Urban Transport XXV最新文献

{"title":"SIMULATION-DRIVEN OPTIMIZATION OF URBAN BUS TRANSPORT","authors":"R. K. Kalle, Prashant Kumar, S. Mohan, M. Sakata","doi":"10.2495/UT190091","DOIUrl":"https://doi.org/10.2495/UT190091","url":null,"abstract":"Urban bus transport is an important mode of public transportation in developing countries and accounts for the major share of daily commuter demand in growing cities. However, many of these systems are not optimized and suffer from delays, cancellations and over-crowding, leading to losses. In recent times, intelligent transport systems (ITS) have been deployed to improve the bus operations. However, the ITS deployed in developing nations have been limited to monitoring daily operations, largely due to their dynamic and unpredictive demand pattern. Bus transport operators need new ITS solutions for schedule optimization and fleet management to improve the efficiency and profitability. Simulation driven optimization of operational parameters is one of the methods to propose the advantages of integrating ITS solutions with the bus operations. The primary data utilized for analysis includes both the static and dynamic sources. The static data consists of route, schedule, vehicle and historical ticket information. Whereas the dynamic data includes GPS traces and Automatic Vehicle Location System (AVLS) information. The simulation consists of models of bus operations as well as the passenger ridership. Each of these are inter-dependent and directly impact the measurable performance indicators for the transport operators (for example, passenger load factor, departure headways, vehicle utilization and earnings). Therefore, the goal of the proposed simulator is to optimize these measurable key performance indicators (KPI) through their iterative schedule evaluation. In this paper, the methods used to model bus transportation are investigated and the impact on measurable performance indicators are evaluated. The simulator can not only be used to optimize the schedule, but also to evaluate passenger load and bus fleet utilization scenarios. In addition to evaluation of schedule for typical urban scenario, the conditions in developing countries and application difficulties are discussed. In summary, the results indicate that demand driven scheduling results in cost savings and efficiency improvement.","PeriodicalId":281606,"journal":{"name":"Urban Transport XXV","volume":"76 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116636494","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}

{"title":"SKYWAY INNOVATION TECHNOLOGY FOR SMART CITIES","authors":"M. Dunayeva, Maryna Vinakurava","doi":"10.2495/UT190061","DOIUrl":"https://doi.org/10.2495/UT190061","url":null,"abstract":"Transport should be a solution to problems, not the source. This paper is intended to acquaint everyone who is interested in the development of the transport industry with the benefits of the SkyWay innovative transport system for smart cities. Another name for the SkyWay transport system is string transport, since it is based on an innovative string rail. The modern transport sector is the second largest atmospheric pollutant (after electricity and heat production). Emissions from the transport sector, contrary to the other sectors, are still growing and only recently their growth began to decline in developed countries. This study also includes comparison of the SkyWay technology with the other transport solutions. The aim is to justify that the use of the string transport on Earth is still the most balanced, proven and elaborated plan for development of cluster-type urban settlements. String transport is not a system, but a comprehensive complex that comprises dozens of systems and even more subsystems. The SkyWay elevated transport will be able to meet a whole range of communication requirements (not only transportation, but also energy and information requirements). At the same time, it is much more cost-efficient and effective compared to all available alternatives. In addition, this transport system is characterized by a high level of safety, durability and sustainability.","PeriodicalId":281606,"journal":{"name":"Urban Transport XXV","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125174472","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}

{"title":"ASYMMETRIC DRIVING BEHAVIOUR ANALYSIS USING FIELD TRAJECTORIES","authors":"Xiuling Huang, Jie Sun, Jian Sun","doi":"10.2495/UT190071","DOIUrl":"https://doi.org/10.2495/UT190071","url":null,"abstract":"Asymmetric driving behaviour in acceleration and deceleration processes under car-following (CF) state can affect traffic flow significantly. Thus, to improve the performance of CF models, the formation mechanism of the asymmetric driving characteristics (gap difference, reaction time difference, response intensity difference, discrete driving difference) and the internal relations between them should be investigated. Thus the quantification methods are proposed to study the asymmetry for each driving characteristic. Then the mean values of the gap, reaction time, discrete intensity, and response intensity at each velocity fragment in acceleration and deceleration process are measured respectively using the NGSIM data with the proposed quantification methods. By comparing these mean values in acceleration and in deceleration processes, the asymmetry of the gap, reaction time, discrete intensity and response intensity are validated. Moreover, the correlation analysis between the four asymmetric driving characteristics are implemented while the results indicate they influence each other, and the formation mechanisms of the four asymmetric driving behaviours are obtained.","PeriodicalId":281606,"journal":{"name":"Urban Transport XXV","volume":"63 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131892951","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}

{"title":"THE EFFECTS OF A NEW PARK AND RIDE FACILITY SUPPLY IN THE CITY OF VIENNA, AUSTRIA","authors":"R. Klementschitz, Philippe Grass","doi":"10.2495/UT190021","DOIUrl":"https://doi.org/10.2495/UT190021","url":null,"abstract":"Based on a field survey and 200 face-to-face interviews, the occupancy rate, the demand effects and the mobility characteristics of users (e.g. travel purpose, catchment area, travel time) of a new park and ride facility with a capacity of 234 spaces, located at a metro station in the 10th district of Vienna, were analysed. The facility opened in 2017 in the course of the extension of metro line U1 of the Viennese underground network. In parallel parking management (pay and display parking with a total maximum of 3 hours of parking time) was introduced in the built-up areas of the 10th district. Carrying out a manual counting at the park and ride facility on working days, the average occupation rate is 78.7%. Some results from the interviews are as follows: the median distance between the homes of the people being interviewed and the park and ride facility is 15.0 km, and its catchment area spreads out homogenously over the neighbouring municipalities in the region. Additionally, more than 51% claimed they were influenced by the implementation of the Viennese pay and display system in the 10th district of Vienna. More than 50% have good knowledge of their alternative of using public transport for the whole journey instead of using the park and ride facility. Nevertheless, only 25% of the interviewees stated that they use public transport at their place of residence in the surrounding regions of Vienna on a regular basis. There is no significant difference between men and women with regard to the perception of security while using the park and ride facility. The majority of respondents hold a transit pass, mostly as an annual pass, to use the urban public transport. The paper and presentation will give more detailed information of the results of the research work.","PeriodicalId":281606,"journal":{"name":"Urban Transport XXV","volume":"32 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131326776","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}

{"title":"TRANSPORT MODELING WITH A PURPOSE: HOW URBAN SYSTEMS DESIGN CAN BRIDGE THE GAPS BETWEEN MODELING, PLANNING, AND DESIGN","authors":"Robert B. Binder, Zachary Lancaster, Michael B. Tobey, P. Jittrapirom, Y. Yamagata","doi":"10.2495/UT190081","DOIUrl":"https://doi.org/10.2495/UT190081","url":null,"abstract":"A new age of mobility is upon us, and the way we analyze our transportation network and future development projects must move into this new age. Large-scale changes to our transportation system are coming with the introduction of disruptive technologies and services like autonomous vehicles, electric vertical take-off and landing (eVTOL) air taxis, and Mobility-as-a-Service (MaaS) platforms. Transportation modeling has long been used as a tool to measure the impact, positively or negatively, of a proposed network change or new land development. Transportation modeling has become more complex as it has shifted from the traditional four-step model, but it is still used in new development traffic impact studies, activity-based models, and most recently, agent-based models like those of MATSim. This increased complexity has made way for more comprehensive measures of effectiveness that can be useful in planning and design. However, there tends to be a gap between design occurring, tool utilization, and actual implementation of new technologies and big data effectively into these proven modeling and simulation platforms. Among five specific issues in travel forecasting, modeling is used as a reactive tool instead of a proactive tool with the purpose of influencing design and planning. Urban Systems Design has the potential to fill these gaps in methodology, which are occurring together in the modeling, planning, and design professions. An example of these new methodologies is presented using the city of Urawa Misono in metropolitan Tokyo, Japan, as a case study. As technology becomes more enhanced, so shall our methodologies, as we attempt to enact system changes in a more complex way. The feedback loop of analysis and design within Urban Systems Design methodologies could produce greater outcomes for the transportation network, for new development, and increase both the mobility and accessibility for the users of our urban networks.","PeriodicalId":281606,"journal":{"name":"Urban Transport XXV","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131056346","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}

{"title":"CONGESTION, URBAN TRANSPORT, THE FORMAL SECTOR AND INFORMAL ACTORS: KINGSTON, JAMAICA, AND RIO DE JANEIRO, BRAZIL","authors":"Terrianna O. B. C. Selby, C. Romanel","doi":"10.2495/UT190121","DOIUrl":"https://doi.org/10.2495/UT190121","url":null,"abstract":"The formal sector and informal actors have both been important contributors to public and private urban transport systems in Latin America and the Caribbean. This paper explores key issues around urban transportation, its planning, management and impacts which affect and are affected by both the formal and informal sector. It considers congestion, emission of pollutants and exposure suffered by commuters and communities within influence zones. The Urban Profiles of Kingston (specifically Molynes-Road), Jamaica, and Rio de Janeiro, Brazil (specifically the Lagoa-Barra Highway to the Zuzu Angel Tunnel complex), were compared to assess congestion and emissions. Social costing estimates, as time lost as a result of congestion (expressed as USD/hr), were calculated for both thoroughfares under four speed scenarios, utilizing the free-flow form of the thoroughfares for comparison. This paper covers data and analysis from 2015 to 2018. (This article is part of a longer thesis paper submitted in 2017: Congestion, a Tale of Kingston and Rio de Janeiro: Methods for Understanding and Estimating).","PeriodicalId":281606,"journal":{"name":"Urban Transport XXV","volume":"30 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126624544","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}

{"title":"ASSESSMENT OF LOCAL AIR QUALITY FOR DIFFERENT PENETRATION LEVELS OF CONNECTED AUTONOMOUS VEHICLES","authors":"L. P. Correia, S. Rafael, D. Lopes, J. Bandeira, M. Coelho, Mário Andrade, C. Borrego, A. Miranda","doi":"10.2495/UT190141","DOIUrl":"https://doi.org/10.2495/UT190141","url":null,"abstract":"Over the last decade, air quality patterns in Europe have improved due to the implementation of effective policies and actions to reduce atmospheric emissions. Despite of this effort, up to 30% of European citizens living in cities are still exposed to air pollution levels exceeding European air quality standards. Road transport is one of main emission sources, especially of harmful pollutants such as nitrogen oxide compounds (NOx). Technological developments in recent years have allowed for an increasing level of connected autonomous vehicles (CAVs), restricting human driving behaviour, which provides greater control and standardization of the driving style. The connection of these vehicles to several infrastructures and other road transports makes way to new routing methods that may include, for example, real-time traffic information, improve road safety, commute times and generate environmental benefits. In this context, the main goal of this work was to evaluate the impact of the increasing market penetration of CAVs in local road transport emissions and its influence on air quality. A main avenue of the Aveiro urban area (Portugal) was selected as case study and three scenarios were analysed: i) a baseline case, aiming to characterize the impacts of current car fleet on air quality; ii) one scenario with a 30% CAVs market penetration rate; and iii) one scenario with a 30% electric CAVs market penetration rate. The atmospheric emissions were calculated using the vehicle-specific power (VSP) model in an hourly basis for a typical workday. Cars following the parameters of CAVs were changed in order to reduce emissions of a mixed traffic flow composition. To perform the air quality simulations, the Computational Fluid Dynamic (CFD) model VADIS was applied and the NOx concentrations were analysed. Preliminary results indicate that an increased penetration rate of CAVs causes an increase in the NOx emission of the regular and CAVs fleet, and a slight depreciation of the air quality is noticed. However, when considering pure battery CAVs, the NOx concentration at a height of 1.5 m decreases significantly, averaging a 4% decrease for the whole computational domain.","PeriodicalId":281606,"journal":{"name":"Urban Transport XXV","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129269872","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}

{"title":"SENIOR TOURISTS’ PERCEPTIONS OF BUS STOP ENVIRONMENTS USED IN COLLABORATIVE DESIGN","authors":"Manuela Rosa, José Da Cruz Lopes","doi":"10.2495/UT190111","DOIUrl":"https://doi.org/10.2495/UT190111","url":null,"abstract":"Presently, universal accessibility is seen as an attribute of sustainable cities and territories, as it contributes to the quality of built environments, friendly environmental behaviors and social inclusion. Accessible built environments are required; so urban spaces, buildings, transport vehicles, information technology communication and services must include the process of “Age Sensitive Design” that attends to ageing and considers the perceptions of elderly people, who tend to have mobility, vision, hearing and cognitive issues or problems. Active ageing requires that there be an accessible tourism strategy, where the conditions related with elderly peoples’ mobility are important. The research project Accessibility for All in Tourism (ACCES4ALL) focuses on modal interfaces that are designed to be age friendly. Its main objective is to develop a pilot study: an accessible, smart and sustainable bus stop to be located at Faro International Airport. The layout is beyond the consideration of international technical norms and considers human diversity. The design process is collaborative, focusing on the users’ needs. It is a humanized process that requires an integrated team of civil engineering, architecture, geography, design, information, and communication and tourism professionals, who consider senior tourists’ perceptions of bus stop environments. A questionnaire was developed for the elderly tourist aged 60 or over, about their mobility and perceptions of bus stop environments, and the importance of some attributes for their mobility. This paper describes some results of the ACCES4ALL project that indicate elderly tourists have the perception of an accessible bus stop’s attributes, mainly in urbanistic aspects: sidewalks and bus stops with barrier-free space, non-slip surfaces, well lit, with soft ramps. They consider it important to have shelters with places to rest. Most consider that tactile and chromatic markings, QR (quick response) codes and near field communication (NFC) technology are not important for their mobility.","PeriodicalId":281606,"journal":{"name":"Urban Transport XXV","volume":"458 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116313061","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}

{"title":"SHIPPING EMISSIONS AND THEIR IMPACT ON AIR QUALITY IN URBAN COASTAL AREAS: PRESENT AND FUTURE SCENARIOS","authors":"A. Monteiro, M. Russo, C. Gama, C. Borrego","doi":"10.2495/UT190131","DOIUrl":"https://doi.org/10.2495/UT190131","url":null,"abstract":"Due to its dependence on fossil fuel combustion, emissions from the marine transport sector can significantly contribute to air pollution, particularly over coastal areas where most people live. The AIRSHIP research project (http://airship.web.ua.pt/) aims to evaluate this contribution and how it affects air quality, with Portugal as case study and using a numerical air quality modelling approach with high-resolution emission data. Shipping emissions from the STEAM project inventory were compiled and pre-processed at an hourly and high spatial resolution, regarding current (2015) scenario and future (2030–2050) projections. Scenarios with and without the maritime emissions were then simulated with the WRF-CHIMERE modelling system, amply tested and validated over Europe and Portugal, in order to evaluate its impact on air quality for both present and future scenarios. This modelling system was applied first for Europe (27 x 27 km2) and then to the Portugal domain using a nesting approach with a sufficient spatial high-resolution (3 x 3 km2) to allow the estimation of the impact over urban coastal areas. The talk will present part of the results of the AIRSHIP research project, finishing in July 2019, namely regarding the comparison of the modelling results (with and without considering maritime emissions), for both present and future scenarios, with focus over the main urban coastal areas of Portugal and considering the main atmospheric pollutants – NO2, PM, SO2 and O3. Preliminary results highlight the major urban areas affected by shipping transport – Porto, Lisbon and south of Lisbon – for both present and future scenarios. For present conditions, maritime emissions are responsible for 10%–20% of the PM and NOx mass concentrations over those urban areas. Regarding future projections, a reduction of this impact is expected (4–5%), mainly in terms of NO2 and PM10 pollutants.","PeriodicalId":281606,"journal":{"name":"Urban Transport XXV","volume":"33 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129239194","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}

{"title":"EVALUATION OF LOCAL TRAFFIC SAFETY PLANS","authors":"U. Rydningen, Daniel Salbu","doi":"10.2495/UT190031","DOIUrl":"https://doi.org/10.2495/UT190031","url":null,"abstract":"Plan evaluation has recently received considerable attention from planning scholars, while plan evaluation methods are not commonly used in practice. Evaluation tells decision-makers whether and how effectively their projects and policies have achieved their intended goals. In this study, the plan quality and plan content of 50 municipal road safety plans are analysed. The selected municipalities represent municipalities of various sizes in Norway. The purpose was to investigate which factors contribute to increase the quality of the plans, and which topics the plans mostly focus on. From our results we have arranged the municipalities into two main groups: first, we have looked at whether municipality sizes (small vs. larger) can explain any differences in plan quality; second, we have investigated whether there is a difference in plan content between municipalities that are involved in different types of local safety networking. The goal of a municipal traffic safety plan is to increase municipalities’ efforts in traffic safety work, especially preventing road accidents among school children. One quality characteristic is the description and prioritization both of measures that the municipality itself has control over, and measures controlled by other cooperating public agencies and private organizations with interests in traffic safety controls, within the municipality’s geographical delimitation. Our results demonstrate that for many plan documents, it is often difficult to reveal which actors have been involved in the plan-making process, and further which actors have responsibilities for the implementation. New expectations to plan content are mentioned, but are seldom discussed and usually do not lead to any new local policy or change measures. Our results will primarily inspire the municipalities to prepare better plans, but may also be a useful input to future revisions of national traffic safety plan guidelines.","PeriodicalId":281606,"journal":{"name":"Urban Transport XXV","volume":"140 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126276449","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}