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Zusammenfassung Automatisierte Fahrzeuge werden unsere Mobilität und die Möglichkeit des Vorankommens stark verändern. Bereits in den nächsten Jahren sind hierdurch im Mobilitätsbereich hochdynamische Entwicklungen mit grundlegenden Veränderungen und Umbrüchen zu erwarten, die sowohl Chancen als auch Risiken mit sich bringen werden. Aus Sicht der Verkehrs-, Infrastruktur- und Stadtplanung braucht es daher Strategien, wo und wie automatisierte Fahrzeuge bestmöglich eingesetzt werden.
Aggelos Soteropoulos. Automated Drivability und straßenräumliche Verträglichkeit im Stadt-Land-Kontinuum am Beispiel der Stadtregion Wien. AVENUE21. Politische und planerische Aspekte der automatisierten Mobilität 2021, 41 -74.
AMA StyleAggelos Soteropoulos. Automated Drivability und straßenräumliche Verträglichkeit im Stadt-Land-Kontinuum am Beispiel der Stadtregion Wien. AVENUE21. Politische und planerische Aspekte der automatisierten Mobilität. 2021; ():41-74.
Chicago/Turabian StyleAggelos Soteropoulos. 2021. "Automated Drivability und straßenräumliche Verträglichkeit im Stadt-Land-Kontinuum am Beispiel der Stadtregion Wien." AVENUE21. Politische und planerische Aspekte der automatisierten Mobilität , no. : 41-74.
Zusammenfassung Automatisiertes Fahren verändert die zukünftige Mobilität grundlegend und wirkt sich auch auf den öffentlichen Verkehr (ÖV) aus. Häufig wird hierbei von einer weiteren Verschiebung der Grenzen zwischen dem klassischen ÖV und dem motorisierten Individualverkehr (MIV) und von einem Übergangsbereich des öffentlichen Individualverkehrs (ÖIV) mit automatisierten Fahrzeugen bzw. von einer Individualisierung des öffentlichen Verkehrs gesprochen (vgl. Lenz/Fraedrich 2015: 189; Röhrleef 2017: 15; Bruns et al. 2018: 12; Barillère-Scholz et al. 2020: 16): Bereits heute differenziert sich das Mobilitätsangebot durch neue Angebotsformen wie beispielsweise Car-Sharing oder Ride-Hailing aus.
Aggelos Soteropoulos; Emilia M. Bruck; Martin Berger; Alexander Egoldt; Arne Holst; Thomas Richter; Zoltán László. Automatisierung, öffentlicher Verkehr und Mobility as a Service: Erfahrungen aus Tests mit automatisierten Shuttlebussen. AVENUE21. Politische und planerische Aspekte der automatisierten Mobilität 2021, 75 -106.
AMA StyleAggelos Soteropoulos, Emilia M. Bruck, Martin Berger, Alexander Egoldt, Arne Holst, Thomas Richter, Zoltán László. Automatisierung, öffentlicher Verkehr und Mobility as a Service: Erfahrungen aus Tests mit automatisierten Shuttlebussen. AVENUE21. Politische und planerische Aspekte der automatisierten Mobilität. 2021; ():75-106.
Chicago/Turabian StyleAggelos Soteropoulos; Emilia M. Bruck; Martin Berger; Alexander Egoldt; Arne Holst; Thomas Richter; Zoltán László. 2021. "Automatisierung, öffentlicher Verkehr und Mobility as a Service: Erfahrungen aus Tests mit automatisierten Shuttlebussen." AVENUE21. Politische und planerische Aspekte der automatisierten Mobilität , no. : 75-106.
Automated Vehicles (AVs) will bring a fundamental change in the mobility sector in the coming years. Whereas many studies emphasize opportunities with AVs, studies on the impacts of AVs on travel behavior particularly show an overall increase in traffic volume. This increase could impair the needs of other uses and users within street spaces and decrease the permeability of the street space for pedestrians and cyclists. However, only a few studies, so far, have looked at the changes of traffic volume due to AVs at the street level, and to what extent these impair the needs of other uses and users within different street spaces was not in the focus at all. This paper investigates the compatibility of AVs in street spaces, building on different modeling results of scenarios with AVs based on the Multi-Agent Traffic Simulation (MATSim) framework. Using the so-called compensatory approach and the whole street network of Vienna, Austria, as a case study, we examine how compatible AVs and their related changes in traffic volume are with the needs of other uses and users, i.e., pedestrians and cyclists, within different street spaces, by specifically considering the various characteristics of the latter. Results show that the effects of AVs on the compatibility of street spaces would be unevenly distributed across the city. For Shared Automated Vehicles (SAVs), a deterioration in compatibility is observable, especially in inner-city dense areas, because of an increase in traffic volume and an already high amount of competing uses. In contrast, especially (on main roads) in the outskirts, improvements in compatibility are possible. This particularly applies to SAVs with a stop-based service. However, private AVs interlinked with an overall capacity increase would lead to a deterioration in compatibility, especially in parts of the higher-level street network that already have incompatible traffic volumes, further increasing the separating or barrier effect of such streets. The results can provide insights for policymakers and stakeholders about where and how to facilitate AVs, to reach an implementation that is compatible with the different uses and needs of users within street spaces: While SAVs should be implemented particularly in the outskirts, as a complement for public transport, an implementation of AVs in the lower-level street network in inner parts of the city should not be facilitated, or it should at least be linked to measures that make street spaces more compatible with the needs of pedestrians and cyclists, e.g., implementation of walking and cycling infrastructure.
Aggelos Soteropoulos; Martin Berger; Mathias Mitteregger. Compatibility of Automated Vehicles in Street Spaces: Considerations for a Sustainable Implementation. Sustainability 2021, 13, 2732 .
AMA StyleAggelos Soteropoulos, Martin Berger, Mathias Mitteregger. Compatibility of Automated Vehicles in Street Spaces: Considerations for a Sustainable Implementation. Sustainability. 2021; 13 (5):2732.
Chicago/Turabian StyleAggelos Soteropoulos; Martin Berger; Mathias Mitteregger. 2021. "Compatibility of Automated Vehicles in Street Spaces: Considerations for a Sustainable Implementation." Sustainability 13, no. 5: 2732.
The existing literature on young and elderly drivers indicates that they have the highest crash risks compared to other age groups of drivers. This study improves our understanding of the risk factors contributing to young and elderly drivers' elevated crash risk by examining self-report data from the E-Survey of Road User's Safety Attitudes (ESRA). The primary objective of this study is to compare the attitudes and behaviours of young, elderly, and middle-age drivers in Canada, the United States, and Europe. The main focus is on the practice of driving while distracted by mobile phones and driving while fatigued, as these are two dangerous behaviours that demonstrate the impact age may have. The analyses consistently showed that there are differences in the responses attributable to age. In all regions, drivers aged 18–21 years consistently reported higher rates of distracted and fatigued driving and higher rates of perceived social and personal acceptability of these behaviours than drivers aged 35–54 years. Elderly drivers aged 65+ years reported even lower rates of these behaviours and acceptability. Young drivers were also the least likely to believe that distraction and fatigue are frequent causes of road crashes, while elderly drivers were the most likely to believe this. This pattern with respect to age repeats in the support for policy measures as well; young drivers are least likely to support zero tolerance policies for mobile phone use when driving, while elderly drivers are the most likely to support this measure. Multivariate logistic regression modeling confirmed that elderly drivers were the least likely to engage in the use of mobile phones while driving or driving while fatigued. Statistically significant results showed that the middle-age group was less likely than young drivers to read a text message/email or check social media while driving and driving while fatigued.
Craig Lyon; Dan Mayhew; Marie-Axelle Granié; Robyn Robertson; Ward Vanlaar; Heather Woods-Fry; Chloé Thevenet; Gerald Furian; Aggelos Soteropoulos. Age and road safety performance: Focusing on elderly and young drivers. IATSS Research 2020, 44, 212 -219.
AMA StyleCraig Lyon, Dan Mayhew, Marie-Axelle Granié, Robyn Robertson, Ward Vanlaar, Heather Woods-Fry, Chloé Thevenet, Gerald Furian, Aggelos Soteropoulos. Age and road safety performance: Focusing on elderly and young drivers. IATSS Research. 2020; 44 (3):212-219.
Chicago/Turabian StyleCraig Lyon; Dan Mayhew; Marie-Axelle Granié; Robyn Robertson; Ward Vanlaar; Heather Woods-Fry; Chloé Thevenet; Gerald Furian; Aggelos Soteropoulos. 2020. "Age and road safety performance: Focusing on elderly and young drivers." IATSS Research 44, no. 3: 212-219.
Two scenarios have shaped the discussion on the deployment of automated vehicles (AVs). The first is the revolutionary or disruptive scenario, in which a competitor would reach fully automated vehicles (level 5) in one giant leap. The second scenario renders the deployment of AVs as a lengthy process of evolutionary vehicle automation, progressing from specialized, controlled and restricted conditions, i.e. operational design domains (ODDs), to ever more complex ones. But as it becomes more and more clear that there are large uncertainties about how far in the future level 5 AVs become available, in the near future situations in which the driver is replaced completely, i.e. not requiring driver interventions, only seem feasible in specific ODDs and cities will likely be faced by highly automated vehicles (level 4) equipped with automated driving systems (ADSs) for specific ODDs over a longer period. However, cities comprise different street spaces with various conditions which lead to different requirements for the ADSs and could affect the deployment of level 4 AVs and thus the impacts of AVs in cities in the near future. This paper presents a framework and related indicators for assessing the automated drivability, i.e. the suitability of street spaces for the functioning operation of ADSs from a technical-infrastructural point of view, based on the relationship between the current technological development state of ADSs and different (urban) street spaces. Using the case study of the city of Vienna in Austria to apply the framework, a set of indicators for the different components of the framework is calculated and integrated to build an automated drivability index (ADX), illustrating the automated drivability within the street network. The results are a first step to indicate which areas are more suitable for level 4 AVs from a technological point of view, as well as areas where a deployment of AVs would only be possible after larger adjustments of the infrastructure or at considerably lower than intended speeds; thus, detailing the complexity of driving urban street spaces in a yet unprecedented level. Besides other aspects this can give hints for policy makers and other stakeholders where to facilitate the deployment of AVs.
Aggelos Soteropoulos; Mathias Mitteregger; Martin Berger; Jakob Zwirchmayr. Automated drivability: Toward an assessment of the spatial deployment of level 4 automated vehicles. Transportation Research Part A: Policy and Practice 2020, 136, 64 -84.
AMA StyleAggelos Soteropoulos, Mathias Mitteregger, Martin Berger, Jakob Zwirchmayr. Automated drivability: Toward an assessment of the spatial deployment of level 4 automated vehicles. Transportation Research Part A: Policy and Practice. 2020; 136 ():64-84.
Chicago/Turabian StyleAggelos Soteropoulos; Mathias Mitteregger; Martin Berger; Jakob Zwirchmayr. 2020. "Automated drivability: Toward an assessment of the spatial deployment of level 4 automated vehicles." Transportation Research Part A: Policy and Practice 136, no. : 64-84.
Mathias Mitteregger; Aggelos Soteropoulos; Martin Berger. A Framework for Assessing Use Cases of high and full Driving Automation based on transport-related Experiences. Transportation Research Procedia 2019, 41, 609 -613.
AMA StyleMathias Mitteregger, Aggelos Soteropoulos, Martin Berger. A Framework for Assessing Use Cases of high and full Driving Automation based on transport-related Experiences. Transportation Research Procedia. 2019; 41 ():609-613.
Chicago/Turabian StyleMathias Mitteregger; Aggelos Soteropoulos; Martin Berger. 2019. "A Framework for Assessing Use Cases of high and full Driving Automation based on transport-related Experiences." Transportation Research Procedia 41, no. : 609-613.
Shifting traffic to active transport modes (eg. walking/cycling) poses one of the most promising ways of tackling the persisting challenges that arise from motorized traffic. However, planning and policy making in walking and cycling domains is frequently impeded by a small-scaled and heterogeneous political landscape that rarely acts based on evidence thus limiting cost-effectiveness and target achievement. This paper proposes a largely data-driven planning approach that builds upon aggregated statistical models explaining walking and cycling modal shares. In addition to investigating a comprehensive set of influencing factors in relevant fields such as environment, climate, infrastructure or demographics, we bring attention to the role of political and administrative commitment in aggregated modal share modeling. Results suggest that our holistic approach is feasible both methodologically and in terms of its applicability in planning practice. As a first step towards evidence-based decision making the incremental effects of individual planning measures can be simulated and thus be used to rank options according to their effectiveness. Another outcome lies in the data-driven identification of spatial target areas for specific agenda setting in terms of awareness, mobility behavior, infrastructure, settlement structure and other planning-relevant domains.
Roland Hackl; Clemens Raffler; Michael Friesenecker; Hans Kramar; Robert Kalasek; Aggelos Soteropoulos; Susanne Wolf-Eberl; Patrick Posch; Rupert Tomschy. Promoting active mobility: Evidence-based decision-making using statistical models. Journal of Transport Geography 2019, 80, 102541 .
AMA StyleRoland Hackl, Clemens Raffler, Michael Friesenecker, Hans Kramar, Robert Kalasek, Aggelos Soteropoulos, Susanne Wolf-Eberl, Patrick Posch, Rupert Tomschy. Promoting active mobility: Evidence-based decision-making using statistical models. Journal of Transport Geography. 2019; 80 ():102541.
Chicago/Turabian StyleRoland Hackl; Clemens Raffler; Michael Friesenecker; Hans Kramar; Robert Kalasek; Aggelos Soteropoulos; Susanne Wolf-Eberl; Patrick Posch; Rupert Tomschy. 2019. "Promoting active mobility: Evidence-based decision-making using statistical models." Journal of Transport Geography 80, no. : 102541.
Economic evaluations of road safety measures are only rarely published in the scholarly literature. We collected and (re-)analyzed evidence in order to conduct cost-benefit analyses (CBAs) for 29 road safety measures. The information on crash costs was based on data from a survey in European countries. We applied a systematic procedure including corrections for inflation and Purchasing Power Parity in order to express all the monetary information in the same units (EUR, 2015). Cost-benefit analyses were done for measures with favorable estimated effects on road safety and for which relevant information on costs could be found. Results were assessed in terms of benefit-to-cost ratios and net present value. In order to account for some uncertainties, we carried out sensitivity analyses based on varying assumptions for costs of measures and measure effectiveness. Moreover we defined some combinations used as best case and worst case scenarios. In the best estimate scenario, 25 measures turn out to be cost-effective. 4 measures (road lighting, automatic barriers installation, area wide traffic calming and mandatory eyesight tests) are not cost-effective according to this scenario. In total, 14 measures remain cost-effective throughout all scenarios, whereas 10 other measures switch from cost-effective in the best case scenario to not cost-effective in the worst case scenario. For three measures insufficient information is available to calculate all scenarios. Two measures (automatic barriers installation and area wide traffic calming) even in the best case do not become cost-effective. Inherent uncertainties tend to be present in the underlying data on costs of measures, effects and target groups. Results of CBAs are not necessarily generally valid or directly transferable to other settings.
Stijn Daniels; Heike Martensen; Annelies Schoeters; Wouter Van Den Berghe; Eleonora Papadimitriou; Apostolos Ziakopoulos; Susanne Kaiser; Eva Aigner-Breuss; Aggelos Soteropoulos; Wim Wijnen; Wendy Weijermars; Laurent Carnis; Rune Elvik; Oscar Martin Perez. A systematic cost-benefit analysis of 29 road safety measures. Accident Analysis & Prevention 2019, 133, 105292 .
AMA StyleStijn Daniels, Heike Martensen, Annelies Schoeters, Wouter Van Den Berghe, Eleonora Papadimitriou, Apostolos Ziakopoulos, Susanne Kaiser, Eva Aigner-Breuss, Aggelos Soteropoulos, Wim Wijnen, Wendy Weijermars, Laurent Carnis, Rune Elvik, Oscar Martin Perez. A systematic cost-benefit analysis of 29 road safety measures. Accident Analysis & Prevention. 2019; 133 ():105292.
Chicago/Turabian StyleStijn Daniels; Heike Martensen; Annelies Schoeters; Wouter Van Den Berghe; Eleonora Papadimitriou; Apostolos Ziakopoulos; Susanne Kaiser; Eva Aigner-Breuss; Aggelos Soteropoulos; Wim Wijnen; Wendy Weijermars; Laurent Carnis; Rune Elvik; Oscar Martin Perez. 2019. "A systematic cost-benefit analysis of 29 road safety measures." Accident Analysis & Prevention 133, no. : 105292.
Automated vehicles (AVs) could completely change mobility in the coming years and decades. As AVs are still under development and gathering empirical data for further analysis is not yet possible, existing studies mainly applied models and simulations to assess their impact. This paper provides a comprehensive review of modelling studies investigating the impacts of AVs on travel behaviour and land use. It shows that AVs are mostly found to increase vehicle miles travelled and reduce public transport and slow modes share. This particularly applies to private AVs, which are also leading to a more dispersed urban growth pattern. Shared automated vehicle fleets, conversely, could have positive impacts, including reducing the overall number of vehicles and parking spaces. Moreover, if it is assumed that automation would make the public transport system more efficient, AVs could lead to a favouring of urbanisation processes. However, results are very sensitive to model assumptions which are still very uncertain (e.g. the perception of time in AVs) and more research to gain further insight should have priority in future research as well as the development of the models and their further adaptation to AVs.
Aggelos Soteropoulos; Martin Berger; Francesco Ciari. Impacts of automated vehicles on travel behaviour and land use: an international review of modelling studies. Transport Reviews 2018, 39, 29 -49.
AMA StyleAggelos Soteropoulos, Martin Berger, Francesco Ciari. Impacts of automated vehicles on travel behaviour and land use: an international review of modelling studies. Transport Reviews. 2018; 39 (1):29-49.
Chicago/Turabian StyleAggelos Soteropoulos; Martin Berger; Francesco Ciari. 2018. "Impacts of automated vehicles on travel behaviour and land use: an international review of modelling studies." Transport Reviews 39, no. 1: 29-49.