Pub Date : 2020-11-06DOI: 10.18757/EJTIR.2020.20.4.4464
C. A. Haddad, M. Fu, A. Straubinger, K. Plötner, C. Antoniou
Technological advances are disrupting mobility patterns and transport technologies, both on the ground and in the air. The latter has been recently observed in the research community of urban air mobility (UAM). Research in this area has studied several areas of its implementation, such as vehicle concepts, infrastructure, transport modeling, or operational constraints. Few studies however have focused on evaluating this service as an alternative among existing transportation systems. This research presents an approach for the selection of indicators for a multi-criteria analysis for the assessment of UAM, in a case study of Upper Bavaria, Germany. A 5-stage approach is showcased including an expert assessment for the relevance and feasibility of indicators, based on two rating scales. A threshold for selection is presented, applied and validated for both scales. The results included a list of indicators for assessing the potentials of UAM integration to existing public transportation systems; the chosen indicators were then compared against existing ones for sustainable urban mobility. A high match between resulting indicators and previous ones further validate the results, and suggest that there is a need for an iterative approach in the assessment of disruptive transport technologies.
{"title":"Choosing Suitable Indicators for the Assessment of Urban Air Mobility: A Case Study of Upper Bavaria, Germany","authors":"C. A. Haddad, M. Fu, A. Straubinger, K. Plötner, C. Antoniou","doi":"10.18757/EJTIR.2020.20.4.4464","DOIUrl":"https://doi.org/10.18757/EJTIR.2020.20.4.4464","url":null,"abstract":"Technological advances are disrupting mobility patterns and transport technologies, both on the ground and in the air. The latter has been recently observed in the research community of urban air mobility (UAM). Research in this area has studied several areas of its implementation, such as vehicle concepts, infrastructure, transport modeling, or operational constraints. Few studies however have focused on evaluating this service as an alternative among existing transportation systems. This research presents an approach for the selection of indicators for a multi-criteria analysis for the assessment of UAM, in a case study of Upper Bavaria, Germany. A 5-stage approach is showcased including an expert assessment for the relevance and feasibility of indicators, based on two rating scales. A threshold for selection is presented, applied and validated for both scales. The results included a list of indicators for assessing the potentials of UAM integration to existing public transportation systems; the chosen indicators were then compared against existing ones for sustainable urban mobility. A high match between resulting indicators and previous ones further validate the results, and suggest that there is a need for an iterative approach in the assessment of disruptive transport technologies.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2020-11-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49635002","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 : 2020-11-02DOI: 10.18757/EJTIR.2020.20.4.3951
S. Chowdhury, L. Paix, K. Geurs
This paper examines spatial-temporal inter- and intrapersonal variation in destination choice, based on longitudinal smartphone data for the Netherlands. Mixed logit destination choice models were estimated using two years of data (2014 and 2015) from the Dutch Mobile Mobility Panel, in which over 68,000 trips for 442 respondents were recorded with a smartphone app during an annual four-week measurement period. A distinction was made between trips to compulsory activities (such as work) and trips for discretionary purposes (such as recreation) as they are associated with different trip characteristics. Discrete destination alternatives were defined based on individuals’ behaviour in terms of repeatedly visited destinations and the statistical distribution of a spatial repetition index. The model results show that intrapersonal variation in destination choice, departure time and mode choice was relatively high for less frequently visited locations, which indicates novelty-seeking behaviour in destination choice. Furthermore, we found a strong connection between activity, departure time, and destination choice. And, mode choice and departure time choice were highly repetitive for destinations visited repetitively (e.g. work), but not for discretionary activities.
{"title":"Inter- and Intrapersonal variation in destination choice","authors":"S. Chowdhury, L. Paix, K. Geurs","doi":"10.18757/EJTIR.2020.20.4.3951","DOIUrl":"https://doi.org/10.18757/EJTIR.2020.20.4.3951","url":null,"abstract":"This paper examines spatial-temporal inter- and intrapersonal variation in destination choice, based on longitudinal smartphone data for the Netherlands. Mixed logit destination choice models were estimated using two years of data (2014 and 2015) from the Dutch Mobile Mobility Panel, in which over 68,000 trips for 442 respondents were recorded with a smartphone app during an annual four-week measurement period. A distinction was made between trips to compulsory activities (such as work) and trips for discretionary purposes (such as recreation) as they are associated with different trip characteristics. Discrete destination alternatives were defined based on individuals’ behaviour in terms of repeatedly visited destinations and the statistical distribution of a spatial repetition index. The model results show that intrapersonal variation in destination choice, departure time and mode choice was relatively high for less frequently visited locations, which indicates novelty-seeking behaviour in destination choice. Furthermore, we found a strong connection between activity, departure time, and destination choice. And, mode choice and departure time choice were highly repetitive for destinations visited repetitively (e.g. work), but not for discretionary activities.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2020-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44042826","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 : 2020-10-28DOI: 10.18757/EJTIR.2020.20.4.4364
Chris White, Daniel Bloyce, M. Thurston
In an era of sustained budget cuts, England’s local authorities are increasingly forced to ‘apply’ for infrastructure funding via competitive bidding processes. However, we currently know little about how this method of funding impacts implementation. Accordingly, we consider the consequences of competitive funding by exploring the constraints associated with implementing infrastructure under the state-funded Cycling Demonstration Towns programme. This was achieved via a case study in Chester, a city that was unable to deliver the ambitions of their bid. This study was informed by figurational sociology in order to focus on relational processes. Fifteen semi-structured interviews were conducted with personnel involved in the planning and implementation of the project. The key findings were: (1) participants considered the bidding process to be akin to a ‘beauty contest’ where authorities were consciously making fantasy-laden promises in order to ‘impress’ the awards panel; (2) those involved in the bid did not consult key delivery parties, many of whom held car-centric predispositions, until funding was secured, and this led to complications in the delivery process; (3) during project implementation as the chains of interdependency of those involved widened, several unintended outcomes emerged which contributed to the two ‘flagship’ infrastructure proposals being halted; (4) this led to an intervention package that was heavily weighted towards promotional, or ‘soft’, interventions. Theoretical insight from this study suggests that competitive funding is likely to encourage authorities to present bids that are largely detached from the realities of implementing infrastructure, thus leading to difficulties once funding has been awarded.
{"title":"The double-bind of competitive funding: Exploring the consequences of state-funded bidding processes in a locally managed cycling infrastructure project","authors":"Chris White, Daniel Bloyce, M. Thurston","doi":"10.18757/EJTIR.2020.20.4.4364","DOIUrl":"https://doi.org/10.18757/EJTIR.2020.20.4.4364","url":null,"abstract":"In an era of sustained budget cuts, England’s local authorities are increasingly forced to ‘apply’ for infrastructure funding via competitive bidding processes. However, we currently know little about how this method of funding impacts implementation. Accordingly, we consider the consequences of competitive funding by exploring the constraints associated with implementing infrastructure under the state-funded Cycling Demonstration Towns programme. This was achieved via a case study in Chester, a city that was unable to deliver the ambitions of their bid. This study was informed by figurational sociology in order to focus on relational processes. Fifteen semi-structured interviews were conducted with personnel involved in the planning and implementation of the project. The key findings were: (1) participants considered the bidding process to be akin to a ‘beauty contest’ where authorities were consciously making fantasy-laden promises in order to ‘impress’ the awards panel; (2) those involved in the bid did not consult key delivery parties, many of whom held car-centric predispositions, until funding was secured, and this led to complications in the delivery process; (3) during project implementation as the chains of interdependency of those involved widened, several unintended outcomes emerged which contributed to the two ‘flagship’ infrastructure proposals being halted; (4) this led to an intervention package that was heavily weighted towards promotional, or ‘soft’, interventions. Theoretical insight from this study suggests that competitive funding is likely to encourage authorities to present bids that are largely detached from the realities of implementing infrastructure, thus leading to difficulties once funding has been awarded.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2020-10-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49176066","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 : 2020-10-23DOI: 10.18757/EJTIR.2020.20.4.4463
W. Scherr, P. Manser, C. Joshi, Nathalie Frischknecht, D. Métrailler
This article presents an agent-based travel demand model, where agents react to transport supply across all mobility choices. Long-term choices include mobility tool ownership and work locations. Daily travel patterns are simulated at the individual level by sequentially combining activity frequency, activity durations and destinations as well as a rule-based time-of-day scheduling. A key to success in this novel approach is balancing individual preferences of travelers with system constraints. The model incorporates two types of constraints: 1) capacity constraints of the transport infrastructure. 2) natural time and space constraints during the execution of individual 24-hour day plans. Model results are validated against empirical observations of travel demand in Switzerland. The article concludes with a perspective for further research and development in the field of applied agent-based modeling.
{"title":"Towards agent-based travel demand simulation across all mobility choices – the role of balancing preferences and constraints","authors":"W. Scherr, P. Manser, C. Joshi, Nathalie Frischknecht, D. Métrailler","doi":"10.18757/EJTIR.2020.20.4.4463","DOIUrl":"https://doi.org/10.18757/EJTIR.2020.20.4.4463","url":null,"abstract":"This article presents an agent-based travel demand model, where agents react to transport supply across all mobility choices. Long-term choices include mobility tool ownership and work locations. Daily travel patterns are simulated at the individual level by sequentially combining activity frequency, activity durations and destinations as well as a rule-based time-of-day scheduling. A key to success in this novel approach is balancing individual preferences of travelers with system constraints. The model incorporates two types of constraints: 1) capacity constraints of the transport infrastructure. 2) natural time and space constraints during the execution of individual 24-hour day plans. Model results are validated against empirical observations of travel demand in Switzerland. The article concludes with a perspective for further research and development in the field of applied agent-based modeling.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2020-10-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48267592","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 : 2020-10-19DOI: 10.18757/EJTIR.2020.20.4.4205
M. Freese, Heide Lukosch, Jan Wegener, Alexandra König
Serious games as research instruments are seen as a special type of participatory modelling, allowing a researcher to observe the behaviour and decisions taken by players. Yet, games have their own dynamics and come with certain challenges when used as a research instrument. This article reports on specific challenges in using games as research instruments in the domain of transportation. Therefore, three digital games from the transportation sub-systems freight transport, airport management and public transport are presented. The cases are analysed according to the challenges faced during the phases of requirements analysis, design, implementation, usage as research instrument, and evaluation. Based on this cross-case analysis of the research games, Do’s and Don’ts as well as practical recommendations are derived to support researchers and practitioners in applying serious games as research instruments in transportation. The new ReDIRE-framework to analyse serious games for research purposes is presented for this aim. Design guidelines resulting from our contribution can be helpful for game designers and researchers alike.
{"title":"Serious games as research instruments – Do’s and don’ts from a cross-case-analysis in transportation","authors":"M. Freese, Heide Lukosch, Jan Wegener, Alexandra König","doi":"10.18757/EJTIR.2020.20.4.4205","DOIUrl":"https://doi.org/10.18757/EJTIR.2020.20.4.4205","url":null,"abstract":"Serious games as research instruments are seen as a special type of participatory modelling, allowing a researcher to observe the behaviour and decisions taken by players. Yet, games have their own dynamics and come with certain challenges when used as a research instrument. This article reports on specific challenges in using games as research instruments in the domain of transportation. Therefore, three digital games from the transportation sub-systems freight transport, airport management and public transport are presented. The cases are analysed according to the challenges faced during the phases of requirements analysis, design, implementation, usage as research instrument, and evaluation. Based on this cross-case analysis of the research games, Do’s and Don’ts as well as practical recommendations are derived to support researchers and practitioners in applying serious games as research instruments in transportation. The new ReDIRE-framework to analyse serious games for research purposes is presented for this aim. Design guidelines resulting from our contribution can be helpful for game designers and researchers alike.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2020-10-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44811975","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 : 2020-10-19DOI: 10.18757/EJTIR.2020.20.4.4475
A. Jandari, M. Meulders, Saskia Desplenter, M. Vandebroek
Cycling is an important pillar of the global endeavor to have a more sustainable transportation system. Many papers have studied how trip and person characteristics affect selecting the bike as a transport mode but unlike other researchers, we model the probability of cycling using a binary item response model where the choice is modelled as a trade-off between the individuals' tendency to cycle and the threshold related to each cycling situation. We distinguish between frequent and occasional cyclists. The results show that occasional cyclists are more affected by adverse weather situations, darkness, and uphill slopes. Contrary to the previous studies, a separate bike path turned out a stronger motivator for the group of frequent cyclists. The model fit can substantially be improved by accounting for attribute non-attendance. The results show that weather and wind speed have the highest probability to be taken into account, and the bike path had the lowest probability of being considered by the respondents. Employing the attribute non-attendance model made it possible to make accurate and trustworthy conclusions about the attributes by focusing on the people who take into account the attributes. More specifically, it was found that the presence of a separate bike path and a 100% asphalt route can increase the average probability of taking the bike by up to 55 and 40 percentage points, respectively.
{"title":"Attribute non-attendance in choosing the bike as a transport mode in Belgium","authors":"A. Jandari, M. Meulders, Saskia Desplenter, M. Vandebroek","doi":"10.18757/EJTIR.2020.20.4.4475","DOIUrl":"https://doi.org/10.18757/EJTIR.2020.20.4.4475","url":null,"abstract":"Cycling is an important pillar of the global endeavor to have a more sustainable transportation system. Many papers have studied how trip and person characteristics affect selecting the bike as a transport mode but unlike other researchers, we model the probability of cycling using a binary item response model where the choice is modelled as a trade-off between the individuals' tendency to cycle and the threshold related to each cycling situation. \u0000We distinguish between frequent and occasional cyclists. The results show that occasional cyclists are more affected by adverse weather situations, darkness, and uphill slopes. Contrary to the previous studies, a separate bike path turned out a stronger motivator for the group of frequent cyclists. \u0000The model fit can substantially be improved by accounting for attribute non-attendance. The results show that weather and wind speed have the highest probability to be taken into account, and the bike path had the lowest probability of being considered by the respondents. \u0000Employing the attribute non-attendance model made it possible to make accurate and trustworthy conclusions about the attributes by focusing on the people who take into account the attributes. More specifically, it was found that the presence of a separate bike path and a 100% asphalt route can increase the average probability of taking the bike by up to 55 and 40 percentage points, respectively.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2020-10-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43701102","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 : 2020-10-01DOI: 10.18757/EJTIR.2020.20.4.5315
Dominic Villeneuve, Yann Füllemann, Guillaume Drevon, V. Moreau, F. Vuille, V. Kaufmann
The numbers of electric vehicles (EV) will increase as many countries perceive EVs as a solution to reduce the emissions of transportation and therefore incentivize their adoption. However, the deployment of public charging infrastructure is lagging behind that of EVs, which represents a potential barrier to their wide-scale adoption. The objective of this paper is to develop a comprehensive overview of potential EV charging solutions to be deployed in urban areas. Using a micro-Delphi approach, experts from transport, energy and urban planning were consulted and identified 15 realistic options for charging electric vehicles in urban environments by 2035. The solutions range from purely technical to more service oriented. Most of these solutions already exist today, although some remain at a very early stage of deployment. The five most likely options were on-street public charging points, charging at work, fast-charging stations, using building domestic plugs and semi-fast charging in public areas. When combined with the typical mobility and residential profiles, our results show that EV drivers will most likely rely on a mix of solutions, when they have no home chargers. As such, no breakthrough or major shift is expected in charging infrastructures, rather a scale-up of existing solutions. Our analysis concludes that urban charging options will be numerous and no single solution is expected to dominate as users with different EV user profiles will charge at different times and locations.
{"title":"Future Urban Charging Solutions for Electric Vehicles","authors":"Dominic Villeneuve, Yann Füllemann, Guillaume Drevon, V. Moreau, F. Vuille, V. Kaufmann","doi":"10.18757/EJTIR.2020.20.4.5315","DOIUrl":"https://doi.org/10.18757/EJTIR.2020.20.4.5315","url":null,"abstract":"The numbers of electric vehicles (EV) will increase as many countries perceive EVs as a solution to reduce the emissions of transportation and therefore incentivize their adoption. However, the deployment of public charging infrastructure is lagging behind that of EVs, which represents a potential barrier to their wide-scale adoption. The objective of this paper is to develop a comprehensive overview of potential EV charging solutions to be deployed in urban areas. Using a micro-Delphi approach, experts from transport, energy and urban planning were consulted and identified 15 realistic options for charging electric vehicles in urban environments by 2035. The solutions range from purely technical to more service oriented. Most of these solutions already exist today, although some remain at a very early stage of deployment. The five most likely options were on-street public charging points, charging at work, fast-charging stations, using building domestic plugs and semi-fast charging in public areas. When combined with the typical mobility and residential profiles, our results show that EV drivers will most likely rely on a mix of solutions, when they have no home chargers. As such, no breakthrough or major shift is expected in charging infrastructures, rather a scale-up of existing solutions. Our analysis concludes that urban charging options will be numerous and no single solution is expected to dominate as users with different EV user profiles will charge at different times and locations.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2020-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44088192","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 : 2020-10-01DOI: 10.18757/EJTIR.2020.20.4.5303
Haris Ballis, L. Dimitriou
Nowadays, mobility modelling at individual level is receiving significant attention. Moreover, the technological advances in the field of travel behaviour analysis have supported and promoted the modelling paradigm shift to disaggregate methods such as agent/activity-based modelling Nonetheless, such approaches usually require significant amounts of detailed and fine-grained data which are not always easily accessible. The methodology presented in this paper aims to generate individual home-based trip-chains (i.e. tours) utilising aggregated sources of information, primarily, typical Origin-Destination matrices (ODs) and secondarily travel surveys. A suitable framework able to optimally identify ‘hidden’ tours in typical ODs is proposed and evaluated through its application on a set of multi-period OD matrices, covering an urban area of realistic size. This novel methodological framework synthesises the individual tours by combining and elevating advanced graph theory and integer programming concepts. The performance of the proposed methodology proves particularly encouraging since high estimation accuracy (greater than 85%) was achieved even for the most challenging examined test-case. The presented results provide positive evidence that information regarding travel behaviour on an individual level can be produced based on aggregated data sources such as OD matrices. This element is particularly valuable towards the analysis of mobility at the person-level, especially within the framework of agent-based modelling.
{"title":"Optimal synthesis of tours from multi-period origin-destination matrices using elements from graph theory and integer programming","authors":"Haris Ballis, L. Dimitriou","doi":"10.18757/EJTIR.2020.20.4.5303","DOIUrl":"https://doi.org/10.18757/EJTIR.2020.20.4.5303","url":null,"abstract":"Nowadays, mobility modelling at individual level is receiving significant attention. Moreover, the technological advances in the field of travel behaviour analysis have supported and promoted the modelling paradigm shift to disaggregate methods such as agent/activity-based modelling Nonetheless, such approaches usually require significant amounts of detailed and fine-grained data which are not always easily accessible. The methodology presented in this paper aims to generate individual home-based trip-chains (i.e. tours) utilising aggregated sources of information, primarily, typical Origin-Destination matrices (ODs) and secondarily travel surveys. A suitable framework able to optimally identify ‘hidden’ tours in typical ODs is proposed and evaluated through its application on a set of multi-period OD matrices, covering an urban area of realistic size. This novel methodological framework synthesises the individual tours by combining and elevating advanced graph theory and integer programming concepts. The performance of the proposed methodology proves particularly encouraging since high estimation accuracy (greater than 85%) was achieved even for the most challenging examined test-case. The presented results provide positive evidence that information regarding travel behaviour on an individual level can be produced based on aggregated data sources such as OD matrices. This element is particularly valuable towards the analysis of mobility at the person-level, especially within the framework of agent-based modelling.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2020-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44363065","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 : 2020-10-01DOI: 10.18757/EJTIR.2020.20.4.5439
F. Mueller, Markus Guerster, N. Obrenović, M. Bierlaire
Significant shares of regional passenger railway still rely on pollutive diesel vehicles. Alstom, Bombardier, Siemens, and Stadler have reacted and recently announced Battery Electric and Fuel Cell Electric Vehicles (BEVs and FCEVs). In this paper, we analyze to what extent these new vehicles can replace diesel technology on a large variety of regional railway lines in Bavaria, Germany. Our approach is based on two databases that we build: One for the announced emission-free vehicles and one for existing lines. We compare the lines and vehicles in terms of range, axle load, velocity, and specific power. The study reveals that 72 out of the 73 lines can be operated with an emission-free vehicle. The main driver for BEVs is their range and maximum velocity. Depending on these characteristics, they can operate between 53% and 82% of all lines. The main driver for FCEVs is their specific power and maximum velocity. One vehicle, the Alstom iLint, can only operate 18% of all lines due to its limited performance. The Siemens Mireo Plus H series has higher performance and can operate 97% of the lines.
很大一部分地区客运铁路仍然依赖污染严重的柴油车。阿尔斯通(Alstom)、庞巴迪(Bombardier)、西门子(Siemens)和施泰德(Stadler)也做出了反应，最近宣布推出电池电动汽车和燃料电池电动汽车(bev和fcev)。在本文中，我们分析了这些新型车辆在多大程度上可以取代柴油技术在德国巴伐利亚州的各种区域铁路线上。我们的方法基于我们建立的两个数据库:一个用于已宣布的零排放车辆，另一个用于现有线路。我们比较线路和车辆的范围，轴重，速度，和比功率。研究显示，73条线路中有72条可以使用零排放车辆。纯电动汽车的主要驱动因素是续航里程和最大速度。根据这些特性，它们可以在所有线路的53%到82%之间运行。燃料电池汽车的主要驱动因素是它们的比功率和最大速度。阿尔斯通iLint由于性能有限，只能运行18%的线路。西门子Mireo Plus H系列具有更高的性能，可以运行97%的线路。
{"title":"Can regional railway become emission-free with recently announced vehicles? - A case study of Bavaria","authors":"F. Mueller, Markus Guerster, N. Obrenović, M. Bierlaire","doi":"10.18757/EJTIR.2020.20.4.5439","DOIUrl":"https://doi.org/10.18757/EJTIR.2020.20.4.5439","url":null,"abstract":"Significant shares of regional passenger railway still rely on pollutive diesel vehicles. Alstom, Bombardier, Siemens, and Stadler have reacted and recently announced Battery Electric and Fuel Cell Electric Vehicles (BEVs and FCEVs). In this paper, we analyze to what extent these new vehicles can replace diesel technology on a large variety of regional railway lines in Bavaria, Germany. Our approach is based on two databases that we build: One for the announced emission-free vehicles and one for existing lines. We compare the lines and vehicles in terms of range, axle load, velocity, and specific power. The study reveals that 72 out of the 73 lines can be operated with an emission-free vehicle. The main driver for BEVs is their range and maximum velocity. Depending on these characteristics, they can operate between 53% and 82% of all lines. The main driver for FCEVs is their specific power and maximum velocity. One vehicle, the Alstom iLint, can only operate 18% of all lines due to its limited performance. The Siemens Mireo Plus H series has higher performance and can operate 97% of the lines.","PeriodicalId":46721,"journal":{"name":"European Journal of Transport and Infrastructure Research","volume":" ","pages":""},"PeriodicalIF":1.7,"publicationDate":"2020-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48041045","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 : 2020-10-01DOI: 10.18757/EJTIR.2020.20.4.5307
David Duran-Rodas, Dominic Villeneuve, G. Wulfhorst
Due to the dilemma of bike-sharing concerning its benefits and drawbacks, and its unclear future, we focused on a mixed-methods approach to analyze this public discussion through posts or “tweets” from the social media channel Twitter. We collected around 12,000 tweets in English around the world related to bike-sharing for a period of about six months. We considered two approaches, including topic clustering and sentiment analysis in tweets including: a) bike-sharing related terms and b) “future” and bike-sharing related terms. Strongly positive tweets promote bike-sharing and its benefits such as being convenient, well-performing, and sustainable. Additionally, there is a tendency to write that public, electric, and dockless are better, together with scooters. In contrast, the complaints on bike-sharing focused on inequity, rentals and safety issues, critique on authorities and laws, and poor performance especially of dockless Asian bike-sharing start-ups with low-quality bikes. Around 50% of the tweets that included the terms “future” and “bike–sharing” stated that bike-sharing is going to be part of the future of mobility as an electric dockless version together with other shared modes. The hesitant statements towards bike-sharing being part of the future referred mainly to the systems with poor bikes’ quality. Politicians and stakeholders can use this information to enhance bike-sharing or consider the implementation of certain types of bike-sharing in their cities. To the best of the authors’ knowledge, this study would be one of the first that analysis the public discussion on social media about a transportation system and its future using a mixed-methods approach. Future studies should aim at identifying and comparing the public opinion of different emerging transportation technologies.
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