":null,"abstract":"<div><div>Mapping plays a crucial role in urban planning by assisting authorities in making informed decisions regarding city growth and infrastructure placement. Unmanned Aerial Vehicles (UAVs) are employed extensively for this purpose, owing to their ease of operation and advanced georeferencing capabilities facilitated by integrated cameras coupled with Global Navigation Satellite System (GNSS) devices. However, some drawbacks have been identified, such as limited battery life, strict airspace regulations, and difficulties in mapping extensive territories due to the need for numerous takeoffs. Also, planes adapted with photogrammetric cameras are costly and bulky. On the other hand, Ultralight aircraft (ULAC) and Conventional Digital Cameras (CDC) are accessible devices. In this sense, this research explores ULACs coupled with CDCs as a low-cost alternative. A 70 km<sup>2</sup> city was mapped using a conventional 39-megapixel camera mounted on a ULAC at 1000 m altitude to validate these tools. Digital processing yielded a ground resolution of 19.7 cm/pixel and root mean square errors (RMSE) of 32 cm in planimetry and 25 cm in altimetry.</div><div>Additionally, the calibration parameters of the camera used were obtained. ULACs equipped with CDCs showed quality results and precision comparable to those obtained in surveys with photogrammetric cameras and UAV technology. This was validated as a low-cost, valuable tool for municipal authorities in small to medium-sized cities, where resources are often more limited than in larger cities.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"29 ","pages":"Article 101339"},"PeriodicalIF":3.9,"publicationDate":"2025-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143100726","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

引用次数: 0

Analyzing safety weaknesses in organizational interfaces and their effects on railway Safety: A case study of the Taroko train Collision in Taiwan

IF 3.9 Q2 TRANSPORTATION

Transportation Research Interdisciplinary Perspectives

Pub Date : 2025-01-01 DOI: 10.1016/j.trip.2025.101333

Chen-Yu Lin, Yu-Te Chen, Yu-Sheng Huang

引用次数: 0

Socioeconomic characteristics of drivers versus pedestrians in pedestrian crashes

IF 3.9 Q2 TRANSPORTATION

Transportation Research Interdisciplinary Perspectives

Pub Date : 2025-01-01 DOI: 10.1016/j.trip.2024.101308

Antonio Giron , Xiaohan Gu , Robert J. Schneider

This study of pedestrian crashes compares the home locations and socioeconomic characteristics of automobile drivers with the pedestrians who they struck. We collected driver and pedestrian sex, age, and home address from a random sample of 336 pedestrian crashes reported to police between 2011 and 2015 in the City of Milwaukee and the surrounding seven-county metropolitan region. We also gathered socioeconomic characteristics of driver and pedestrian home census tracts. Comparing the characteristics of drivers with the pedestrians they struck, it is most common for drivers and pedestrians to be from neighborhoods with similar income levels and similar race and ethnic characteristics. However, when looking at the crashes where drivers and pedestrians have different characteristics, several disparities are evident. Most prominently, adult drivers often crash into children, and drivers from higher-income tracts are more likely to crash into pedestrians from lower-income tracts than the reverse. Our results underscore the importance of efforts to create more equitable pedestrian safety outcomes, particularly for children and low-income pedestrians. Our approach provides a framework for future analyses of safety disparities between different transportation system users and socioeconomic groups.

{"title":"Socioeconomic characteristics of drivers versus pedestrians in pedestrian crashes","authors":"Antonio Giron , Xiaohan Gu , Robert J. Schneider","doi":"10.1016/j.trip.2024.101308","DOIUrl":"10.1016/j.trip.2024.101308","url":null,"abstract":"<div><div>This study of pedestrian crashes compares the home locations and socioeconomic characteristics of automobile drivers with the pedestrians who they struck. We collected driver and pedestrian sex, age, and home address from a random sample of 336 pedestrian crashes reported to police between 2011 and 2015 in the City of Milwaukee and the surrounding seven-county metropolitan region. We also gathered socioeconomic characteristics of driver and pedestrian home census tracts. Comparing the characteristics of drivers with the pedestrians they struck, it is most common for drivers and pedestrians to be from neighborhoods with similar income levels and similar race and ethnic characteristics. However, when looking at the crashes where drivers and pedestrians have different characteristics, several disparities are evident. Most prominently, adult drivers often crash into children, and drivers from higher-income tracts are more likely to crash into pedestrians from lower-income tracts than the reverse. Our results underscore the importance of efforts to create more equitable pedestrian safety outcomes, particularly for children and low-income pedestrians. Our approach provides a framework for future analyses of safety disparities between different transportation system users and socioeconomic groups.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"29 ","pages":"Article 101308"},"PeriodicalIF":3.9,"publicationDate":"2025-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143100356","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

引用次数: 0

The importance of transportation networks and urban services in assessing the functional balance of human settlements: The case of the Makkah region in Saudi Arabia

IF 3.9 Q2 TRANSPORTATION

Transportation Research Interdisciplinary Perspectives

Pub Date : 2025-01-01 DOI: 10.1016/j.trip.2024.101300

Amani Derbali , Salma Dwidar , Amal Abdelsattar , Donia Abdelgawad , Abdallah Farhi

Saudi Arabia’s 2030 Vision aims to accommodate 30 million Umrah pilgrims by 2030, while promoting sustainable cities through improved mobility in public spaces. This research assesses the balance and future stability of human settlements within the urban system of the Holy Makkah Province. Our investigation highlights the limitations of the region’s urban structure and suggests solutions for addressing their root causes by comparing the current state of the region’s population, which houses 132 urban centers, and an alternative model based on a gravitational urban law utilizing Reilly’s law of retail gravitation (1931), which manipulates data relevant to population and transportation networks. The investigation is then enhanced by additional factors such as the functional weight, retail services, and services related to pilgrims’ rituals. Our theory posits that Makkah Province is subject to the issue of urban primacy, evinced by the fact that the region receives a disproportionate share of the nation’s resources and services. This hierarchal study reveals potential gaps that require attention, as well as actions for the long-term preservation of the region’s urban balance, providing a more comprehensive understanding of future infrastructure amenities and services requirements. We suggested a participatory redistributive approach aiming to foster engagement of marginalized centers and attend to urban–rural linkages, which can serve the urban goals of the 2030 vision through a well-established urban infrastructure and equitable access to services for the regional population.

{"title":"The importance of transportation networks and urban services in assessing the functional balance of human settlements: The case of the Makkah region in Saudi Arabia","authors":"Amani Derbali , Salma Dwidar , Amal Abdelsattar , Donia Abdelgawad , Abdallah Farhi","doi":"10.1016/j.trip.2024.101300","DOIUrl":"10.1016/j.trip.2024.101300","url":null,"abstract":"<div><div>Saudi Arabia’s 2030 Vision aims to accommodate 30 million Umrah pilgrims by 2030, while promoting sustainable cities through improved mobility in public spaces. This research assesses the balance and future stability of human settlements within the urban system of the Holy Makkah Province. Our investigation highlights the limitations of the region’s urban structure and suggests solutions for addressing their root causes by comparing the current state of the region’s population, which houses 132 urban centers, and an alternative model based on a gravitational urban law utilizing Reilly’s law of retail gravitation (1931), which manipulates data relevant to population and transportation networks. The investigation is then enhanced by additional factors such as the functional weight, retail services, and services related to pilgrims’ rituals. Our theory posits that Makkah Province is subject to the issue of urban primacy, evinced by the fact that the region receives a disproportionate share of the nation’s resources and services. This hierarchal study reveals potential gaps that require attention, as well as actions for the long-term preservation of the region’s urban balance, providing a more comprehensive understanding of future infrastructure amenities and services requirements. We suggested a participatory redistributive approach aiming to foster engagement of marginalized centers and attend to urban–rural linkages, which can serve the urban goals of the 2030 vision through a well-established urban infrastructure and equitable access to services for the regional population.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"29 ","pages":"Article 101300"},"PeriodicalIF":3.9,"publicationDate":"2025-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143100693","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

引用次数: 0

Cluster analysis of potential autonomous vehicle (AV) adopters in Indonesia’s new capital

IF 3.9 Q2 TRANSPORTATION

Transportation Research Interdisciplinary Perspectives

Pub Date : 2025-01-01 DOI: 10.1016/j.trip.2024.101318

Eko Agus Prasetio, Dita Novizayanti, Aghnia Nadhira Aliya Putri

Indonesia’s major cities suffer from severe traffic congestion, leading to air pollution, wasted time, higher casualty rates, reduced productivity, respiratory issues, and contributions to global warming. Autonomous Vehicles (AVs) could offer a solution by optimizing routes and enhanced efficiency, thereby reducing stop-and-go behavior that leads to congestion and lowering risks associated with current mobility options. However, uncertainties about AV safety and security remain, shaped by cultural, educational, and personal contexts. This research aims to identify strategies to boost AV adoption in Indonesia by categorizing market segments using cluster analysis, focusing on civil servants relocating to Nusantara, the new capital, where AV will be implemented earlier than other regions in the country. A survey addressing 13 factors relevant to AV adoption was distributed to 356 participants. The analysis identified four clusters: Cluster 1 (27%) values sustainability, emotional safety, and performance expectancy but needs more trust and safety assurances. Cluster 2 (16%) prioritizes perceived enjoyment, emotional safety, and sustainability, with minimal influence from mass media and social media. Cluster 3 (38%) focuses on emotional safety, perceived usefulness, and sustainability, with little impact from mass media and social media. Cluster 4 (18%) values emotional safety, perceived enjoyment, and usefulness, with the least influence from mass media, social media, and hedonic motivation. Based on this clustering, we suggest staging strategies focusing on building trust and safety, enhancing positive perceptions through targeted marketing, leveraging social influence to broaden adoption, and sustaining enthusiasm with simplified approaches and incentives. Each stage addresses specific barriers and motivations to drive AV adoption effectively.

{"title":"Cluster analysis of potential autonomous vehicle (AV) adopters in Indonesia’s new capital","authors":"Eko Agus Prasetio, Dita Novizayanti, Aghnia Nadhira Aliya Putri","doi":"10.1016/j.trip.2024.101318","DOIUrl":"10.1016/j.trip.2024.101318","url":null,"abstract":"<div><div>Indonesia’s major cities suffer from severe traffic congestion, leading to air pollution, wasted time, higher casualty rates, reduced productivity, respiratory issues, and contributions to global warming. Autonomous Vehicles (AVs) could offer a solution by optimizing routes and enhanced efficiency, thereby reducing stop-and-go behavior that leads to congestion and lowering risks associated with current mobility options. However, uncertainties about AV safety and security remain, shaped by cultural, educational, and personal contexts. This research aims to identify strategies to boost AV adoption in Indonesia by categorizing market segments using cluster analysis, focusing on civil servants relocating to Nusantara, the new capital, where AV will be implemented earlier than other regions in the country. A survey addressing 13 factors relevant to AV adoption was distributed to 356 participants. The analysis identified four clusters: Cluster 1 (27%) values sustainability, emotional safety, and performance expectancy but needs more trust and safety assurances. Cluster 2 (16%) prioritizes perceived enjoyment, emotional safety, and sustainability, with minimal influence from mass media and social media. Cluster 3 (38%) focuses on emotional safety, perceived usefulness, and sustainability, with little impact from mass media and social media. Cluster 4 (18%) values emotional safety, perceived enjoyment, and usefulness, with the least influence from mass media, social media, and hedonic motivation. Based on this clustering, we suggest staging strategies focusing on building trust and safety, enhancing positive perceptions through targeted marketing, leveraging social influence to broaden adoption, and sustaining enthusiasm with simplified approaches and incentives. Each stage addresses specific barriers and motivations to drive AV adoption effectively.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"29 ","pages":"Article 101318"},"PeriodicalIF":3.9,"publicationDate":"2025-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143157030","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

引用次数: 0

Exploring the operator experience in automated shuttles: Fatigue, attention, and gaze behaviour

IF 3.9 Q2 TRANSPORTATION

Transportation Research Interdisciplinary Perspectives

Pub Date : 2025-01-01 DOI: 10.1016/j.trip.2025.101332

Christer Ahlström , My Weidel , Anna Sjörs Dahlman , Ashleigh Filtness , Anna Anund

Automated shuttles provide a first look at future transportation, however, they still require on-board human operators for regulatory compliance and safety assurance. This paper examines the experiences of eight shuttle operators through two studies. The aim was to investigate their alertness throughout their working shifts. Study A used a controlled experimental methodology to compare fatigue and gaze behaviour at complex road sections during the first and last hours of one shift. Study B involved naturalistic observations over two months, examining sleep, sleepiness and stress.

Study B found that 27% of work shifts occurred following less than six hours of sleep. However, only 1% of shifts resulted in a Karolinska Sleepiness Score of 7 or higher, suggesting that insufficient sleep was rare. Stress was also infrequently reported. Notable individual differences suggested the potential value of personalized approaches to fatigue management. Study A revealed that while overall alertness was generally adequate, gaze patterns often deviated from safe expectations. Operators paid less attention to their surroundings than would be expected (21% not looking left, 38% not looking right, 58% not looking to the rear of the vehicle, in situations where this would have been appropriate).

The results are important for safety operators and their employers, highlighting the shared responsibility of having well-prepared and well-rested operators who are fit to effectively monitor the automated shuttle for an entire driving period. Further research is needed to develop effective strategies to maintain operators’ situational awareness over time, especially as their confidence in the vehicles’ capabilities increases.

{"title":"Exploring the operator experience in automated shuttles: Fatigue, attention, and gaze behaviour","authors":"Christer Ahlström , My Weidel , Anna Sjörs Dahlman , Ashleigh Filtness , Anna Anund","doi":"10.1016/j.trip.2025.101332","DOIUrl":"10.1016/j.trip.2025.101332","url":null,"abstract":"<div><div>Automated shuttles provide a first look at future transportation, however, they still require on-board human operators for regulatory compliance and safety assurance. This paper examines the experiences of eight shuttle operators through two studies. The aim was to investigate their alertness throughout their working shifts. Study A used a controlled experimental methodology to compare fatigue and gaze behaviour at complex road sections during the first and last hours of one shift. Study B involved naturalistic observations over two months, examining sleep, sleepiness and stress.</div><div>Study B found that 27% of work shifts occurred following less than six hours of sleep. However, only 1% of shifts resulted in a Karolinska Sleepiness Score of 7 or higher, suggesting that insufficient sleep was rare. Stress was also infrequently reported. Notable individual differences suggested the potential value of personalized approaches to fatigue management. Study A revealed that while overall alertness was generally adequate, gaze patterns often deviated from safe expectations. Operators paid less attention to their surroundings than would be expected (21% not looking left, 38% not looking right, 58% not looking to the rear of the vehicle, in situations where this would have been appropriate).</div><div>The results are important for safety operators and their employers, highlighting the shared responsibility of having well-prepared and well-rested operators who are fit to effectively monitor the automated shuttle for an entire driving period. Further research is needed to develop effective strategies to maintain operators’ situational awareness over time, especially as their confidence in the vehicles’ capabilities increases.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"29 ","pages":"Article 101332"},"PeriodicalIF":3.9,"publicationDate":"2025-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143156059","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

引用次数: 0

Equitable transportation and resilience hubs: Analysis of underserved population needs, usage, and travel behaviour

IF 3.9 Q2 TRANSPORTATION

Transportation Research Interdisciplinary Perspectives

Pub Date : 2025-01-01 DOI: 10.1016/j.trip.2024.101314

Thayanne G.M. Ciriaco , Syeda Narmeen Zehra , Veronica Wambura , Stephen D. Wong

Extreme weather events and other hazardous events often require a range of strategies to safely shelter people, distribute resources, and facilitate recovery efforts. This is particularly important for underserved populations who usually lack reliable access to shelters, transportation, and social networks. To begin addressing these problems and increase community capacity, resilience hubs – physical locations that support residents in emergencies and everyday conditions – have emerged as a possible equitable strategy. Despite potential benefits for underserved populations, research and practice have yet to consider how different demographic groups will use or travel to/from these hubs.

To address these gaps, we conducted an empirical study using survey data from 950 respondents in the Edmonton Metropolitan Region in Alberta, Canada. Of these respondents, we focused on several underserved groups. Simple descriptive statistics and statistical tests were used to understand the groups’ needs and observe similarities and divergences between groups. We also calculated spatial statistics to identify how mode choices varied with people’s preferred resilience hub locations. We found a high willingness of groups to use resilience hubs, especially in emergency conditions. However, differences between groups and with non-underserved groups were relatively moderate and varied. Respondents prioritized a range of basic services along with transportation-related elements, including accessibility for individuals with disabilities, transit connections, parking, and walkability. Moreover, our mode choice analysis highlighted the necessity of incorporating multimodal transportation options to resilience hubs. We offer several policy recommendations that inform the equitable development of resilience hubs, including the importance of local placement and needs-based services.

{"title":"Equitable transportation and resilience hubs: Analysis of underserved population needs, usage, and travel behaviour","authors":"Thayanne G.M. Ciriaco , Syeda Narmeen Zehra , Veronica Wambura , Stephen D. Wong","doi":"10.1016/j.trip.2024.101314","DOIUrl":"10.1016/j.trip.2024.101314","url":null,"abstract":"<div><div>Extreme weather events and other hazardous events often require a range of strategies to safely shelter people, distribute resources, and facilitate recovery efforts. This is particularly important for underserved populations who usually lack reliable access to shelters, transportation, and social networks. To begin addressing these problems and increase community capacity, resilience hubs – physical locations that support residents in emergencies and everyday conditions – have emerged as a possible equitable strategy. Despite potential benefits for underserved populations, research and practice have yet to consider how different demographic groups will use or travel to/from these hubs.</div><div>To address these gaps, we conducted an empirical study using survey data from 950 respondents in the Edmonton Metropolitan Region in Alberta, Canada. Of these respondents, we focused on several underserved groups. Simple descriptive statistics and statistical tests were used to understand the groups’ needs and observe similarities and divergences between groups. We also calculated spatial statistics to identify how mode choices varied with people’s preferred resilience hub locations. We found a high willingness of groups to use resilience hubs, especially in emergency conditions. However, differences between groups and with non-underserved groups were relatively moderate and varied. Respondents prioritized a range of basic services along with transportation-related elements, including accessibility for individuals with disabilities, transit connections, parking, and walkability. Moreover, our mode choice analysis highlighted the necessity of incorporating multimodal transportation options to resilience hubs. We offer several policy recommendations that inform the equitable development of resilience hubs, including the importance of local placement and needs-based services.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"29 ","pages":"Article 101314"},"PeriodicalIF":3.9,"publicationDate":"2025-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143156058","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

引用次数: 0

Charge-on-the-move solutions for future mobility: A review of current and future prospects

IF 3.9 Q2 TRANSPORTATION

Transportation Research Interdisciplinary Perspectives

Pub Date : 2025-01-01 DOI: 10.1016/j.trip.2025.101323

Mohd Aiman Khan , Wilco Burghout , Oded Cats , Erik Jenelius , Matej Cebecauer

The electrification of transportation has emerged as a key focus area over the past decade, driven by the rise of electric vehicles (EVs) and supportive governmental policies. Conventional EV charging solutions, while foundational, face notable challenges such as high infrastructure costs, low flexibility, and underutilization. Simultaneously, emerging transportation modes such as autonomous vehicles, shared mobility, modular systems, and aerial vehicles, introduce additional complexities, demanding more innovative charging solutions. This review emphasizes the potential of charge-on-the-move systems referred to as dynamic charging, as a transformative approach to address these challenges. Dynamic charging enables EVs to recharge while in motion, presenting opportunities to minimize battery sizes, reduce emissions, and optimize operational efficiency. The study critically evaluates state-of-the-art dynamic charging technologies, including their benefits, limitations, and applicability to future mobility systems, while also comparing these solutions based on infrastructure costs, readiness, and scalability. The findings suggest that the future of EV charging will likely involve a hybrid approach, integrating both conventional and dynamic solutions. Key priorities for advancing dynamic charging include developing optimization models for infrastructure deployment, finding the balance between battery size and battery life, establishing interoperability standards, and enhancing energy transfer efficiency while ensuring safety and sustainability. By addressing these research challenges, dynamic charging systems have the potential to redefine EV infrastructure and support the broader transition to sustainable and efficient mobility ecosystems. This review serves as a guide for researchers and planners seeking to align charging technologies with evolving transportation needs.

{"title":"Charge-on-the-move solutions for future mobility: A review of current and future prospects","authors":"Mohd Aiman Khan , Wilco Burghout , Oded Cats , Erik Jenelius , Matej Cebecauer","doi":"10.1016/j.trip.2025.101323","DOIUrl":"10.1016/j.trip.2025.101323","url":null,"abstract":"<div><div>The electrification of transportation has emerged as a key focus area over the past decade, driven by the rise of electric vehicles (EVs) and supportive governmental policies. Conventional EV charging solutions, while foundational, face notable challenges such as high infrastructure costs, low flexibility, and underutilization. Simultaneously, emerging transportation modes such as autonomous vehicles, shared mobility, modular systems, and aerial vehicles, introduce additional complexities, demanding more innovative charging solutions. This review emphasizes the potential of charge-on-the-move systems referred to as dynamic charging, as a transformative approach to address these challenges. Dynamic charging enables EVs to recharge while in motion, presenting opportunities to minimize battery sizes, reduce emissions, and optimize operational efficiency. The study critically evaluates state-of-the-art dynamic charging technologies, including their benefits, limitations, and applicability to future mobility systems, while also comparing these solutions based on infrastructure costs, readiness, and scalability. The findings suggest that the future of EV charging will likely involve a hybrid approach, integrating both conventional and dynamic solutions. Key priorities for advancing dynamic charging include developing optimization models for infrastructure deployment, finding the balance between battery size and battery life, establishing interoperability standards, and enhancing energy transfer efficiency while ensuring safety and sustainability. By addressing these research challenges, dynamic charging systems have the potential to redefine EV infrastructure and support the broader transition to sustainable and efficient mobility ecosystems. This review serves as a guide for researchers and planners seeking to align charging technologies with evolving transportation needs.</div></div>","PeriodicalId":36621,"journal":{"name":"Transportation Research Interdisciplinary Perspectives","volume":"29 ","pages":"Article 101323"},"PeriodicalIF":3.9,"publicationDate":"2025-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143156017","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

引用次数: 0