No full-text available
To read the full-text of this research,
you can request a copy directly from the authors.
Demand variation in regional transport
... Because the leisure trips are irrelevant for standard commuting, higher demand values at the weekends during the main tourist season (April to October) were expected. The first stage of the survey was conducted in November 2019, and it describes the demand variation without significant seasonal influences [13]. For the data to be comparable, a similar survey was planned a year later, but the COVID-19 pandemic and related mobility restrictions postponed its launch. ...
... g. canceled connection), calibrated values with respect to the mean value are used. As the pre-pandemical values has been sufficiently analyzed [13], only the postpandemical data from the 2021 survey are presented. ...
... For the comparison with the pre-pandemic survey [13] it is to be noted that there has been a significant extension of the public transport supply in the surveyed area by the reintroduction of the railway line no 113 which features an additional over 50 % of the connections provided. This phenomenon attracted new passengers, part of whom may change the bus for the train as there was a partial decline in the bus ridership. ...
The paper describes several characteristics of transport demand in regional passenger transport and its changes over certain periods of day and week in post-pandemical time with respect to different public transportpublic transport evaluation modes. With the transport survey conducted in October 2021 in the Lovosice Area, Czech Republic, the demand characteristics such as the extent of the morning and afternoon peak hourspeak hour are demonstrated. In the first part, the daily variationdaily variation for a standard workday in the network’s busiest section is analyzed. In the following part, weekly variationweekly variation for working days is discussed. The paper is concluded with the regional and seasonal specifics of the weekly passenger variation during weekends.
... The advantages of a cyclic timetable-based transport system in rural areas, based on Swiss experiences, are also highlighted [38]. Research on the relationship between demand and additional services during off-peak periods [12], changes in demand during peak and off-peak periods [13], and factors affecting modal split in commuting to European cities [39] is of particular interest with respect to this work. In [40], the authors analyzed the impact of various characteristics of public transport, including prices, frequency, and inhabitants' incomes, on changes in demand over several decades in all types of transport in Tunisia. ...
... Due to a lack of similar studies and analyses, it is difficult to compare the obtained results with those of other authors. Only the variability in the number of passengers throughout the day in the direction of a larger urban center and returns from it (shown in Figure 4a) is similar to what was described in [13]. The results presented in this article clearly indicate a strong correlation between the frequency of bus trips and the attractiveness of public transport for both adults and the group of children and youth. ...
One of the ways to improve energy efficiency in transportation is through efforts aimed at increasing the usage of public transportation by residents. This, in turn, is closely related to residents’ preferences. One of the most frequently cited factors influencing the attractiveness and quality of public transportation is the frequency of connections. This is important not only for urban transport but also regional transport, which has significantly lower passenger flows. This paper aims to present how the frequency of connections affects the attractiveness of regional transport. An original method for determining the attractiveness of public transport, based on the share of adult, senior, and youth passengers with single tickets and monthly passes, is introduced. The results of research on the structure of passengers and flows to/from the district center are presented. Based on the research results, attractiveness factors are calculated for each town. The statistical analysis clearly indicates there is a strong correlation between the attractiveness of regional transport and the frequency of connections (Rs = 0.807, p = 0.001). Moreover, for every connection increase, the number of adult passengers will increase by an average of 1.5. Assuming that these additional passengers switch from individual to public transportation, the resulting reduction in energy consumption due to an increase of one connection is 0.33–0.69 kWh for each kilometer traveled by these passengers.
... W okresie międzyszczytowym następuje zmiana kierunków podróżyz kierunku do powiatu w godzinach rannych i przedpołudniowych na kierunek do gminy w godzinach popołudniowych. Podobne zależności zostały odnotowane w Czechach [10]. ...
Every year the several operators operating the bus lines on a commercial basis are forced to close their business because of the decrease in the number of passengers and increasingly higher operating costs. Despite the difficult situation on the regional bus transport market, some operators provide services trying to improve the quality and quantity of their transport offer. Problem of transport exclusion resulted in an increased number of publications in the literature, but researchers focused mainly on supply of transport services while the demand studies are described very briefly.
The article presents the results of research on the current demand in regional public transport, in order to answer the questions of what is the structure of passengers and tickets they use, what are the main directions of travel (to poviat city or to commune seat) and how the demand changes during the day. Answers may by useful for local governments which plan to design and start operating local transport networks in the place of liquidated bus lines.
The article describes and analyzes the results of research on 3 commercial regional lines, operated by one bus operator, connecting the city of Chodzież which is the capital of poviat, with the seats of communes within the same poviat. The conducted research clearly shows that in the case of the Chodzież region, the main group of passengers are young people commuting to secondary schools with monthly passes. This group accounts for about 2/3 of all passengers. Adding to that a group of young people using single tickets, the total share of commuting youth is about 75 % of journeys. As a consequence, both the number of passengers, as well as the distribution into individual time periods during the day, strongly depend on the calendar of the school year. If there are no classes in schools, the number of passengers may decrease by 60 % – 70 %.
The second, important conclusion is that for the largest group of passengers, the destination is the seat of the poviat, while the needs related to the seat of the commune are negligible. This is an important argument for local governments considering starting the organization of bus lines, to design the transport network on a larger scale, connecting towns primarily with the poviat city, in cooperation with neighbouring communal governments and the poviat.
The results of the analysis show two traffic peaks: the morning peak which is higher and shorter, and the afternoon peak – lower but longer. In both peaks, the dominant group of passengers are holders of monthly passes, mainly school tickets. People with monthly passes without discount most often use the first trips towards Chodzież and the last trips towards communes. Importantly, trips between peaks do not disappear, but only decrease to the level of approx. 50 % of the average value in peaks. During this period, the structure of passengers changes – journeys based on single tickets, used by adults and seniors, dominate. This indicates a clear need to provide transport not only during peak hours, but also during off-peak periods and on days off from school, so that people who have no other means of transport are not excluded.
... The relatively low population density in urban peripheries and rural areas means that it is generally not considered feasible to provide high-frequency public transport services throughout the day in these areas. The regional bus and rail services that constitute the backbone of the rural public transport network are typically focused on commuter trips to school or to work [8,19], with limited supply off-peak unless they operate along corridors linking nearby and highly populated urban areas. As a result, regional public transport services are, in general, not particularly well adapted for travel purposes other than commuting or for commuters with flexible working hours. ...
The purpose of this study is to look into patronage effects of extended supply outside peak hours on regional public transport services. Previous studies have shown that the service frequency is an attribute of great importance for regional passengers, but little is known about the details regarding peak and off-peak frequencies or service hours. The present study addresses this knowledge gap, departing from the hypothesis that additional off-peak supply means more flexibility for the passengers in terms of departure time options, and possibly also a sense of security for passengers who are uncertain about the time of their (return) trips. Essentially, the added off-peak departures may attract more passengers even if they normally do not or only occasionally use the off-peak services. The patronage effects are explored through four case studies from the region of Scania in southern Sweden. The cases include regional rail and bus services where substantial improvements have been made outside peak hours, resulting in at least hourly all-day services. The results of the study provide new insights into the fundamental planning policy trade-off between maximum frequency and span of public transport services in urban peripheries and rural areas. Importantly, the results suggest that improved time coverage may lead to substantial patronage growth, and this growth is evident also during peak hours, despite unaltered peak hour frequencies. Hence, off-peak departures cannot be assessed only through patronage levels in isolated time periods, let alone on the individual departures.
The challenges of modern transport systems include the need for integration and
reduction of the negative impact on the environment. The improvement of the
functioning of the transport system should be preceded by a proper diagnosis and
assessment of the current state. This knowledge allows to make adjustments in the
planning and organization of transport systems.
This publication contains selected papers submitted to and presented at the 18th
“Transport Systems. Theory and Practice” Scientific and Technical Conference
organized by the Department of Transport Systems, Traffic Engineering and
Logistics at the Faculty of Transport and Aviation Engineering of the Silesian
University of Technology (Katowice, Poland). The problems addressed in the
publication entitled Challenges and Solutions for Present Transport Systems have
been divided into three parts:
• Part 1. Advanced methods of assessing transport systems,
• Part 2. Integration as a way to better organize traffic flows,
• Part 3. Development of environmentally friendly solutions in transport.
The articles included in the publication are expressions of case study-based
scientific and practical approach to the problems of contemporary transport
systems.
The authors drew attention to challenges for planners and transport systems
organizers including accessibility standards, decision-making problems, integration
in public transport or choosing proper direction in transport plans. For all these
situations, it is necessary to apply solutions that take into account the needs in the
field of environmental protection, as well as the reduction of energy consumption.
The publication also includes an abundance of numerical analyses based on significant data sets, illustrating the close affiliation between transport systems
development and quality of life.
We would like to express our deepest gratitude to all authors, for reflecting the
key problems of contemporary transport systems in a concise manner, as well as to
reviewers, in recognition of their insightful remarks and suggestions without which
this collection of papers would have never been published.
September 2022
Grzegorz Sierpiński
Houshmand Masoumi
Elżbieta Macioszek
Developments in sustainability and digitisation outline a future of mobility, with multimodal transport becoming the new normal. Travel modalities will no longer be the focal point of mobility, but passenger experiences and the services that provide these will. In a mobility landscape where the passenger experience is key, and multi-leg trips are the norm, Multimodal Transport Hubs are essential players as they can facilitate high-quality intermodal transfers. However, this advanced application of Multimodal Transport Hubs does not yet exist in practice.
By employing a scoping review, this research aims to investigate the position of airport hubs as Multimodal Transport Hubs in the future of mobility, as airport hubs physically unite several transport infrastructures but only offer transfers with high-quality services within air traffic and not – to, from and between other modalities. To become future-proof, airport hubs should transform into truly Multimodal Transport Hubs that provide transfers with high-quality services from at least ultra-long to long and medium-range modalities.
However, airport hubs have features such as a complex stakeholder landscape, long development times, reliance on transport operators and uncertainty about the added value of integrating new travel modalities that make modality innovation at airport hubs a systemic design challenge. This research identified a lack of theoretical knowledge regarding harnessing and integrating alternative and new modalities at airport hubs to transform them into fully integrated Multimodal Transport Hubs. In particular, how to assess and select new and alternative modalities, how to determine the appropriate level of engagement in different stages, and how to integrate new modalities at airport hubs should be investigated in future research.
Regional railway transport is an indispensable part of the transport process, and its importance is growing year by year. Rail transport is generally considered a sustainable form of mobility with societal benefits in terms of air and climate protection, but there is still room for more efficient energy management. This article deals in more detail with the energy management of regional rail transport. Emphasis is placed on a sustainable operating concept that considers energy consumption and vehicle circulation. Properly set capacity of railway unit allows to significantly reduce energy consumption and operational costs during off-peak hours. Reducing energy consumption has a positive effect on reducing emissions, as even traction electricity is not yet completely emission-free. Solutions for the suburban railway line between Ostrava and Opava in the Czech Republic are examined in this article.KeywordsTimetable designPassenger railwaySustainabilityEnergy optimizationVehicle circulation
The purpose of this article is to analyse quality attributes of regional public transport and their influence on modal choice, demand, and customer satisfaction through a literature review. The review is based on a working definition of regional public transport with boundaries toward local as well as interregional public transport: Regional public transport (i) targets passengers travelling between separate urban areas or to rural areas and (ii) a majority of the trips are made on a regular basis. Our results suggest that preferences of regional travellers mainly conform to the preferences of local travellers, but some important differences have been revealed. Most notably, on-board comfort is a higher priority for regional travellers and is increasingly important with longer travel times. Network coverage and coordination are also more prominent features of regional public transport, presumably due to the more dispersed nature of regional public transport networks. These differences, and the fact that the prerequisites for regional public transport are in general substantially different compared to local and interregional public transport, support continued use of this categorisation in public transport research. We also conclude that there is a requirement for more knowledge about the specifics of regional public transport, as public transport research, thus far, has been largely focused on local travel. Research areas of particular interest are on-board comfort, operational aspects, travel time improvements, how the environmental impact of public transport services affects modal choice, and the influence of trip length on passenger preferences.
Removing bus stops is often a prerequisite for introducing faster, more reliable, and more frequent rail or coach services in rural areas. Despite the potentially higher quality of service through trains or coaches, however, the bus-stop removals often become stumbling blocks. It is sometimes feared that the alterations to the public transport network will pose a threat to the possibilities of living in rural areas outside villages. In this study, we investigate how travel by public transport is affected in areas where bus services are substantially reduced in connection with the introduction of rail services with fewer stops. Through an analysis of access trips from rural areas surrounding the train stations, we are able to study the development of public transport patronage in these areas in comparison with a control group with retained rural bus services. A total of 28 villages with surrounding rural areas in southern Sweden are included in the study. Our results reveal a significantly larger patronage increase around new train stations compared to areas where regional bus services are kept, and importantly, the patronage increase does not only occur in the immediate surroundings of the stations. Outside the villages, in the rural areas where public transport services have been cut, the increase is of equal magnitude. Hence, our results oppose the idea of distortion between the villages and their surrounding rural areas, at least in terms of net effect on public transport usage.
This paper develops a methodology for testing and implementing differences in preferences for a set of public transport modes, relating to observed and unobserved attributes, in state-of-practice large-scale travel demand models. Results of a case study for commuters in the Stockholm public transport system suggest that there are preference differences among public transport modes. We found that the value of time for train is lower than for bus and metro, and that it is higher for auxiliary modes than for the main mode. Surprisingly, we found no evidence for differences proportional to the in-vehicle time between bus and metro, suggesting that characteristics of in-vehicle time in these two modes are valued equally by the travellers. Nevertheless, unobserved preference for metro is higher than the preference for bus. Regarding the existence of a rail factor, we find evidence to support the hypothesis that rail-based modes have in fact a smaller time parameter (train) or higher alternative specific constant (metro), indicating that rail modes are preferable to bus, ceteris paribus.
Procedures to determine the appropriate capacity of the vehicle with regard to its effective use over time
- P Fridrišek
- V Janoš
Fluctuations in Passenger Railway Service Period
- M Drábek
- J Pospíšil
Public perception of the railway factor – railway line no. 113 Lovosice – Most case study
- S Metelka
- V Janoš
Public perception of the railway factor – railway line no. 113 Lovosice – Most case study
- metelka