Abstract

Each city need to develop sustainable transport plans according to its future developments. This means identifying the best policy package of transport measures that could produce more sustainable future scenarios: lowest environmental impact, but also better social standards and at minimum cost. To that end, it is necessary to measure the environmental and social costs of each alternative transport mode. This paper proposes a methodology to calculate those costs in different city contexts: city centre and metropolitan suburbs. It provides a measure of the following environmental costs: pollution, noise, green house gasses and land taken. Then the social costs as congestion and accident costs. These two cost categories are calculated for each mean of transport: metro, bus, private car and taxi. The methodology has been applied to Madrid Region through modeling its mobility demand in 2004. The outputs are costs per passenger-km in each mode and Area: city centre and metropolitan ring. Therefore it is possible to assign monetary costs to environmental and social costs of each transport option; for example, car environmental costs are four times higher than buses on average, but it differs a lot from city centre to outskirt areas. Finally, some guidelines can be extracted to develop a more sustainable transport policy for Madrid Region. No data (2010) UEM Document type: Part of book or chapter of book

Abstract

UN Population Revisions indicate that more than 50% of the world’s population has lived in ‘urban’ areas since 2008 and much of the future ‘urban’ population increase will be absorbed more by the few metropolitan areas of rapidly growing developing countries (UN, 2008). Due to the accelerated urban growth and uncontrolled urban dispersion through naturally significant peripheral areas, sustainable urban growth management becomes a critical urban development policy in Istanbul. In this respect, the interaction among urban growth, urban transportation, rational land use allocations and sustainable transportation policies has an important role to achieve more sustainable urban development in Istanbul. Istanbul set a unique example of urban spatial development/urban transportation interaction with Bosphorus bridges and the connecting highways. This chapter first addresses urban spatial dispersion and transportation development interaction with special emphasis on the existing and proposed Bosphorus Bridges, and then correlates the results with the recent Transportation Master Plan and Environmental Master Plan. Although the latest Environmental Master Plan prepared by Istanbul Metropolitan Municipality foresights the progression of public transit systems and no third bridge crossing on Bosphorus, there is a top-down impact for the third bridge crossing and a road tunnel on Bosphorus by the Central Government. Due to the interaction among spatial dispersion, transportation development and existing infrastructure, proposed bridges, their connected highways and flyovers – as well as recent transportation investments of the Istanbul Metropolitan Municipality – are assessed under the light of sustainable urban transportation policies. Document type: Part of book or chapter of book

Abstract

This book examines the urban transport crisis from an international, comparative perspective. Throughout the industrialized world car ownership and use have grown rapidly over the past few decades while, in contrast, public transport use has either fallen or stagnated. These trends have caused increasingly severe social, economic and environmental problems. The purpose of this book is not just to describe the differences in transport systems, travel behaviour and transport problems but to identify policies which will help solve the ever growing problems of urban transport. The authors examine the problems and solutions experienced by a number of countries and provide a comparative assessment of their policies and future developments. Document type: Book

Abstract

Thesis (Masters by research(Civil Engineering))--University of South Australia, 2018. Includes bibliographical references (pages 73-75) Moving people around in cars accounts for 8.3% of Australian carbon emissions. According to the Australian climate council, these transport emissions are Australia’s fastest growing emissions source. Currently, 86% of the Australian population lives in a suburban landscape, concentrating car use, and the associated carbon emissions. The way forward for environmentally sustainable vehicular transport is to electrify vehicles. It will be difficult and slow to get individual owners to electrify their vehicles, so the current individual ownership model needs to be reduced in favour of utilising vehicle fleets. Public transport bodies already have a vehicle fleet that is underutilised and are investing in low carbon solutions. Access to and competitiveness of these public transport services when compared to car options are significant barriers to shifting large proportions of travellers to this mode. This study aimed to understand the transport priorities of suburban residents in order to further understand how to improve the sustainability of travel.

Abstract

O ônibus ainda é o modo de transporte público mais usado nas cidades brasileiras, mesmo aquelas que contam com sistemas sobre trilhos extensos. Já centenários, os sistemas de ônibus urbanos ainda se debatem na peleja diária da competição com os demais veículos e na busca de uma imagem mais favorável perante a seus usuários e à população. O advento do ferramental de Sistemas Inteligentes de Transporte (ITS) ofereceu a oportunidade de que esses sistemas pudessem contar com instrumentos de Planejamento, Programação, Monitoração e Controle Operacional próximos àqueles que os sistemas metroferroviários já dispõem há muitas décadas. Entre os vários avanços proporcionados pelo emprego de ITS no campo operacional, destacam-se as intervenções operacionais em tempo real, isto é, a aplicação de medidas que buscam oferecer ou restabelecer a regularidade e a eficiência da operação dos ônibus urbanos frente a contingências que eles enfrentam diariamente. Este trabalho objetiva fazer uma resenha das diversas opções de intervenções estudadas no campo acadêmico e executar simulações de três modalidades dessas estratégias. Foi construída uma rede reproduzindo um trecho de Corredor de ônibus na cidade de São Paulo e simulada a operação de uma linha de alta demanda, com base nos dados reais da operação, do trânsito (semáforos) e velocidades de percurso dos ônibus. A simulação, por sua vez, permitiu apurar os benefícios propiciados pelas intervenções testadas, chegando aos ganhos de tempos nas viagens e o possível aumento de oferta de veículos sem aumento da frota. Além de comparar os resultados entre os tipos de intervenção, foi verificada a sensibilidade dos resultados de cada estratégia a mudanças na intensidade de sua aplicação.Os resultados enquadram-se na faixa dos resultados obtidos nos diversos experimentos acadêmicos analisados. Dentro das expectativas, a intervenção das Meias Viagens (\\"deadheading\\") apresentou melhores resultados nos ganhos de tempos de viagem variando entre 8,5% e 12,9%, secundados pelas Paradas Limitadas (\\"skip-stop\\") variando entre 2,9% e 4,7%, enquanto a Linha Expressa apresentou resultados menores, motivados, principalmente, pelas limitações da extensão do trecho analisado. Buses are still the most common transit mode in Brazilian cities even in those that count with extensive rail systems. Century old city bus operations still struggle daily to compete with other road vehicles while trying to gain a better image before its users and the general public. The arrival of Intelligent Transportation System (ITS) solutions brought to these systems the opportunity of counting on Operational Planning, Programing, Monitoring and Control like those already used by rail transit for decades. Among several improvements possible using ITS real time intervention during operation stands out. This enables the application of measures to offer or restore regularity and efficiency of bus services in face of contingencies faced daily. This paper aims to review different options of intervention reported in academic publications and to perform simulations of three of these strategies. A network was modeled duplicating a real Sao Paulo bus corridor section on which a high demand bus line operation, based on actual operation data, traffic, traffic lights and bus speeds, was studied. The simulation, in turn, allowed us to assess the benefits of each alternative intervention tested by determining travel time gains and the increase in bus service supply without increasing the operating fleet. Besides comparing results between intervention types the sensitivity of each one\\'s results to strategy application intensity was also reached. The final experiments results fall within the range of those obtained in several other academic studies analyzed. Within the expectations, the deadheading intervention presented better results in travel time gains ranging from 8.5% to 12.9%, followed by the skip-stop, ranging from 2, 9% and 4.7%, while the Express Line presented lower results motivated, mainly, by the limitations of the extension of the analyzed section

Abstract

Popularity of shared vehicle systems in recent years makes necessary to stablish a design criteria in order to adapt those system to larger scales. Probably, the biggest problem to face is rebalancing. Present work stablishes an optimization method of those rebalancing operations, in particular for a bike-sharing system. In order to do this, two different methods are defined: periodic (or static) rebalancing and continuous (or dynamic) rebalancing. Results show that periodic rebalancing is more efficient but the level of service achieved is strongly capped by station size and bike fleet. On the other hand, continuous rebalancing is less efficient but allows a way higher level of service. For that reason, both rebalancing modes are complementary and necessary in order to reach a better level of service and lower costs than the current performance. La popularidad que han adquirido los sistemas de vehículos compartidos en los últimos años ha hecho que sea necesario establecer una serie de criterios de diseño para poder adaptar estos sistemas a mayor escala. Probablemente el mayor problema de estos sistemas es el reposicionamiento. En el presente trabajo se pretende establecer un método de optimización de dichas operaciones de reposicionamiento, concretamente para el caso de bicicletas compartidas. Esta optimización se lleva a cabo a dos niveles: reposicionamiento periódico y continuo. Los resultados demuestran que el reposicionamiento periódico resulta más eficiente, pero el nivel de servicio que ofrece queda muy limitado por el tamaño de las estaciones. Por otro lado, el reposicionamiento continuo resulta menos eficiente pero puede alcanzar un nivel de servicio mucho mayor que el periódico. Por tanto, ambos modos son complementarios y necesarios para alcanzar mejores niveles de servicio o costes menores que los del actual servicio.

Abstract

Thesis (PhD(Planning))--University of South Australia, 2016. Includes bibliographical references (pages 120-138) The research objective was primarily to assess the degree of connectedness among the stressors affecting the transport system, which is the central phase in the pathway of CEA. The important stressors prevailing in the system were identified; digraph theory and matrix analysis technique was used in analysing the connectedness among stressors, which is innovative and challenging to incorporate with transport system analysis. The research aimed to support an effective transport planning strategy for the mega cities of the developing world, with Dhaka City as an exemplar possessing similar characteristics. In order to identify the transport system stressors, a detailed field survey was conducted in Dhaka City during July to October of 2013, in conjunction with analysing secondary data and reviewing previous works.

Abstract

English: road safety has become a main issue for governments and car manufacturers in the last twenty years. Thus, the concept of Intelligent Transportation Systems (ITS) appeared. This concept is used when talking about communication technologies between vehicles and infrastructure that improve transport safety, its management, environmental performance etc. Due to the high economic cost of real-life tests and experimentation, the use of simulators becomes really useful when developing ITS. Nonetheless, simulators not always include all the capabilities needed to simulate these kinds of networks. Thus, in this project the NCTUns simulator is modified in order to add new capabilities that allow users simulate ITS. Furthermore, urban and interurban scenarios are simulated in order to evaluate how the use of these networks decreases the drivers reaction time when an unexpected situation occurs and how modifications made in NCTUns work. Castellano: la seguridad en la carretera se ha convertido en un problema principal para gobiernos y fabricantes de automóviles en los últimos años. De esta forma, se creó el concepto de Sistema de Transporte Inteligente (STI), concepto utilizado al hablar sobre las tecnologías de comunicación entre vehículos e infraestructura que mejoran la seguridad vial en el transporte, su mejor gestión, su eficiencia medioambiental, etc. Debido al alto coste económico de probar STI en situaciones reales, el uso de simuladores es realmente útil a la hora de desarrollar STI. Así, en este proyecto el simulador NCTUns ha sido modificado con el objetivo de añadir nuevas posibilidades al simulador que ayuden a diseñar STI. Además, un escenario urbano y otro interurbano han sido simulados con el objetivo de evaluar como el uso de estas redes hace disminuir el tiempo de reacción del conductor cuando una situación inesperada ocurre y comprobar cómo funcionan los cambios realizados en el simulador. Català: la seguretat a la carretera ha esdevingut un problema principal pels governs i pels fabricants d'automòbils en els últims anys. D'aquesta manera, es crea el concepte de Sistema de Transport Intel'ligent (STI), concepte utilitzat en parlar sobre les tecnologies de comunicació entre vehicles i infraestructura que milloren la seguretat vial en el transport, la seva millor gestió, l'eficiència mediambiental, etc. A causa de l'alt cost econòmic de provar STI en situacions reals, l'ús de simuladors és realment útil a l'hora de desenvolupar STI. Així, en aquest projecte el simulador NCTUns ha estat modificat amb l'objectiu d'afegir noves possibilitats al simulador que ajudin a dissenyar STI a futurs usuaris. A més, un escenari urbà i un altre interurbà han estat simulats amb l'objectiu d'avaluar com l'ús d'aquestes xarxes fa disminuir el temps de reacció del conductor quan una situació inesperada succeeix i comprovar com funcionen els canvis realitzats en el simulador.

Abstract

Understanding and modelling route choice behaviour is central to predicting the formation and propagation of urban road congestion. Yet within conventional literature disagreements persist around the nature of route choice behaviour, and how it should be modelled. In this paper, both the shortest path and anchor-based perspectives on route choice behaviour are explored through an empirical analysis of nearly 700,000 minicab routes across London, United Kingdom. In the first set of analyses, the degree of similarity between observed routes and possible shortest paths is established. Shortest paths demonstrate poor performance in predicting both observed route choice and characteristics. The second stage of analysis explores the influence of specific urban features, named anchors, in route choice. These analyses show that certain features attract more route choices than would be expected were individuals choosing route based on cost minimisation alone. Instead, the results indicate that major urban features form the basis of route choice planning – being selected disproportionately more often, and causing asymmetry in route choice volumes by direction of travel. At a finer scale, decisions made at minor road features are furthermore demonstrated to influence routing patterns. The results indicate a need to revisit the basis of how routes are modelled, shifting from the shortest path perspective to a mechanism structured around urban features. In concluding, the main trends are synthesised within an initial framework for route choice modelling, and presents potential extensions of this research. Document type: Article

Abstract

Demand Responsive Transportation (DRT) is currently growing in our cities as shared ride-hailing services operated by private companies, providing a hybrid service between the bus and the taxi. Like DRT, these new on-demand services could be used to feed and complement the public transport, and additionally, their flexibility might bring other market opportunities, beneficial to cities and metropolitan areas. However, the true potential of them, as well as the recognition of the service requirements depending on the type of user and use case, remains unstudied. Hence, the aim of this research is to identify user requirements and market opportunities, from the case study conducted with the participation of 1211 users of the MOIA service test in Hanover, to contribute to the successful design of this new generation of DRT. Results indicate a high interest in using MOIA for leisure trips, identify the highest intention of use of the service within suburban areas, and recognise a different behaviour, both in the intention of use and for user requirements, depending on the age of the users and the usage frequency. Peer Reviewed