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The Contribution of Games in the Design of Smart Cities: A Look at Brazilian Slums
Published in Krishna Kumar, Gaurav Saini, Duc Manh Nguyen, Narendra Kumar, Rachna Shah, Smart Cities, 2022
Daniel Oliveira Cruz, Sergio Nesteriuk
As for urban mobility, despite the various types of transport modes existing in Cities: Skylines (considered to be one of the most multimodal games to date) such as buses, passenger and cargo trains, subways, cruise and cargo ships, airplanes, and trucks with several options of roads and highways, cars still reign (Bereitschaft, 2016). On the other hand, the game includes pedestrian paths, although it excludes bike lanes (ibid.). However, it can be said that Cities: Skylines facilitates dependence on automotive transport, despite the availability of other public transport options (Bereitschaft, 2016). Such a statement is justified by the fact that any congestion can be minimized by increasing the number of lanes or highways, which does not happen in the real world. Induced demand, in which more lanes stimulate more demand and, ultimately, more traffic, is not a consideration (Bereitschaft, 2016).
State-of-the-Art Practices in High-Speed Rail Ridership Forecasting: A Review of Recent Modeling Methodology
Published in Thomas Lynch, High Speed Rail in the U.S. Super Trains for the Millennium, 2020
Induced demand is the set of additional trips that are made on the new mode because of its higher level-of-service (or improved “value for the money”). This demand is in addition to new demand due to normal growth. Studies may explicitly or implicitly include induced demand in the modeling system (hence the dashed-line representation in Figure 3.1). There is thus far little uniformity in the specific approach used.
Estimation of a large-scale tour generation model taking travellers’ daily tour patterns into account
Published in Transportation Planning and Technology, 2020
Ida Kristoffersson, Svante Berglund, Staffan Algers
The generation of tours (referred to as trips in some transport models) is an important step in a transport demand forecast, which is used by many national transport authorities as a tool for decision support in transport investment planning (Beser and Algers 2002; Gunn 1994). Infrastructure investments are often discussed in terms of their effect on mode and destination choice, but the generation of entirely new tours (also sometimes called induced demand) are often a substantial part of demand model results when infrastructure network capacity is increased. For example, the forecast of a proposed new high-speed line in Sweden showed that 60% of the increase in passenger kilometres due to the high-speed rail were forecast to be entirely new tours not conducted in the case without high speed rail and 40% were tours switching from other modes (Trafikverket 2018). Furthermore, the opening of the Southern Link in Stockholm – a central motorway tunnel south of the inner city connecting the eastern suburbs with the north–south motorway – showed that a steady traffic increase in the tunnel during its first three years (City of Stockholm 2010) absorbed all the extra motorway capacity provided by the new tunnel. Since the generation of new tours constitutes a significant part of the effects of many investments, a tour generation model of high quality is important.
LRN 2016 SPECIAL – high capacity vehicles and modal shift from rail to road: combining macro and micro analyses
Published in International Journal of Logistics Research and Applications, 2018
Henrik Pålsson, Henrik Sternberg
HCVs have environmental effects on the transport system. It is evident from previous research that moving a fixed amount of freight by as few vehicles as possible (i.e. HCVs) improves road transport efficiency with lower fuel and energy consumption per tonne-kilometre, which also is reflected in lower transportation costs (Gleave et al. 2013; McKinnon 2011). With lower fuel consumption on roads, HCVs reduce emissions of air pollutants and CO2 per tonne-kilometre (de Ceuster et al. 2008). However, the reduced transportation costs per tonne-kilometre on roads are also expected to have a rebound effect from the modal shift and an increased demand for road transport (Döpke et al. 2007; Gleave et al. 2013; McKinnon 2011), which will negatively affect the environment because road transport is less energy and CO2 efficient per tonne-kilometre than rail transport. Such a modal shift depends on the fact that HCVs lower the cost of road freight, while rail transport costs are unchanged as long as countermeasures are not implemented. Increased demand for transport is based on the phenomenon of induced demand, which means that price changes in goods or services alter the demand for these goods or services. Thus, a change in transport costs leads to changes in transport demand. The magnitude of modal shift and increased demand for transport varies in different studies (Adell et al. 2014). The variance depends on different weight and length changes, geographical characteristics, temporal perspective, analysis method, and on different assessments of changes in modal split and induced transport.
Integrating urban road safety and sustainable transportation policy through the hierarchy of hazard controls
Published in International Journal of Sustainable Transportation, 2022
Recognizing that both travel and human error are inevitable, the Safer Roads pillar of the Safe Systems is commonly applied to eliminate severe injury by designing roads which reduce the crash forces imparted on road users (Johansson, 2009; Wegman & Aarts, 2006). Re-engineering road environments on this basis can yield significant accident reductions (Elvik et al., 2009; Wegman & Aarts, 2006), though policy-makers must be cognizant of the likely crash reduction in risk exposure per vehicle, and the overall total number of severe crashes (Knott, 1994), particularly as new traffic volumes can increase total exposure and offset benefits. Contrary to common conjecture, efforts to reduce congestion may therefore not necessarily substantially improve safety (Noland & Quddus, 2005). Improving road capacity can result in the realization of previously latent demand—termed “induced demand” (Clifton & Moura, 2017). This represents a significant issue, described in detail by Amundsen and Elvik (2004), who find that induced volumes of traffic generated by new and upgraded arterial roads can offset reduced per-vehicle crash rates by increasing total crash risk exposure. Further, road projects can catalyze the relocation of destinations to sprawling, car-oriented environments, thereby reducing accessibility by other modes, perpetuating car dependence, and increasing exposure to crash risk. Thus, even when planning for both safety and mobility, the effect of improved mobility can erode actual safety benefits. Many safety-oriented street engineering measures (such as preventing trees being planted close to road edges) also have negative impacts on local amenity and on the experience of the street for pedestrians (Hebbert, 2005).