Modal shift from road haulage to short sea shipping: a systematic literature review and research directions

ABSTRACT

Modal shift from road haulage to short sea shipping (SSS) has been advocated by authorities and researchers for more than two decades. This paper provides a review of literature on modal shift and pinpoints paths for future research on topics in six categories: (1) factors influencing SSS competitiveness, (2) the policy-oriented perspective, (3) environmental legislation, (4) SSS performance, (5) port characteristics, and (6) the multi-agent perspective. In particular, we propose first, in evaluating the performance of SSS versus road haulage in different trade corridors, three performance-related dimensions – the economic dimension (e.g. external costs), the environmental dimension, and the dimension of service quality – should be considered. Second, researchers should use rich, real-world, numerical data and operational research techniques to identify the relative importance of individual drivers and barriers for a modal shift from road haulage to SSS. Third proposed direction is related to assessing which groups of actors certain policies should target. In doing so, researchers should extend their policy-related focus beyond the European Union, which has long encompassed the major geopolitical scope of research on the modal shift. Fourth, to moderate the adverse impact of environmental legislation on SSS, strategic solutions need to be identified. Fifth, we also suggest that the influence of contingencies, particularly port strikes and cyberattacks, on SSS operations and approaches for managing them should be investigated. Sixth, the economic and financial advantages of coordination and alliance for each transport chain agent need to be evaluated.     

Impacts of a multimodal mobility service on travel behavior and preferences: user insights from Munich’s first Mobility Station

The City of Munich, in cooperation with the local public transport provider MVG, is testing a pilot project of a “Mobility Station”, which is a multimodal mobility hub connecting public transport (PT) and new shared mobility services. The project’s goal is to provide sustainable mobility options that allow citizens to be mobile without owning a car. To evaluate the acceptance of the Mobility Station, as well as short and long term effects on mobility behavior, we developed an online user survey in close cooperation with the stakeholders and experts in the field of shared mobility. The results provide insights on the awareness and perception of the Mobility Station among users, their mobility patterns, current degree of multimodality, as well as actual and potential changes on mobility behavior and travel preferences due to the multimodal mobility service. Most users are young, male, and highly educated individuals with access to multiple mobility options. PT plays a central role for daily mobility together with the services they were identified to be customers of. The high share of users that use different mobility services at least once a month indicates some degree of multimodality. Actual and potential changes in mobility behavior towards multimodality were revealed. Some users declared to use other mobility services more often. They appreciate the availability of different mobility options and show interest in other services and intermodal connections indicating that there is still potential to increase multimodal behavior.     

Service effectiveness of prt vs collective ‐ corridor transport

A generalised model is used to provide estimates of overall trip times and speed for conventional corridor‐collective transport and PRT. The results demonstrate why traditional forms of transport find difficulty providing an effective service in a city. Short separations between stops are required to minimise walk times but on conventional transport this leads to significant reductions in achievable speed because of the need for frequent stops. It is also shown that there is very little benefit in service effectiveness from LRT/APM/Monorail over buses. PRT is immune to these effects. The present calculations typically show a benefit for PRT of a factor of two or greater in trip time over either bus or LRT/APM.     

Enhancing rail infra durability through freight bogie design

The extensive usage of railway infrastructure demands a high level of robustness, which can be achieved partly by considering (and managing) the track and rolling stock as one integral system with due attention to their interface. A growing number of infra managers consider, in this framework, the track-friendliness of vehicles that have access to their tracks as a key control parameter. The aim of this study is to provide further insight into potential contributions to track-friendliness, assessed in relation to track deterioration mechanisms and cost, understanding how potential benefits are best to be utilised. Six proposed freight bogie design measures are evaluated with respect to the improvement in curving behaviour, switch negotiation and related track degradation mechanisms. To this purpose a sensitivity analysis has been carried out by means of track–train simulations in the VAMPIRE® multi body simulation software. Additionally, the impact on track deterioration costs has been calculated for those track-friendly design modifications identified as most promising. Conclusions show that the standard Y25L freight bogie design displays rather a track-friendly behaviour. Tuning the primary yaw stiffness shows a high potential to further improve track-friendliness, significantly reducing track deterioration cost at narrow radius curves and switches (by, respectively, 30% and 60%). When calculating the overall deterioration cost for the travelled route, the calculation model should include a well-balanced representation of switches and narrow radius curves.     

回到1971的未来

战火纷飞的年代,汽车制造商们关心的是汽车的安全性能和楔形主题1971是动荡的一年。北爱尔兰动乱升级,多少无辜的平民被杀害;美国仍深陷越南战争的泥潭。第26届联合国大会以压倒性多数通过第258号决议,决定恢复中华人民共和国在联合国的一切合法权利。那时的苏联仍是西方阵营的头号敌人。     

竞争由求合作供应商联手打造汽车乘员安全

汽车零部件供应商、高校研究者和政府机构,正以分享先进技术的方式,共同探寻拯救生命的安全技术.     

Three-phase traffic theory and two-phase models with a fundamental diagram in the light of empirical stylized facts

Despite the availability of large empirical data sets and the long history of traffic modeling, the theory of traffic congestion on freeways is still highly controversial. In this contribution, we compare Kerner’s three-phase traffic theory with the phase diagram approach for traffic models with a fundamental diagram. We discuss the inconsistent use of the term “traffic phase” and show that patterns demanded by three-phase traffic theory can be reproduced with simple two-phase models, if the model parameters are suitably specified and factors characteristic for real traffic flows are considered, such as effects of noise or heterogeneity or the actual freeway design (e.g. combinations of off- and on-ramps). Conversely, we demonstrate that models created to reproduce three-phase traffic theory create similar spatiotemporal traffic states and associated phase diagrams, no matter whether the parameters imply a fundamental diagram in equilibrium or non-unique flow-density relationships. In conclusion, there are different ways of reproducing the empirical stylized facts of spatiotemporal congestion patterns summarized in this contribution, and it appears possible to overcome the controversy by a more precise definition of the scientific terms and a more careful comparison of models and data, considering effects of the measurement process and the right level of detail in the traffic model used.