Abstract

Connected Cruise Control (CCC) aims to improve throughput in dense commuter traffic on motorways by advising drivers on speed, headway and lane-use via a nomadic human-machine interface. The advice is generated from a prediction of future traffic flow, based on actual traffic-loop data and is transmitted to the in-car platform via 3.5G communication. The systems advantage compared to Cooperative Adaptive Cruise Control (CACC) lies in its potential for rapid implementation and its additional support of lateral driver behaviour. It is important to note that CCC will not have direct control over the car movement. Its beneficial effect is dependent on the driver‘s willingness to comply with the advice. In turn, willingness to comply, in the long term, is also dependent on the perceived benefit of using the system. It is assumed, that to increase both the driver‘s initial willingness to comply and the perceived benefit of using the system, CCC has to reduce the frequency of situations that are seen as most unpleasant by drivers during peak hour traffic. Therefore it is important to understand what these situations are. This study determines the level of frustration caused by driver behaviour in dense motorway traffic, at a lane drop and at an on-ramp/off-ramp. The results help to identify use cases scenarios for driving simulator experiments to ensure that CCC can have a beneficial effect in these situations.

Abstract

Peak Hour Avoidance is a relatively new Dutch mobility management measure. To reduce congestion frequent car drivers are given a financial reward for reducing the proportion of trips that they make during peak hours on a specific motorway section. Although previous studies show that employers are not eager to support mobility management measures, employers are nevertheless an important stakeholder. They can provide their employees with alternatives such as other travel times, work locations or travel modes and encourage their use. This paper investigates the attitudes of Dutch employers towards Peak Hour Avoidance. Exploring the factors that influence these attitudes may help to fully utilise employer support. The data from 103 employers were collected through a web questionnaire. A structural equation model on the employer support for Peak Hour Avoidance was estimated. The results demonstrate that the size of the organisation and sector only have an indirect effect on the support for Peak Hour Avoidance. Results reveal that most support for Peak Hour Avoidance can be expected from organisations who feel responsible for influencing the commuting behaviour of employees, that have human resource managers with a positive attitude towards Peak Hour Avoidance, with flexible working times and that have already implemented mobility management measures. The largest contribution to PHA that can be expected from employers is providing employees with flexible working times and encouraging employees to fully utilise this option as an alternative for driving in peak hours. This would not only be beneficial for PHA but for a wide range of mobility management initiatives as well.

Abstract

The paper examines the potential of three rail corridors: Trans-Sib, Central and TRACECA for freight transport between Central Europe and China. The paper applies a qualitative research method including a review of current literature and interviews. The research examines the technical, operational and bureaucratic conditions of the corridors. The research finds that the unreliable transit time, higher cost and damage and theft of cargo are the most pressing barriers to towards offering an efficient and integrated logistics and supply chain service along the corridors. This is due to, amongst others, problematic, multiple border-crossings and the lack of visible cooperation among the countries. The technical and operational barriers include a change of gauge, differing power supply and signalling systems and non-automated and fragmented information systems. The research also finds that the Trans-Sib is the most attractive corridor currently running and shows promise with the active contribution from the Russian government and relevant direct stakeholders such as Russian Railway (RZD). The TRACECA route is the most problematic option due to, among others, numerous border-crossings, infrastructure and rolling stock constraints and other associated problems.

Abstract

Structural problems in modern societies, such as climate change and congestion problems, require 'transitions' towards a more susTWNnable fulfilment of social needs. Recent research shows that experimenting in niches is crucial for learning about social challenges and stimulating transitions. Through a series of 'transition experiments' in different niches, social innovations can be improved and eventually replace dominant practice. This article reviews the literature on transitions and strategic niche management and argues that it has a strong analytical core, but less effort has been made to develop a managerial perspective. The authors aim to contribute to such perspective by developing a 'competence kit': a learning module that provides practitioners (e.g., policy makers, companies, intermediary organisations and NGO's) that are involved in transition experiments with an analytical framework, guidelines and tools and recognisable examples. The results from the first workshop with practitioners to explore potential applications of the competence kit are promising. Copyright © 2010 Inderscience Enterprises Ltd.

Abstract

Transport congestion and the quality of the air in cities is a persistent concern for urban planners, and in this context Park and Ride (P. +. R) facilities have been proposed as an element of urban sustainability strategies in many cities in Europe. In 2008 a European Commission directive aimed at improving local air quality has been introduced, the Directive on air quality and cleaner air for Europe. It seems reasonable to suggest that increased regulatory measures at European level may have spurred interest in developing potential sustainable transport (policy) innovations such as P. +. R.We test this hypothesis through a survey among 25 cities in North-West Europe. We find that by 2010 perceived regulatory pressure for P. +. R has indeed increased compared to 2005, although it remains weak and is still not a significant motivation for P. +. R development. Furthermore, it was found that perceived community pressure has become a significant motivation, possibly because of increased public awareness and attention for global warming and sustainability. Overall we find that framing of P. +. R among urban planners as well as the cities' engagement levels have not evolved significantly from 2005 levels and thus that air quality concerns are an increasing but currently not strong motivation for local authorities in North-West Europe to develop P + R. © 2013 Elsevier Ltd.

Abstract

We describe an analytical queuing and network decomposition model developed to study the complex phenomenon of the propagation of delays within a large network of major airports. The Approximate Network Delays (AND) model computes the delays due to local congestion at individual airports and captures the " ripple effect" that leads to the propagation of these delays. The model operates by iterating between its two main components: a queuing engine (QE) that computes delays at individual airports and a delay propagation algorithm (DPA) that updates flight schedules and demand rates at all the airports in the model in response to the local delays computed by the QE. The QE is a stochastic and dynamic queuing model that treats each airport in the network as a M(t)/. Ek(t)/1 queuing system. The AND model is very fast computationally, thus making possible the exploration at a macroscopic level of the impacts of a large number of scenarios and policy alternatives on system-wide delays. It has been applied to a network consisting of the 34 busiest airports in the continental United States and provides insights into the interactions through which delays propagate through the network and the often-counterintuitive consequences. Delay propagation tends to " smoothen" daily airport demand profiles and push more demands into late evening hours. Such phenomena are especially evident at hub airports, where some flights may benefit considerably (by experiencing reduced delays) from the changes that occur in the scheduled demand profile as a result of delays and delay propagation. © 2011 Elsevier Ltd.

Abstract

Motivation/Research approach - An exploratory study was conducted to investigate whether eye movement metrics discriminate between different air traffic control tasks. Findings/Design - The results show the three tasks elicit different eye movement, as Yarbus (1967) also showed in static pictures, and that a number of eye tracking metrics demonstrate the differences. Research limitations/Implications - The effect was demonstrated using only one participant. The results can be used to further study various eye movement metrics. Originality/Value - The research demonstrates that different calculus distinguishes between tasks allowing targeting specific support given the type of task. Take away message - A combination of eye tracker metrics discriminates between tasks helping to provide flexible task support. © 2011 Authors.

Abstract

In Chinese cities, the poor performance of signalised intersections is one of the causes of urban congestion. The reasons for this have been investigated through a comparative study of the saturation flow characteristics on intersections in three Chinese and two Netherlandish cities. The analysis shows that the utilisation of the roads around Chinese intersections is 20-30 worse compared to the Netherlands intersections. The first cause is the long start lag at Chinese intersections, which is mainly brought by the presence of conflicting vehicles and pedestrians at the beginning of the green phase. The further reasons for that phenomenon are the large size of the Chinese intersections and the limited utilisation of the available space. Another cause is the driver behaviour, that is, the long and irregular time headways and sudden lane changing on the observed Chinese intersections. Chinese drivers adapt themselves to the local conditions and behave differently from Dutch drivers, giving a less efficient traffic system. The different driver behaviour in China has the consequence that most microscopic simulation programmes have to be adapted, calibrated and validated for Chinese situations. © 2012 The Institution of Engineering and Technology.