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Diploma thesis provides a comprehensive viewpoint at transport services in the Pardubice region, both in terms of public transport supply and demand from people at it. One of the key objectives of this work is to find the influence of characteristics on the selection of mode of transport used by the people to get to work and school at the municipal level. In addition to analysis based on secondary data there is a part of this thesis, which evaluates questionnaire study, particularly in relation to the previous analysis. This comparison of two views, first based on objective statistics data and second based on the subjective view of the reference population of the region, is one of the main values of this study.

China is experiencing rapid and large scale urbanization, and the resulting local and global urban environmental challenges are unprecedented. The Chinese Government has fully recognized these challenges and is aiming to promote more sustainable urbanization in line with the objectives of the eleventh five year plan, which calls for 'building a resource-conserving and environmentally friendly society'. Various initiatives are being pursued to support this objective, both at the national and local levels. At the local level, cities have responded by developing 'eco-cities', which aim to promote a more sustainable urbanization model. More than one hundred eco-city initiatives have been launched in recent years. One such initiative is the Sino-Singapore Tianjin eco-city. The purpose of this report is to review the Sino-Singapore Tianjin Eco-City (SSTEC) project from a comprehensive perspective with a view to achieving the following principal objectives: (i) create a detailed knowledge base on the project; (ii) provide policy advice on key issues, especially those related to the Global Environment Facility (GEF) project; (iii) estimate SSTEC's Greenhouse Gas (GHG) emission reduction potential; and (iv) contextualize the project among the broader ecological urban development initiatives in China. Broadening the World Bank's engagement beyond the GEF was assessed as important given the project's complexity, and its potential to shed light on China's sustainable urban development challenges

Vietnam's transport sector plays an important role in its socioeconomic development. Passenger transport helps meets daily needs and contributes significantly to tourist service development while freight transport helps meet the country's demand for delivery of raw materials and of semi-finished products to production facilities and for transport of finished products to consumers. With the overall growth in transport in the country, each of the main forms of transport (road, railway, aviation, inland waterways and maritime) are currently increasing the total fuel use for transport and as a result overall greenhouse gas emissions. In addition to the mix of transport modes used, the major factors affecting the impact of this growth on current and future greenhouse gases from each mode of transport are the quality and quantity of the vehicles and supporting infrastructure and the type of fuels used and their efficiency. The following sections evaluate the infrastructure and fuel use of each of the modes of transport (sections 1.1-1.5), the current and projected greenhouse gas emissions from the sector and the reasons for this (section 2), and typologies of interventions that can reduce the emissions from the sector (section 3).

Zagreb is the main political and economic centre of the Republic of Croatia with a population of 800, 000 people (¼ of total Croatian population). Pula is the political and economic centre of one of the wealthiest counties of the Republic of Croatia with 67, 000 inhabitants and also the leading tourist city of the county. These cities are not connected by railway directly across the Croatian territory but only across the Slovenian territory. In order to avoid police and customs inspection of passengers at the border, a system of intermodal railway and road transport has been organized. From Zagreb to Rijeka passengers use railway, from Rijeka to Lupoglav they use public road transport (coach) and from Lupoglav to Pula they use the railway again. This paper intends to study the total transport demand of all journeys made from Zagreb to Pula in public transport with special attention to modal split (modal share) between railway and public road transport (coach transport). It is possible to forecast the trend of passenger journeys and modal split between different means of transport using the information regarding the transport demand. Based on these facts timetable is then made. Since the passengers use two means of transport from Zagreb to Pula, it is necessary to coordinate the railway and coach timetables. Timetable is often the crucial factor for users when choosing between different means of public transport. Another important factors in deciding what means of transport to use is the price. Therefore, the paper will analyze the difference in prices between public road transport (coach) that connects Zagreb and Pula directly on the one hand and intermodal transport that offers a combination of railway and coach on the other. The factor that of is not be forgotten is the duration of the journey since it is often this information that makes the passengers decide for a particular means of transport.

In order to cope with rapid growth of congestion levels in urban areas, it is necessary to improve performances of a traffic network which can be one of the basic tasks of transport planning. In this situation „ ‟ build only‟ ‟ approach, in most cases, is not the right approach. New transport strategies on the local and political levels must be defined and all stakeholders must be identified. The development of new services such as Park & Ride systems, individualised public transport services as well as creation of transport plans (car-pool, car-share) can significantly reduce the number of individual vehicles entering the urban area, thus reducing congestion levels and improving traffic flow performances. In order to create those kinds of strategies, a set of indicators must be defined. Those indicators provide the basic overview of network performances. One of the most relevant indicators is the modal split indicator. This paper describes the relevance of the modal split as well as different approaches to the modal split calculation. For the purpose of the modal split calculation, a set of terms is also defined.

Verfasser: Emanuel Seyringer Zsfassung in engl. Sprache Wien, Univ. für Bodenkultur, Dipl.-Arb., 2009

A significant factor in determining the future traffic demand, among other things, is the growth rate of the gross domestic product. Gross domestic product is the macro-economic indicator which shows the value of the final goods and services produced within a country during a given year, expressed in euro. The correlation coefficient between the gross domestic product and the traffic volume also represents a good basis for forecasting traffic demand in the future, since it determines the functional relation for the forecast. The regression analysis is used to define the mathematical relationship between the gross domestic product and the traffic volume, thus allowing the forecast projection. The research has proven the correlation of the gross domestic product with the total goods carried and the total passengers carried. Also, correlation analysis has been carried out according to traffic modules in relation with the growth rate of the gross domestic product. The paper presents the modal split for the Republic of Croatia, where all the transport modes are present (road, rail, air and sea traffic, as well as inland waterways). There are about 4, 441, 000 inhabitants living in the Republic of Croatia at present, covering an area of 56, 538km2. Based on the obtained results, a projection of the traffic demand for a period of 10 years has been made. All the parameters have been calculated by means of the SAS/ENTERPRISE GUIDE software.

The Government has given Banverket (the Swedish Rail Administration) the task of suggesting a strategic network for combi terminals (using rail and another mode). Banverket has in turn given VTI the task of carrying out model simulations to aid the Combi Terminal Investigation. The investigation has defined strategic networks (Network I, II, III) with four, seven and ten terminals as possible scenarios. In each of the networks the transfer costs in the combi terminals are assumed to decrease by 15 and by 30 percent. We calculate with the help of the Swedish national freight model SAMGODS how modal-split between lorry, wagonload rail and combined transport are affected and how transport volumes differ in the scenarios with adjusted transfer costs. The freight owners, choice of transport solution is assumed to use the minimal generalised costs. We calculate that transport work by combined rail in Sweden increases by 20 to 26 percent with a 30 percent cost decrease is assumed. Redistribution is calculated to mainly shift from wagonload to combined transport. The actual size of the redistribution is however difficult to be sure of due to uncertainties in the input cost data. Road transport is calculated to reduce to a lesser amount. We calculate significant redistribution from road to combined rail when testing a kilometer tax for lorries.

Las áreas metropolitanas están inmersas en un profundo proceso de transformación, que conforma espacios cada vez más extensos, discontinuos, dispersos y fragmentados. El resultado es una alteración de las demandas de transporte y de la movilidad de la población. En este trabajo, a partir de la explotación de los datos de Encuestas de Movilidad de Madrid, se analiza el cambio en el reparto modal de los desplazamientos. Changing processes in metropolitan areas are producing more extended, discontinuous, disperse and fragmented spaces.. As a result, changes in transport demand are observed too. This paper analices changes in modal split in Madrid, using data of two mobility surveys.

The determinants of the urban public transport demand : international comparison and econometric analysis. - The analysis we submit in this article rests on the UITP (International Association of Public Transport) database -“The millennium Cities Database”- which is based on a 100 city urban transport systems data collection. Data concern demography, urban structure, transport networks, mobility, impacts on the environment, etc. The analysis shows the gap between intensive versus extensive profiles of urban transport systems. After which we assess the role of the main variables on the public transport modal share that is both the geographical and the economical conditions on the one hand, both the characteristics and the performances of the transport systems on the other hand. We propose an econometric analysis of the public transport modal share. To conclude, this analysis highlights the key features in favour of the urban public transport use which allows questioning the risk to the “European mobility” to slide along “American mobility”., L'analyse présentée dans cet article s'appuie sur la base de données constituée par l'UITP (Union Internationale des Transports Publics), « The millennium Cities Database », qui dresse un état des lieux des systèmes de transport urbain dans 100 agglomérations du monde. Les données concernent la démographie, la structure urbaine, les réseaux de transport, la mobilité, les effets environnementaux, etc. L'analyse illustre le clivage entre un profil intensif et un profil extensif de systèmes de transport urbain. Elle explore des relations possibles entre la part de marché des transports collectifs et, d'une part, les conditions géographiques et économiques, d'autre part, les caractéristiques et les performances des systèmes de transport. Ce travail aboutit à un modèle économétrique explicatif de la part des transports collectifs. Pour finir, une réflexion sur l'ensemble des leviers de commande influant le système des transports publics conduit à s'interroger sur le devenir des agglomérations relevant d'une « mobilité à l'européenne » et le risque de glisser vers une « mobilité à l'américaine ».

Changing processes in metropolitan areas are producing more extended, discontinuous, disperse and fragmented spaces.. As a result, changes in transport demand are observed too. This paper analices changes in modal split in Madrid, using data of two mobility surveys. Las áreas metropolitanas están inmersas en un profundo proceso de transformación, que conforma espacios cada vez más extensos, discontinuos, dispersos y fragmentados. El resultado es una alteración de las demandas de transporte y de la movilidad de la población. En este trabajo, a partir de la explotación de los datos de Encuestas de Movilidad de Madrid, se analiza el cambio en el reparto modal de los desplazamientos.

International audience; The aim of the present study is to evaluate the possible extent of modal shifts from car use to 'alternative modes' (public transport, cycling, walking) without any change in individual patterns of activity. Its approach is based on a transfer procedure that allows the simulation of the maximal potential market for transport modes other than the private car. The method is based on repeated iterations of a simulation model that assigns journeys to transport modes other than the automobile based on a number of improved public transport scenarios. Demand is channelled towards individual modes (walking, cycling), public transport, and a combination of individual and public modes, based on their relative time and distance performance. The modal transfer procedure is applied to several transport supply scenarios, which provide a picture of what is possible in the sphere of modal split. Each simulation entails a potential transfer of private vehicle-km to each of the other modes. Even where different public transport scenarios are simulated, the transfer is evaluated for round trips in both the Paris and Lyon surveys. There is therefore no modification in the activity pattern of the people surveyed nor trips induced by improvements in transport supply. The aim is not to predict what would be the modal split in other circumstances, but the upper limit of the shifts. This paper presents our methodology and the principal results obtained through numerical simulations based on figures for the Paris and Lyon conurbations. This approach demonstrates that a policy focused on modal shifts has the potential to reduce car use, but that this potential is limited. Any aspiration to reduce car use further would mean changes in the patterns and location of activity.

TSU92- är en brevbaserad enkätundersökning riktad till svenska folket. Den har pågått kontinuerligt med dagliga enkätutskick sedan april 1992. Dåvarande Trafiksäkerhetsverket (TSV) initierade undersökningen och bekostade den. Numera bekostas den av Vägverket. Det fanns ett starkt behov av tillgång till exponeringsdata för de utvärderingar och analyser TSV gjorde av trafiksäkerhetslägets tillstånd och förändring. Särkilt stort var behovet av information om de oskyddade trafikanternas exponering. För att erhålla sådan information på exempelvis riksnivå är man i praktiken hänvisad till att genomföra någon form av resvaneundersökning. Någon riksomfattande resvaneundersökning hade inte genomförts sedan 1984. I denna undersökning görs en beskrivning av TSU92- från starten 1992 och fram till dagsläget då det gäller svarsprocent, resandeandelar m.m. - hur dessa har förändrats över tiden bland annat som konsekvens av att enkäten genomgått förändringar. Jämförelse görs också med den officiella resvaneundersökningen RiksRvun/RES.

Arbeitsberichte Verkehrs- und Raumplanung, 172

International audience; This paper describes the development of a model architecture based on systems dynamics and econometrics. The purpose of the system of models is to simulate the medium­ and long­term effects of urban transport policies with reference to sustainable travel. Three models are presented successively with some results from simulation. The first model relates to the regulation of public transport finance and allows for the constraint of the scarcity of public funds. The second is a modal split model based on price­time modelling. The third is a combined assignment and time of departure choice model based on a queuing representation of congestion. Finally, the coupling between the last two models is described.

Proceedings on CD-ROM.; International audience; The private car currently dominates travel in large metropolitan areas and its use is on the increase, in spite of the fact that public opinion is generally in favour of the development of public transport and political statements which reflect this opinion. Furthermore, the available projections and an analysis of the potential effect of conventional policies indicate that although such policies are able to exert some control, it is limited.Then, the question, that this research directed by INRETS will attempt to answer, is: could a major metropolitan area operate with a radically different transport system that is based principally on the use of modes other than the automobile? By "radically different", we mean a system in which use of the conventional automobile would be reduced in a non-marginal manner, by, say, between a third and a half of all private car vehicle-kilometres.This research does not attempt to justify a move towards a radically different system a lot as already been said on it. Instead, the project will perform different transport simulations and assess on based-rules the effect on the use of modes.Transport scenarios have been designed to incorporate a progressive improvement in public transport supply in the following respects: increase in speeds on the roads, increase in service frequencies during off-peak periods, creation of exclusive public transport lanes, reserving radial roads for public transport, extension of metro and regional express rail and reorganisation of bus routes in response to this. We have also devised and simulated a set of appropriate accompanying strategies that are intended to improve the effectiveness of public transport supply, for example policies to encourage the use of the bicycle or park and ride schemes. The methodology, developed by INRETS has been applied on Paris and Lyon region based on the last household travel survey conducted in each area. For each transport scenario, Paris and Lyon models are used to calculate public transport time for all trips whatever is the actual mode of transport. We then applied the procedure of mode transfer to assess the effect of each of these scenario on mode choice. The procedure is based on automatic rules. Trips, or more precisely round trips, are assigned to one or other of the alternative modes on the basis of elimination rules (no walking for distances over 2 kilometres, no cycling over 8 kilometres, no modal transfer if the purpose of the round trip is for escorting purposes...) and on the basis of constraints (individual travel-time budgets, the length of each trip and round trips, the existence of transport supply...). This system of rules and constraints constitutes the core of the modal transfer procedure.The paper will present both the methodology and results obtain from Paris and Lyon case studies.

Tez (Yüksek Lisans) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2002, Thesis (M.Sc.) -- İstanbul Technical University, Institute of Science and Technology, 2002, Bu çalışmanın amacı; İstanbul Metropoliten Alanı’nda kentiçi farklı yolculuk amaçları için, uygun toplulaştırma seviyesinde ve uygun verilerle tahmin gücü yüksek geçerli logit türel dağılım modelleri kalibre etmektir. Elde edilen uygun modellerle, 2002 yılı değerlerine istinaden yolculukların ulaştırma türlerine dağılımı araştırılmıştır. Çalışmada ayrıca; seçim olgusu, tür seçimi, türel dağılım modelleri ve bu modellerin kalibrasyonuna ilişkin genel bilgiler verilmiş ve İstanbul için yapılan ulaşım etütlerinde kullanılan türel dağılım yöntemlerine değinilmiştir. Yedili ve 20’li iki farklı büyüklükte sektör bazında toplulaştırılmış veriler yardımıyla; genelleştirilmiş maliyet değişkenine göre tek değişkenli, yolculuk maliyeti ve süresine göre de iki değişkenli ikili logit modeller kalibre edilerek farklı yolculuk amaçlarına ait geçerli modeller araştırılmıştır. 2002 yılı değerlerine göre, modellerin bağımsız değişkenleri olan yolculuk maliyetleri, süreleri ve genelleştirilmiş maliyetlerinin hesaplanarak 1996 fiyatlarına getirilmesi ile yeni değerlere göre farklı amaçlı yolculukların, ulaştırma türlerine dağılımının yapılmıştır. 20 sektörde toplulaştırma ile elde edilen modeller daha uygun sonuçlar vermiştir. Zaman değerinin modele dışarıdan girilmesi ve farklı yolculuk amaçları için aynı zaman değerinin dahil edilmesi sonucu, tek değişkenli tür seçim modeli diğer modele göre daha hatalı sonuçlar vermiş ve kentiçi yolculuklar için yapılan türel dağılımlarda hatalar meydana getirmiştir. Pozitif ve negatif değerler alabilen ulaşım türüne özgü sabit; konfor, güvenlik ve güvenilirlik gibi ölçülmesi ve sayısallaştırılması zor olan hizmet düzeyi karakteristiklerini temsil etmektedir., This study examines the possibilities of obtaining better modal-split models for each trip purpose in İstanbul Metropolitan Area by calibrating the binary logit modal split models at the appropriate aggregation level with the appropriate variables. The modal split for the year 2002 is then studied by using the valid models with current data. The study also contains a brief summary of choice concept, mode choice, modal split models, and the calibration techniques commonly used for modal-split models and the earlier studies in İstanbul for trips modal-split. By means of the intersectoral trip data obtained by the aggregation process at two levels(7 and 20 sactors); a single variable logit model with the generalized trip cost variable and a multivariable logit model with the trip cost and the trip time variables are calibrated for each trip purposes to determine the valid models. Trips are then split to transport modes with current data. The models calibrated at higher aggregation level give more accurate and appropriate results. Because of including the value of time that was calculated externally the single variable logit model produces more errors on results relatively to the multivariable logit model. Moreover, taking an average single value of time into consideration for different trip purposes leads to model errors during the modal splitting stage. The mode specific constant included in the utility function of the public transport mode, represents the unmeasurable and the unquantifiable level of service characteristics belong to public mode such as comfort, safety, and reliability., Yüksek Lisans, M.Sc.

Denne rapport er en del af dokumentationen til forskningsprojektet ALTRANS. Formålet med rapporten er især at belyse betydningen af den kollektive trafiks service for adfærden for herigennem at forstå mulighederne for at overflytte rejser fra bil til kollektiv trafik. Beregninger i en GIS baseret model viser at rejser med kollektiv trafik for flertallet af rejser tager 2 til 4 gange så lang tid som med bil. Service niveauet i den kollektive trafik er vigtig for modal split og spiller også en rolle for bilejerskabet. Forbedringer i den kollektive trafiks service niveau viser sig kun at have ringe indflydelse på miljøet men det afhænger også af det geografiske område This report is part of the project ALTRANS - an alternative transport system. The main purpose of ALTRANS is to elucidate the possibilities of attaining an environmental improvement by transfer of motor traffic to alternative means of transport through a co-ordinated and intensified improvement of the public traffic. The purpose of this report is especially to elucidate the importance of the service of the public traffic to behaviour in order to understand the possibilities of transfer of trips from car to public traffic. The report is based on the continuous Transport Survey (TransportvaneUndersøgelsen (TU)). The survey shows the trips of the interviewed person on a chosen day, the trips being geographically located into zones. It also shows the means of transport, purpose of travel etc. Furthermore the report is based on a geographical model - developed in ALTRANS. On the basis of timetables the model calculates the travelling time for each individual trip. Chapter 1 offers a detailed summary (in Danish) of the report. Only the main features of the conclusions of the report are rendered below. In chapter 2 the transport survey (TU) is scrutinised thoroughly. The contents of the survey is described as well as the additional data that throughout the program is attached to the TU data (e.g. zone data and emission data). Subsequently the uncertainty and errors in the data collection is being examined. The transport survey is based on a random sample of Danes between the age of 16 and 74. The random sample is being written down as to represent all of the population aged 16 to 74. The used method which consists of asking about transport behaviour the day before the interview, however means that the interviewed persons is not fully representative of all Danes. In several ways persons with special travel practices is not fully represented. Viewed in the light of analyses of the method of interviewing and the composition of the outward and home journeys it is estimated that there is lacking travel activities corresponding to 4-5 percent of the person kilometres or approximately 1,5 kilometres pr person pr day. The share is very dubiously determined and it is recommended to continue the work on a clarification, among others through a few additional interview questions. Moreover a comparison with the official statistic for person kilometres has been made. The conclusion to the comparison is that there seems to be a quite god accordance between the two methods of making up when considering the lacks in both of them. The difference of the two methods seems therefore not only to be due to errors Assessment of the transport survey (TU) 10 and defects in the Transport Survey data, it also discloses problems with the register statement. The conclusion to the comparison seems to be that TU gives quite a true and fair view of the person kilometres in the 16 to 74 age group for all the means of transport that is used much in the survey (car driver, car passenger, bicycles and bus). In chapter 3 travel time and service levels are elucidated based on the way they are calculated in the developed geographic model. In chapter 4 the importance of travel time and service levels to the choice of means of transport and car ownership compared to other conditions is analysed. The analyses have only been performed on 47 % of the trips. The greatest deficit is due to the fact that the model cannot calculate travel time for the internal trips in only one zone. Especially the small and medium-sized provincial towns which have many trips have not been sub-divided. Furthermore at the time of the calculation there were a good deal of data errors and defects in the model which, among others, meant that data for the local busses in 3 of the largest provincial towns lacked. The analysis of the trips for which travel time can be estimated shows that the travel time with public transport for two thirds of these are between 1 and 3 times as long as the travel time by car with a top at about 2,2 times the travel time by car. Also considering the average waiting time the total time for travel by public transport is for the majority between 2 and 4 times the travel time by car. At the same time it is concluded that the mobility is very unequally allocated. More than 20 % of all trips are so long that it would be desirable if they could be carried out with public transport. But these trips are in fact unable to be served. Of the remaining trips at least 90% takes twice as long time as a trip by car; sometimes even 3 to 4 times as long. In the villages 40 % of the trips cannot be made by public transport and 60 % of the rest have an average waiting time of over 1 hour. The analysis shows that modal split strongly depends on the average waiting time and on the total time for trips by public transport (incl. waiting time) compared to the travel time in car. The share of public transport is mostly affected by trips over 15 kilometres. Trips under 9 kilometres is only affected by the average waiting time. The long trips however are mostly affected by the total time and lesser by the waiting time. The medium length trips (10 - 50 kilometres) can be affected by both changes in waiting time and travel time. If the conditions between the total time usage on trips with public transport and by car becomes less than 2,5 - 3 the temporal relation only has small influence on the share of public transport. On the other hand if the conditions are good the public transport usage is strongly affected. For trips over 15 kilometres the share of public transport can reach well over 40 % if the service is optimal. Also car owner-ship - first and foremost the number of households without car - is affected by the service of the public transport but the effect is substantially less than the effect on the share of public transport. If the service is reduced the number of cars will increase a little. On the other hand an improvement will hardly lead to fewer cars on short sight as people rarely give up cars they already possess. In chapter 5 the environmental impact from public transport and car is compared and it is elucidated if improved service of the public transport will lead to a reduction of the environmental impact. Analyses show that busses and cars in average have the same environmental impact measured as CO2 emission pr passenger-kilometres while trains have a little lower impact. However, the impact varies depending on the part of the country and the time of the day. Especially at night the load factor of busses is low and consequently the emission pr passenger-kilometres becomes high. The environmentally best reaction to this would be to replace large busses with smaller vehicles with adequate capacity. On many routes a medium-sized bus, here called midi-bus, would probably be viable. It will take an organisational effort by the bus companies but with the right planning it should be possible to realise a diversion of bus sizes beneficial to both the environment and the operating economy. The environmental effect of the service improvements is elucidated with a calculated example of a doubling of the frequency for the public transport. The example shows that the elasticity on public transport is high - close to 1 calculated as the increase in person kilometres by public transport by an improvement of the total time usage on public transport trip compared to the time usage in car. On the contrary the elasticity for car drivers is only -0,14 and thus it is limited how many motorists can be moved to public transport. The conclusion to the calculated example is that a general doubling of the frequency does not pay off in an environmental perspective and neither in an operating economic perspective. The results seems to show that it pays to improve the frequency on some sorts of trips, e.g. on long distances particularly if one increases the speed at the same time, and in the countryside if driving small public transport vehicles e.g. midibusses instead of 12 metre busses. The results of this simple calculated example contemplate that one seeks to find a planning that permits environmental gains also regarding improvements of the frequency. One merely have to be extremely determined as one has to obtain the same gain of time as in the calculations but with only one third as much extra driving. The calculations are however very uncertain and a calculation in the geographic model would create a much safer basis for a conclusion

After a long policy debate it has been decided to built in the near future a new rail link (Betuwe line) in the Netherlands to handle the rapidly increasing volume of goods to be transported from Rotterdam harbour to the centre of Europe. This study analyses its economic and environmental aspects and compares rail transport with road transport and transport on inland waterways. It is shown that transport by water will compete strongly with transport on the new railway and that water transport is attractive economically and environmentally.

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Beschreibung der sechs prioritären Verkehrsprojekte (ailes Eisenbahnprojekte) im Raum der Oberrheinkonferenz. Darstellung der Mobilitäts- und Verkehrssituation in der Agglomération Basel unter besonderer Berucksichtigung des Modal Split., Transportation projects with high priority in the Upper Rhine area and traffic situation in Basle. — Description of the six transportation projects with high priority for the region of the Upper Rhine ; all the projects concern the railway sector. Situation of transportation and modal split in the agglomération of Basle., Projets de transports prioritaires dans la région du Rhin Supérieur et situation du trafic dans l'agglomération de Bâle. — Les six projets de transport prioritaires de la région du Rhin Supérieur, qui concernent tous le transport ferroviaire, sont les suivants : deux pour le trafic international : mise à quatre voies de la ligne Karlsruhe - Bâle (DBAG), connexions TGV - ICE à Strasbourg et TGV Rhin-Rhône - ICE - Rail 2000 ; trois pour le trafic transfrontalier régional et le trafic local : Euro-Rhin, Regio- S-Bahn Bâle, navettes Strasbourg — Ludwigshafen ; le dernier projet concerne le transport de marchandises entre l'Allemagne et la France. La situation des transports et en particulier du partage modal dans l'agglomération de Bâle est examinée ensuite. Des différences importantes concernant le choix de la voiture individuelle ou des transports publics peuvent être constatées entre le côté suisse de l'agglomération d'une part et les banlieues situées en France d'autre part. Les principales raisons de la faible utilisation des transports publics du côté français sont la qualité insuffisante de l'offre des transports publics (en comparaison avec la situation en Allemagne et en Suisse) et la structure dispersée de l'habitat en France. Comme les distorsions de marché (nombre d'heures de travail, règles de sécurité, respect des vitesses maximales, etc.) continuent d'exister entre le transport individuel et le transport ferroviaire, il ne faut pas s'attendre à une sensible amélioration de la part de marché du trafic ferroviaire dans les prochaines années. Même les projets prioritaires de la conférence du Rhin-Supérieur ne changeront rien à cet état. Toutefois, il serait possible d'accroître l'utilité et le rendement économique des investissements ferroviaires en adaptant les conditions aux normes européennes. Or, comme ceci implique des décisions dans un domaine extrêmement controversé, on ne peut pas s'attendre à un changement rapide., Oswald Philippe. Prioritäre Verkehrsprojekte im Gebiet der Oberrheinkonferenz und Verkehrssituation in Basel. In: Revue Géographique de l'Est, tome 37, n°1,1997. Mobilité urbaine sud-rhénane et environnement. pp. 29-38.

Energiförbrukning och emissioner av luftföroreningar per personkilometer eller lasttonkilometer, s.k ekvivalentvärden, beräknades för den svenska transportsektorn. Redovisningen, som omfattar transporter på väg, järnväg, till sjöss och med flyg, avser dels nutid (1993) dels några framtida årtal.Bil framstår som det mest energikrävande färdmedlet vid persontransporter, speciellt kortväga sådana. Spårburna korta persontransporter uppvisar lägre ekvivalentvärden än buss, i fråga om såväl energiförbrukning som avgasemission, medan energiåtgången vid långväga resor väger tämligen jämnt mellan buss och järnväg.På godstransportsidan uppnår sjöfarten den lägsta lasttonspecifika energiåtgången medan spårburna godstransporter ger de lägsta avgasekvivalenterna. Energy consumption and pollutant emissions per passenger kilometer or load ton kilometer, socalled equivalent values, were calculated for the Swedish transport sector. The study, which includes transport by road, railway, at sea and by air, concerns both the present (1993) and some future years. Car stands out as the most energy consuming transport means for passenger transport, particularly in the short-distance case. Railbound short-distance passenger transport exhibits lower equivalent values than bus, regarding energy consumption as well as pollutant emissions, while bus and railway energy equivalents in the long-distance case are essentially equal. As to goods transport the lowest load specific energy consumption is attained at sea, while goods transport by rail has the lowest equivalent pollutant emissions.

The main purpose of this paper is to present the results of a comprehensive research study that took place in Greece in order to investigate the process and the criteria for freight modal choice behavior. It involved a large scale survey among various “actors” in the freight transport scene in Greece, and a full scale analysis of the results and outcomes. The objective was to reveal the mechanisms and the factors that influence freight transport mode choice and to produce mathematical models relating the users’ perception of the system with the various criteria and parameters that the statistical analysis, of the survey results, revealed as relevant. The present paper presents the modeling part of the above research work. Firstly, an analysis of relationships between the various attributes with the more “conventional” linear regression analysis is described. This analysis is presented in a summary form starting with the tests of linearity performed on the various parameters, and then proceeds with the presentation of the actual (linear) models developed. In the second part of the paper, a more comprehensive disaggregate logit analysis is presented. The purpose of this analysis is to replicate more closely the observed “individual user” behavior by use of appropriate explicatory variables from data collected in the survey. The resulting disaggregate models are tested for representativeness and accuracy and the final outcomes are presented. In all the above analyses the variables used are ratings and not absolute numbers. The study is quite unique for Greece and presents overall results and findings that can be utilized in many ways, from stimulating further research to supporting the adoption of effective policy.