European Transport Conference 2013Association for European Transport (AET), Sep 1, 2013
The generation of trip chains from National Household Travel Surveys (NHTS), frequently used both... more The generation of trip chains from National Household Travel Surveys (NHTS), frequently used both directly for data analysis as well as input for transport modeling, usually demands substantial post-processing. Transport models are highly dependent on information on the location type associated with each trip for the proper assignment and consequently estimation of transport flows between origins and destinations. Unfortunately, many NHTS only provide trip purposes without information about specific location types, especially in case of purposes such as ‘pick up / drop off someone’ or ‘accompanying adults’. Based on the German NHTS ‘MiD 2008 – Mobilitaet in Deutschland’, a step-wise method of data processing is introduced to specify reported locations by investigating the complex household context in which activity and trip planning took place. The step-wise identification of specific location sites considering the household context allows for the generation of additional 11% of qualified trip chains compared to the original data set, thus substantially enhancing the explanatory power of chain-based empirical analysis. Comparing the effect of different recoding schemes, it can be demonstrated that a systematic consideration of the household context proved most effective for joint trips of adults and children. Detailed recommendations are made to overcome the mainly design-based shortcomings of non-located trip purposes in future NHTS.
With a focus on the perspective of expected individual benefits from automated driving the contri... more With a focus on the perspective of expected individual benefits from automated driving the contribution presents (i) a detailed overview on the current international state of knowledge: What are the user expectations and attitudes? Can we already see particular ‘groups’ of users on the pro or on the contra side? How do people think of themselves ‘driving in an autonomous car’? The results will be synthesized and (ii) be reflected by using empirical research results from a survey held in Germany in 2014 with a sample size of 1,000 persons. Within this quantitative survey the authors applied a mix of methods to deal with the challenge that is linked to the examination of users who lack direct experience with the topic in question. The focus will be on three particular issues: (1) attitudes and expectations towards autonomous vehicles, and (2) attitudes and expectations of the group of impaired people towards autonomous vehicles, (3) expected time use while driving in an autonomous car, also compared to today’s time use while riding a bus or a train. The authors conclude (iii) with a discussion which approaches and methods could and should be used to better understand expectations – and retentions – towards the autonomous vehicle from a (potential) user perspective
Die Kavalierstraße bildet das Zentrum der Stadt Dessau-Roßlau mit anliegender Verwaltung und öffe... more Die Kavalierstraße bildet das Zentrum der Stadt Dessau-Roßlau mit anliegender Verwaltung und öffentlichen Einrichtungen. Die Umgestaltung beinhaltete verschiedene Maßnahmen zur Förderung des ÖPNV und der aktiven Mobilität und wurde 2018 abgeschlossen. Durch die Reduzierung der Fahrbahnbreite wurde Platz für Radwege und Fahrradabstellmöglichkeiten sowie großzügige Gehwegbereiche geschaffen. Neue Bepflanzung, Beleuchtung und Stadtmöblierung tragen zusätzlich zur Steigerung der Aufenthaltsqualität bei. Eine Reduzierung des Kraftfahrzeugverkehrs wurde durch eine Begrenzung der Höchstgeschwindigkeit auf 30 km/h sowie eine Sperrung für Lkw erreicht. Gleichzeitig zielte diese Maßnahme auf eine Steigerung der Verkehrssicherheit ab. Der ÖPNV gewinnt durch die neue Zentralhaltestelle für Trams und Busse sowie die Bündelung der Nahverkehrslinien in der Kavalierstraße an Bedeutung. Dieses Fact Sheet wurden im Vorhaben „Verkehrliche und stadtplanerische Maßnahmen zur Neuverteilung und Umwidmung ...
Die Ende 2019 fertiggestellte Umgestaltung der Verkehrsmagistrale Konrad-Wolf-Allee zu einer begr... more Die Ende 2019 fertiggestellte Umgestaltung der Verkehrsmagistrale Konrad-Wolf-Allee zu einer begrünten Multifunktionsfläche in der Großwohnsiedlung Drewitz in Stadtrandlage Potsdams ist ein gelungenes Beispiel der Steigerung der Aufenthalts- und Lebensqualität zur Aufwertung peripherer Stadtgebiete. Durch den Rückbau von Fahrbahnen und Parkplätzen konnten gewonnene Flächen begrünt und mit Stadtmobiliar aufgelockert werden. Aufenthalts- und Grünflächen fügen sich ebenso wie die eingebettete Straßenbahnlinie als verbindende Elemente in das Stadtbild ein. Dieses Fact Sheet wurden im Vorhaben „Verkehrliche und stadtplanerische Maßnahmen zur Neuverteilung und Umwidmung von Verkehrsflächen des motorisierten Verkehrs zugunsten aktiver Mobilität und einer nachhaltigen urbanen Siedlungsstruktur mit hoher Lebensqualität“ (FKZ 3719 15 1050) erarbeitet
Die Severinstraße, als ehemals vom Pkw-Verkehr dominierte Straße, konnte durch den Rückbau der Fa... more Die Severinstraße, als ehemals vom Pkw-Verkehr dominierte Straße, konnte durch den Rückbau der Fahrbahn und die Umwandlung in einen verkehrsberuhigten Geschäftsbereich in ihrer Funktion als Quartiersgeschäftsstraße gestärkt werden. Für den Lieferverkehr wurden Kurzzeitparkflächen ausgewiesen, während gleichzeitig neue Aufenthaltsflächen und ausreichend Platz für zu Fuß Gehende und Radfahrende geschaffen wurden. Für Anwohnende sowie Besucherinnen und Besucher besteht die Möglichkeit, ihren privaten Pkw in einer nahegelegenen Quartiersgarage zu parken. Im Rahmen eines ExWoSt-Modellvorhabens wurden im Umfeld der Severinstraße zusätzlich zwei Mobilitätsstationen eingerichtet, welche wohnortnah den Umstieg zwischen Verkehrsmitteln vereinfacht und somit Alternativen zum privaten Pkw fördert. Dieses Fact Sheet wurden im Vorhaben „Verkehrliche und stadtplanerische Maßnahmen zur Neuverteilung und Umwidmung von Verkehrsflächen des motorisierten Verkehrs zugunsten aktiver Mobilität und einer n...
With a focus on the perspective of expected individual benefits from automated driving the contri... more With a focus on the perspective of expected individual benefits from automated driving the contribution presents (i) a detailed overview on the current international state of knowledge: What are the user expectations and attitudes? Can we already see particular ‘groups’ of users on the pro or on the contra side? How do people think of themselves ‘driving in an autonomous car’? The results will be synthesized and (ii) be reflected by using empirical research results from a survey held in Germany in 2014 with a sample size of 1,000 persons. Within this quantitative survey the authors applied a mix of methods to deal with the challenge that is linked to the examination of users who lack direct experience with the topic in question. The focus will be on three particular issues: (1) attitudes and expectations towards autonomous vehicles, and (2) attitudes and expectations of the group of impaired people towards autonomous vehicles, (3) expected time use while driving in an autonomous car, also compared to today’s time use while riding a bus or a train. The authors conclude (iii) with a discussion which approaches and methods could and should be used to better understand expectations – and retentions – towards the autonomous vehicle from a (potential) user perspective
Autonomous driving has come within reach and is expected to have significant impact on the way we... more Autonomous driving has come within reach and is expected to have significant impact on the way we travel and how the transport system develops. The user will play an important role for the dynamics of autonomous driving implementation. Key issues are the impact of mode choice behavior and the increased attractiveness of road transport because of the possibility for alternative time use while riding in a self-driving vehicle. The article shows that although people have just started thinking about autonomous driving and imaginable consequences for their personal life, a significant share of them is aware that the self-driving car could change their mode choice behavior. At the same time, however, people do not anticipate major changes in travel time use – at least not at present. This brings into question the frequently addressed remarks on t e particular usefulness of autonomous driving for alternative (and more productive) travel time use.
Contour accessibility measures form a set of performance indicators used to value a location by t... more Contour accessibility measures form a set of performance indicators used to value a location by the amount of accessible activities, places, or space within certain time or distance limits. They are used for evaluating a region's activity potential taking the connectivity to its surroundings into regard and act as input data for land use planning models and traffic demand models. With the availability of disaggregated data and sufficient computer power, accessibility measures can be computed at a very fine-grained level of single buildings, points of interest or areas. This approach considers single routes through the transportation network and allows for computing intermodal accessibilities which assume a usage of multiple carriers along a single way. This report presents a tool that realizes such a disaggregated computation of accessibility measures. A strong focus is put on the tool's internal computation steps for supporting a reference to potential users.
Autonomous driving has started to receive attention not only by the research community but also b... more Autonomous driving has started to receive attention not only by the research community but also by planning practitioners and policy makers concerned with urban development. There is great concern and perhaps even greater uncertainty about how autonomous vehicles in cities may possibly affect a core domain of city planning: the interaction of the transport system with land use and the built environment. With respect to autonomous driving and its relation to land use and the built environment, dealing with this uncertainty first of all requires a common and transparent understanding about plausible use cases and scenarios (including their development pathways) of the technology and its implications (Heinrichs 2016, Fraedrich et al. 2015) . The specific effects on the built environment and - what might be of even greater importance in this regard - what requirements follow from that for policy interventions as well as urban planning have so far not been sufficiently explored. The pape...
Das Projekt Renewbility hat sich in den vergangenen Jahren auf vielfaltige Weise mit den Optionen... more Das Projekt Renewbility hat sich in den vergangenen Jahren auf vielfaltige Weise mit den Optionen fur Politik, Wirtschaft und Zivilgesellschaft im Verkehrssektor auseinandergesetzt. Es handelt sich um ein Forschungsprojekt, das mogliche Entwicklungen des Verkehrssektors durch die Betrachtung von Szenarien darstellt. Dabei werden Optionen aufgezeigt, die Treibhausgasemissionen des Verkehrssektors zu senken. Mit plausiblen, in sich konsistenten und vorstellbaren Szenarien werden die Potenziale konkreter Masnahmen fur einen sachgerechten Klimaschutz im Verkehr aufgezeigt – und zwar sowohl bezuglich der Umwelt-, als auch der okonomischen Wirkung.
The raising of awareness about air pollution has brought about legislative regulations that force... more The raising of awareness about air pollution has brought about legislative regulations that force local administrations to keep the concentrations of certain pollutants under the formulated thresholds. A large variety of measures have been implemented to reduce road traffic’s emissions on the local level, but the observed results are not always satisfactory. For determining the effects of such measures a priori, a simulation system could be used. Because of the high variability of traffic management measures, such a system must be capable of replicating changes in traffic flow, the vehicle fleet, as well as user behavior, including modal shifts, as well as the interactions between these parts. Often, the effects of a measure can be found in a bigger region than the directly influenced one. Thus, the system must be able to simulate traffic in large, city-wide areas. This report emphasizes why the usage of microscopic models for this purpose makes sense nowadays. It introduces an exem...
497 words) While the technological progress regarding fully automated driving seems to have accel... more 497 words) While the technological progress regarding fully automated driving seems to have accelerated throughout the last years, the topic is also becoming part of more research agendas (cf. [1]; for recent developments worldwide see e.g. [2]). It is meanwhile acknowledged that besides technical issues and implications legal, economic, securityrelevant as well as societal aspects also play a crucial role for a possible implementation of fully automated vehicles in the future (cf. [3], [4]). Nonetheless, user perspective-centered studies on implications of the technology are only slowly attracting more focus, and recent empirical work on automated driving usually focuses on general attitudinal and acceptance issues, experiences with driver assistance systems, desired assistance or convenience functions (cf. [5], [6], [7]). Also, studies rarely account for differentiation of possible heterogeneous variants of fully automated driving and are not aimed at providing insights on behavio...
Microscopic models of traffic demand and traffic flow have reached a maturity which allows their ... more Microscopic models of traffic demand and traffic flow have reached a maturity which allows their usage for investigating large-scale effects of measures and/or developments. In microscopic models, every participant is described individually by a set of attributes. Demand models use attributes such as the age, employment state, sex, home location, and the availability of mobility options for computing the person’s mobility in a region defined by activity locations and mode-dependent travel times. Traffic flow models replicate the progress of individual users – may they be vehicles or individual persons as well – through a given transportation network. As in demand models, every participant is defined using a set of attributes, mainly ones that describe its physical attributes, such as the maximum acceleration/deceleration capabilities, the maximum speed or the emission class. The microscopic representation of user and vehicle groups is intrinsically sensitive to a large number of inf...
Current surveys on the acceptance of automated driving reveal that (potential) users are still qu... more Current surveys on the acceptance of automated driving reveal that (potential) users are still quite hesitant towards the new technology. One reason for this reluctance can be found in the lack of obvious usefulness of autonomous driving. Promises that are linked to autonomous driving are often not strong enough or not relevant enough for the everyday user of a car: - Several benefits occur only on the aggregate level of traffic, like for instance smoother traffic flows. - Some individual benefits are of interest only for smaller groups of people, so for example working while driving. - Other individual benefits, like having time to watch a movie or to play a game, do not make sense due to the short duration of trips made in an everyday context. Against this background the question arises which perceived advantages of the (fully) automated car would (i) support its introduction into the mobility market, and (ii) influence future mobility behavior. A scan through existing surve...
European Transport Conference 2013Association for European Transport (AET), Sep 1, 2013
The generation of trip chains from National Household Travel Surveys (NHTS), frequently used both... more The generation of trip chains from National Household Travel Surveys (NHTS), frequently used both directly for data analysis as well as input for transport modeling, usually demands substantial post-processing. Transport models are highly dependent on information on the location type associated with each trip for the proper assignment and consequently estimation of transport flows between origins and destinations. Unfortunately, many NHTS only provide trip purposes without information about specific location types, especially in case of purposes such as ‘pick up / drop off someone’ or ‘accompanying adults’. Based on the German NHTS ‘MiD 2008 – Mobilitaet in Deutschland’, a step-wise method of data processing is introduced to specify reported locations by investigating the complex household context in which activity and trip planning took place. The step-wise identification of specific location sites considering the household context allows for the generation of additional 11% of qualified trip chains compared to the original data set, thus substantially enhancing the explanatory power of chain-based empirical analysis. Comparing the effect of different recoding schemes, it can be demonstrated that a systematic consideration of the household context proved most effective for joint trips of adults and children. Detailed recommendations are made to overcome the mainly design-based shortcomings of non-located trip purposes in future NHTS.
With a focus on the perspective of expected individual benefits from automated driving the contri... more With a focus on the perspective of expected individual benefits from automated driving the contribution presents (i) a detailed overview on the current international state of knowledge: What are the user expectations and attitudes? Can we already see particular ‘groups’ of users on the pro or on the contra side? How do people think of themselves ‘driving in an autonomous car’? The results will be synthesized and (ii) be reflected by using empirical research results from a survey held in Germany in 2014 with a sample size of 1,000 persons. Within this quantitative survey the authors applied a mix of methods to deal with the challenge that is linked to the examination of users who lack direct experience with the topic in question. The focus will be on three particular issues: (1) attitudes and expectations towards autonomous vehicles, and (2) attitudes and expectations of the group of impaired people towards autonomous vehicles, (3) expected time use while driving in an autonomous car, also compared to today’s time use while riding a bus or a train. The authors conclude (iii) with a discussion which approaches and methods could and should be used to better understand expectations – and retentions – towards the autonomous vehicle from a (potential) user perspective
Die Kavalierstraße bildet das Zentrum der Stadt Dessau-Roßlau mit anliegender Verwaltung und öffe... more Die Kavalierstraße bildet das Zentrum der Stadt Dessau-Roßlau mit anliegender Verwaltung und öffentlichen Einrichtungen. Die Umgestaltung beinhaltete verschiedene Maßnahmen zur Förderung des ÖPNV und der aktiven Mobilität und wurde 2018 abgeschlossen. Durch die Reduzierung der Fahrbahnbreite wurde Platz für Radwege und Fahrradabstellmöglichkeiten sowie großzügige Gehwegbereiche geschaffen. Neue Bepflanzung, Beleuchtung und Stadtmöblierung tragen zusätzlich zur Steigerung der Aufenthaltsqualität bei. Eine Reduzierung des Kraftfahrzeugverkehrs wurde durch eine Begrenzung der Höchstgeschwindigkeit auf 30 km/h sowie eine Sperrung für Lkw erreicht. Gleichzeitig zielte diese Maßnahme auf eine Steigerung der Verkehrssicherheit ab. Der ÖPNV gewinnt durch die neue Zentralhaltestelle für Trams und Busse sowie die Bündelung der Nahverkehrslinien in der Kavalierstraße an Bedeutung. Dieses Fact Sheet wurden im Vorhaben „Verkehrliche und stadtplanerische Maßnahmen zur Neuverteilung und Umwidmung ...
Die Ende 2019 fertiggestellte Umgestaltung der Verkehrsmagistrale Konrad-Wolf-Allee zu einer begr... more Die Ende 2019 fertiggestellte Umgestaltung der Verkehrsmagistrale Konrad-Wolf-Allee zu einer begrünten Multifunktionsfläche in der Großwohnsiedlung Drewitz in Stadtrandlage Potsdams ist ein gelungenes Beispiel der Steigerung der Aufenthalts- und Lebensqualität zur Aufwertung peripherer Stadtgebiete. Durch den Rückbau von Fahrbahnen und Parkplätzen konnten gewonnene Flächen begrünt und mit Stadtmobiliar aufgelockert werden. Aufenthalts- und Grünflächen fügen sich ebenso wie die eingebettete Straßenbahnlinie als verbindende Elemente in das Stadtbild ein. Dieses Fact Sheet wurden im Vorhaben „Verkehrliche und stadtplanerische Maßnahmen zur Neuverteilung und Umwidmung von Verkehrsflächen des motorisierten Verkehrs zugunsten aktiver Mobilität und einer nachhaltigen urbanen Siedlungsstruktur mit hoher Lebensqualität“ (FKZ 3719 15 1050) erarbeitet
Die Severinstraße, als ehemals vom Pkw-Verkehr dominierte Straße, konnte durch den Rückbau der Fa... more Die Severinstraße, als ehemals vom Pkw-Verkehr dominierte Straße, konnte durch den Rückbau der Fahrbahn und die Umwandlung in einen verkehrsberuhigten Geschäftsbereich in ihrer Funktion als Quartiersgeschäftsstraße gestärkt werden. Für den Lieferverkehr wurden Kurzzeitparkflächen ausgewiesen, während gleichzeitig neue Aufenthaltsflächen und ausreichend Platz für zu Fuß Gehende und Radfahrende geschaffen wurden. Für Anwohnende sowie Besucherinnen und Besucher besteht die Möglichkeit, ihren privaten Pkw in einer nahegelegenen Quartiersgarage zu parken. Im Rahmen eines ExWoSt-Modellvorhabens wurden im Umfeld der Severinstraße zusätzlich zwei Mobilitätsstationen eingerichtet, welche wohnortnah den Umstieg zwischen Verkehrsmitteln vereinfacht und somit Alternativen zum privaten Pkw fördert. Dieses Fact Sheet wurden im Vorhaben „Verkehrliche und stadtplanerische Maßnahmen zur Neuverteilung und Umwidmung von Verkehrsflächen des motorisierten Verkehrs zugunsten aktiver Mobilität und einer n...
With a focus on the perspective of expected individual benefits from automated driving the contri... more With a focus on the perspective of expected individual benefits from automated driving the contribution presents (i) a detailed overview on the current international state of knowledge: What are the user expectations and attitudes? Can we already see particular ‘groups’ of users on the pro or on the contra side? How do people think of themselves ‘driving in an autonomous car’? The results will be synthesized and (ii) be reflected by using empirical research results from a survey held in Germany in 2014 with a sample size of 1,000 persons. Within this quantitative survey the authors applied a mix of methods to deal with the challenge that is linked to the examination of users who lack direct experience with the topic in question. The focus will be on three particular issues: (1) attitudes and expectations towards autonomous vehicles, and (2) attitudes and expectations of the group of impaired people towards autonomous vehicles, (3) expected time use while driving in an autonomous car, also compared to today’s time use while riding a bus or a train. The authors conclude (iii) with a discussion which approaches and methods could and should be used to better understand expectations – and retentions – towards the autonomous vehicle from a (potential) user perspective
Autonomous driving has come within reach and is expected to have significant impact on the way we... more Autonomous driving has come within reach and is expected to have significant impact on the way we travel and how the transport system develops. The user will play an important role for the dynamics of autonomous driving implementation. Key issues are the impact of mode choice behavior and the increased attractiveness of road transport because of the possibility for alternative time use while riding in a self-driving vehicle. The article shows that although people have just started thinking about autonomous driving and imaginable consequences for their personal life, a significant share of them is aware that the self-driving car could change their mode choice behavior. At the same time, however, people do not anticipate major changes in travel time use – at least not at present. This brings into question the frequently addressed remarks on t e particular usefulness of autonomous driving for alternative (and more productive) travel time use.
Contour accessibility measures form a set of performance indicators used to value a location by t... more Contour accessibility measures form a set of performance indicators used to value a location by the amount of accessible activities, places, or space within certain time or distance limits. They are used for evaluating a region's activity potential taking the connectivity to its surroundings into regard and act as input data for land use planning models and traffic demand models. With the availability of disaggregated data and sufficient computer power, accessibility measures can be computed at a very fine-grained level of single buildings, points of interest or areas. This approach considers single routes through the transportation network and allows for computing intermodal accessibilities which assume a usage of multiple carriers along a single way. This report presents a tool that realizes such a disaggregated computation of accessibility measures. A strong focus is put on the tool's internal computation steps for supporting a reference to potential users.
Autonomous driving has started to receive attention not only by the research community but also b... more Autonomous driving has started to receive attention not only by the research community but also by planning practitioners and policy makers concerned with urban development. There is great concern and perhaps even greater uncertainty about how autonomous vehicles in cities may possibly affect a core domain of city planning: the interaction of the transport system with land use and the built environment. With respect to autonomous driving and its relation to land use and the built environment, dealing with this uncertainty first of all requires a common and transparent understanding about plausible use cases and scenarios (including their development pathways) of the technology and its implications (Heinrichs 2016, Fraedrich et al. 2015) . The specific effects on the built environment and - what might be of even greater importance in this regard - what requirements follow from that for policy interventions as well as urban planning have so far not been sufficiently explored. The pape...
Das Projekt Renewbility hat sich in den vergangenen Jahren auf vielfaltige Weise mit den Optionen... more Das Projekt Renewbility hat sich in den vergangenen Jahren auf vielfaltige Weise mit den Optionen fur Politik, Wirtschaft und Zivilgesellschaft im Verkehrssektor auseinandergesetzt. Es handelt sich um ein Forschungsprojekt, das mogliche Entwicklungen des Verkehrssektors durch die Betrachtung von Szenarien darstellt. Dabei werden Optionen aufgezeigt, die Treibhausgasemissionen des Verkehrssektors zu senken. Mit plausiblen, in sich konsistenten und vorstellbaren Szenarien werden die Potenziale konkreter Masnahmen fur einen sachgerechten Klimaschutz im Verkehr aufgezeigt – und zwar sowohl bezuglich der Umwelt-, als auch der okonomischen Wirkung.
The raising of awareness about air pollution has brought about legislative regulations that force... more The raising of awareness about air pollution has brought about legislative regulations that force local administrations to keep the concentrations of certain pollutants under the formulated thresholds. A large variety of measures have been implemented to reduce road traffic’s emissions on the local level, but the observed results are not always satisfactory. For determining the effects of such measures a priori, a simulation system could be used. Because of the high variability of traffic management measures, such a system must be capable of replicating changes in traffic flow, the vehicle fleet, as well as user behavior, including modal shifts, as well as the interactions between these parts. Often, the effects of a measure can be found in a bigger region than the directly influenced one. Thus, the system must be able to simulate traffic in large, city-wide areas. This report emphasizes why the usage of microscopic models for this purpose makes sense nowadays. It introduces an exem...
497 words) While the technological progress regarding fully automated driving seems to have accel... more 497 words) While the technological progress regarding fully automated driving seems to have accelerated throughout the last years, the topic is also becoming part of more research agendas (cf. [1]; for recent developments worldwide see e.g. [2]). It is meanwhile acknowledged that besides technical issues and implications legal, economic, securityrelevant as well as societal aspects also play a crucial role for a possible implementation of fully automated vehicles in the future (cf. [3], [4]). Nonetheless, user perspective-centered studies on implications of the technology are only slowly attracting more focus, and recent empirical work on automated driving usually focuses on general attitudinal and acceptance issues, experiences with driver assistance systems, desired assistance or convenience functions (cf. [5], [6], [7]). Also, studies rarely account for differentiation of possible heterogeneous variants of fully automated driving and are not aimed at providing insights on behavio...
Microscopic models of traffic demand and traffic flow have reached a maturity which allows their ... more Microscopic models of traffic demand and traffic flow have reached a maturity which allows their usage for investigating large-scale effects of measures and/or developments. In microscopic models, every participant is described individually by a set of attributes. Demand models use attributes such as the age, employment state, sex, home location, and the availability of mobility options for computing the person’s mobility in a region defined by activity locations and mode-dependent travel times. Traffic flow models replicate the progress of individual users – may they be vehicles or individual persons as well – through a given transportation network. As in demand models, every participant is defined using a set of attributes, mainly ones that describe its physical attributes, such as the maximum acceleration/deceleration capabilities, the maximum speed or the emission class. The microscopic representation of user and vehicle groups is intrinsically sensitive to a large number of inf...
Current surveys on the acceptance of automated driving reveal that (potential) users are still qu... more Current surveys on the acceptance of automated driving reveal that (potential) users are still quite hesitant towards the new technology. One reason for this reluctance can be found in the lack of obvious usefulness of autonomous driving. Promises that are linked to autonomous driving are often not strong enough or not relevant enough for the everyday user of a car: - Several benefits occur only on the aggregate level of traffic, like for instance smoother traffic flows. - Some individual benefits are of interest only for smaller groups of people, so for example working while driving. - Other individual benefits, like having time to watch a movie or to play a game, do not make sense due to the short duration of trips made in an everyday context. Against this background the question arises which perceived advantages of the (fully) automated car would (i) support its introduction into the mobility market, and (ii) influence future mobility behavior. A scan through existing surve...
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