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1

A modal shift, but how?

Vida Laszlo, Illés Béla, Véha Antal

Transport Problems

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2023

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T. 18, z. 4

19--24

EN

In this paper, we investigate the conditions that must be met for modal shift (i.e., the transfer of freight transport from road to rail). In addition to describing the competitiveness conditions, the paper makes technical and organizational proposals for rail freight traffic management. One of the most important conditions is that rail-road intermodal freight transport must be competitive in time and price with unimodal road freight transport. The freight transport model presented in this article provides a solution to this problem and an approach to estimating the additional intermodal freight traffic. Another important criterion is the relatively dense network of road-rail links, known as intermodal transshipment points (ITPs) along main railway lines. The proposed model can be compared to the freight transport model described in the term Physical Internet, with the addition that the objective is to minimize road haulage when locating ITPs (or hubs). ITPs are rail-road terminals or, more precisely, transshipment points, which differ substantially from the commonly used continental terminals. The third condition to be met is a horizontal container handling procedure that can be applied efficiently (i.e., at low cost) under the railway catenary and is capable of handling intermodal units used in continental traffic and maritime freight. Finally, an example for the Visegrád countries is presented. The essence of the example is the potential additional freight traffic or modal shift that could be included in the proposed ITP network. We believe that a modal shift could occur for up to 50% of the indicated heavy goods vehicle (HGV) traffic if the offer is competitive.

2

Effects of the COVID-19 travel restrictions on metropolises mobility: empirical evidence from the Tri-City metropolis (Poland)

Grzelec Krzysztof, Hebel Katarzyna, Okraszewska Romanika, Wyszomirski Olgierd

Prace Komisji Geografii Komunikacji PTG

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2023

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nr 26(1)

52--68

EN

This paper aims to assess changes in mobility and modal shift caused by COVID-19 travel restrictions among the residents of Gdańsk Bay Metropolis (Poland). Measurement’s moments were assumed in periods differing in the level of restrictions. The computer-assisted telephone interview (CATI) was carried out in November and December 2020. The results did not confirm the expected modal shift. However, significant changes in the number of trips between periods were observed. Restrictions in the first period of the pandemic resulted in a greater decrease in mobility than the restrictions at the end of the year. Moreover, significant associations were found between transport behaviour and place of residence. Nevertheless, possible negative changes in the modal split after the pandemic ends should be counteracted by improving the quality of public transport services. As the most important attributes of public transport attracting passengers after the pandemic respondents recognized: high frequency of vehicles, low cost of travel, not overcrowded vehicles. However, some residents declared they will not use public transport regardless of service improvements. Consequently, to meet the objectives of sustainable mobility policy, it can be necessary to increase the share in the modal split of other sustainable modes of travel.

3

Impact assessment of short-term management measures on travel demand

D'Cruz Jinit J.M., Alex Anu P., Manju V. S., Peter Leema

Archives of Transport

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2020

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Vol. 53, iss. 1

37--52

EN

Travel Demand Management (TDM) can be considered as the most viable option to manage the increasing traffic demand by controlling excessive usage of personalized vehicles. TDM provides expanded options to manage existing travel demand by redistributing the demand rather than increasing the supply. To analyze the impact of TDM measures, the existing travel demand of the area should be identified. In order to get quantitative information on the travel demand and the performance of different alternatives or choices of the available transportation system, travel demand model has to be developed. This concept is more useful in developing countries like India, which have limited resources and increasing demands. Transport related issues such as congestion, low service levels and lack of efficient public transportation compels commuters to shift their travel modes to private transport, resulting in unbalanced modal splits. The present study explores the potential to implement travel demand management measures at Kazhakoottam, an IT business hub cum residential area of Thiruvananthapuram city, a medium sized city in India. Travel demand growth at Kazhakoottam is a matter of concern because the traffic is highly concentrated in this area and facility expansion costs are pretty high. A sequential four-stage travel demand model was developed based on a total of 1416 individual household questionnaire responses using the macro simulation software CUBE. Trip generation models were developed using linear regression and mode split was modelled as multinomial logit model in SPSS. The base year traffic flows were estimated and validated with field data. The developed model was then used for improving the road network conditions by suggesting short-term TDM measures. Three TDM scenarios viz; integrating public transit system with feeder mode, carpooling and reducing the distance of bus stops from zone centroids were analysed. The results indicated an increase in public transit ridership and considerable modal shift from private to public/shared transit.

4

Zrównoważony transport lądowy a przesunięcie modalne w latach 2000-2010 : ujęcie przestrzenne

Rosik R.

Logistyka

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2014

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nr 2

274--284

PL

W artykule przedstawiono zmiany pracy przewozowej (w pasażero- i tonokilometrach) na poziomie ogólnokrajowym oraz ukazano zmiany pracy eksploatacyjnej (średniodobowa liczba pojazdów na odcinkach sieci) w ujęciu przestrzennym na sieci zamiejskich dróg krajowych i wojewódzkich (transport drogowy) oraz sieci zarządzanej przez PKP PLK (transport kolejowy). Zarówno praca przewozowa jak i praca eksploatacyjna zostały opisane równolegle dla transportu osobowego i towarowego. Zakres czasowy badań został określony na pierwszą dekadę XXI wieku, tj. na lata 2000-2010. W Polsce transport lądowy w latach 2000-2010 miał coraz mniej zrównoważony charakter. Następowało przesunięcie międzygałęziowe w kierunku transportu samochodowego. Zauważalna jest koncentracja ruchu samochodów osobowych w ciągach autostrad i dróg ekspresowych, a także na drogach dojazdowych do aglomeracji. W transporcie ciężarowym wyraźnie zaznaczają się korytarze autostrad A2, A4 oraz układ skośny od granicy z Czechami przez Górny Śląsk, Warszawę w kierunku granicy z Litwą. W towarowym transporcie kolejowym Górny Śląsk traci na znaczeniu. Zyskuje natomiast korytarz prowadzący od granicy z Białorusią w kierunku centralnej Polski.

EN

The article presents the changes in the haulage work at the national level and changes in the operational work (average daily number of vehicles) on the national and voivodeship road network (road transport) and on a network operated by PKP PLK (rail transport). The haulage and operational works are described for passenger and freight transport in the years of 2000-2010. In Poland, in 2000-2010 the land transport system was less and less sustainable. There is a noticeable concentration of car volume on motorways and expressways, as well as on the roads near the agglomerations. The heavy load transport clearly concentrate on the A2 and A4 motorways and the corridor between the border with the Czech Republic through the Upper Silesia, Warsaw towards the border with Lithuania. The railway freight transport lost its importance in all the routes from Upper Silesia. On the other hand it increased from the border with Belarus in the direction of the central Poland.