The purpose of this study was to assess the impact of texting while driving on driver performance and road safety. In order to achieve this goal, 51 participants took part in a driving simulator study that replicated an urban environment. During the trials, text messages with questions of equal cognitive weight were sent to be answered via 1) a manual texting application or 2) a voice message application. A baseline condition with no secondary task was also tested. Along the simulated route, there were some events that could cause a crash, like pedestrians crossing on-and-off crosswalks. The overall findings indicate that both texting and voice messaging activities while driving have detrimental effects on driving performance and road safety, putting drivers at high risk. The practical applications of the findings of this study are primarily directed at policymakers and stakeholders for the development of effective and targeted campaigns.
{"title":"Distraction Effects of Manual Texting and Voice Messaging When Approaching Pedestrian Crossings on Urban Roads: a Driving Simulator Study","authors":"Alessandro Calvi","doi":"10.48295/et.2024.97.6","DOIUrl":"https://doi.org/10.48295/et.2024.97.6","url":null,"abstract":"The purpose of this study was to assess the impact of texting while driving on driver performance and road safety. In order to achieve this goal, 51 participants took part in a driving simulator study that replicated an urban environment. During the trials, text messages with questions of equal cognitive weight were sent to be answered via 1) a manual texting application or 2) a voice message application. A baseline condition with no secondary task was also tested. Along the simulated route, there were some events that could cause a crash, like pedestrians crossing on-and-off crosswalks. The overall findings indicate that both texting and voice messaging activities while driving have detrimental effects on driving performance and road safety, putting drivers at high risk. The practical applications of the findings of this study are primarily directed at policymakers and stakeholders for the development of effective and targeted campaigns.","PeriodicalId":507704,"journal":{"name":"European Transport/Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141029430","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Mobility as a Service (MaaS) is the new mobility challenge. In Italy, the Piedmont Region has been implementing the BIPforMaaS, the first Italian regional MaaS project with public governance, aimed at creating a framework of rules for the full deployment of MaaS in the urban and metropolitan area of Turin and in the whole Piedmont Region. Public governance guarantees fair and non-discriminatory competition, while providing a more effective service for end users. This paper presents the results of the BIPforMaaS pilot project, which involved 67 active users, with the goal of field-testing the use of a MaaS app that allows users to book various mobility services. The results showed that the proposed MaaS system can effectively integrate multiple mobility services while ensuring flexibility and efficiency. An environmental analysis is also presented in order to show how MaaS can contribute to a more sustainable mobility system by reducing CO2 emissions.
{"title":"Mobility as a Service: an Italian MaaS pilot at regional level with public governance","authors":"C. Caballini","doi":"10.48295/et.2024.97.12","DOIUrl":"https://doi.org/10.48295/et.2024.97.12","url":null,"abstract":"Mobility as a Service (MaaS) is the new mobility challenge. In Italy, the Piedmont Region has been implementing the BIPforMaaS, the first Italian regional MaaS project with public governance, aimed at creating a framework of rules for the full deployment of MaaS in the urban and metropolitan area of Turin and in the whole Piedmont Region. Public governance guarantees fair and non-discriminatory competition, while providing a more effective service for end users. This paper presents the results of the BIPforMaaS pilot project, which involved 67 active users, with the goal of field-testing the use of a MaaS app that allows users to book various mobility services. The results showed that the proposed MaaS system can effectively integrate multiple mobility services while ensuring flexibility and efficiency. An environmental analysis is also presented in order to show how MaaS can contribute to a more sustainable mobility system by reducing CO2 emissions.","PeriodicalId":507704,"journal":{"name":"European Transport/Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141051519","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Urban mobility plays a key role for the promotion of the socio-economic development of a country. Particularly, MaaS platforms are important for those daily journeys made by travellers that must be in a place by a certain time. Although, MaaS is the natural evolution of older supply models, it has a revolutionary impact on people’s lives. MaaS can optimize resources, urban space, reduce time spent travelling, lower costs and pollution. The present study aims at estimating the impact of a set of political and territorial drivers on MaaS implementation. The research is carried out using a composite set of indicators – 70 MaaS platforms in over 30 countries – for measuring how MaaS platforms perform in different territories. Results demonstrate a positive relationship between policies incentivising mobility services and business performance on those territories, and string territorial differences across the regions analysed.
{"title":"Measuring the impact of institutional and territorial drivers for an efficient and smooth Mobility as a Service (MaaS) implementation: a global analysis","authors":"Mario Tartaglia","doi":"10.48295/et.2024.97.11","DOIUrl":"https://doi.org/10.48295/et.2024.97.11","url":null,"abstract":"Urban mobility plays a key role for the promotion of the socio-economic development of a country. Particularly, MaaS platforms are important for those daily journeys made by travellers that must be in a place by a certain time. Although, MaaS is the natural evolution of older supply models, it has a revolutionary impact on people’s lives. MaaS can optimize resources, urban space, reduce time spent travelling, lower costs and pollution. The present study aims at estimating the impact of a set of political and territorial drivers on MaaS implementation. The research is carried out using a composite set of indicators – 70 MaaS platforms in over 30 countries – for measuring how MaaS platforms perform in different territories. Results demonstrate a positive relationship between policies incentivising mobility services and business performance on those territories, and string territorial differences across the regions analysed.","PeriodicalId":507704,"journal":{"name":"European Transport/Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141029452","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Zigzag road marking near unsignalized pedestrian crosswalks is common in some countries but not yet allowed in Israel. An observational before-after study was conducted to explore its impacts on pedestrian crossing conditions. The measure was applied at three midblock urban crosswalks, on dual-carriageway and two-lane roads. The study examined changes in safety-related behaviors by comparing three periods: before the installation, and two weeks and two months afterwards. Shortly after the zigzag application, a significant decrease in average vehicle speeds, of 9%-16%, was observed at all study sites, but in a longer-term a decrease of 7%-8% remained at the dual-carriageway sites only. A relative increase in yielding rates to pedestrians was of 19%-20% in the short-term and of 13%-14% after two months, at dual-carriageway sites, with no change at the two-lane site. Overall, zigzag marking may improve pedestrian safety. However, as the effects were inconsistent, it was not recommended for widespread use.
{"title":"Can zigzag marking improve pedestrian safety at unsignalized crosswalks? An observational before-after study in Israel","authors":"Victoria Gitelman","doi":"10.48295/et.2024.97.8","DOIUrl":"https://doi.org/10.48295/et.2024.97.8","url":null,"abstract":"Zigzag road marking near unsignalized pedestrian crosswalks is common in some countries but not yet allowed in Israel. An observational before-after study was conducted to explore its impacts on pedestrian crossing conditions. The measure was applied at three midblock urban crosswalks, on dual-carriageway and two-lane roads. The study examined changes in safety-related behaviors by comparing three periods: before the installation, and two weeks and two months afterwards. Shortly after the zigzag application, a significant decrease in average vehicle speeds, of 9%-16%, was observed at all study sites, but in a longer-term a decrease of 7%-8% remained at the dual-carriageway sites only. A relative increase in yielding rates to pedestrians was of 19%-20% in the short-term and of 13%-14% after two months, at dual-carriageway sites, with no change at the two-lane site. Overall, zigzag marking may improve pedestrian safety. However, as the effects were inconsistent, it was not recommended for widespread use.","PeriodicalId":507704,"journal":{"name":"European Transport/Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141029750","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The evolution of Mobility as a Service (MaaS) and the necessity to achieve sustainability goals, defined by Agenda 2030, impose to build a roadmap for: (i) define a Sustainable MaaS (S-MaaS) able to achieve sustainable goals by taking into consideration the emerging ICTs, (ii) define and develop Transport System Models (TSMs) to support the design of sustainable transport services for ex-ante and ex-post evaluations. This paper aims to address the study of S-MaaS with particular reference to the consolidated methodologies used in the transport systems for the design, management and monitoring of the transport services. The paper presents three main elements: (i) a framework that supports MaaS actors for services design, for demand management and for policies evaluation leaving from the monitoring, in order to implement a S-MaaS; (ii) the identification of the sustainability goals as defined by Agenda 2030; (iii) the methods to analyze passengers’ behavior in the presence of MaaS with particular reference to TSMs.
{"title":"Towards a sustainable mobility as a service: general framework and models’ evolution","authors":"Giuseppe Musolino","doi":"10.48295/et.2024.97.3","DOIUrl":"https://doi.org/10.48295/et.2024.97.3","url":null,"abstract":"The evolution of Mobility as a Service (MaaS) and the necessity to achieve sustainability goals, defined by Agenda 2030, impose to build a roadmap for: (i) define a Sustainable MaaS (S-MaaS) able to achieve sustainable goals by taking into consideration the emerging ICTs, (ii) define and develop Transport System Models (TSMs) to support the design of sustainable transport services for ex-ante and ex-post evaluations. This paper aims to address the study of S-MaaS with particular reference to the consolidated methodologies used in the transport systems for the design, management and monitoring of the transport services. The paper presents three main elements: (i) a framework that supports MaaS actors for services design, for demand management and for policies evaluation leaving from the monitoring, in order to implement a S-MaaS; (ii) the identification of the sustainability goals as defined by Agenda 2030; (iii) the methods to analyze passengers’ behavior in the presence of MaaS with particular reference to TSMs.","PeriodicalId":507704,"journal":{"name":"European Transport/Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141044347","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The process of attempting to influence policy is explored through the example of the UK All-Party Parliamentary Group for Cycling and Walking’s (APPGCW’s) inquiry on road justice, carried out in 2023. First the APPGCW is introduced, then the process of the inquiry briefly explained. To illustrate the practical business of developing recommendations as part of an inquiry, one potential recommendation is discussed in detail – the idea of basing penalties for traffic offences partly on the momentum of the vehicles involved. The rationale for such a policy is explained, then the practicalities and possible shortcomings examined. This discussion concludes with the reasoning behind opting not to make a recommendation along these lines. The paper then describes the inquiry report’s content and reception, and concludes with reflections on how reports of this kind are developed and whether they achieve their ends.
{"title":"Pursuing road justice through cross-party advocacy","authors":"Tom Cohen","doi":"10.48295/et.2024.97.5","DOIUrl":"https://doi.org/10.48295/et.2024.97.5","url":null,"abstract":"The process of attempting to influence policy is explored through the example of the UK All-Party Parliamentary Group for Cycling and Walking’s (APPGCW’s) inquiry on road justice, carried out in 2023. First the APPGCW is introduced, then the process of the inquiry briefly explained. To illustrate the practical business of developing recommendations as part of an inquiry, one potential recommendation is discussed in detail – the idea of basing penalties for traffic offences partly on the momentum of the vehicles involved. The rationale for such a policy is explained, then the practicalities and possible shortcomings examined. This discussion concludes with the reasoning behind opting not to make a recommendation along these lines. The paper then describes the inquiry report’s content and reception, and concludes with reflections on how reports of this kind are developed and whether they achieve their ends.","PeriodicalId":507704,"journal":{"name":"European Transport/Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141038385","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In the literature, numerous studies examined pedestrian behavior within road environments, aiming to contribute to injury prevention. Nevertheless, significant gaps remain, particularly concerning the behavior of young individuals. The present Virtual Reality experiment aimed at two main objectives: (1) understanding the factors associated with the likelihood of young people violating traffic laws and (2) identifying factors influencing their crossing speed, who faced various pedestrian crossing scenarios designed to induce violations are administered to 63 participants aged 11-17. Three main factors are considered in the analysis: socio-economic characteristics, travel patterns, and behavioral tendencies while walking. The results reveal that students who commute on foot and those residing in larger cities are less inclined to violate traffic laws. Furthermore, individuals who report frequent real-life misconduct are more likely to disregard red lights when crossing a signalized crosswalk in the virtual environment. Differences in average crossing speeds are observed between middle school and high school students, as well as between one-lane and two-lane crossing speeds.
{"title":"Which factors are related to crossing speed and road violations? A virtual reality study on young people’s crossing behavior.","authors":"Andrea Baldassa","doi":"10.48295/et.2024.97.7","DOIUrl":"https://doi.org/10.48295/et.2024.97.7","url":null,"abstract":"In the literature, numerous studies examined pedestrian behavior within road environments, aiming to contribute to injury prevention. Nevertheless, significant gaps remain, particularly concerning the behavior of young individuals. The present Virtual Reality experiment aimed at two main objectives: (1) understanding the factors associated with the likelihood of young people violating traffic laws and (2) identifying factors influencing their crossing speed, who faced various pedestrian crossing scenarios designed to induce violations are administered to 63 participants aged 11-17. Three main factors are considered in the analysis: socio-economic characteristics, travel patterns, and behavioral tendencies while walking. The results reveal that students who commute on foot and those residing in larger cities are less inclined to violate traffic laws. Furthermore, individuals who report frequent real-life misconduct are more likely to disregard red lights when crossing a signalized crosswalk in the virtual environment. Differences in average crossing speeds are observed between middle school and high school students, as well as between one-lane and two-lane crossing speeds.","PeriodicalId":507704,"journal":{"name":"European Transport/Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141027495","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Nowadays there is a growing interest in cargo bikes to mitigate the detrimental effects of urban freight transport, since the last-mile segment of freight delivery process is being challenged to reduce the number of vehicles, the distance travelled and the environmental impacts. This paper presents a modelling framework that, starting from the key reference units (freight demand, deliveries, and vehicles) and defining the relationship among stakeholders and choice dimensions, can support the implementation of freight distribution systems based on cargo bikes. In detail, the work follows a general approach and is focused on the estimation of the share of demand that can be satisfied by cargo bikes, freight flows in terms of number of deliveries and trips, obtained by assigning freight demand to the transport network. The model has been applied to the test case of the city of Ravenna by implementing several scenarios.
{"title":"A modelling framework to support the development of last-mile urban freight distribution systems based on the use of cargo bikes","authors":"Luca Mantecchini","doi":"10.48295/et.2024.97.2","DOIUrl":"https://doi.org/10.48295/et.2024.97.2","url":null,"abstract":"Nowadays there is a growing interest in cargo bikes to mitigate the detrimental effects of urban freight transport, since the last-mile segment of freight delivery process is being challenged to reduce the number of vehicles, the distance travelled and the environmental impacts. This paper presents a modelling framework that, starting from the key reference units (freight demand, deliveries, and vehicles) and defining the relationship among stakeholders and choice dimensions, can support the implementation of freight distribution systems based on cargo bikes. In detail, the work follows a general approach and is focused on the estimation of the share of demand that can be satisfied by cargo bikes, freight flows in terms of number of deliveries and trips, obtained by assigning freight demand to the transport network. The model has been applied to the test case of the city of Ravenna by implementing several scenarios.","PeriodicalId":507704,"journal":{"name":"European Transport/Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141048794","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Electric Micromobility (EMM), e.g. e-bikes, e-scooters, light-weight electric vehicles, has a key role in policymakers’ strategies for making cities more liveable. Especially, its combination with Public Transport (PT) can be essential in the transportation sector decarbonization. This work proposes a zonal metric to evaluate EMM and PT integration, named “Level of Propensity” (LoP) to multimodality. LoP is defined adopting a multi-dimensional domain-based classification capturing two main phases of the trip: (1) the access phase by EMM towards PT stops; (2) the accessibility potential to destination by PT. PT open data, road network configuration, activities and Floating Car Data are adopted for the elaboration. LoP has been validated in the medium-size city of Salerno (Italy), but it is easily transferable to other cities. It can support urban planners and PT/EMM operators in identifying zones with low propensity to multimodality, suggesting priorities in terms of PT service improvements and EMM infrastructure implementations.
{"title":"Level of Propensity: a zonal metric for evaluating the multimodal option Electric Micromobility and Public Transport","authors":"Rosita De Vincentis","doi":"10.48295/et.2024.97.4","DOIUrl":"https://doi.org/10.48295/et.2024.97.4","url":null,"abstract":"Electric Micromobility (EMM), e.g. e-bikes, e-scooters, light-weight electric vehicles, has a key role in policymakers’ strategies for making cities more liveable. Especially, its combination with Public Transport (PT) can be essential in the transportation sector decarbonization. This work proposes a zonal metric to evaluate EMM and PT integration, named “Level of Propensity” (LoP) to multimodality. LoP is defined adopting a multi-dimensional domain-based classification capturing two main phases of the trip: (1) the access phase by EMM towards PT stops; (2) the accessibility potential to destination by PT. PT open data, road network configuration, activities and Floating Car Data are adopted for the elaboration. LoP has been validated in the medium-size city of Salerno (Italy), but it is easily transferable to other cities. It can support urban planners and PT/EMM operators in identifying zones with low propensity to multimodality, suggesting priorities in terms of PT service improvements and EMM infrastructure implementations.","PeriodicalId":507704,"journal":{"name":"European Transport/Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2024-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141054810","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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