ITS Solutions and Accident Risks: Prospective and Limitations

Abstract

This article investigates the prospective and limitations in the application of potential intelligent transport system (ITS) functions to reduce accident risks, using a cause‐treatment relationship. The main causes of road accidents are described and appropriate ITS solutions (including advanced driver assistance systems and advanced traveller information systems) are presented as countermeasures. Anticipated impacts are discussed and indicate that several ITS have the potential of improving road safety and addressing specific accident causes. However, attention is required on particular aspects of their implementation as they may trigger adverse effects by imposing behavioural adaptation risks, and overestimation and over‐reliance on system capabilities. Further, user acceptability and strategic implementation issues are paramount to the successful introduction of these systems.     

Integrating GIS concepts into transportation network data structures

Transportation network data structures must be designed to meet the requirements of the analyses being conducted and must be compatible with the selected graphical user interface. Increasing interest in geographic information systems (GIS) and intelligent transportation systems (ITS) have further burdened the network data structure. It is possible to implement object oriented programming (OOP) technology to satisfy these needs, without making the data structure excessively complicated.

This paper shows how a well‐developed network data structure can incorporate major capabilities normally associated with stand‐alone GIS's. The design of a network data structure derives from both theoretical and practical considerations. A design of a network data structure, composed entirely of objects, is presented. Examples of its implementation, limitations, advantages, and possible extensions are drawn from experience with the General Network Editor (GNE).     

Capabilities and Radicalism: Engineering Accessibility in the 21st century

Abstract

Engineering bridges the gap between, on the one hand, that mix of philosophy and politics that we call policy and, on the other, the physical implementation of the means to put policy into practice. Starting with a brief outline of the nature of accessibility, why it is important and how in some cases a person might be disabled by a lack of accessibility, this article – based on the author's Inaugural Lecture given at University College London in February 2005 – turns to consider how a person's needs challenge their capabilities (i.e. what they can do) and considers a radical approach to understanding people's capabilities in the implementation process. Next, the formation of policy intentions in order to permit, encourage and implement the engineering of appropriate solutions is discussed and conclusions drawn about how this affects work in the transport domain. Perhaps we need to look at the world in a different way before we can make it a better place.     

Intelligent transportation systems: an impact analysis for Michigan

Are Intelligent Transportation Systems (ITS) affecting transportation industry only? ITS are currently perceived as a contribution to transportation industry only; however, by quantitatively analyzing the economic impact of ITS on the state of Michigan, this work attempts to answer the posed question. The quantitative economic analysis is carried out through the well‐established Leontief's Input–Output (I‐O) model. This model is employed to establish ITS effects on each industry by detailing RIMS II I‐O tables for Michigan constructed from the national I‐O tables. Major savings by ITS identified as reduced time delays and fuel cost savings are quantitatively simulated thereby generating an overall cost reduction factor which is incorporated in Michigan I‐O tables to modify their characteristics. ITS impact on each industry in I‐O tables is achieved by maximizing effects on certain selected industries. Impact multipliers that are customary macro‐economic measures for I‐O analysis are then calculated for all the aggregated industries. Multipliers comparison for the three cases namely before ITS implementation, conventional improvement methods, and after ITS implementation is evaluated. These values suggest greater economic benefits that may be achieved by statewide implementation of the ITS. Copyright © 2010 John Wiley & Sons, Ltd.     

Impact of telecommuting and intelligent transportation systems on residential location choice

The impacts of telecommuting and intelligent transportation systems (ITS) on urban development patterns were investigated in terms of households' residential location choice decisions. A discrete choice modelling approach framework was used. A stated preference (SP) logit analysis was carried out to estimate the parameters of the utility function. An attitude survey of employees of selected public and private sector organizations in the Ottawa-Carleton Region (Canada) yielded the required data for model estimation. In addition to obtaining background information, the survey elicited SP responses by presenting a number of hypothetical residential choice scenarios defined according to the principles of SP experimental design. Results show that telecommuting and ITS measures are highly significant factors in the residential choice model. This leads to the conclusion that these reinforce dispersed residential patterns and encourage moves towards outlying sites. Implications of this conclusion for urban land development planning are noted.     

Advanced Driver Assistance Systems from Autonomous to Cooperative Approach

Abstract

Advanced Driver Assistance Systems (ADAS) have been one of the most active areas of ITS studies in the last two decades. ADAS aim to support drivers by either providing warning to reduce risk exposures, or automating some of the control tasks to relieve a driver from manual control of a vehicle. ADAS functions can be achieved through an autonomous approach with all instrumentation and intelligence on board the vehicle, or through a cooperative approach, where assistance is provided from roadways and/or from other vehicles. In this article, recent research and developments of longitudinal control assistance systems are reviewed including adaptive cruise control, forward collision warning and avoidance, and platooning assistants. The review focuses on comparing between autonomous systems and cooperative systems in terms of technologies used, system impacts and implementation. The main objective is to achieve common understanding on ADAS functional potentials and limitations and to identify research needs for further studies.     

Comments on 'The limitations of transport policy'

This paper has been written as a response to the paper of Metz (2002) on 'The limitations of transport policy'. It is argued that the issues involved are more complex than Metz implies, and that many current travel patterns stem from decisions made previously about lifestyles, as a result of changing patterns of work, the availability of home-computing facilities, and increasing aspirations and income. Neither the models nor the data sources available to transport planners reflect these trends, and transport policy tends to be simplistic. Many of the transport policy issues stem from increasing car dependency, with its implications, particularly for the elderly and for the young. It is argued that transport policy has not been very effective in the past, and it is likely to be even less so in the future. Hence, there is a need to redefine the role of the transport planner and recognize the limitations of transport policy.     

Transport and nation‐state governments worldwide

The Sydney Olympics held in September 2000 provided an opportunity to monitor the planning of transport provision for the world's greatest sporting spectacular. As the single largest major event, the pressures on a city's transport system are enormous, as witnessed by the previous Games in Atlanta and Barcelona. This paper takes a value-chain approach to assess transport performance as a crucial element in the delivery of the Sydney Olympic Games. We begin with a brief overview of strategic value, highlighting some generic aspects of value chains followed by the transport delivery system that came to the fore as significant 'drivers' in the value chain. This is followed by a summary of the effectiveness of the buses, trains, taxis, roads and the airport. A more detailed look is provided of the private bus sector where the problems leading up the opening of the Games received a great deal of media attention. The paper concludes with two stories, one good, one not so good, about transport and the Olympic Games.     

Modelling greenhouse gas emissions from cars in Great Britain

This paper outlines the issues involved in the problem of global warming. The road transport sector's contributions to this problem are then detailed and various policy options to reduce greenhouse gas emissions from private cars are discussed. The paper then describes a model which forecasts greenhouse gas emissions from cars. The effects of various policy options are then modelled and the results compared. Policies considered include: raising fuel prices in terms of the UK government's commitment to increase road fuel duties; subsidising public transport in terms of reduced public transport fares; and a tax differentiated by engine size.     

Attitudes of Hong Kong residents to cars and public transport: Some policy implications

Hong Kong currently has low levels of car ownership and use due to a combination of good public transport, high population densities and high private transport costs. However, levels are rising, contributing to congestion and environmental problems. A major response by the government is to seek to increase rail's share of public transport journeys from its current level of 33% to 45% by 2016. After reviewing the transport situation in Hong Kong, the paper discusses the appropriateness of these targets as well as questioning whether they are achievable. The results of a questionnaire survey of 595 residents of Hong Kong, designed to elicit people's attitudes to cars and public transport, are analysed. It is concluded that unless the government does more to curb car ownership and use, rail targets will have little chance of being achieved.     

The evolution and competitiveness of air cargo transportation: the case of Israel's airborne trade

Abstract

Air freight traffic has grown rapidly in the last decade. Although, in terms of volume carried, air cargo represents only a small fraction of the total trade, in value terms, its share is very significant. Against the background of the development of the world's air freight traffic and the factors behind it, this paper reviews the growth of air cargo movements in Israeli international trade and analyses the major components of this transport mode. Because of Israel's geopolitical position, air transport is a significant mode in the country's foreign trade. Air and sea transport are the only modes available for any trade going to and from Israel. The proportion of airborne trade in the total Israeli foreign trade is reviewed in light of the factors affecting the competition between air and sea transport.     

New operating concepts for intermodal transport: The mega hub in Hanover/Lehrte in Germany

In intermodal logistics, combined transport operators and railway companies are engaged in the development of efficient block train concepts. The proportion of transport using single railway wagons is decreasing because of its poor time-quality ratio. In future, transport services will be focussed on industrial zones and large cities that offer the transport volumes required for direct train operation. In this regard, it will become more difficult for regions with smaller load volumes to be integrated into a combined transport network. In order to confront this trend, new concepts for bundling transport volumes have to be developed. One such concept is the 'mega hub'. The core idea is to interchange load units between several block trains during a short stop at an intermodal terminal. The paper provides an overview of the operating concept of the mega hub and the opportunities for intermodal transport operators.     

Experiential Incrementalism: On the Theory and Technique to Implement Transport Plans and Policies

The paper describes an approach to the vexing problem of transport planning and policy. It deals jointly with three questions, which in today's practice are addressed separately: How are hypotheses about transport problems and alternatives to their solution developed? How can a good plan or policy be identified? What is the process of implementing a transport plan or policy? In doing this the paper has the ambitious objective of proposing a new model and process for transport planning and policy. It is applicable in developed and developing countries and is not restricted to the transport sector. The paper builds on, and is a reinterpretation of two cornerstone transport planning and decision-making models – the CATS (Chicago Area Transportation Study) Planning and Design Model and Braybrooke and Lindblom's Disjointed Incrementalism. It advances a technique of experiential incrementalism (termed polisanalysis) to develop and implement plans and policies. It proposes that problems should be diagnosed by observation and continuous data collection; that their continuous analysis, finding the “cure”, and implementation take place through the method of experiential incrementalism. In this method interventions are grounded on the theories of neoinstitutional economics and psychoanalysis and derived using contact function, explained in the paper, which renders the method scientific replicability. Experiential incrementalism can employ a wider array of options in planning and policy than is presently thought possible. Like other scientific methods, its application requires rigorous training.     

An overview of transport in Kuwait

Abstract

Kuwait is a relatively small country located at the top of the Arabian Gulf with population in 1980 amounting to 1.355 millions. Kuwait occupies an area of approximately 17 800 square kilometres. Kuwait's main source of national income is oil export. Income from oil export and other sources has resulted in Kuwait having the highest per capita income in the world. Consequently vehicle ownership is very high and traffic is ever growing and extending. Kuwait is self‐sufficient in only a few commodities and has a shortage of local labour. This means that transport has a fundamental role to play at the national and international level for the development of Kuwait's economy.

This paper provides a brief statement of transport in Kuwait. It starts by describing Kuwait's national setting and touches on the economic and social aspects in Kuwait that have an influence on transport patterns and needs. It describes the national transport system and covers road, air, rail and ports. Urban development planning in Kuwait is described and issues related to stages of urban development planning. The Kuwait City Master Plan and new town initiatives are presented. The urban transport system in Kuwait Metropolitan Area is described. In particular the characteristics of the urban road network and public transport facilities are outlined along with recent transport planning studies and new initiatives in the urban transport system.

The paper ends with a statement on organizations involved in the transport sector in Kuwait and a note on transport finance.     

Transport education in Switzerland

Abstract

Transport companies are finding themselves compelled to attach growing importance to the education and further education of their staff in the face of transport's increasing complexity, of its increased market‐economic thinking where competition takes the place of collective economic thinking and of financial constraints.

The necessity for increased education and further education of the managerial staff of the transport companies has also led to a two‐fold division of this task in Switzerland: on the one side the academic education in universities, on the other the further education of the management staff by the transport companies.

The extent of education and research done on “transport” varies in Swiss universities. Special courses are given at the St. Gall Graduate School of Economics, Business and Public Administration in transport economics and at the Technical Universities of Zürich and Lausanne in transport engineering.

Special further education in transport management is given by Swissair and Swiss Federal Railways.     

Performance evaluation and obstacle factors analysis of urban public transport priority

ABSTRACT

Through the comprehensive consideration of four subsystems – overall development level, infrastructure construction, public transportation service level and policy support – an index system of public transport priority performance evaluation is established. A performance evaluation of bus priority implementation in Wuhan City from 2007 to 2016 is carried out by applying the difference coefficient CRITIC-TOPSIS model. The obstacle factor model is also used to diagnose the factors affecting the priority performance of urban public transport. The research results show that, during this decade, the comprehensive performance of Wuhan City’s public transport priority developed from poor to medium, then to good and finally to excellent. The overall development level and infrastructure construction performance subsystems have the highest obstacle degree, followed by public transportation service levels and policy support performance subsystems. The research idea and method of this paper provide a realistic basis for promoting the priority performance of urban public transport.     

Developing intermodal transport for small flows over short distances

Intermodal road-rail freight transport works best within markets with relatively large flows occurring over long distances, which corresponds poorly to the current demand for transport in the European Union. The purpose of this paper is to compare the capabilities of conventional European intermodal transport, with special reference to the competitiveness in markets with small flows over short distances, and to explore innovative concepts. Using a technological systems approach, key functions are identified as being the inducement and blocking mechanisms that affect the development and diffusion path of this 'small flows over short distances' (SFSD) system, providing a tool for empirical delineation of the system. These concepts are illustrated and analysed through a case study of the Swedish development project Light-combi. The results show that market and financial uncertainties, insufficient network connectivity and policies favouring the existing technology paradigm, severely hamper the development and diffusion of SFSD systems.     

Planning and control of paratransit services in Hong Kong

As paratransit services, Hong Kong's taxis and public light buses (PLB) carried some 30% of the 9.7 million daily public transport boardings in Hong Kong in 1988. Most of the vehicles are individually owned, and services are operated as commercially viable concerns. While operators have a high degree of operational flexibility, taxis and PLBs are closely regulated by the Government. The fleet sizes are controlled by licensing. There is a system of zoning for taxis, and operational prohibitions and restrictions for PLBs. Over the years, Hong Kong has developed some practicable means of operational control on taxis and PLBs. It has been 20 years since PLBs were legalized in 1969. The transition experienced by this mode, from no control to regulated operations, signifies a major step forward from the point of view of transport administration. The Government's participation in the planning for PLB services has guided the development of this mode. In this paper, the planning and control mechanisms for Hong Kong's paratransit modes are introduced. Identified deficiencies are also discussed.     

Impacts of Transport Infrastructure on Productivity and Economic Growth: Recent Advances and Research Challenges

ABSTRACT

The paper provides an update of the survey focusing on estimating the contribution of transport infrastructure to productivity and economic growth. The central questions addressed are possible reasons behind the conflicting results reported in the literature on the elasticity of economic output with respect to transport infrastructure investment. After providing a systematic review of recent empirical studies on the effects of transport infrastructure on productivity and economic growth, the paper notes that controversial results can be attributed to ten causes (grouped into three categories for distinguishing): (1) related to different contexts: research period, geographical scales, and country's capability in enabling economic development; (2) related to different phenomena that are being measured: different economic sectors, different types of transport infrastructure, and different quality levels of transport infrastructure; and (3) related to distinct ways of measuring a similar phenomenon: measures used to describe the dependent variable and explanatory variable, functional specification, and estimation method of the econometric model. Strong network externalities of transport infrastructure may result in nonlinearity of the relationship between transport infrastructure and economic growth. Moreover, the absence of spatial concerns in infrastructure's impacts is another important source of inconclusive results. Finally, building on recent literature, the paper has discussed policy implications and identified several research avenues for further research.