European Transport Research Review最新文献

ANPR cameras allow the automatic detection of vehicle license plates and are increasingly used for law enforcement. However, also statistical data generated by ANPR cameras are a potential source of urban insights. In order for this data to reach its full potential for policy-making, we research how this data can be shared in digital twins, with researchers, for a diverse set of machine learning models, and even Open Data portals. This article's key objective is to find a way to anonymize and aggregate ANPR data in a way that it still can provide useful visualizations for local decision making. We introduce an approach to aggregate the data with geotemporal binning and publish it by combining nine existing data specifications. We implemented the approach for the city of Kortrijk (Belgium) with 43 ANPR cameras, developed the ANPR Metrics tool to generate the statistical data and dashboards on top of the data, and tested whether mobility experts from the city could deduct valuable insights. We present a couple of insights that were found as a result, as a proof that anonymized ANPR data complements their currently used traffic analysis tools, providing a valuable source for data-driven policy-making.

Introduction: Shared on-demand mobility services emerge at a fast pace, changing the landscape of public transport. However, shared mobility services are largely designed without considering the access needs of people with disabilities, putting these passengers at risk of exclusion. Recognising that accessibility is best addressed at the design stage and through direct participation of persons with disabilities, the objective of this study was to explore disabled users' views on the following emerging shared mobility services: (a) ride pooling, (b) microtransit, (c) motorbike taxis, (d) robotaxis, (f) e-scooter sharing, and (g) bike sharing.

Methodolgy: Using an online mobility survey, we sampled disabled users' (1) views on accessibility, (2) use intention, and (3) suggestions for improving accessibility. The results reflect the responses of 553 individuals with different types of disabilities from 21 European countries.

Results: Projected accessibility and use intention were greatest for microtransit, robotaxis, and ride pooling across different disabilities. In contrast, motorbike taxis, e-scooter sharing, and bike sharing were viewed as least accessible and least attractive to use, especially by persons with physical, visual, and multiple disabilities. Despite differences in projected accessibility, none of the shared mobility services would fulfil the access needs of disabled persons in their current form. Suggestions for increasing the accessibility of these services included (a) an ondemand door-to-door service, (b) an accessible booking app, (c) real-time travel information, and (d) the necessity of accommodating wheelchairs.

Conclusions: Our findings highlight the need for improving both vehicles and service designs to cater for the access needs of persons with disabilities and provide policymakers with recommendations for the design of accessible mobility solutions.

For Europe's urban agglomerations to be economically competitive, it is vital that international destinations be easily accessible. Although much has been invested in the construction of European rail infrastructure over the past century, passenger transport by rail has not grown as fast as transport by road and air. So why do people not use international trains more, even though they have an extensive international rail network at their disposal? Based on a series of in-depth interviews with relevant public and private stakeholders and two expert meetings, we identify the main bottlenecks and constraints. In order to understand the complexity of international rail transport, we have divided the existing bottlenecks into four groups corresponding to four layers of the rail transport system: mobility services, transport services, traffic services, and the physical and digital infrastructure. We formulate concrete policy recommendations for improvements to be made in the various components of the rail transport system.

Background: The design, management and operation of transport systems is a complex activity and this has only been exacerbated since the onset of the COVID-19 pandemic. Concern has been raised over the likelihood of the public transport sector surviving in some locations given the significant drops in patronage; this is especially so in rural environments where the existing provision was already limited. Furthermore, within the growing literature on the impact of COVID-19 on travel behaviour most of the focus is on urban areas with little documented experience of how rural travel behaviour has been impacted.

Purpose: This paper investigates the impact of COVID-19 on the transport sector and travel behaviour in the rural periphery.

Methods: Drawing on the work of the International Transport Forum (ITF) Working Group on Innovative Mobility for the Periphery, augmented by additional evidence and findings from the literature, this paper addresses three specific questions: Firstly, how COVID-19 has affected rural mobility. Secondly, how we can plan for sustainable rural transport solutions in the post-COVID world. Thirdly, the longer-term impacts of COVID-19 with implications for mobility.

Results: There will be substantial impacts from COVID-19 on rural societies and while the short-term impacts have been negative, in the longer-term there may be opportunity for changed mobility behaviours (including in response to modified work and activity patterns). Evidence suggests that it would seem likely that there are opportunities to foster new rural mobility solutions to support sustainable mobility (including Mobility-as-a-Service) and counter the traditionally fragmented transport base; this will be important as we learn to live with COVID-19.

Conclusions: While recognising the impact of changing funding priorities and the possible shift in economic activity as a result of the pandemic we conclude with suggestions for future rural transport policy.

A shortage of empty containers has become a global crisis with more devastating effects than during previous periods when combined with various problems arising from the COVID-19, such as an increase in an imbalance of global trade between supply and demand, a decrease in the workforce, and restrictions by countries or regional quarantine practices. The absence of empty containers in regions where they are needed slows down industrial activities and locks the global supply networks, necessitating the use of alternative methods that are inefficient. Although this shortage causes many disruptions in global trade, solutions to the issue have not been studied in detail. Therefore, the aim of this study was to determine the issues caused by the shortage of empty containers and to rank the appropriate solutions. Four main criteria and sixteen subcategories used to define the issues, as well as a multi criteria decision model comprising five criteria for the solutions, were proposed based on information from the literature, sectorial publications, and expert opinions. The issues' weighted order of importance in our proposed model was calculated using the SWARA (Step-wise Weight Assessment Ratio Analysis) method; solutions were ranked using the ARAS (Additive Ratio Assessment) method. The results of the study revealed that the issues were ranked in importance as cost increases, uncertainty in the supply chain, volume loss, and increases in blank sailing announcements. Appropriate solutions were ranked as booking guarantee applications and information communication technologies, using shipper-owned containers, inducement calls, and E2E (end to end) delivery services.

Virtual interlining, the use of actively marketed self-connecting flight itineraries, is often assumed to be a money-saving air travel strategy. Earlier research on this topic broadly confirmed the money-saving character of virtual interlining, but to date non-monetary costs associated with this price advantage have not yet been systematically examined. In this paper, we address this lacuna by juxtaposing the price advantage of virtual interlining with the potential time costs for the case of indirect flight itineraries in the European airport network. Focusing on those markets where the cheapest virtually interlined itinerary renders a price advantage over its indirect traditional counterpart, we analyse the time cost from two complementary perspectives: (1) connecting time and (2) detour factor. To this end, we query Kiwi.com's Tequila platform to obtain data on all available flight itineraries in the first week of August, October and December 2019. Based on a series of sign tests, we reveal the time costs of saving money: while virtually interlined itineraries render a price advantage compared to their indirect traditional counterparts, they come with a significantly larger connecting time and detour factor. We reflect on possible explanations, and highlight a number of avenues for future research.

Supplementary information: The online version contains supplementary material available at 10.1186/s12544-022-00551-4.

Objectives: This study developed an analytical framework that aims at understanding the evolutionary processes of a micro-mobility system (for example, bike-sharing), which offers insights into the transforming nature of a city transport system.

Methods: Firstly, the framework applied a Gaussian Mixture Model to examine the long-term fluctuations of travel demands. Secondly, it investigated the growth trajectories of service points via exponential and logistic growth models. Cumulative connections with other points represented the growth of a service location. An eigendecomposition approach was used to uncover the hidden structures behind the growth curves.

Results: This framework was applied in the docked bike-sharing program in New York City, USA. The results show that there existed periodic patterns of travel demands in the long term. The majority of stations grew rapidly after they began to operate. However, the temporal signatures of stations' growth displayed some variations across different locations.

Conclusion: This proposed workflow can be employed in other cities with similar context to better investigate how micro-mobility systems evolve.

Objective: This study aims to investigate the degree of concentration and the competitive positions of the Baltic cruise port network.

Methods: A set of 29 Baltic ports are analysed, market concentration is evaluated using the analytical technique of the Herfindahl-Hirschman index, and competitive positions are determined through portfolio analysis based on the Boston Consulting Group matrix from 2000 to 2019.

Results: The Herfindahl-Hirschman index indicates that the Baltic cruise port system is unconcentrated with an average score of 0.11 for the analysed period, suggesting that eight of the twenty-nine ports are the dominant ports in the Baltic. Portfolio analysis results suggest that the hierarchy picture of competitive positions is dynamic and has changed over time. The Baltic cruise port system has a wide range of competitive positions. Kiel and Rostock becoming mature leaders is one of the most relevant changes in competitive positions.

Implications of the research: This study contributes to the literature not only by investigating the competitive positions of the second most important European operational area for cruise ships but also by filling the gap in research on the concentration and competitive strategic positions of Baltic cruise ports. This research allows seaport operators to visualise the position and progress of selected ports and predict the possible future seaport developments.

Background: We present a sketch for a nationwide "Mobility Service Guarantee" (MSG) for Austria. The approach follows a new paradigm, turning away from car-centric transport policy and planning and towards the extensive provision of public transport. The approach is complemented by the provision of demand-responsive transport services and the support of vehicle sharing as well as active mobility. This combination should serve as an effective alternative option to the use of private cars.

Purpose: The aim of this study is to develop a tangible definition of a nationwide MSG in the Austrian context as well as possible design scenarios.

Methods: We took a multi-dimensional approach, using literature review to research existing concepts of mobility guarantees, analysing secondary data on current mobility behaviour and public transport provision and conducting stakeholder workshops.

Results: We define possible scenarios envisioning a nationwide MSG including different extents of maximum distance to public transport stops and minimum frequency. We discuss the limitations of the MSG with respect to spatial, temporal and modal coverage, as well as how such a guarantee could be embedded in the existing legal system.

Conclusions: We conclude that a nationwide MSG could be an important element of sustainable transport policy that should be embedded in a wider strategy of infrastructure and service design as well as demand management.