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 Dutch national transport CO2 emissions are determined by summing individual cases: a particular vehicle, on a particular road and traffic situation. In this paper the different aspects and the relations among them, as used in emission predictions, are outlined. In particular the central role that the CO2 type-approval value (from the NEDC test) plays in the real-world CO2 emissions since 2000 is clarified. © The author(s) and/or their employer(s), 2012.

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

This paper analyses what post 2020 targets may be necessary for the European CO2 legislation for passenger cars in order to reach the overall sectoral goal of 60% reduction of transport's greenhouse gas emissions by 2050 relative to 1990, as defined in the European Commission's White Paper. The required target levels are found to depend strongly on the contribution that passenger cars need to make to reaching the overall target, on the assumed growth of passenger car mobility, and on the extent to which biofuels could be available for fuelling passenger cars. To what extent electric vehicles and other low emission vehicles such as plug-in hybrids and fuel cell electric vehicles are needed to meet the post-2020 targets depends on the target level and on the minimum CO2 emissions that can be reached in conventional vehicles. Almost all assessed scenarios, require significant amounts of low emission vehicles to be sold from 2030 or 2035 onwards. Electric and plug-in vehicles are in the early stage of market introduction now, but developments are fragile could end up in a 'valley of death'. Defining a sufficiently low passenger car CO2 target for 2025 may be an effective instrument to motivate manufacturers to continue their efforts in the marketing and further development of these vehicles. This is important for maintaining the momentum of the transition towards large-scale application of low CO2 emitting vehicles. Document type: Article

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.

Abstract

In the past few years, field trials with dynamic speed limits have been carried out on the Dutch freeway network. This paper discusses the tests at one of the field trial locations. On this location two test were carried out; the speed limit was lowered when there were congestion problems and during heavy rain. The field trial lasted for six months. Two new algorithms were developed to determine when the speed limit should be changed: an algorithm that uses real-time precipitation radar data to advise appropriate speed limits during heavy rain, and the SPECIALIST algorithm for resolving shockwaves. The field trials were evaluated using loop detector data as well as camera data. Changes in driver behavior, traffic flow characteristics, traffic safety, air quality and noise levels were analyzed. Also, a user acceptance study was carried out. The evaluation showed that dynamic speed limits can be applied to achieve policy objectives, such as improving throughput and traffic safety. Road users appreciate the dynamic speed limits and adapt their behavior accordingly. Undesired side effects were shown to be very limited to nonexistent. © 2011 IEEE.

Abstract

Long term projections of cargo throughput are indispensable for port development plans. Although commodity flow projections are useful for governments, port authorities, terminal operating companies and port users, scientific research on commodity flow projections for ports is limited. Existing studies generally use econometric models that assume stable relationships between growth of port throughput and such variables as GDP growth and trade growth. This paper presents a method that was developed as part of the Port Vision 2030 project of Port of Rotterdam Authority. The method combines a model with expert judgement and commodity specific research. This combination enables incorporating disruptions of past growth patterns. The contribution of this paper is the description of this method, its application to the volumes in 2030 of all major commodities handled in the Hamburg – Le Havre range, with four different scenarios, while most studies deal with a few commodities in one port, and often for a shorter period and with less scenarios. The results show that in all scenarios, total throughput is expected to rise, although in three scenarios not as fast as in the previous two decades. Furthermore, intermediates and container flows are expected to continue to grow, while throughput of raw materials (iron ore, crude oil) may decline.

Abstract

Developments with electric bicycles in the Netherlands are progressing rapidly. The number of electric bicycles sold is rises every year. Cycling is a very popular mode of transport in The Netherlands. In 2008 more than one million bicycles were sold. At the moment one out of ten bicycles sold is already an electric one. Electric bicycles are popular among the elderly and people with physical constraints. The government also wants to stimulate commuters to use the e-bicycle instead of the car. There are a few reasons for this: Less congestion, more environmental and health benefits. Research performed by TNO showed that commuters who use an electric bicycle might drive 1.5 times further than with a traditional bicycle, allowing a large group of potential new users to use cycling as mode for their commuting transport. The number of trips by bicycle has to potential to grow by 3 to 5% and the number of bicycle kilometres to grow by 4 to 12% even. The number of car trips might decrease with 1.6% and the number of car kilometres with a lower value due to the replacement of mainly shorter car trips. Pilot projects are set up now to introduce e-bicycles to commuters. A majority of the participants of the first two pilots held are positive about the e-bicycles as an alternative for the car in commuting traffic. An extensive large two year pilot will start in Eindhoven to stimulate commuters to use the e-bicycle instead of the car. TNO will investigate the mobility effects of the use of the e-bicycle from this pilot.