Transportation最新文献

Trip-level household travel surveys (HTS) are an efficient and widely used instrument in transport planning and research and are expected to remain in this role for at least the near future. Mode information is typically assigned to trips in these surveys based on a hierarchy of transport modes that hides important information on the individual stages which is particularly relevant for walking. This study develops a methodology for estimating detailed stage-level information for trip-level HTS that contain some information on stages, this is the sequence of used transport modes and the number of transfers in Public Transport (PT) trips. The methodology is developed based on detailed stage-level data from a sub-sample in the German National HTS MiD 2017 and directly applied to the German city-based HTS SrV 2018 which is a trip-level survey but contains stage-level information on modes and PT transfers. Linear Regression Models for estimating walking stage duration in PT and car trips are combined with simple heuristic estimations for the less frequent types of intermodal trips. Trip purpose, accompaniment and total trip duration are important predictors for walking stage duration. Trip-level and stage-level modal-split figures for the number, duration, and distance of trips and stages in SrV 2018 are computed with the developed methodology. About half of all stages and 30% of trips are done by walking. Walking stage duration is with around 38% considerable, this share drops to around 12% for walking stage distance.

This research investigates the interactions among transit (public transport) modes by inferring complementarity from a comparison of access provided by various transit modal combinations over a period of 160 years. A unique historical dataset of transit networks and services including buses, trains, and trams, generated for the Greater Sydney region for a period spanning from 1855 to 2015 was used. Access to population was measured for each year by 11 different modal cases formed by combinations of the three transit modes at a spatially disaggregated level as well as the regional level. The changes in access provided by the different modal cases were compared temporally and spatially to infer complementarity among the modes. Throughout the study period, trains, buses, and trams (when available) were found to be highly sub-additive at the regional level. Spatial comparison of complementarity was also demonstrated for Sydney’s Central Business District as an example. Such an investigation of access by modal combinations is a useful planning tool to ensure equitable supply and to investigate transfer benefits and penalties.

In mobility-on-demand services, the number of vehicles needed is often determined by peak demand during rush hours, leading to prolonged vehicle idle times during off-peak periods. This surplus capacity presents an opportunity for vehicles to perform additional tasks, potentially enhancing system efficiency and reducing the overall number of vehicles needed in cities. Leveraging agent-based modeling, we evaluate the effectiveness of vehicles catering to on-demand rides and food deliveries in two real-life scenarios: Cambridge, MA, USA, and San Sebastian, Gipuzkoa, Spain. The results show that multifunctional behavior can lead to reduced fleet sizes, with context-specific exceptions. Additionally, a strategic dispatching algorithm is introduced that demonstrates reductions in wait times and overall distances traveled. This research contributes to the understanding of the performance of multifunctional fleets in diverse urban contexts, informing the development of sustainable and resource-efficient mobility systems.

Many references to policy paradigms and paradigm shifts can be found in the transport studies literature. Within this literature, diverse ways of interpreting and measuring paradigms and paradigm shifts are evident. This article critically reviews how paradigms are conceived in the transport studies literature and compares these interpretations with the policy science literature where the term has been more widely studied and used. The article proposes a conceptualisation of transport policy paradigms along four key dimensions: problem framing, goals, instruments and evaluation criteria. This conceptualisation helps to increase the clarity and usefulness of the term paradigm for both researchers and practitioners in studying transformative changes in transport policy.

Commuting research often assumes that commuting is a daily grind that elicits stress and strain for travelers. Some scholars have identified evidence that supports the benefits of commuting, but research into this aspect is still relatively limited and does not make a strong connection with the body of works that view commuting as a stressor. This paper offers a more nuanced understanding of commuting by integrating these seemingly separate schools of thought. Drawing from the theoretical lens provided by the Conservation of Resources (COR) theory and research on rest and recovery, we develop and present the Pre-commute/In-commute/Post-commute (PIP) model of commuting, with six propositions. This model views each commute as unique and dynamically shaped by circumstances that occur both before and during the commute. Consequently, the events and experiences that take place after the commute are affected, influencing commuters’ state before their next commute, as well as having an enduring impact on individuals’ health and work-related outcomes. The PIP model also provides a fuller consideration of how individuals can shape the commuting experience through the In-Commute Activities (ICAs) they choose to do. Implications for research and practice are discussed.

This study employed Structural Equation Modeling to examine how different aspects of quality in metro rail transport impact user satisfaction. Additionally, it investigated whether satisfaction patterns remain consistent over the years and between different genders, using the Multiple-Group Analysis (MGA) methodology. Data were collected through a survey of metro rail transport satisfaction in Porto Alegre, Brazil, in the years 2019, 2020, 2021, and 2022. The findings highlighted the relationships between latent factors perceived by users and general satisfaction, emphasizing the significant influence of terminal characteristics, especially infrastructure. Additionally, an influence of service characteristics was identified, particularly regarding crowding, air conditioning, and train interval. The results of the multi-group analysis indicated non-uniformity in some essential groups outlined in the study, showing non-invariance between some year and gender groups, suggesting that some groups may present a distinct satisfaction pattern. These results underscore the importance of considering different aspects of metro rail service to enhance user satisfaction, as they provide valuable insights that can assist public transport planners in devising effective strategies to deliver high-quality services, aiming to retain and attract new passengers.

Investment in urban public transportation involves strategic decisions regarding the organization of transit lines in the urban space and the choice of their technology in addition to the size of both fleet and vehicles of each line, and their spacing (lines density). The parametric city model (PCM) of Fielbaum et al. (Transp Res Part B Methodol 94:298–338; Netw Spat Econ 17:343–365) was created to conceive and decide a structural design - the first step of the strategic design - in real size problems, representing the city through zones and centers and evaluating predetermined lines-structures considering a single technology. In this paper the scope and capabilities of the PCM are expanded to help the structural design of urban transit systems, by opening the search for the type of lines-structures studied and considering two technologies (modes), noting that the simplified representation constitutes a useful tool for transport policy that departs from the usual “black-box” procedures. The approach is applied to a PCM version of Santiago, Chile, showing that schemes different from feeder-trunk might be convenient. The results support the options presently taken in Santiago based upon subway expansions but changing the role of the bus system.

In many cities, shared micromobility services (SMMS) have become popular. These services contribute to the popularity of car-alternative mobility by promoting the use of micro-vehicles. Bike-sharing and e-scooter-sharing systems are examples of these services. Despite their potential, the share of SMMS is still marginal. To unlock their full potential, policymakers and service providers need to comprehend the wider implications of their strategies on the adoption, use, and profitability of these services. This paper investigates the implications on travel demand, use patterns, and business profit of two strategic decisions: the size of the fleet and the pricing of shared bikes and e-scooters. This research is based on an agent-based transport simulation framework and trip records of shared bike and e-scooter users from the city of Lyon, France. The results show that despite their actual marginal share, SMMS have a non-negligible growth potential in Lyon. This potential is unfulfilled due to sub-optimal pricing and fleet size strategies. In the paper, more optimal strategies are discussed from the point of view of service providers and customers. These findings can be generalized to other cities and shared micromobility services. They can also be of interest to policymakers and service providers in the design and operation of successful and efficient SMMS.

Micro-mobility is an emerging mode of urban transportation, particularly for its potential to reduce private car use and build sustainable cities. Bikes and electric bikes (e-bikes) are two common types of micro-mobility. Previous studies mainly analyzed the two types separately, failing to provide a comparative and systematic investigation of shared dockless bike/e-bike systems in different cities. To fill this gap, this paper presents a multiscale geospatial network framework to analyze the differences between bike and e-bike usage patterns, taking five cities with different urban contexts in Zhejiang Province (China) as examples. We first organize the shared micro-mobility data into bike networks and e-bike networks. Then, we analyze these networks from the macro, meso, and micro scales by applying complex network analysis and data mining techniques. A series of visual graphs are designed to help understand latent patterns. The similarities and differences among the five cities in statistical information, visitation hotspots, micro-mobility network indicators, and community structures are clearly demonstrated. The results can enrich our understanding of the system usage patterns, and help micro-mobility operators and transportation planners make evidence-based policies to promote sustainable urban development.

Reducing transportation carbon emissions in cities is crucial for sustainable development. Although polycentric urban morphology is viewed as a potential strategy for enhancing transportation carbon emission efficiency, its role remains contentious, and the effects of various dimensions of polycentricity have not been fully examined. This study investigates the spatiotemporal effects of polycentric urban morphology on transportation carbon emission efficiency. Analyzing per capita transportation carbon emissions (PTCEs) in 285 Chinese cities from 2000 to 2020, we quantified urban polycentricity across four dimensions: number of urban centers, distance between centers, sub-center importance, and compactness. We employed a geographically and temporally weighted regression model to assess how these dimensions influenced PTCEs over time and space. Our results reveal an overall increase in both PTCEs and polycentricity, with significant regional variations. Initially, the number of urban centers was negatively correlated with PTCEs, but this effect weakened over time. In contrast, greater distances between centers and higher compactness were associated with increased PTCEs, with these effects intensifying over time. The influence of sub-center importance on PTCEs followed an inverted U-shaped trend. Spatially, the number of centers correlated negatively with PTCEs, while sub-center importance correlated positively. The benefits of reduced distance between centers diminished from northeast to southwest China, and the impact of compactness on PTCEs varied, being positive in the east and negative in the west. These findings highlight the need for region-specific spatial policies to effectively enhance urban transportation carbon emission efficiency and develop low-carbon urban transportation systems.