•Agent-based model simulates fleet of shared, electric, autonomous vehicles (SAEVs).•Vehicle and charging scenarios show tradeoffs between investment and operations.•Each SAEV can replace 3.7–6.8 ...privately owned vehicles.•Results suggest SAEV operational costs are most sensitive to vehicle capital costs.•SAEV cost-competitiveness to non-electric vehicles hinges on recharging automation.
There are natural synergies between shared autonomous vehicle (AV) fleets and electric vehicle (EV) technology, since fleets of AVs resolve the practical limitations of today’s non-autonomous EVs, including traveler range anxiety, access to charging infrastructure, and charging time management. Fleet-managed AVs relieve such concerns, managing range and charging activities based on real-time trip demand and established charging-station locations, as demonstrated in this paper. This work explores the management of a fleet of shared autonomous electric vehicles (SAEVs) in a regional, discrete-time, agent-based model. The simulation examines the operation of SAEVs under various vehicle range and charging infrastructure scenarios in a gridded city modeled roughly after the densities of Austin, Texas.
Results based on 2009 NHTS trip distance and time-of-day distributions indicate that fleet size is sensitive to battery recharge time and vehicle range, with each 80-mile range SAEV replacing 3.7 privately owned vehicles and each 200-mile range SAEV replacing 5.5 privately owned vehicles, under Level II (240-volt AC) charging. With Level III 480-volt DC fast-charging infrastructure in place, these ratios rise to 5.4 vehicles for the 80-mile range SAEV and 6.8 vehicles for the 200-mile range SAEV. SAEVs can serve 96–98% of trip requests with average wait times between 7 and 10minutes per trip. However, due to the need to travel while “empty” for charging and passenger pick-up, SAEV fleets are predicted to generate an additional 7.1–14.0% of travel miles. Financial analysis suggests that the combined cost of charging infrastructure, vehicle capital and maintenance, electricity, insurance, and registration for a fleet of SAEVs ranges from $0.42 to $0.49 per occupied mile traveled, which implies SAEV service can be offered at the equivalent per-mile cost of private vehicle ownership for low-mileage households, and thus be competitive with current manually-driven carsharing services and significantly cheaper than on-demand driver-operated transportation services. When Austin-specific trip patterns (with more concentrated trip origins and destinations) are introduced in a final case study, the simulation predicts a decrease in fleet “empty” vehicle-miles (down to 3–4% of all SAEV travel) and average wait times (ranging from 2 to 4minutes per trip), with each SAEV replacing 5–9 privately owned vehicles.
Reinventing the Automobile Mitchell, William J; Borroni-Bird, Chris E; Burns, Lawrence D
2010, 20100129, 2019-06-20
eBook
This book provides a long-overdue vision for a new automobile era. The cars we drive today follow the same underlying design principles as the Model Ts of a hundred years ago and the tail-finned ...sedans of fifty years ago. In the twenty-first century, cars are still made for twentieth-century purposes. They're well suited for conveying multiple passengers over long distances at high speeds, but inefficient for providing personal mobility within cities--where most of the world's people now live. In this pathbreaking book, William Mitchell and two industry experts reimagine the automobile, describing vehicles of the near future that are green, smart, connected, and fun to drive. They roll out four big ideas that will make this both feasible and timely. First, we must transform the DNA of the automobile, basing it on electric-drive and wireless communication rather than on petroleum, the internal combustion engine, and stand-alone operation. This allows vehicles to become lighter, cleaner, and "smart" enough to avoid crashes and traffic jams. Second, automobiles will be linked by a Mobility Internet that allows them to collect and share data on traffic conditions, intelligently coordinates their movements, and keeps drivers connected to their social networks. Third, automobiles must be recharged through a convenient, cost-effective infrastructure that is integrated with smart electric grids and makes increasing use of renewable energy sources. Finally, dynamically priced markets for electricity, road space, parking space, and shared-use vehicles must be introduced to provide optimum management of urban mobility and energy systems. The fundamental reinvention of the automobile won't be easy, but it is an urgent necessity--to make urban mobility more convenient and sustainable, to make cities more livable, and to help bring the automobile industry out of crisis.Four Big Ideas That Could Transform the Automobile Base the underlying design principles on electric-drive and wireless communications rather than the internal combustion engine and stand-alone operation Develop the Mobility Internet for sharing traffic and travel data Integrate electric-drive vehicles with smart electric grids that use clean, renewable energy sources Establish dynamically priced markets for electricity, road space, parking space, and shared-use vehicles
•Competition of two freight transport systems with government intervention is assessed.•The interactions between the three dimensions of sustainability are investigated.•Government intervention can ...effectively eliminate rebound effects.•A practical solution is proposed to exempt the government from subsidy payment.
Sustainable freight transportation is a logistics approach that provides affordable services to consumers where environmental, economic, and social sustainability dimensions are concerned. Governments usually improve sustainability dimensions in freight transportation by imposing taxes on transportation systems. Therefore, they should extend their knowledge on interactions between sustainability dimensions and how their interventions affect each dimension. In this regard, we analyze competition between two freight transportation systems in the context of government intervention. These systems include road and intermodal road–rail transportation modes, where the latter is regarded as an environmentally sustainable mode. A sequential game is addressed to analyze the duopoly competition. In the upper level, a government, as a Stackelberg leader, imposes taxes on fuel usage based on environmental, economic, and social concerns. In the lower level, a Nash game is developed to analyze price competition in the transportation market. Our analyses reveal that: (a) Given a fixed level of the consumers' loyalty to their specific transportation systems, economic and social sustainability are consistent with each other, while they conflict with environmental sustainability. (b) Economic risks increase economic sustainability requested by the transportation systems. Such a relationship and the mentioned conflict between environmental and economic sustainability imply that a reduction of economic risks by the government indirectly contributes to environmental sustainability. (c) An increase in the consumers' loyalty simultaneously improves the three sustainability dimensions. (d) The energy efficiency improvements of the transportation systems may pose adverse environmental and social effects, called the rebound effects. Moreover, government intervention effectively eliminates such rebound effects. (e) Government support for the service enhancement of the intermodal system, combined with the national advertisement of this system, may exempt the government from subsidy payment.
The global COVID-19 outbreak has demanded drastic actions and policies from the governments and local authorities to stem the spread of the virus. Most of the measures involve behavioural changes ...from citizens to reduce their social contact to a minimum. Thus, these actions influence individual activity patterns and transport systems in different ways. This paper studies the short-term impacts on the transport system caused by the different policies adopted by the Colombian government and local authorities to contain the COVID-19 spread. Using official and secondary data concerning the seven most populated cities in Colombia, we analyse the impacts on three components of the transport system: air transport, freight transport, and urban transport. Results show that national policies and local decisions have decreased the demand for motorised trips across the cities, diminishing congestion levels, reducing transit ridership, and creating a reduction in transport externalities. The country banned air transport for passengers and only allowed air cargo for medical and necessary supplies, which will have negative consequences for the economics of the airline industry. During the first three months of the COVID-19, freight was the most resilient transport component. However, freight trips diminished around 38%, affecting mainly the supply chain of nonessential products. During the pandemic, governments need to provide subsidies to maintain the system supply to avoid crowdedness and promote active transport by allocating less-used street space to cyclists and pedestrians. In the short term, transportation service providers will face a financial crisis, deepened by the pandemic, which will require government assistance for their recovery.
The governance of smart mobility Docherty, Iain; Marsden, Greg; Anable, Jillian
Transportation research. Part A, Policy and practice,
09/2018, Letnik:
115
Journal Article
Recenzirano
Odprti dostop
•Proponents envisage the adoption of ‘Smart Mobility’ as a profound transition.•There is very little debate about how the ‘Smart Transition’ should be governed.•Effective governance is necessary to ...ensure Smart Mobility generates public value.•This paper sets out key challenges to the state arising from ‘Smart Mobility’.
There is an active contemporary debate about how emerging technologies such as automated vehicles, peer-to-peer sharing applications and the ‘internet of things’ will revolutionise individual and collective mobility. Indeed, it is argued that the so-called ‘Smart Mobility’ transition, in which these technologies combine to transform how the mobility system is organised and operates, has already begun. As with any socio-technical transition there are critical questions to be posed in terms of how the transition is managed, and how both the benefits and any negative externalities of change will be governed.
This paper deploys the notion of ensuring and enhancing public value as a key governance aim for the transition. It sets out modes and methods of governance that could be deployed to steer the transition and, through four thematic cases explores how current mobility governance challenges will change. In particular, changing networks of actors, resources and power, new logics of consumption, and shifts in how mobility is regulated, priced and taxed – will require to be successfully negotiated if public value is to be captured from the transition. This is a critical time for such questions to be raised because technological change is clearly outpacing the capacity of systems and structures of governance to respond to the challenges already apparent. A failure to address both the short and longer-term governance issues risks locking the mobility system into transition paths which exacerbate rather than ameliorate the wider social and environmental problems that have challenged planners throughout the automobility transition.
Rights in Transit Attoh, Kafui Ablode; Coleman, Mathew; Doshi, Sapana
02/2019, Letnik:
40
eBook
Is public transportation a right? Should it be? For those reliant on public transit, the answer is invariably "yes" to both. Indeed, when city officials propose slashing service or raising fares, it ...is these riders who are often the first to appear at that officials' door demanding their "right" to more service.Rights in Transitstarts from the presumption that such riders are justified. For those who lack other means of mobility, transit is a lifeline. It offers access to many of the entitlements we take as essential: food, employment, and democratic public life itself. While accepting transit as a right, this book also suggests that there remains a desperate need to think critically, both about what is meant by a right and about the types of rights at issue when public transportation is threatened.
Drawing on a detailed case study of the various struggles that have come to define public transportation in California's East Bay,Rights in Transitoffers a direct challenge to contemporary scholarship on transportation equity. Rather than focusing on civil rights alone,Rights in Transitargues for engaging the more radical notion of the right to the city.
•Examines the degree to which bike share replaces car trips.•Bike share operator vehicle use (for bike redistribution) is calculated.•An estimate of bike share’s overall contribution to changes in ...vehicle kilometres traveled is made.•Bike share is shown to reduce car use in all cities included in the analysis, with the exception of London.•Bike share’s effectiveness is dependent on whether it replaces car use.
There are currently more than 700 cities operating bike share programs. Purported benefits of bike share include flexible mobility, physical activity, reduced congestion, emissions and fuel use. Implicit or explicit in the calculation of program benefits are assumptions regarding the modes of travel replaced by bike share journeys. This paper examines the degree to which car trips are replaced by bike share, through an examination of survey and trip data from bike share programs in Melbourne, Brisbane, Washington, D.C., London, and Minneapolis/St. Paul.
A secondary and unique component of this analysis examines motor vehicle support services required for bike share fleet rebalancing and maintenance. These two components are then combined to estimate bike share’s overall contribution to changes in vehicle kilometers traveled.
The results indicate an estimated reduction in motor vehicle use due to bike share of approx. 90,000km per annum in Melbourne and Minneapolis/St. Paul and 243,291km for Washington, D.C. London’s bike share program however recorded an additional 766,341km in motor vehicle use. This was largely due to a low car mode substitution rate and substantial truck use for rebalancing of bicycles. As bike share programs mature, evaluation of their effectiveness in reducing car use may become increasingly important. Researchers can adapt the analytical approach proposed in this paper to assist in the evaluation of current and future bike share programs.
Based on the work of the STELLA (Sustainable Transport in Europe and Links and Liaisons with America) Focus Group 3, this volume brings together leading transport academics to discuss society ...behaviour and public/private transport. Theoretical and empirical research from across North America and Europe form the basis of this book, which is composed of twelve chapters that fall into four logical sections. Chapters in the first section provide a contextual overview and survey trends in mobility behaviour and prospects of sustainable transport in the two continents. Chapters in the second section provide comparative assessments of difficulties posed by contemporary transport systems for three particular user groups (low-income, female, and elderly), interventions indicated, and research needed. The third set of chapters survey recent developments in behavioural modelling that lend themselves to the study of the constellation of issues concerning STELLA Focus Group 3. The remaining chapters of the book address critical issues of equity and policy implementation.
Kieran P. Donaghy is Associate Professor in the Department of Urban and Regional Planning at the University of Illinois at Urbana-Champaign, USA. Stefan Poppelreuter is Senior Researcher, Impuls GmbH in the Psychological Institute at the University of Bonn, Germany. Georg Rudinger is Dean and Professor at the University of Bonn, Center for Evaluation and Methods, Germany.
Contents: Social dimensions of sustainable transport: Introduction and overview; Society, behaviour, and private/public transport: trends and prospects in transition economies of central and eastern Europe; Society, behaviour, and private/public transport: trends and prospects in North America; Transport and social exclusion in Europe and the USA; Mobility issues in the United States and Europe; The effect of demographic shifts on non-automobile transportation needs of the elderly; Social networks and travel: some hypotheses; Accessibility and quality of life: time-geographic perspectives; An analysis of the effects of urban land use on transportation; A new research agenda for modelling travel choice and behaviour; Transportation and equity; The implementation of walking and cycling policies; Index.
Freight generation (FG) models are important to transportation authorities and planning agencies as they can be used to forecast local/regional/state/national freight movements for facility planning ...and evaluation of freight-specific investments. Compared to the modelling efforts in passenger transportation, freight transportation remains largely unexplored in developing economies like India mainly because of the absence of national wide commodity flow survey unlike in developed economies. In recognition of this, we collected establishment-based-freight-survey data from 432 establishments in Kerala, India. These data are used to classify the establishments into 13 homogenous industry sectors; several FG models are developed for these sectors. The relationships of annual freight production (FP) and attraction (FA) with establishment size variables (employment and area) were investigated with three modelling approaches. Firstly, a set of 52 practice-ready FG models are estimated using linear regression technique for establishments in each industry sector. Modelling results revealed that employment is a better representative of FP, whereas area represents FA better. The employment-based FP rates in Kerala are found to be lower than that in New York, much like what is observed in passenger transportation; passenger trip rates in developing economies are lower than that in developed countries. Secondly, FG rate tables and Nomograms are developed using Multiple Classification Analysis technique for all industry sectors considering employment and floor area as categories. These nomograms and FG rate tables may be used as planning tools for city developing agencies, while incorporating freight transportation in the overall planning process. Lastly, ANCOVA analyses is provided to assess the geographical disparities on FG and, thereby the model transferability. Study findings will be useful in developing policy guidelines for freight-specific investments, operational strategies, freight movement regulations, and taxation policies, etc. for Indian cities.
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