Abstract

With the rise of privatized automobility and the increase of traffic jams, new sociotechnical systems have emerged that aim at traffic control. Radio traffic information has been a key element in these systems. Through a qualitative analysis of historical radio broadcasts of the largest Dutch news station between 1960 and 2000, this article explores the changing format and content of traffic information updates. I will show how the rather formal, detailed, and paternalistic narratives of the traffic reports in the 1960s gave way to more informal, witty, yet flow-controlling traffic information discourse in later decades. I will explain the dynamics involved by drawing on mobility and media studies and by developing two distinct notions of flow, one of which builds conceptually on Raymond Williams’s work on mobile privatization, the other is grounded in the field of traffic management. In so doing, this article aims to contribute to a better understanding of the role of public radio broadcasts in our world of privatized automobility.

Abstract

With the rise of privatized automobility and the increase of traffic jams, new sociotechnical systems have emerged that aim at traffic control. Radio traffic information has been a key element in these systems. Through a qualitative analysis of historical radio broadcasts of the largest Dutch news station between 1960 and 2000, this article explores the changing format and content of traffic information updates. I will show how the rather formal, detailed, and paternalistic narratives of the traffic reports in the 1960s gave way to more informal, witty, yet flow-controlling traffic information discourse in later decades. I will explain the dynamics involved by drawing on mobility and media studies and by developing two distinct notions of flow, one of which builds conceptually on Raymond Williams’s work on mobile privatization, the other is grounded in the field of traffic management. In so doing, this article aims to contribute to a better understanding of the role of public radio broadcasts in our world of privatized automobility.

Abstract

Identifying the set of alternatives from which travellers choose their routes is a crucial step in estimation and application of route choice models. These models are necessary for the prediction of network flows that are vital for the planning of public transport networks. However, choice set identification is typically difficult because while selected routes are observed, those considered are not. Approaches proposed in literature are not completely satisfactory, either lacking transferability across networks (observation-driven methods) or requiring strong assumptions regarding traveller behaviour (uncalibrated choice set generation methodologies (CSGM)). Therefore, this study proposes a constrained enumeration CSGM that applies the non-compensatory decision model, elimination-by-Aspects, for choice set formation. Subjective assumptions of traveller preferences are avoided by calibrating the decision model using observed route choice behaviour from smart card data, which is becoming increasingly available in public transport systems around the world. The calibration procedure also returns two key insights regarding choice set formation behaviour: (i) the ranking of different attributes by their importance, and (ii) the acceptable detours for each attribute. To demonstrate the methodology and investigate choice set formation behaviour, the tram and bus networks of The Hague, Netherlands are used as a case study.

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

utomated driving technology is emerging. Yet, little is known in the literature about when automated vehicles will reach the market, how penetration rates will evolve and to what extent this new transport technology will affect transport demand and planning. This study uses scenario analysis to identify plausible future development paths of automated vehicles in the Netherlands and to estimate potential implications for traffic, travel behaviour and transport planning on a time horizon up to 2030 and 2050. The scenario analysis was performed through a series of three workshops engaging a group of diverse experts. Sixteen key factors and five driving forces behind them were identified as critical in determining future development of automated vehicles in the Netherlands. Four scenarios were constructed assuming combinations of high or low technological development and restrictive or supportive policies for automated vehicles (AV ...in standby, AV ...in bloom, AV ...in demand, AV ...in doubt). According to the scenarios, fully automated vehicles are expected to be commercially available between 2025 and 2045, and to penetrate the market rapidly after their introduction. Penetration rates are expected to vary among different scenarios between 1% and 11% (mainly conditionally automated vehicles) in 2030 and between 7% and 61% (mainly fully automated vehicles) in 2050. Complexity of the urban environment and unexpected incidents may influence development path of automated vehicles. Certain implications on mobility are expected in all scenarios, although there is great variation in the impacts among the scenarios. Measures to curb growth of travel and subsequent externalities are expected in three out of the four scenario

Abstract

This study addresses the provenance of two Roman river barges and a Roman punt excavated along the limes of Germania inferior near the Dutch city of Utrecht ( De Meern 1 , 4 and 6 ). To establish the geographical origin of these vessels, their tree-ring series are compared to 1452 dated oak ( Quercus robur/petraea ) growth patterns from Roman-period sites in the current Netherlands and Belgium. The strong resemblance to patterns of oak used in the civitas Menapiorum and the bordering region of civitas Nerviorum in Gallia Belgica indicates that the ships were built with oak from the lower-Scheldt region in present-day Flanders (north-western Belgium). Given the absence of Flemish oak in Roman land-based constructions along the Dutch limes , this provenance implies that the vessels were constructed in the lower-Scheldt region. The geographical location of the final wreck sites of De Meern 1 , 4 and 6 points at inland-navigation between this region and the Rhine-based limes of Germania inferior .

Abstract

To limit or, even better, reduce the emission of CO2 and the corresponding global warming effects, measures should be taken in the two most polluting economic sectors: the energy and transport sectors. The Netherlands has set goals to reduce CO2 emissions, in line with global and European initiatives. To reach this target, the electricity production sector should also use more renewables and the transport sector should take measures. In the electricity sector, the Netherlands wants to realize 10 GW of installed wind power in 2020; one of the initiatives for the transport sector is to have one million EVs (electric vehicles) in the same year. When EVs are powered with electricity from renewable sources, both sectors benefit: as such, we can 'kill two birds with one stone'. To study this, we researched the possible effects on the electricity system when introducing a large number of EVs and an increasing amount of wind power. The research presented models this for the 2020 Dutch situation. The study shows that the 2020 electricity system can cope with one million EVs and 10 GW of wind power, provided that EVs are charged using a load management regime that levels the nightly electricity demand. (C) 2012 Elsevier Ltd. All rights reserved.

Abstract

Particulate matter poses a significant threat to human health. To be able to develop effective mitigation strategies, the origin of particulate matter needs to be established. The regional air quality model LOTOS-EUROS, equipped with a newly developed labeling routine, was used to establish the origin of PM10 and PM2.5 in the Netherlands for 2007-2009 at the source sector level, distinguishing between national and foreign sources. The results suggest that 70-80% of modeled PM10 and 80-95% of PM2.5 in the Netherlands is of anthropogenic origin. About 1/3 of anthropogenic PM10 is of Dutch origin and 2/3 originates in foreign countries. Agriculture and transport are the Dutch sectors with the largest contribution to PM10 mass in the Netherlands, whereas the foreign contribution is more equally apportioned to road transport, other transport, industry, power generation and agriculture. For the PM2.5 fraction, a larger share is apportioned to foreign and anthropogenic origin than for PM10, but the same source sectors are dominant. The national contribution to PM levels is significantly higher in the densely populated Randstad area than for the country on average and areas close to the borders. In general, the Dutch contribution to the concentration of primary aerosol is larger than for secondary species. The sectoral origin varies per component and is location and time dependent. During peak episodes, natural sources are less important than under normal conditions, whereas especially road transport and agriculture become more important. © 2012 Elsevier Ltd.

Abstract

In this study we probe the ultimate potential Underground Gas Storage (UGS) capacity of the Netherlands by carrying out a detailed feasibility study on inflow performances of all onshore natural gas reservoirs. The Netherlands is one of the largest natural gas producers in Western Europe. The current decline of its national production and looming production restrictions on its largest field of Groningen -owing to its induced seismicity- have recently made necessary to upgrade the two largest UGS of Norg and Grijpskerk. The joined working volume of these two UGS is expected to replace the swing capacity of the Groningen field to continue guaranteeing the security of supply of low calorific natural gas. The question is whether this UGS configuration will provide the expected working storage capacity unrestricted by issues on reservoir performances and/or induced seismicity. This matter will be of paramount importance in the near future when production restrictions and/or the advance state of depletion of the Groningen field will turn the Netherlands into a net importer of high calorific natural gas. By then, the question will be whether the available UGSs will still be economically attractive to continue operating, or if additional or alternative UGSs will be needed?. Hence the characterization and ranking of the best potential reservoirs available today is of paramount importance for future UGS developments. We built an in-house automated module based on the application of the traditional inflow performance relationship analysis to screen the performances of natural gas reservoirs in onshore Netherlands. Results enable identifying the 72 best candidates with an ultimate total working volume capacity of 122±30 billion Sm 3 . A detailed sensitivity analysis shows the impact of variations in the reservoir properties or wellbore/tubing configurations on withdrawal performances and storage capacity. We validate our predictions by comparing them to performances of the UGSs currently operating in the Netherlands. Our results show that although Norg and Grijpskerk stand midst the best candidates, their working:cushion gas volume (wv:cv) ratios appear amongst the lowest. We found many other reservoir candidates with higher wv:cv ratios ("1) and working volumes between 3 and 10 billion Sm 3 geographically distributed across the Netherlands. Any of the current and future UGSs will have to compete with economically more attractive means of gas import via pipelines and liquefied natural gas. We suggest that only the strategic development of a network of efficient underground gas storages with wv:cv ratios "1, could increase its economical attractiveness. This can reduce future dependence on foreign gas supply for cases of import disruption or shortages during peak demand in winter periods. Future political and economic decisions and societal acceptance will determine the role that UGS will play in the security of supply of natural gas in the Netherlands and Western Europe.