Pub Date : 2021-05-18DOI: 10.18757/EJTIR.2021.21.2.5411
P. Schepers, M. Helbich, M. Hagenzieker, B. Geus, M. Dozza, N. Agerholm, A. Niska, N. Airaksinen, F. Papon, R. Gerike, T. Bjørnskau, R. Aldred
High pre-World-War-2 modal shares of cycling in European countries sharply decreased during the post-war decades. In the 1990s, European governments introduced policies to increase bicycle use. However, a database or longitudinal study on the development of bicycle use in European countries is lacking. The goal of this paper is to examine to what degree the amount of cycling has increased over the past decades, also in the context of potentially competing modes. Distances travelled per capita according to National Travel Surveys have been collected and were aggregated to seven 4-year periods between 1990 and 2017. Multilevel regression analyses on distance travelled per capita by bicycle, on foot, by public transport, and by passenger car were conducted for all countries. Additionally, analyses were conducted for which the 14 countries with data on bicycle use were divided in three groups categorised according to distance cycled per capita at the beginning of the study period. Distance cycled per capita per year ranged from some 30 km to 900 km. The results of all four regression analyses suggested that distance cycled per capita remained fairly constant over the past decades. Germany is an exception with some 150 km per capita more, in relative terms a 50% increase. Geographical variation in development is evidenced by a substantial increase of distance cycled per inhabitant in the capital cities of the countries included in the study. The outcomes suggest distance travelled on foot and by public transport (bus, tram, and metro) also remained fairly constant while the distance travelled by car increased by about 10% during the study period. We did not find indications that cycling substitutes travel on foot, by public transport or by car.
{"title":"The development of cycling in European countries since 1990","authors":"P. Schepers, M. Helbich, M. Hagenzieker, B. Geus, M. Dozza, N. Agerholm, A. Niska, N. Airaksinen, F. Papon, R. Gerike, T. Bjørnskau, R. Aldred","doi":"10.18757/EJTIR.2021.21.2.5411","DOIUrl":"https://doi.org/10.18757/EJTIR.2021.21.2.5411","url":null,"abstract":"High pre-World-War-2 modal shares of cycling in European countries sharply decreased during the post-war decades. In the 1990s, European governments introduced policies to increase bicycle use. However, a database or longitudinal study on the development of bicycle use in European countries is lacking. The goal of this paper is to examine to what degree the amount of cycling has increased over the past decades, also in the context of potentially competing modes. Distances travelled per capita according to National Travel Surveys have been collected and were aggregated to seven 4-year periods between 1990 and 2017. Multilevel regression analyses on distance travelled per capita by bicycle, on foot, by public transport, and by passenger car were conducted for all countries. Additionally, analyses were conducted for which the 14 countries with data on bicycle use were divided in three groups categorised according to distance cycled per capita at the beginning of the study period. Distance cycled per capita per year ranged from some 30 km to 900 km. The results of all four regression analyses suggested that distance cycled per capita remained fairly constant over the past decades. Germany is an exception with some 150 km per capita more, in relative terms a 50% increase. Geographical variation in development is evidenced by a substantial increase of distance cycled per inhabitant in the capital cities of the countries included in the study. The outcomes suggest distance travelled on foot and by public transport (bus, tram, and metro) also remained fairly constant while the distance travelled by car increased by about 10% during the study period. We did not find indications that cycling substitutes travel on foot, by public transport or by car.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2021-05-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44927421","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"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 : 2021-04-22DOI: 10.18757/EJTIR.2021.21.2.3956
D. Neves, K. Geurs, L. Paix, Erik Lindhout, Maarten Zanen
This paper presents a rail network vulnerability analysis to identify which links within the Dutch rail network are most vulnerable to winter weather. A vulnerability index was developed to measure rail vulnerability during winter weather based on switch-related disruptions, integrating both node and link components into a probabilistic measure of vulnerability. The analysis looked at disruption data for 379 Dutch stations during the years 2007-2017. Links in dense population areas, which operate a high number of switches, are most susceptible to winter disturbances. Particularly, three main railway stations (Utrecht, Amersfoort and Zwolle) are the most critical locations within the network in terms of extreme winter conditions and disruptions. In addition, we developed two scenarios to analyse implications of different railway switch reduction strategies on rail vulnerability. The proposed rail vulnerability index can be a useful tool to define operational strategies to reduce the vulnerability of the Dutch railway network. Decreasing the number of switches at station areas appears to be more effective for reducing railway vulnerability than decreasing the number of switches throughout the entire network.
{"title":"A vulnerability analysis of rail network disruptions during winter weather in the Netherlands","authors":"D. Neves, K. Geurs, L. Paix, Erik Lindhout, Maarten Zanen","doi":"10.18757/EJTIR.2021.21.2.3956","DOIUrl":"https://doi.org/10.18757/EJTIR.2021.21.2.3956","url":null,"abstract":"This paper presents a rail network vulnerability analysis to identify which links within the Dutch rail network are most vulnerable to winter weather. A vulnerability index was developed to measure rail vulnerability during winter weather based on switch-related disruptions, integrating both node and link components into a probabilistic measure of vulnerability. The analysis looked at disruption data for 379 Dutch stations during the years 2007-2017. Links in dense population areas, which operate a high number of switches, are most susceptible to winter disturbances. Particularly, three main railway stations (Utrecht, Amersfoort and Zwolle) are the most critical locations within the network in terms of extreme winter conditions and disruptions. In addition, we developed two scenarios to analyse implications of different railway switch reduction strategies on rail vulnerability. The proposed rail vulnerability index can be a useful tool to define operational strategies to reduce the vulnerability of the Dutch railway network. Decreasing the number of switches at station areas appears to be more effective for reducing railway vulnerability than decreasing the number of switches throughout the entire network.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2021-04-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45465223","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"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 : 2021-04-01DOI: 10.18757/EJTIR.2021.21.1.5129
M. M. Mutlu, İ̇̇lyas Cihan Aksoy, Y. Alver
Public transportation vehicles, with their confined spaces and limited ventilation, are considered among the primary factors in the spread of COVID-19. As a measure to slow the spread of the virus during the pandemic, governments have applied passenger capacity restrictions to ensure physical distancing. On the other hand, the increase in the risk of disease transmission associated with passengers waiting together at stops is omitted. In this study, we consider the risk of disease transmission as a travel cost and formulate a risk minimization problem as a transit network frequency setting problem. We develop a bi-level optimization model minimizing the total infection risk occurring at stops, namely, the cumulative disease transmission risk cost. The Differential Evolution algorithm is employed to cope with the NP-hard bi-level transportation network design problem. We propose a novel objective function for the upper-level model, considering the infection risk cost based on passenger traffic at public transportation stops. A congested user-equilibrium transit assignment model is utilized to determine passenger movement. The proposed model is applied to a small-size hypothetical network, and a mid-size test network. Experimental studies provide evidence that the model can produce optimal solutions. Optimization results show significant improvements in the reduction of disease transmission risk compared to the optimizations depending on the traditional practice of transportation network planning based on user and operator costs. The proposed model provides risk cost reductions of 51% and 22% compared to the optimal solutions based on user cost minimization in the hypothetical network and Mandl’s network, respectively.
{"title":"COVID-19 transmission risk minimization at public transportation stops using Differential Evolution algorithm","authors":"M. M. Mutlu, İ̇̇lyas Cihan Aksoy, Y. Alver","doi":"10.18757/EJTIR.2021.21.1.5129","DOIUrl":"https://doi.org/10.18757/EJTIR.2021.21.1.5129","url":null,"abstract":"\u0000\u0000\u0000Public transportation vehicles, with their confined spaces and limited ventilation, are considered among the primary factors in the spread of COVID-19. As a measure to slow the spread of the virus during the pandemic, governments have applied passenger capacity restrictions to ensure physical distancing. On the other hand, the increase in the risk of disease transmission associated with passengers waiting together at stops is omitted. In this study, we consider the risk of disease transmission as a travel cost and formulate a risk minimization problem as a transit network frequency setting problem. We develop a bi-level optimization model minimizing the total infection risk occurring at stops, namely, the cumulative disease transmission risk cost. The Differential Evolution algorithm is employed to cope with the NP-hard bi-level transportation network design problem. We propose a novel objective function for the upper-level model, considering the infection risk cost based on passenger traffic at public transportation stops. A congested user-equilibrium transit assignment model is utilized to determine passenger movement. The proposed model is applied to a small-size hypothetical network, and a mid-size test network. Experimental studies provide evidence that the model can produce optimal solutions. Optimization results show significant improvements in the reduction of disease transmission risk compared to the optimizations depending on the traditional practice of transportation network planning based on user and operator costs. The proposed model provides risk cost reductions of 51% and 22% compared to the optimal solutions based on user cost minimization in the hypothetical network and Mandl’s network, respectively.\u0000\u0000\u0000","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2021-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49414685","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"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 : 2021-04-01DOI: 10.18757/EJTIR.2021.21.1.5135
Takeru Shibayama, Fabian Sandholzer, Barbara Laa, T. Brezina
We carried out an international online survey about changes in everyday mobility during the COVID-19 outbreak in 21 languages, collecting more than 11,000 responses from more than 100 countries. In this paper, we present our analysis about commuting travels of the responses between 23 March and 12 May 2020 from the fourteen countries with 100 or more responses, namely Austria, Brazil, Bulgaria, Czechia, Germany, Hungary, Iran, Italy, Japan, Malaysia, Slovakia, Slovenia, Thailand, and the UK. Home office is used typically by between 40% and 60% of working respondents. Among people with workplaces with possibility for home office, the percentage is between 60% and 80%. Among people with workplaces where presence is essential, the percentage does not typically go beyond 30%. This result potentially implies an ultimate magnitude of a strong home office measure. Among those who continued to commute but switched commuting transport modes from public transport to others, the COVID-19 infection risk in public transport is the reason that is most often referred to, but many of those who changed to private cars and to bicycles report reduced travel time, too. Measures to encourage the use of active travel modes where possible are strongly recommended, as this would potentially mitigate undesirable modal shift towards private motorized modes triggered by perception of infection risks while travelling with public transport.
{"title":"Impact of COVID-19 lockdown on commuting","authors":"Takeru Shibayama, Fabian Sandholzer, Barbara Laa, T. Brezina","doi":"10.18757/EJTIR.2021.21.1.5135","DOIUrl":"https://doi.org/10.18757/EJTIR.2021.21.1.5135","url":null,"abstract":"We carried out an international online survey about changes in everyday mobility during the COVID-19 outbreak in 21 languages, collecting more than 11,000 responses from more than 100 countries. In this paper, we present our analysis about commuting travels of the responses between 23 March and 12 May 2020 from the fourteen countries with 100 or more responses, namely Austria, Brazil, Bulgaria, Czechia, Germany, Hungary, Iran, Italy, Japan, Malaysia, Slovakia, Slovenia, Thailand, and the UK. Home office is used typically by between 40% and 60% of working respondents. Among people with workplaces with possibility for home office, the percentage is between 60% and 80%. Among people with workplaces where presence is essential, the percentage does not typically go beyond 30%. This result potentially implies an ultimate magnitude of a strong home office measure. Among those who continued to commute but switched commuting transport modes from public transport to others, the COVID-19 infection risk in public transport is the reason that is most often referred to, but many of those who changed to private cars and to bicycles report reduced travel time, too. Measures to encourage the use of active travel modes where possible are strongly recommended, as this would potentially mitigate undesirable modal shift towards private motorized modes triggered by perception of infection risks while travelling with public transport.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2021-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46718463","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"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 : 2021-04-01DOI: 10.18757/EJTIR.2021.21.1.5639
Virginie Lurkin, N. Mouter
This special issue presents three selected papers from the 8th Symposium of the European Association of Research in Transportation (hEART) that was held from 4 to 6 September 2019 in Budapest, Hungary. The three contributions reflect the interdisciplinary nature of the conference, covering different areas of transportation research with different methodologies. They also all connect to some of the current challenges of the community, as highlighted by the keynote speakers.
{"title":"Editorial: Special issue of the 8th Symposium of the European Association of Research in Transportation","authors":"Virginie Lurkin, N. Mouter","doi":"10.18757/EJTIR.2021.21.1.5639","DOIUrl":"https://doi.org/10.18757/EJTIR.2021.21.1.5639","url":null,"abstract":"This special issue presents three selected papers from the 8th Symposium of the European Association of Research in Transportation (hEART) that was held from 4 to 6 September 2019 in Budapest, Hungary. The three contributions reflect the interdisciplinary nature of the conference, covering different areas of transportation research with different methodologies. They also all connect to some of the current challenges of the community, as highlighted by the keynote speakers.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2021-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42344821","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"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 : 2021-04-01DOI: 10.18757/EJTIR.2021.21.1.4304
Hojjatollah Soleimani, H. Poorzahedy
Deteriorated urban areas in large cities have poor living standards, are inaccessible and small-sized, and have unstable building structures. Earthquake hazards may turn such situations into human disasters. In most cases, neither the governments nor the owners of these properties have enough budgets for renovating them. The purpose of this paper is to take advantage of Transit Oriented Development concepts to simultaneously solve two major urban area problems: (a) renovation of deteriorated urban areas and prevention of urban sprawl, and (b) design of transit network and promotion of transit-oriented development to reduce traffic congestion, pollution, and other unwanted outcomes of the extensive automobile use in large metropolitan areas. This paper proposes a bilevel multi-agent programming in which each agent maximizes the respective benefits while being subjected to the results of the decisions by others. We formulate the problem and solve it by a novel meta-heuristic algorithm. After analyzing the set of solutions to a test problem, we apply the algorithm on this rather large, real case urban area, and discuss the results. The solution results indicate that the proposed methodology: (a) reduces the total travel time in transportation networks of the city, (b) turns the deteriorated urban developments into a new and attractive environment, (c) provides a profitable investment for the construction industries in the context of Build-Operate-Transfer scheme, and (d) upgrades urban life for the city in general, and alleviates earthquake hazards for the inhabitants of the deteriorated urban areas, in particular.
{"title":"Multi-agent programming to enhance resiliency of earthquake-prone old metropolitan areas by transit-oriented development under public-private partnership","authors":"Hojjatollah Soleimani, H. Poorzahedy","doi":"10.18757/EJTIR.2021.21.1.4304","DOIUrl":"https://doi.org/10.18757/EJTIR.2021.21.1.4304","url":null,"abstract":"Deteriorated urban areas in large cities have poor living standards, are inaccessible and small-sized, and have unstable building structures. Earthquake hazards may turn such situations into human disasters. In most cases, neither the governments nor the owners of these properties have enough budgets for renovating them. The purpose of this paper is to take advantage of Transit Oriented Development concepts to simultaneously solve two major urban area problems: (a) renovation of deteriorated urban areas and prevention of urban sprawl, and (b) design of transit network and promotion of transit-oriented development to reduce traffic congestion, pollution, and other unwanted outcomes of the extensive automobile use in large metropolitan areas. This paper proposes a bilevel multi-agent programming in which each agent maximizes the respective benefits while being subjected to the results of the decisions by others. We formulate the problem and solve it by a novel meta-heuristic algorithm. After analyzing the set of solutions to a test problem, we apply the algorithm on this rather large, real case urban area, and discuss the results. The solution results indicate that the proposed methodology: (a) reduces the total travel time in transportation networks of the city, (b) turns the deteriorated urban developments into a new and attractive environment, (c) provides a profitable investment for the construction industries in the context of Build-Operate-Transfer scheme, and (d) upgrades urban life for the city in general, and alleviates earthquake hazards for the inhabitants of the deteriorated urban areas, in particular.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2021-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45266564","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Vulnerability has been a major concern in the performance evaluation of transportation networks. In the concept of vulnerability, the key step is to identify the critical link, which are the ones susceptible to severe operational degradation caused by any type of failure. Several studies have been devoted to this issue by introducing indicators that illustrate the network's operational degradation's overall impact. However, the impact of the interrupted network on users can be further evaluated using the inequity perspective. Here, we present a method to assess network vulnerability to operational degradation based on spatial inequity impacts. The importance of a link is determined by calculating the Gini-coefficient of the distribution of added travel time to the users when the link is disabled. Furthermore, the overall impact of link failure is calculated based on the total extra travel time. The final link's importance is determined by the non-dominated sorting method based on the Pareto optimality concept considering both overall and inequity objectives. Measures quantifying overall and inequity impacts of link failure allow planners to determine how this influences the disadvantaged distribution and help them make decisions associated with maintenance plans that consider link failure's equity impact.
{"title":"Network vulnerability analysis based on the overall and inequity impacts of the distribution of the added travel time to the network users","authors":"Behnam Tahmasbi, Hossein Haghshenas, Salehe Birzhandi","doi":"10.18757/EJTIR.2021.21.1.5363","DOIUrl":"https://doi.org/10.18757/EJTIR.2021.21.1.5363","url":null,"abstract":"Vulnerability has been a major concern in the performance evaluation of transportation networks. In the concept of vulnerability, the key step is to identify the critical link, which are the ones susceptible to severe operational degradation caused by any type of failure. Several studies have been devoted to this issue by introducing indicators that illustrate the network's operational degradation's overall impact. However, the impact of the interrupted network on users can be further evaluated using the inequity perspective. Here, we present a method to assess network vulnerability to operational degradation based on spatial inequity impacts. The importance of a link is determined by calculating the Gini-coefficient of the distribution of added travel time to the users when the link is disabled. Furthermore, the overall impact of link failure is calculated based on the total extra travel time. The final link's importance is determined by the non-dominated sorting method based on the Pareto optimality concept considering both overall and inequity objectives. Measures quantifying overall and inequity impacts of link failure allow planners to determine how this influences the disadvantaged distribution and help them make decisions associated with maintenance plans that consider link failure's equity impact.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2021-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43065986","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"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 : 2020-12-26DOI: 10.18757/ejtir.2021.21.1.4939
Nikola Bevsinovi'c, C. Szymula
Due to the covid19 crisis, public transport (PT) systems are facing new challenges. Regarding restrictive measures such as physical distancing and the successive returning of passengers after the “intelligent lockdown”, significant lack of transport capacity can be expected. In this paper, the transport capacity of a PT network is assessed, using a mathematical passenger route choice and train scheduling model. By analysing the overall number of transported passengers and the resulting link and train utilization; the networks capabilities of facilitating different demands under capacity restrictions (e.g. physical distancing) are addressed. The analysis is performed on the Dutch railway network. The results show that at most 50% of the pre-covid19 demand can be transported, while most of the trains will be highly utilized reaching their maximum occupation. Thus, significantly more parts of the network are becoming highly utilized, leading to a more congested and vulnerable system than in normal conditions before covid19.
{"title":"Estimating impacts of covid19 on transport capacity in railway networks","authors":"Nikola Bevsinovi'c, C. Szymula","doi":"10.18757/ejtir.2021.21.1.4939","DOIUrl":"https://doi.org/10.18757/ejtir.2021.21.1.4939","url":null,"abstract":"Due to the covid19 crisis, public transport (PT) systems are facing new challenges. Regarding restrictive measures such as physical distancing and the successive returning of passengers after the “intelligent lockdown”, significant lack of transport capacity can be expected. In this paper, the transport capacity of a PT network is assessed, using a mathematical passenger route choice and train scheduling model. By analysing the overall number of transported passengers and the resulting link and train utilization; the networks capabilities of facilitating different demands under capacity restrictions (e.g. physical distancing) are addressed. The analysis is performed on the Dutch railway network. The results show that at most 50% of the pre-covid19 demand can be transported, while most of the trains will be highly utilized reaching their maximum occupation. Thus, significantly more parts of the network are becoming highly utilized, leading to a more congested and vulnerable system than in normal conditions before covid19.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":"1 1","pages":""},"PeriodicalIF":1.7,"publicationDate":"2020-12-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41710367","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"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 : 2020-12-08DOI: 10.18757/EJTIR.2020.20.4.4084
Ties Brands, Malvika Dixit, N. V. Oort
The north-south metro line in Amsterdam became operational in summer 2018, accompanied by changes to the existing bus, metro, and tram network in the city. In this paper we undertake an ex-post analysis of the transportation impacts of the network change. Using two sets of smart card transactions, of 5-6 weeks each, and corresponding Automatic Vehicle Location (AVL) data, a before-after comparison is made, concerning ridership, travel times, number of transfers, and travel time reliability. The results show a 4% increase in network wide working day ridership and a strong shift from tram and bus to metro. On an average working day, more than 6,000 hours of travel time is saved. 21% of travellers have more than 1 minute shorter travel time and 13% of travellers have more than 1 minute travel time increase. Furthermore, slightly fewer transfers are made, and the aggregated effect on travel time reliability is marginally positive. For an average working day (7am to 7pm), the resulting daily societal benefits of the new public transport network are approximately €54,200. On a yearly basis the transport related societal benefits are approximately 22 million euros. Doing an ex-post analysis is not common in the literature and in practice, and therefore in a lot of cases the realized benefits of large infrastructural investments remain unknown. This study provides an example of scientific methodology development using multiple data sources, that enables such ex-post evaluations, leading to improvements in public transport assessment and planning.
{"title":"Impact of a New Metro Line in Amsterdam on Ridership, Travel Times, Reliability and Societal Costs and Benefits","authors":"Ties Brands, Malvika Dixit, N. V. Oort","doi":"10.18757/EJTIR.2020.20.4.4084","DOIUrl":"https://doi.org/10.18757/EJTIR.2020.20.4.4084","url":null,"abstract":"The north-south metro line in Amsterdam became operational in summer 2018, accompanied by changes to the existing bus, metro, and tram network in the city. In this paper we undertake an ex-post analysis of the transportation impacts of the network change. Using two sets of smart card transactions, of 5-6 weeks each, and corresponding Automatic Vehicle Location (AVL) data, a before-after comparison is made, concerning ridership, travel times, number of transfers, and travel time reliability. The results show a 4% increase in network wide working day ridership and a strong shift from tram and bus to metro. On an average working day, more than 6,000 hours of travel time is saved. 21% of travellers have more than 1 minute shorter travel time and 13% of travellers have more than 1 minute travel time increase. Furthermore, slightly fewer transfers are made, and the aggregated effect on travel time reliability is marginally positive. For an average working day (7am to 7pm), the resulting daily societal benefits of the new public transport network are approximately €54,200. On a yearly basis the transport related societal benefits are approximately 22 million euros. Doing an ex-post analysis is not common in the literature and in practice, and therefore in a lot of cases the realized benefits of large infrastructural investments remain unknown. This study provides an example of scientific methodology development using multiple data sources, that enables such ex-post evaluations, leading to improvements in public transport assessment and planning.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2020-12-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48047034","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"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 : 2020-11-10DOI: 10.18757/EJTIR.2020.20.4.4912
Markus Kazmaier, Tessa T. Taefi, T. Hettesheimer
In Germany, mobility is currently in a state of flux. Since June 2019, electric kick scooters (e-scooters) have been permitted on the roads, and this market is booming. This study employs a user survey to generate new data, supplemented by expert interviews to determine whether such e-scooters are a climate-friendly means of transport. The environmental impacts are quantified using a life cycle assessment. This results in a very accurate picture of e-scooters in Germany. The global warming potential of an e-scooter calculated in this study is 165 g CO2-eq./km, mostly due to material and production (that together account for 73% of the impact). By switching to e-scooters where the battery is swapped, the global warming potential can be reduced by 12%. The lowest value of 46 g CO2-eq./km is reached if all possibilities are exploited and the life span of e-scooters is increased to 15 months. Comparing these emissions with those of the replaced modal split, e-scooters are at best 8% above the modal split value of 39 g CO2-eq./km.
在德国，流动性目前处于不断变化的状态。自2019年6月以来，电动滑板车(电动滑板车)被允许上路，这个市场正在蓬勃发展。这项研究采用用户调查来产生新的数据，辅以专家访谈来确定这种电动滑板车是否是一种气候友好型交通工具。使用生命周期评估对环境影响进行量化。这就形成了一幅非常准确的德国电动滑板车的画面。本研究计算的一辆电动滑板车的全球变暖潜势为165克二氧化碳当量。，主要是由于材料和生产(两者加起来占73%的影响)。通过更换电池的电动滑板车，全球变暖的可能性可以降低12%。最低值为46 g co2当量。如果所有可能性都得到利用，电动滑板车的寿命将增加到15个月。将这些排放量与被替换的模态分裂进行比较，电动滑板车最多比模态分裂值39克二氧化碳当量/公里高出8%。
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