447 research outputs found

    VMÖ – A new strategic transport model for Austria

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    For the preparation of a new traffic forecast for several time horizons up to the year 2040 and beyond (Verkehrsprognose Österreich, VPÖ 2040+) an up-to-date transport model is necessary. Currently this new national transport model Austria (Verkehrsmodell Österreich, VMÖ) is developed. The passenger model will be disaggregated tour-based model with 5 basic steps and some extensions for special applications, like for instance tourist traffic. The number of zones will be approximately 6000. In the model a special focus is on incorporating recent trends in mode choice like “park and ride” and other multimodal chains. The freight part of the model will be an Aggregated - Disaggregated - Aggregated (ADA) model with three steps: (1) the results of an input-output-model are transformed into firm-to-firm flows, (2) the choice of shipment size and transport chain is modelled and (3) the OD relations are aggregated for the individual modes and assignment to the networks. For individual transport with passenger cars and road freight, a quasi-dynamic road transport assignment will be developed. Public transport assignment is based on timetables. For the forecasts of travel demand for future years a pivot-point approach (with the changes) on the base matrices will be applied

    The Science and Art of Voice Interfaces

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    Development of a prototype for the automated generation of timetable scenarios specified by the transport service intention

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    Within the next 5 to 10 years, public transport in Switzerland as well as in other European countries will experience major technological and organisational changes. However, changes will also take place on the customer side, resulting in different mobility behaviour and demand patterns. These changes will lead to additional challenges for transport service providers in private as well as public domains. Time to market will be a key success factor and it is unnecessary to mention that due to these factors the speed and flexibility of business processes in freight as well as in passenger transport industry have to be increased significantly. Within the railway value chain (line planning, timetabling and vehicle scheduling etc.) the coordination of the individual planning steps is a key success factor. SBB as the leading service provider in public transport in Switzerland has recognized this challenge and, together with various partners, initiated the strategic project Smart Rail 4.0. The ZHAW and especially the Institute for Data Analysis and Process Design (IDP) of the School of Engineering wants to be part of this transformation process and to contribute with research and educational activities. The IDP research therefore aims for the transformation of academic and scientific know-how to practical applicability. In a first step this concerns directly the current Smart Rail 4.0 TMS-PAS project activities, that concentrate on timetabling issues. The IDP project team considers the integration of the line planning and the timetabling process as crucial for practical applications. To address this in the current research project, we present an application concept that enables the integration of these two major process steps in the transport service value-chain. Although it turns out from our research, that the technical requirements for the integration of the process can be satisfied, rules and conditions for a closer cooperation of the involved business units, the train operating companies and the infrastructure operating company, have to be improved and to be worked out in more detail. In addition to a detailed application concept with use cases for the timetabling process we propose a methodology for computer aided timetable generation based on the central planning object known as ‘service intention’. The service intention can be used to iteratively develop the timetable relying on a ‘progressive feasibility assessment’, a feature that is requested in practice. Our proposed model is based on the ‘track-choice’ and line rotation extension of the commonly known method for the generation of periodic event schedules ‘PESP’. The extension makes use of the track infrastructure representation which is also used in the line planning and timetabling system Viriato. This system that is widely used by public transport planners and operators. With the help of Viriato, it is rather easy to configure the timetabling problem in sufficient detail. On the other side, the level of detail of the considered data is light enough to algorithmically solve practical timetabling problems of realistic sizes. Taking into consideration the technical and operational constraints given by rolling stock, station and track topology data on one hand, and the commercial requirements defined by a given line concept on the other, the method presented generates periodic timetables including train-track assignments. In the first step, the standardized data structure ‘service intention’ represents the line concept consisting of train paths and frequencies. Due to the utilization of infrastructure-based track capacities, we are also able to assess the feasibility of the line concept given. Additionally, the method allows for handling temporary resource restrictions (e.g. caused by construction sites or operational disturbances). In order to assess the performance of the resulting timetable we present a framework for performance measurement that addresses the customer convenience (in terms of start-to-end travel time) as well as operational stability requirements (in terms of delay sensitivity and critical relations)

    Evaluation of the Finnish AINO Programme 2004-2007

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    Passengers’ choices in multimodal public transport systems : A study of revealed behaviour and measurement methods

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    The concept of individual choice is a fundamental aspect when explaining and anticipating behavioural interactions with, and responses to, static and dynamic travel conditions in public transport (PT) systems. However, the empirical rounding of existing models used for forecasting travel demand, which itself is a result of a multitude of individual choices, is often insufficient in terms of detail and accuracy. This thesis explores three aspects, or themes, of PT trips – waiting times, general door-to-door path preferences, with a special emphasis on access and egress trip legs, and service reliability – in order to increase knowledge about how PT passengers interact with PT systems. Using detailed spatiotemporal empirical data from a dedicated survey app and PT fare card transactions, possible cross-sectional relationships between travel conditions and waiting times are analysed, where degrees of mental effort are gauged by an information acquisition proxy. Preferences for complete door-todoorpaths are examined by estimation of full path choice models. Finally, longitudinal effects of changing service reliability are analysed using a biennial panel data approach. The constituent studies conclude that there are otherexplanatory factors than headway that explain waiting times on first boarding stops of PT trips and that possession of knowledge of exact departure times reduces mean waiting times. However, this information factor is not evidentin full path choice, where time and effort-related preferences dominate with a consistent individual preference factor. Finally, a statistically significant on-average adaption to changing service reliability is individual-specific andnon-symmetrical depending on the direction of reliability change, where a relatively large portion of the affected individuals do not appear to respond to small-scale perturbations of reliability while others do, all other thingsbeing equal
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