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Can transport models be applied to reproduce the behaviour of human beings in complex transport systems under real conditions? To answer this question we compare real life data and predictions of an assignment model for the closure of... more
Can transport models be applied to reproduce the behaviour of human beings in complex transport systems under real conditions? To answer this question we compare real life data and predictions of an assignment model for the closure of Vienna’s
inner ring road during the 2008 European Football Championships and the car-free day 2010. Also we quote other examples of the human ability to learn and adapt in transport systems and describe the crucial role of information in this learning process. This strongly supports the hypothesis that modelling tools, as applied today, cannot adequately reproduce the real-life behaviour of human travel.
inner ring road during the 2008 European Football Championships and the car-free day 2010. Also we quote other examples of the human ability to learn and adapt in transport systems and describe the crucial role of information in this learning process. This strongly supports the hypothesis that modelling tools, as applied today, cannot adequately reproduce the real-life behaviour of human travel.
Research Interests:
In the border region of Austria, the Czech Republic, Hungary and Slovakia, cross-border cooperation in the fields of transport infrastructure and services is becoming important along with the series of events since the fall of the Iron... more
In the border region of Austria, the Czech Republic, Hungary and Slovakia, cross-border cooperation in the fields of transport infrastructure and services is becoming important along with the series of events since the fall of the Iron Curtain: Austria's accession to the EU in 1995, the EU Enlargement in 2004, and the Schengen treaty to eliminate border controls, which went into effect in 2007 in the Eastern European countries, all served as drivers for new cross-border travel demands within the region. It is empirically known that the distribution of planning competences to various organizations is different from one country to another; however, besides descriptive methods and classical organigrams, there has not been a practical way to compare the differences diagrammatically. This paper presents the first attempt to develop a methodology to overcome this, and its first application to compare Austrian and Slovakian competence distributions for the construction of transport infrastructure and provision of transport services. Through a trial and error process, we found that a two-step methodology is the most practical. The first step is to make diagrammatic descriptions of planning processes, and the second step is to convert many of them into one competence map. This is because we found that most of the primary information we were able to obtain from various stakeholders is based on the actual planning process of ongoing or completed real-world projects, and an overview of competences itself is hardly obtainable. The diagrammatic description of the first step is made based on a methodology of business modeling called Swimlane Process Chart, and the second step inherits a methodology for organizational modeling with Unified Modeling Language (UML). This method was applied to the case between Austria and Slovakia. Both of the countries have different traditions of planning processes and distributions of competences. In this paper, the result from our diagrammatic comparison will be presented. There are still several important rooms to develop this methodology within this first attempt: for example, a methodology to obtain information about how long each step of the process will take and which step is controlling the procedure of the entire process in a systematic way will enrich the Swimlane Process Chart. Abstract In the border region of Austria, the Czech Republic, Hungary and Slovakia, cross-border cooperation in the fields of transport infrastructure and services is becoming important along with the series of events since the fall of the Iron Curtain: Austria's accession to the EU in 1995, the EU Enlargement in 2004, and the Schengen treaty to eliminate border controls, which went into effect in 2007 in the Eastern European countries, all served as drivers for new cross-border travel demands within the region. It is empirically known that the distribution of planning competences to various organizations is different from one country to another; however, besides descriptive methods and classical organigrams, there has not been a practical way to compare the differences diagrammatically. This paper presents the first attempt to develop a methodology to overcome this, and its first application to compare Austrian and Slovakian competence distributions for the construction of transport infrastructure and provision of transport services. Through a trial and error process, we found that a two-step methodology is the most practical. The first step is to make diagrammatic descriptions of planning processes, and the second step is to convert many of them into one competence map. This is because we found that most of the primary information we were able to obtain from various stakeholders is based on the actual planning process of ongoing or completed real-world projects, and an overview of competences itself is hardly obtainable. The diagrammatic description of the first step is made based on a methodology of business modeling called Swimlane Process Chart, and the second step inherits a methodology for organizational modeling with Unified Modeling Language (UML). This method was applied to the case between Austria and Slovakia. Both of the countries have different traditions of planning processes and distributions of competences. In this paper, the result from our diagrammatic comparison will be presented. There are still several important rooms to develop this methodology within this first attempt: for example, a methodology to obtain information about how long each step of the process will take and which step is controlling the procedure of the entire process in a systematic way will enrich the Swimlane Process Chart.
Research Interests:
The ever-increasing popularity of bike-sharing schemes has added an additional mode to the transport regime in many cities. The data produced by lending and returning bicycles at geographically diverse stations has stimulated numerous... more
The ever-increasing popularity of bike-sharing schemes has added an additional mode to the transport regime in many cities. The data produced by lending and returning bicycles at geographically diverse stations has stimulated numerous studies. We focus on the City of Vienna bike-sharing system (CityBike Wien; CBW) and its relationship with the public transport system, asking whether bike-sharing serves as competitor, relief or supplement. We approach the question by surveying the total CityBike Wien trip data from 2015 – about 1 million records. We cleanse and route all bicycle trips and compare them with routed alternative public transport (PT) journeys in terms of travel time ratios and detour factors. After calculating and plotting the cumulative frequencies of travel times and distances of both modes of transport as well as comparing the current PT and CBW usage levels, we conclude that CityBike functions as a supplement to Vienna's public transport.
Research Interests:
Space, and in particular public space for movement and leisure, is a valuable and scarce resource, especially in today's growing urban centres. The distribution and absolute amount of urban space—especially the provision of sufficient... more
Space, and in particular public space for movement and leisure, is a valuable and scarce resource, especially in today's growing urban centres. The distribution and absolute amount of urban space—especially the provision of sufficient pedestrian areas, such as sidewalks—is considered crucial for shaping living and mobility options as well as transport choices. Ubiquitous urban data collection and today's IT capabilities offer new possibilities for providing a relation-preserving overview and for keeping track of infrastructure changes. This paper presents three novel methods for estimating representative sidewalk widths and applies them to the official Viennese streetscape surface database. The first two methods use individual pedestrian area polygons and their geometrical representations of minimum circumscribing and maximum inscribing circles to derive a representative width of these individual surfaces. The third method utilizes aggregated pedestrian areas within the buffered street axis and results in a representative width for the corresponding road axis segment. Results are displayed as city-wide means in a 500 by 500 m grid and spatial autocorrelation based on Moran's I is studied. We also compare the results between methods as well as to previous research, existing databases and guideline requirements on sidewalk widths. Finally, we discuss possible applications of these methods for monitoring and regression analysis and suggest future methodological improvements for increased accuracy.
Research Interests:
Research Interests:
Can transport models be applied to reproduce the behaviour of human beings in complex transport systems under real conditions? To answer this question we compare real life data and predictions of an assignment model for the closure of... more
Can transport models be applied to reproduce the behaviour of human beings in complex transport systems under real conditions? To answer this question we compare real life data and predictions of an assignment model for the closure of Vienna's inner ring road during the 2008 European Football Championships and the car-free day 2010. Also we quote other examples of the human ability to learn and adapt in transport systems and describe the crucial role of information in this learning process. This strongly supports the hypothesis that modelling tools, as applied today, cannot adequately reproduce the real-life behaviour of human travel.
Research Interests:
In many cities the growing popularity of bicycle-sharing schemes has added additional options to the transport regime. A significant amount of research has been stipulated by data recorded from lending and returning bicycles at... more
In many cities the growing popularity of bicycle-sharing schemes has added additional options to the transport regime. A significant amount of research has been stipulated by data recorded from lending and returning bicycles at geographically diverse stations. In this contribution, focus will be laid on the relationship that the bike-sharing system of the City of Vienna (CityBike Wien – CBW) has with its well developed public transport system. Does bike-sharing serve as competitor, relief or supplement? By surveying the total CBW trip data of 2015 – about 1 million records – we approach to answer this question. We cleanse and route all bicycle trips and compare them with routed alternative public transport trips in terms of travel time ratios. In interviews of 1,389 CBW users conducted in July and September/October of 2016, we ask about the purpose of their trip, the position of the CBW as part of their door-to-door trip, the role of CBW as substitute for other means of transport and the reasons for this substitution. The age group that has the highest number of users among CBW and the shares of tourists/visitors and locals using CBW is identified. Identifying the top 10 of trips from the cleansed dataset and mapping them emphasizes the role that we identify for Vienna's bike-sharing system in the inner city: A supplement to public transport.
Research Interests:
Transport engineers’ methods and designs alter existing structures. People’s technological products create people as products of technology. From small-scale application of fair sha-re policies to large-scale ubiquitous access policies,... more
Transport engineers’ methods and designs alter existing structures. People’s technological products create people as products of technology. From small-scale application of fair sha-re policies to large-scale ubiquitous access policies, the ethics of transport and settlement systems play an important role. Too often, ethics are not considered appropriately, are overlo-oked or even ignored. However, engineers do not act detached from ethical values. A frequent practice among engineers is to adopt ethics of good intention instead of ethics of responsi-bility for their interventions. Engineers use models which represent only a window of reality. As engineers perceive what they have learned to perceive, education is of critical relevance. In our contribution we first carve out the dimension and importance of transport engineering ethics by referring to philosophers of technology including Jacques Neirynck, Günther Anders and Daniela Bailer-Jones and by giving examples. Adding to this we introduce the approach at the Research Center of Transport Engineering (IVV) at Vienna University of Technology (VUT) to engineering students’ ethics education by providing three lecture series covering a very broad view on transport. Zooming in from general ethics concepts to mode-related points of view, these lecture series are: “Ethics and technology”, “Barrier-free transport planning for public spaces” and “Cycling in the city”. These lectures do not only provide an extended viewpoint from other engineering branches but also – which is most valuable – add perspectives from sociology, public health, law, philosophy and religion to transport planning.
Research Interests:
Der geplante Radrowdy. Das Unvermögen von Planung und Politik schafft viele Probleme.
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Wieso müssen Fußgänger und Radfahrer sich Autoverkehr unterordnen?
Research Interests:
Im Fußball wie in der Verkehrsplanung will jeder mitreden. Es wäre Aufgabe der Politik, Verantwortung zu übernehmen.
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Die Fehler in der Raumplanung der vergangenen Jahre und Jahrzehnte manifestieren sich in der immer stärkeren Abhängigkeit von motorisierten Verkehrsmitteln. Die Auto-Orientierung unserer Gesellschaft, mitbegründet bzw. begünstigt durch... more
Die Fehler in der Raumplanung der vergangenen Jahre und Jahrzehnte manifestieren sich in der immer stärkeren Abhängigkeit von motorisierten Verkehrsmitteln. Die Auto-Orientierung unserer Gesellschaft, mitbegründet bzw. begünstigt durch die gebauten und rechtlichen Strukturen, schlägt sich in steigenden Distanzen und wachsenden Kosten des Verkehrssystems nieder.
Im Rahmen der Arbeit werden die Auswirkungen steigender Treibstoffpreise bzw. steigender Verkehrsausgaben der Haushalte auf deren Mobilitätsverhalten untersucht. Nach ausführlichen Haushalts- und Pendlerstatistiken werden sämtliche Kostenkomponenten im Verkehrswesen in ihrer zeitlichen Entwicklung dargestellt. Aufbauend darauf werden Prognosen der wichtigsten Kenngrößen erstellt bzw. zitiert, deren Auswirkungen auf das Konsumverhalten und die Verteilung der Anteile der Haushaltsausgaben abgeschätzt sowie die Einkommens- und Preiselastizitäten berechnet.
Die errechneten Preiselastizitäten bewegen sich zwischen -0,37 und -0,60, Werte die mit jenen aus der Literatur durchaus übereinstimmen.
Als am stärksten von Treibstoffpreissteigerungen betroffene Bevölkerungsgruppe werden Männer-Singlehaushalte identifiziert, dicht gefolgt von Haushalten mit 3 oder mehr Pkw und Haushalten in dünn besiedeltem Gebiet.
Die steigenden Wohnungsausgaben durch wachsende Ölpreise treffen einkommensschwache Haushalte am stärksten, die ohnehin schon einen Großteil ihres Haushaltsbudgets für Wohnen und Beheizung ausgeben, wie Pkw-lose Haushalte, Frauen-Singlehaushalte und Haushalte des untersten Ausgabenquartils.
Im Rahmen der Arbeit werden die Auswirkungen steigender Treibstoffpreise bzw. steigender Verkehrsausgaben der Haushalte auf deren Mobilitätsverhalten untersucht. Nach ausführlichen Haushalts- und Pendlerstatistiken werden sämtliche Kostenkomponenten im Verkehrswesen in ihrer zeitlichen Entwicklung dargestellt. Aufbauend darauf werden Prognosen der wichtigsten Kenngrößen erstellt bzw. zitiert, deren Auswirkungen auf das Konsumverhalten und die Verteilung der Anteile der Haushaltsausgaben abgeschätzt sowie die Einkommens- und Preiselastizitäten berechnet.
Die errechneten Preiselastizitäten bewegen sich zwischen -0,37 und -0,60, Werte die mit jenen aus der Literatur durchaus übereinstimmen.
Als am stärksten von Treibstoffpreissteigerungen betroffene Bevölkerungsgruppe werden Männer-Singlehaushalte identifiziert, dicht gefolgt von Haushalten mit 3 oder mehr Pkw und Haushalten in dünn besiedeltem Gebiet.
Die steigenden Wohnungsausgaben durch wachsende Ölpreise treffen einkommensschwache Haushalte am stärksten, die ohnehin schon einen Großteil ihres Haushaltsbudgets für Wohnen und Beheizung ausgeben, wie Pkw-lose Haushalte, Frauen-Singlehaushalte und Haushalte des untersten Ausgabenquartils.
Research Interests:
In many cities the growing popularity of bicycle-sharing schemes has added additional options to the transport regime. A significant amount of research has been stipulated by data recorded from lending and returning bicycles at... more
In many cities the growing popularity of bicycle-sharing schemes has added additional options to the transport regime. A significant amount of research has been stipulated by data recorded from lending and returning bicycles at geographically diverse stations. In this contribution, focus on the relationship that the bike-sharing system of the City of Vienna (CityBike Wien – CBW) has with its well developed public transport system. Does bike-sharing serve as competitor, relief or supplement? By surveying the total CBW trip data of 2015 – about 1 million records – we approach to answer this question. We cleanse and route all bicycle trips and compare them with routed alternative public transport trips in terms of travel time ratios. In interviews of 1,389 CBW users conducted in July and September/October of 2016, we ask about the purpose of their trip, the position of the CBW as part of their door-to-door trip, the role of CBW as substitute for other means of transport and the reasons for this substitution. The age group that has the highest number of users among CBW and the shares of tourists/visitors and locals using CBW is identified. Identifying the top 10 of trips from the cleansed dataset and mapping them emphasizes the role that we identify for Vienna’s bike-sharing system in the inner city: A supplement to public transport.