An efficient solution for one-to-many multi-modal journey planning

We study the one-to-many journey planning problem in multi-modal transportation networks consisting of a public transit network and an additional, non-schedule-based mode of transport. Given a departure time and a single source vertex, we aim to compute optimal journeys to all vertices in a set of targets, optimizing both travel time and the number of transfers used. Solving this problem yields a crucial component in many other problems, such as efficient point-of-interest queries, computation of isochrones, or multi-modal traffic assignments. While many algorithms for multi-modal journey planning exist, none of them are applicable to one-to-many scenarios. Our solution is based on the combination of two state-of-the-art approaches: ULTRA, which enables efficient journey planning in multi-modal networks, but only for one-to-one queries, and (R)PHAST, which enables efficient one-to-many queries, but only in time-independent networks. Similarly to ULTRA, our new approach can be combined with any existing public transit algorithm that allows a search to all stops, which we demonstrate for CSA and RAPTOR. For small to moderately sized target sets, the resulting algorithms are nearly as fast as the pure public transit algorithms they are based on. For large target sets, we achieve a speedup of up to 7 compared to a naive one-to-many extension of a state-of-the-art multi-modal approach

An Efficient Solution for One-To-Many Multi-Modal Journey Planning

We study the one-to-many journey planning problem in multi-modal transportation networks consisting of a public transit network and an additional, non-schedule-based mode of transport. Given a departure time and a single source vertex, we aim to compute optimal journeys to all vertices in a set of targets, optimizing both travel time and the number of transfers used. Solving this problem yields a crucial component in many other problems, such as efficient point-of-interest queries, computation of isochrones, or multi-modal traffic assignments. While many algorithms for multi-modal journey planning exist, none of them are applicable to one-to-many scenarios. Our solution is based on the combination of two state-of-the-art approaches: ULTRA, which enables efficient journey planning in multi-modal networks, but only for one-to-one queries, and (R)PHAST, which enables efficient one-to-many queries, but only in time-independent networks. Similarly to ULTRA, our new approach can be combined with any existing public transit algorithm that allows a search to all stops, which we demonstrate for CSA and RAPTOR. For small to moderately sized target sets, the resulting algorithms are nearly as fast as the pure public transit algorithms they are based on. For large target sets, we achieve a speedup of up to 7 compared to a naive one-to-many extension of a state-of-the-art multi-modal approach

The Impact of Mobility Policy and Modal Share to The University Community in Bologna

In the Twentieth century transportation has been one of the most impactful drivers for economic and social development, while nowadays, it appears as a major cause of environmental and social problems. Even worse, the more transportation has become a relevant part in daily life and business, the more it is blamed for problems such as traffic congestion, car accidents, social economic inequality, energy consumption and pollution. Transportation is in fact caught in a vicious circle. Urban planning is forced to reduce transition costs, transforming cities in a sort of social network, and in parallel to orient mobility towards sustainability, both capable to convey socioeconomic development. Within this context, the University of Bologna has chosen a sustainable approach for its Multi-campus territorial structure, applying several sustainable mobility policies regarding public transportation, cycling, electric/hybrid car fleet and walking accessibility. The paper purpose is to show significative links between sustainable policy application and modal share, using data from an online survey submitted to university staff and students. Even gender influence on modal share has been investigated

Policy Making for Global Transportation Planning using the Delphi-Scenario Writing with a New Concept of 'Future Vision'

The personal trip survey plays a vital role in global, multi-modal transportation planning. The four-step method for estimating travel demand based on data from the personal trip survey has been systematized during the course of long-term studies and practical applications. This method therefore has been widely used in various aspects of transportation planning. However, it is usually concerned with travel demand and very useful in periods of economic expansion. Now that emphasis is being placed on quality because the economy has taken a downturn, the conventional method should be reconsidered in terms of a qualitative, political approach. The present study deals with a new methodology for establishing a qualitative, long-term view of regional requirements. In other words, the purpose of this study is to create a socio-economic vision of the future for proper transportation planning for a target region. This study calls it 'future vision', which consists of several future images when considering the changing characteristics of the region and relationship with surrounding areas. These future images can cover all transportation-related topics, from global problems to local issues. Each future image is composed of scenarios that reflect the future direction and role of transportation planning, which fully describes infrastructures as well as management. Transportation planning experts employed brainstorming to create an initial version of the future vision. The brainstorming brought many important keywords related to the future images. The planners assembled keywords and added sentences to set up scenarios. This version was revised by using the Delphi questionnaire method in order to eliminate obvious errors and improper perspectives, while incorporating missing information. The Delphi method was conducted on researchers, engineers, planners, and administrators that are well versed in transportation planning. A procedure was also developed to update almost automatically according to the results of the questionnaire. The revised version of the future vision was again checked and revised similarly by the Delphi method and the updating procedure. Actually, the future vision was refined twice, which led to the final version of the future vision having a high degree of accuracy and feasibility. The future vision is qualitative and policy-oriented, while the conventional four-step method is quantitative and demand-oriented. Two different approaches should work together for the comprehensive transportation planning. This study finally introduced a hybrid method between the two approaches by discussing a way of linking the future vision with the conventional personal trip survey system. The proposed linkage produced (1) hearing recommendations of various people in many positions, (2) enhancement of the transportation planning by sharing and solving anticipated problems, and (3) incorporation of more policy-oriented planning elements.

A simulation model to assess emission reduction policies in tourism transport: Case study of the Geiranger fjord UNESCO world heritage site in Norway

Tourism transport may lead to significant air emissions and congestion problems on road networks. This is particularly troublesome for nature-based tourism destinations, as they often are in rural areas with low transportation capacities and vulnerable nature. Tourism transport systems are poorly understood, especially multi-modal systems with land and sea dynamics. In this article, we propose a multi-modal transport model that integrates traffic both at land and sea generated by tourism. The model was built on data from an in-situ questionnaire and validated with traffic counts and video recordings for the Geiranger fjord UNESCO world heritage site in Norway. Following a parliament decision to eliminate emissions from sea traffic, four emission reduction scenarios were explored. Results show that cruise-generated tourist buses may significantly contribute to air emissions and the formation of road congestion and emphasize the necessity of having a holistic approach in analyzing consequences of emission reduction policies for tourism transport. The model may be used in transportation planning and policymaking to assess alternative pathways to sustainable tourism transport.publishedVersio

In the Shadow of ISTEA

Between the idea and reality falls the shadow — T.S. Elliot The passage of the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA) seemed to present the urban areas of North Carolina with an historic opportunity to play a much greater role in the development of transportation plans and the funding of transportation projects. As the name of the Act implies, Congress intended that federal transportation policy would promote multi-modal planning for the nation's transportation system. The most important changes in federal transportation policy included in ISTEA deal with the roles of metropolitan planning organizations in the development of transportation policies and how those policies are reflected through the funding of projects through transportation improvement programs. Metropolitan planning organizations and the local governments that comprise them argued that the transportation problems in urban areas required a flexible approach to problem solving. They insisted that, as with many other problems, those officials that were closest to the problem had the best understanding of what the local community wanted to do to solve the problem. ISTEA attempted to provide the largest urban areas with a far greater degree of local responsibility and authority to solve those transportation problems. Although ISTEA represented a fundamental change in federal transportation policy, the interpretation and implementation of ISTEA by the North Carolina Department of Transportation has limited its impact on the state's urban areas

On green routing and scheduling problem

The vehicle routing and scheduling problem has been studied with much interest within the last four decades. In this paper, some of the existing literature dealing with routing and scheduling problems with environmental issues is reviewed, and a description is provided of the problems that have been investigated and how they are treated using combinatorial optimization tools

Study on k-shortest paths with behavioral impedance domain from the intermodal public transportation system perspective

Behavioral impedance domain consists of a theory on route planning for pedestrians, within which constraint management is considered. The goal of this paper is to present the k-shortest path model using the behavioral impedance approach. After the mathematical model building, optimization problem and resolution problem by a behavioral impedance algorithm, it is discussed how behavioral impedance cost function is embedded in the k-shortest path model. From the pedestrian's route planning perspective, the behavioral impedance cost function could be used to calculate best subjective paths in the objective way.Postprint (published version

Modelling requirements for local transport plans in the UK

The aim of the paper is to provide a number of recommendations for use of transport and land use planning models in the formulation of local transport plans. It is based on a study of Local Transport Plans (LTPs) in England. LTPs are required by central government (Department for Transport) as part of its process of allocating funds to local authorities. The first round of LTPs (for which 85 authorities submitted plans) was carried out in 1999-2000 and the next round will be required in 2005. Authorities are also required to produce Annual Progress Reports (APRs) summarising the progress made towards meeting the objectives laid out in the LTP. The research was carried out in two stages, the first being a review of current guidance, publicly available Local Transport Plans and other relevant material, the second being a series of case study interviews with five local authorities. From these two processes a number of recommendations on modelling requirements and use of models were put forward classified by the size of the local authorit