Vol 15 No 2 (2015)
Vol 15 No 2 (2015)
Articles
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Research on cycle infrastructure preferences generally suggests a preference for off-road cycle infrastructure and segregation from motor traffic, among both existing cyclists and non-cyclists. However, studies have so far not explored how the presence of children might shape adults’ attitudes to cycle infrastructure. Similarly, studies on the determinants of child cycling have not as yet looked in depth at the impact of parental attitudes to specific infrastructure types. This paper reports on an online survey about how people’s preferences might vary, depending on whether they were making a cycle journey alone, travelling with a child, or considering whether to let an older child travel alone. Respondents were also asked whether they thought each of ten infrastructure scenarios were suitable for ‘most people’. The paper discusses findings from the online survey, identifying changes in preferences and investigating subgroup variation. The presence of children makes a major difference to people’s willingness to cycle in the more challenging situations. There is substantial consensus across subgroups over the extent to which the various examples are suitable for cycling with children.
Research on cycle infrastructure preferences generally suggests a preference for off-road cycle infrastructure and segregation from motor traffic, among both existing cyclists and non-cyclists. However, studies have so far not explored how the presence of children might shape adults’ attitudes to cycle infrastructure. Similarly, studies on the determinants of child cycling have not as yet looked in depth at the impact of parental attitudes to specific infrastructure types. This paper reports on an online survey about how people’s preferences might vary, depending on whether they were making a cycle journey alone, travelling with a child, or considering whether to let an older child travel alone. Respondents were also asked whether they thought each of ten infrastructure scenarios were suitable for ‘most people’. The paper discusses findings from the online survey, identifying changes in preferences and investigating subgroup variation. The presence of children makes a...
Research on cycle infrastructure preferences generally suggests a preference for off-road cycle infrastructure and segregation from motor traffic, among both existing cyclists and non-cyclists. However, studies have so far not explored how the presence of children might shape adults’...
Rachel Aldred -
The implementation of road pricing policies is dependent on political support for the policy. It is frequently argued that many pricing proposals fail to be implemented due to the opposition of one or a group of policy actors (e.g. political parties, interest groups). This study considers this issue and examines the reasons for non-implementation of proposals for Dutch road pricing policies by analysing the policy position changes of 26 major policy actors and the changes in consensus and conflict among these actors over a policy process of 16 years. The “Advocacy Coalition Framework” (ACF) is used as the theoretical lens. Our findings show that in the Netherlands non-implementation cannot be ascribed to only the opposition of one policy actor or to one group of policy actors, but rather to features of the Dutch political system/culture and complications peculiar to the road pricing subsystem (socio-cultural values related to mobility, complex design issues). We found that internal and external shocks, and policy-oriented learning affected the subsystem and alerted the power balance between pro-and anti-road pricing coalitions. However, these factors did not produce a major policy change, namely, the introduction of a road pricing scheme.
The implementation of road pricing policies is dependent on political support for the policy. It is frequently argued that many pricing proposals fail to be implemented due to the opposition of one or a group of policy actors (e.g. political parties, interest groups). This study considers this issue and examines the reasons for non-implementation of proposals for Dutch road pricing policies by analysing the policy position changes of 26 major policy actors and the changes in consensus and conflict among these actors over a policy process of 16 years. The “Advocacy Coalition Framework” (ACF) is used as the theoretical lens. Our findings show that in the Netherlands non-implementation cannot be ascribed to only the opposition of one policy actor or to one group of policy actors, but rather to features of the Dutch political system/culture and complications peculiar to the road pricing subsystem (socio-cultural values related to mobility, complex design issues). We found that...
The implementation of road pricing policies is dependent on political support for the policy. It is frequently argued that many pricing proposals fail to be implemented due to the opposition of one or a group of policy actors (e.g. political parties, interest groups). This study considers this...
Özgül Ardıç, Jan Anne Annema, Bert van Wee -
Recently, traffic diversion effects induced by tolling have increasingly been attracting attention, since interurban road charging schemes are becoming more widespread in Europe. However, less attention has been paid to unintended spillover effects concerning negative road safety outcomes, caused by traffic shifts to non-tolled adjacent secondary roads of inferior quality. This study introduces to the specifics of existing road pricing schemes in Europe, clarifies the characteristics of the German toll system and explores the relationship between toll implementation and road safety outcomes using regional German panel data for the period 2000-2010. To this end, we test different specifications using accident data, while controlling for transport-related and socioeconomic covariates. We find that the implementation of the heavy goods vehicle toll in 2005 has a negative impact on accident rates with damage to persons during our sample period. This finding is a valuable insight for policy makers, since the existence of a relationship between tolls, traffic diversion and road safety has important policy implications regarding the determination of optimal welfare-enhancing tolls.
Recently, traffic diversion effects induced by tolling have increasingly been attracting attention, since interurban road charging schemes are becoming more widespread in Europe. However, less attention has been paid to unintended spillover effects concerning negative road safety outcomes, caused by traffic shifts to non-tolled adjacent secondary roads of inferior quality. This study introduces to the specifics of existing road pricing schemes in Europe, clarifies the characteristics of the German toll system and explores the relationship between toll implementation and road safety outcomes using regional German panel data for the period 2000-2010. To this end, we test different specifications using accident data, while controlling for transport-related and socioeconomic covariates. We find that the implementation of the heavy goods vehicle toll in 2005 has a negative impact on accident rates with damage to persons during our sample period. This finding is a valuable insight for...
Recently, traffic diversion effects induced by tolling have increasingly been attracting attention, since interurban road charging schemes are becoming more widespread in Europe. However, less attention has been paid to unintended spillover effects concerning negative road safety outcomes,...
Patrick Baumgarten, Jens Middelkamp -
Transport and land use planning are in a state of flux. Projects face increased technical, social, financial, political and legal complexities while the conventional project planning approach is struggling to deal with these complexities. As a result, many projects fail to be completed in time and on budget. To deal with this issue, alternative planning approaches are developed in planning theory and literature. On the one hand, a more communicative project planning approach has been developed. On the other, a more programme-oriented planning approach has been suggested. While the former trend has inspired many empirical studies, the latter trend has received less research attention. Therefore, in this article, we focus on the trend towards a more programme-oriented planning approach. The objective of this article is to gain insight into how programmes impact project performance in light of project complexities. To this end, we conducted a case study research into how two different programmes – the Urgent Approach Programme and the National Collaboration Programme on Air Quality – impact the delivery of the national highway project A4 between Burgerveen-Leiden in the Netherlands. We used desk research and conducted 20 semi-structured interviews on project and programme level with various stakeholders. Our analysis reveals that programmes do not really influence technical and social complexities. These are predominantly affected by the introduction of a communicative project planning approach. Through restructuring project-specific political discussions and providing solutions to legal issues by explicitly connecting multiple projects to each other, programmes can be an effective means to deal with political and legal complexities.
Transport and land use planning are in a state of flux. Projects face increased technical, social, financial, political and legal complexities while the conventional project planning approach is struggling to deal with these complexities. As a result, many projects fail to be completed in time and on budget. To deal with this issue, alternative planning approaches are developed in planning theory and literature. On the one hand, a more communicative project planning approach has been developed. On the other, a more programme-oriented planning approach has been suggested. While the former trend has inspired many empirical studies, the latter trend has received less research attention. Therefore, in this article, we focus on the trend towards a more programme-oriented planning approach. The objective of this article is to gain insight into how programmes impact project performance in light of project complexities. To this end, we conducted a case study research into how two...
Transport and land use planning are in a state of flux. Projects face increased technical, social, financial, political and legal complexities while the conventional project planning approach is struggling to deal with these complexities. As a result, many projects fail to be completed in time...
Tim Busscher, Taede Tillema, Jos Arts -
Traffic signs and pavement markings are a crucial aspect of road design since they are essential sources of information for road users to calibrate their driving behavior, evaluate route possibilities and cope with unexpected events. A proactive evaluation of (the quality of) these road design elements will help to improve the safety performance of the roadway. This paper presents the Traffic Sign Simulator, an innovative research tool to study the influence of these elements on road users’ routing decisions, lane choice and visual behavior, to investigate road users’ comprehension of these signs, and to collect suggestions for improvements. Using a driving simulator mock-up, participants navigate through a full HD video from route(s) in which the planned traffic signs have been digitally implemented using specialized software for camera-tracking and 3D video-integration. Participants’ route and lane choice and their visual behavior (using eye tracking) are monitored while driving through the scenario(s). Laptop preand post-tests are applied to collect additional in-depth information concerning the participants’ processing, comprehension and general evaluation of the traffic signs and suggestions for improvement. The paper illustrates the possibilities of the Traffic Sign Simulator with a case study that examined the effectiveness of temporary work zone signalization (i.e., traffic signs, digital information panels and pavement markings) as it was used during the reconstruction works on the Vilvoorde fly-over near Brussels, one of the busiest interchanges in the Belgian motorway network.
Traffic signs and pavement markings are a crucial aspect of road design since they are essential sources of information for road users to calibrate their driving behavior, evaluate route possibilities and cope with unexpected events. A proactive evaluation of (the quality of) these road design elements will help to improve the safety performance of the roadway. This paper presents the Traffic Sign Simulator, an innovative research tool to study the influence of these elements on road users’ routing decisions, lane choice and visual behavior, to investigate road users’ comprehension of these signs, and to collect suggestions for improvements. Using a driving simulator mock-up, participants navigate through a full HD video from route(s) in which the planned traffic signs have been digitally implemented using specialized software for camera-tracking and 3D video-integration. Participants’ route and lane choice and their visual behavior (using eye tracking) are monitored while...
Traffic signs and pavement markings are a crucial aspect of road design since they are essential sources of information for road users to calibrate their driving behavior, evaluate route possibilities and cope with unexpected events. A proactive evaluation of (the quality of) these road design...
Tim De Ceunynck, Caroline Ariën, Kris Brijs, Tom Brijs, Karin Van Vlierden, Johan Kuppens, Max Van Der Linden, Geert Wets -
Relative and absolute validity of a driving simulator were assessed regarding effects on mean speed and speed variation during distracting secondary tasks, and normal driving. 16 participants drove the same route four times, twice in a simulator and twice in the real world. They performed way finding tasks, using either a paper map or a route guidance system, and mobile phone conversation tasks. Furthermore, driving without secondary tasks on other road segments in the two methods was compared. As both mean speed and standard deviations of speed were not equivalent, absolute validity could not be established. However, as effects found in the experimental conditions varied in the same directions, evidence for relative validity was provided. It is concluded that driving performance regarding speed under distracting conditions may validly be researched in the driving simulator employed here.
Relative and absolute validity of a driving simulator were assessed regarding effects on mean speed and speed variation during distracting secondary tasks, and normal driving. 16 participants drove the same route four times, twice in a simulator and twice in the real world. They performed way finding tasks, using either a paper map or a route guidance system, and mobile phone conversation tasks. Furthermore, driving without secondary tasks on other road segments in the two methods was compared. As both mean speed and standard deviations of speed were not equivalent, absolute validity could not be established. However, as effects found in the experimental conditions varied in the same directions, evidence for relative validity was provided. It is concluded that driving performance regarding speed under distracting conditions may validly be researched in the driving simulator employed here.
Relative and absolute validity of a driving simulator were assessed regarding effects on mean speed and speed variation during distracting secondary tasks, and normal driving. 16 participants drove the same route four times, twice in a simulator and twice in the real world. They performed way...
Allert Knapper, Michiel Christoph, Marjan Hagenzieker, Karel Brookhuis -
Microscopic and macroscopic dynamic traffic models not fast enough to run in an optimization loop to coordinate traffic measures over areas of twice a trip length (50x50 km). Moreover, in strategic planning there are models with a spatial high level of detail, but lacking the features of traffic dynamics. This paper introduces the Network Transmission Model (NTM), a model based on areas, exploiting the Macroscopic or Network Fundamental Diagram (NFD). For the first time, a full operational model is proposed which can be implemented in a network divided into multiple subnetworks, and the physical properties of spillback of traffic jams for subnetwork to subnetwork is ensured. The proposed model calculates the traffic flow between to cell as the minimum of the demand in the origin cell and the supply in the destination cell. The demand first increasing and then decreasing as function of the accumulation in the cell; the supply is first constant and then decreasing as function of the accumulation. Moreover, demand over the boundaries of two cells is restricted by a capacity. This system ensures that traffic characteristics move forward in free flow, congestion moves backward and the NFD is conserved. Adding the capacity gives qualitatively reasonable effects of inhomogeneity. The model applied on a test case with multiple destinations, and re-routing and perimeter control are tested as control measures.
Microscopic and macroscopic dynamic traffic models not fast enough to run in an optimization loop to coordinate traffic measures over areas of twice a trip length (50x50 km). Moreover, in strategic planning there are models with a spatial high level of detail, but lacking the features of traffic dynamics. This paper introduces the Network Transmission Model (NTM), a model based on areas, exploiting the Macroscopic or Network Fundamental Diagram (NFD). For the first time, a full operational model is proposed which can be implemented in a network divided into multiple subnetworks, and the physical properties of spillback of traffic jams for subnetwork to subnetwork is ensured. The proposed model calculates the traffic flow between to cell as the minimum of the demand in the origin cell and the supply in the destination cell. The demand first increasing and then decreasing as function of the accumulation in the cell; the supply is first constant and then decreasing as function of...
Microscopic and macroscopic dynamic traffic models not fast enough to run in an optimization loop to coordinate traffic measures over areas of twice a trip length (50x50 km). Moreover, in strategic planning there are models with a spatial high level of detail, but lacking the features of...
Victor L. Knoop, Serge P. Hoogendoorn -
The existence of spatial and temporal correlation of population densities has been identified in many previous studies. This paper investigates the effects of spatial and temporal correlation of population densities on system disutility in a railway transportation corridor. System disutility is defined as the summation of households disutility. It shows that spatial and temporal correlation of population densities has significant effects on the results of population densities and the system performance measured in system disutility, consumer surplus and social welfare of railway system. Two numerical examples are given to illustrate the properties of the proposed model and its application together with some insightful findings.
The existence of spatial and temporal correlation of population densities has been identified in many previous studies. This paper investigates the effects of spatial and temporal correlation of population densities on system disutility in a railway transportation corridor. System disutility is defined as the summation of households disutility. It shows that spatial and temporal correlation of population densities has significant effects on the results of population densities and the system performance measured in system disutility, consumer surplus and social welfare of railway system. Two numerical examples are given to illustrate the properties of the proposed model and its application together with some insightful findings.
The existence of spatial and temporal correlation of population densities has been identified in many previous studies. This paper investigates the effects of spatial and temporal correlation of population densities on system disutility in a railway transportation corridor. System disutility...
Ding Liu -
Weather is identified as one of many factors that influence the demand for cycling. Weather patterns will change due to expected climate change. The aim of this article is to study the extent to which climate change influences the cycling frequency. The analysis in this article is conducted using an econometric model based on data spanning over four years on weather indicators and the cycling frequency in the Norwegian city of Bodø, which is located north of the Arctic Circle. According to the projections for climate change, both temperature and quantity of precipitation are expected to increase in this area during the next century. An important consequence of changes in the climate in the studied region is the reduced duration of what can be characterised as the winter season. However, this consequence is highly uncertain. When using Norway’s middle projections for climate change by 2050, the analysis shows a moderate increase in cycling frequency of 6.2%. For the reduced winter period, the cycle rate might be two and three times higher in 2050 compared to the current level. Both estimates assume that every other potential impact on cycling rates remain equal.
Weather is identified as one of many factors that influence the demand for cycling. Weather patterns will change due to expected climate change. The aim of this article is to study the extent to which climate change influences the cycling frequency. The analysis in this article is conducted using an econometric model based on data spanning over four years on weather indicators and the cycling frequency in the Norwegian city of Bodø, which is located north of the Arctic Circle. According to the projections for climate change, both temperature and quantity of precipitation are expected to increase in this area during the next century. An important consequence of changes in the climate in the studied region is the reduced duration of what can be characterised as the winter season. However, this consequence is highly uncertain. When using Norway’s middle projections for climate change by 2050, the analysis shows a moderate increase in cycling frequency of 6.2%. For the reduced...
Weather is identified as one of many factors that influence the demand for cycling. Weather patterns will change due to expected climate change. The aim of this article is to study the extent to which climate change influences the cycling frequency. The analysis in this article is conducted...
Terje Andreas Mathisen, Jan Anne Annema, Maarten Kroesen