Vol 6 No 3 (2006)
Vol 6 No 3 (2006)
Articles
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Editorial Board EJTIR
Bert van Wee (Editor in Chief)
Delft University of Technology (NL)Eddy van de Voorde
University of Antwerp (B)Dominic Stead
Delft University of Technology (NL)Vincent Marchau
Delft University of Technology (NL)Serge Hoogendoorn
Delft University of Technology (NL)Rob van der Heijden
Radboud University Nijmegen (NL)Rommert Dekker
Erasmus University Rotterdam (NL)Caspar Chorus
Eindhoven University of Technology (NL)Advisory Board EJTIR
Peter Nijkamp (Chairman)
The NetherlandsStef Weijers
The NetherlandsErik Verhoef
The NetherlandsDaniel Schefer
IsraelFrank Sanders
The NetherlandsPiet Rietveld
The NetherlandsAura Regiani
ItalyRobert Paaswell
United States of AmericaRicco Maggi
SwitzerlandMartin Lanzendorf
The NetherlandsVeli Himanen
FinlandIngo Hansen
The NetherlandsMarina van Geenhuizen
The NetherlandsPiet Bovy
The NetherlandsMichel Beuthe
BelgiumDavid Banister
United KingdomEditorial Board EJTIR
Bert van Wee (Editor in Chief)
Delft University of Technology (NL)Eddy van de Voorde
University of Antwerp (B)Dominic Stead
Delft University of Technology (NL)Vincent Marchau
Delft University of Technology (NL)Serge Hoogendoorn
Delft University of Technology (NL)Rob van der Heijden
Radboud University Nijmegen (NL)Rommert Dekker
Erasmus University Rotterdam (NL)Caspar Chorus
Eindhoven University of Technology (NL)Advisory Board EJTIR
Peter Nijkamp (Chairman)
The NetherlandsStef Weijers
The NetherlandsErik Verhoef
The NetherlandsDaniel Schefer
IsraelFrank Sanders
The NetherlandsPiet Rietveld
The NetherlandsAura Regiani
ItalyRobert Paaswell
United States of AmericaRicco Maggi
SwitzerlandMartin Lanzendorf
The...Editorial Board EJTIR
Bert van Wee (Editor in Chief)
Delft University of Technology (NL)Eddy van de Voorde
University of Antwerp (B)Dominic Stead
Delft University of Technology (NL)Vincent Marchau
Delft University of Technology... -
Multi-Modal freight models are traditionally built following the well known “four steps model” in which generation, distribution, modal-split and assignment are seen as separated modules. An alternative approach, now implemented in some software, is to represent the multi-modal network by means of a “mono-modal” one, in which each particular transport operation (loading or unloading operation, transhipments ...) is represented by a dedicated “virtual link”, that represents a specific operation in the transportation chain. This approach, promoted by several authors, often referenced to as “super networks” or “virtual networks”, is proven to give interesting results, but has the drawback to generate much larger networks than the pure geographic representation of the studied area. It has also some kind of “hidden trap”, linked to transport distances, that will be presented in this paper and that can only be solved using appropriate assignment techniques. This paper presents some results obtained on a large multi-modal network, using different equilibrium assignment algorithms, in order to test their ability to give an appropriate solution to the “distance trap”. It however concludes that the implementation of classical equilibrium assignment techniques leads to solutions that are barely different from the one obtained by a simple all-or-nothing assignment, opening the way to alternative multi-flow solutions.
Multi-Modal freight models are traditionally built following the well known “four steps model” in which generation, distribution, modal-split and assignment are seen as separated modules. An alternative approach, now implemented in some software, is to represent the multi-modal network by means of a “mono-modal” one, in which each particular transport operation (loading or unloading operation, transhipments ...) is represented by a dedicated “virtual link”, that represents a specific operation in the transportation chain. This approach, promoted by several authors, often referenced to as “super networks” or “virtual networks”, is proven to give interesting results, but has the drawback to generate much larger networks than the pure geographic representation of the studied area. It has also some kind of “hidden trap”, linked to transport distances, that will be presented in this paper and that can only be solved using appropriate assignment techniques. This...
Multi-Modal freight models are traditionally built following the well known “four steps model” in which generation, distribution, modal-split and assignment are seen as separated modules. An alternative approach, now implemented in some software, is to represent the multi-modal network by...
Bart Jourquin, Sabine Limbourg -
Several researchers have proposed that drivers do not just respond to the vehicle directly ahead, but also to the second, and even the third, fourth or fifth vehicle ahead. Little empirical evidence for this hypothesis has however been presented so far. We provide empirical evidence showing that drivers are not only reacting on the vehicle directly ahead, but also the ‘second leader’. This is achieved by analyzing vehicle trajectory data collected by observing a motorway traffic flow from a helicopter. These microscopic data enable estimation of individual car-following models. The extent to which this multi-anticipatory behaviour occurs turns out to be considerable: on average, the sensitivity with respect to stimuli coming from the second vehicle is half the sensitivity of the first vehicle ahead. For some vehicle triples, even higher sensitivities to the behaviour of the second leader than to the behaviour of the first have been observed. The estimation results show large differences in car-following behaviour between the different drivers. These differences can in part be explained by the vehicle-type composition of the considered vehicle triples. Trucks drivers show different behaviour than person-car drivers; drivers following a truck show dissimilar car-following behaviour than drivers following a personcar. Although not being a benchmarking study aimed at providing the best model of car-following behaviour, the research presented in this article shows that including multiple leaders can improve modelling of driving behaviour considerably.
Several researchers have proposed that drivers do not just respond to the vehicle directly ahead, but also to the second, and even the third, fourth or fifth vehicle ahead. Little empirical evidence for this hypothesis has however been presented so far. We provide empirical evidence showing that drivers are not only reacting on the vehicle directly ahead, but also the ‘second leader’. This is achieved by analyzing vehicle trajectory data collected by observing a motorway traffic flow from a helicopter. These microscopic data enable estimation of individual car-following models. The extent to which this multi-anticipatory behaviour occurs turns out to be considerable: on average, the sensitivity with respect to stimuli coming from the second vehicle is half the sensitivity of the first vehicle ahead. For some vehicle triples, even higher sensitivities to the behaviour of the second leader than to the behaviour of the first have been observed. The estimation results show large...
Several researchers have proposed that drivers do not just respond to the vehicle directly ahead, but also to the second, and even the third, fourth or fifth vehicle ahead. Little empirical evidence for this hypothesis has however been presented so far. We provide empirical evidence showing...
Serge P. Hoogendoorn, Saskia Ossen -
The main aim of the paper is to estimate the demand for road-based passenger mobility in India and subsequently project the energy demand and CO2 emissions resulting from the same. Based on a data set of the four major motorized modes of transport – buses, cars (including jeeps and taxis), two-wheelers, and auto-rickshaws from 1950-51 to 2000-01, long-term trends in motorized traffic volume and modal split are projected up to the year 2030-31. It is found that the road-based traffic volume in India will increase from 3079 billion passenger-kilometers in 2000-01 to 12546 billion passenger-kilometers in 2030-31. Between 2000-01 and 2030-31, the aggregate share of private- and para-transit modes is projected to increase from 24.3% to 55.3% whereas the share of public transport mode is estimated to decrease from 75.7% to 44.7%. Based on the projected values of aggregate traffic volume, modal split, and modal intensities for energy demand and CO2 emissions, the paper then estimated the level of energy demand and CO2 emission from the road-based passenger transport sector in India. If there is no reduction in modal intensities, energy demand is projected to increase from 954 peta joules in 2000-01 to 5897 peta joules in 2030- 31 whereas CO2 emission is estimated to increase from 17.27 to 93.22 million metric tons of carbon equivalent during the same period. Even when we assume a reduction of 1% per year in energy and CO2 intensity of all modes of transport, energy demand and CO2 emission is projected to increase by a 4.6- and 4.0-fold respectively from 2000-01 to 2030-31.
The main aim of the paper is to estimate the demand for road-based passenger mobility in India and subsequently project the energy demand and CO2 emissions resulting from the same. Based on a data set of the four major motorized modes of transport – buses, cars (including jeeps and taxis), two-wheelers, and auto-rickshaws from 1950-51 to 2000-01, long-term trends in motorized traffic volume and modal split are projected up to the year 2030-31. It is found that the road-based traffic volume in India will increase from 3079 billion passenger-kilometers in 2000-01 to 12546 billion passenger-kilometers in 2030-31. Between 2000-01 and 2030-31, the aggregate share of private- and para-transit modes is projected to increase from 24.3% to 55.3% whereas the share of public transport mode is estimated to decrease from 75.7% to 44.7%. Based on the projected values of aggregate traffic volume, modal split, and modal intensities for energy demand and CO2 emissions, the paper then estimated...
The main aim of the paper is to estimate the demand for road-based passenger mobility in India and subsequently project the energy demand and CO2 emissions resulting from the same. Based on a data set of the four major motorized modes of transport – buses, cars (including jeeps and taxis),...
Sanjay Kumar Singh -
This paper presents a universal logit model for P&R patronage. This model was estimated from a Stated Choice experiment, in which 805 car drivers chose among car, P&R and public transport alternatives. In addition to main-effects, attribute cross-effects were estimated denoting the utility change of an alternative due to changes in the attribute levels of another alternative. The results indicate that improving the levels of the P&R related attributes has a negligible effect on the utility of the car alternative, whereas worsening the levels of the carrelated attributes increases the utility of the P&R facility. Considering the estimated maineffects as well as the estimated cross-effects suggests that ‘stick’ (push) policy measures are more effective to stimulate P&R patronage than ‘carrot’ (pull) policy measures. The paper further reports that the extension of the model by adding cross-effects to the main-effects resulted in a better model fit and that the resulting model could more accurately predict the choices for new observations.
This paper presents a universal logit model for P&R patronage. This model was estimated from a Stated Choice experiment, in which 805 car drivers chose among car, P&R and public transport alternatives. In addition to main-effects, attribute cross-effects were estimated denoting the utility change of an alternative due to changes in the attribute levels of another alternative. The results indicate that improving the levels of the P&R related attributes has a negligible effect on the utility of the car alternative, whereas worsening the levels of the carrelated attributes increases the utility of the P&R facility. Considering the estimated maineffects as well as the estimated cross-effects suggests that ‘stick’ (push) policy measures are more effective to stimulate P&R patronage than ‘carrot’ (pull) policy measures. The paper further reports that the extension of the model by adding cross-effects to the main-effects resulted in a better model fit and...
This paper presents a universal logit model for P&R patronage. This model was estimated from a Stated Choice experiment, in which 805 car drivers chose among car, P&R and public transport alternatives. In addition to main-effects, attribute cross-effects were estimated denoting the...
Ilona Bos, Eric Molin -
Shaping public safety investigations of accidents in Europe is a book edited by Sverre Røed Larsen, John Stoop and Espen Funnemark. The book is a report from the European Safety, Reliability and Data Association (ESreDA), published in 2005 by Det norske Veritas (ISBN 82 5150304 3). The book consists of two parts. The first part of the book, written by the three editors, provides an overview of the current state-of-the-art of public safety investigations of major accidents in Europe. The second part of the book consists of eight papers by different authors, dealing with different topics related to in-depth investigation of accidents. The book explicitly lists the audience it is intended for – a rare feature in scientific books. The primary target groups for the book include national governmental bodies responsible for safety, accident investigation boards, consultants in the field and researchers. The objective of the book is not merely to describe the current state-of-the-art of safety investigations of accidents in Europe, but to influence such investigations; hence the title shaping public safety investigations. The book notes that major changes in the approach taken to in-depth investigation of accidents have taken place in recent years in Europe. Traditionally, these investigations were intended merely to identify the immediate causes of an accident. Today, accident investigations increasingly also aim for the prevention of accidents. This means that modern accident investigations adopt a much broader perspective on contributing factors than past investigations did, looking, for example, for elements of organisational culture and safety management that may contribute to accidents. Moreover, the organisation of safety investigations is changing. In the past, ad hoc commissions were created to investigate each accident, and dissolved once the task was accomplished. Today, accident investigation boards are often permanent institutions that cover a broader range of tasks, sometimes including the monitoring of safety by investigating unwanted events that do not end up as major accidents.
Shaping public safety investigations of accidents in Europe is a book edited by Sverre Røed Larsen, John Stoop and Espen Funnemark. The book is a report from the European Safety, Reliability and Data Association (ESreDA), published in 2005 by Det norske Veritas (ISBN 82 5150304 3). The book consists of two parts. The first part of the book, written by the three editors, provides an overview of the current state-of-the-art of public safety investigations of major accidents in Europe. The second part of the book consists of eight papers by different authors, dealing with different topics related to in-depth investigation of accidents. The book explicitly lists the audience it is intended for – a rare feature in scientific books. The primary target groups for the book include national governmental bodies responsible for safety, accident investigation boards, consultants in the field and researchers. The objective of the book is not merely to describe the current state-of-the-art...
Shaping public safety investigations of accidents in Europe is a book edited by Sverre Røed Larsen, John Stoop and Espen Funnemark. The book is a report from the European Safety, Reliability and Data Association (ESreDA), published in 2005 by Det norske Veritas (ISBN 82 5150304 3). The book...
Rune Elvik -
They’ve done it again! Elsevier recently published the 6th Handbook for Transport, edited by Ken Button and David Hensher, the Handbook of Transport Strategy, Policy and Institutions. The handbook contains 834 pages, pleasantly split into 46 chapters of some 15-20 pages each (the perfect size for a train commuter with one hour in-vehicle time per one-way trip), and is organized into sections covering: • Institutional settings and markets • Planning perspectives • Asset management and funding • Regulatory issues • Evaluation frameworks • National studies Reviewing books is one of those jobs academics now and then do because it is more or less a moral task. It is very time consuming and does not result in any academic credits. The board of the European Journal of Transport and Infrastructure Research (EJTIR) was keen to publish a book review of this handbook. Unfortunately the first three persons we requested to do the job kindly suggested asking someone else, so I finally decided to do it myself, with, to be honest, a bit of hesitation.
They’ve done it again! Elsevier recently published the 6th Handbook for Transport, edited by Ken Button and David Hensher, the Handbook of Transport Strategy, Policy and Institutions. The handbook contains 834 pages, pleasantly split into 46 chapters of some 15-20 pages each (the perfect size for a train commuter with one hour in-vehicle time per one-way trip), and is organized into sections covering: • Institutional settings and markets • Planning perspectives • Asset management and funding • Regulatory issues • Evaluation frameworks • National studies Reviewing books is one of those jobs academics now and then do because it is more or less a moral task. It is very time consuming and does not result in any academic credits. The board of the European Journal of Transport and Infrastructure Research (EJTIR) was keen to publish a book review of this handbook. Unfortunately the first three persons we requested to do the job kindly suggested asking someone else, so I...
They’ve done it again! Elsevier recently published the 6th Handbook for Transport, edited by Ken Button and David Hensher, the Handbook of Transport Strategy, Policy and Institutions. The handbook contains 834 pages, pleasantly split into 46 chapters of some 15-20 pages each (the perfect...
Bert van Wee