Traffic calming is introduced to minimise the negative results of motor vehicle use, for example, low safety level or quality of life, high noise and pollution. It can be implemented through the introduction of road infrastructure reducing the velocity and the traffic volume. In this paper, we studied how traffic-calming influences the traffic assignment. For the research, a traffic-calming measure of speed cushions on the Stachiewicza street in Krakow was taken. A method of extracting trajectories from aerial footage was shown, and it was used to build a model. For a given example, through driving characteristics research and microscopic modelling, volume–delay BPR functions were estimated—for a street with and without traffic calming. Later, a toy network of two roads of the same length, connecting the same origin and destination, was simulated using an equilibrium traffic assignment method. Simulations were conducted both with the use of PTV Vissim and Visum software and through individual calculations. According to the results of this paper, there was a difference in traffic volume according to the equilibrium traffic assignment in the aforementioned toy network as a function of total network traffic volume.

We propose a new method to estimate benefits of road network improvements, which allows to include the induced demand without arbitrary assumptions. Instead of estimating induced demand (which is nontrivial and hardly possible in practice), we search for demand induction where initial benefits are mitigated to zero. Such approach allows to formulate a dual measure of benefit, covering both the potential benefits and the likelihood of consuming them by the induced traffic. We first estimate benefits of road network improvement assuming that traffic demand is fixed. Consequently, we find demand model configurations at which the benefits of the new investment become null, i.e., all the initial benefits are consumed by the traffic demand growth. We call such states of induced demand the Lewis–Mogridge points of the analysed improvement. We select the most probable of such points and use it to calculate the proposed novel indicator μ, for which the initial benefits (obtained under a fixed-demand assumption) are multiplied with a demand increase rate needed to consume them. We believe that such measure allows to include the critical phenomena of induced traffic and, at the same time, to overcome problems associated with reliable estimation of induced demand. As we illustrate with the case of two alternative road improvement schemes in Kraków, Poland, the proposed method allows to estimate maximal threshold of induced traffic and to select scenario more resilient to induced traffic.

This paper researches the mobility behavior of employees in the Special Economic Zone in Niepołomice in Poland. The survey compares transportation behavior of factory and office workers before, during, and after COVID-19 pandemic. Workers’ trips include local ones within the administrative area as well as regional ones covering larger distances. The paper indicates a lack of research on economic zones, which are significant trip generators in the area. Moreover, the article shows the impact of industrial areas on commute behavior and the emerging need to accommodate regional mobility needs. The article aggregates survey conclusions and proposes transport solutions to improve workers’ commutes. Finally, the work reports social participation in the Sustainable Urban Mobility Plan, which includes the Niepołomice Investment Zone.

For several years, parcel lockers have been rapidly growing in the field of delivery methods as a convenient, time-flexible way of picking up parcels. It reduces the logistics operation in delivery for the individual address by bulk delivering to the locker and individual parcel picking up. Together with saving the mileage of the courier delivery operation, it requires realizing a trip to pick up the parcel. As with every trip, this can be made on foot, by car, or the public transport, depending on the modal split for this particular trip. This article aims to estimate the car traffic induced by trips for picking up the parcel from the locker. It uses the survey data to model customer preferences in parcel delivery, such as desired walking distance, number of parcels picked up, and parcel picking up methods. Then, through the geospatial analysis covering the GZM Metropolis population location and parcel locker location, the number of vehicle kilometres weekly for trips to pick up the parcels is estimated. The research shows a significant difference between urban and rural territories in terms of parcel locker walking accessibility. A significant majority of urban territories' inhabitants are within a walking distance to the locker (according to the desired walking distance researched in the survey), making non-pedestrian trips marginal. However, in the rural areas, a lot of households lie outside of the acceptable walking distance. Finally, vehicle kilometres induced by the parcel delivery were summed up for the area. In spite of being a very small fraction of the total traffic, it still presents an amount of traffic that can be reduced by enhancing parcel locker accessibility.

This article presents a method of assessing a similarity of the traffic analysis zones to the given base zone. For the research purposes, three variants of data to compare similarity have been used. First variant of are the GIS urban development data combined with the travel motivation data. Second are the energy consumption data for the available vehicle types and third variant are the post infrastructure data, such as post offices and parcel lockers. For the validation of the similarity, the chosen twin-similar zones have been tested in the microsimulation model in Flexsim software. In this model, a package delivery process have been simulated in three scenarios. First is a package delivery for the specific address, second is the delivery to the package locker and the third is the delivery by the parcel locker directly to the address by the delivery drones. The results of the simulation will be compared between variant zones and the reference zone to discover which variant of the similarity data are most suitable for the delivery traffic reproduction.

This article describes a method of the optimal cluster quantity selection the Traffic Analysis Zones (TAZ). It includes macroscopic model trip motivation data selection, clustering method, similarity analysis and cluster optimisation method. The paper shows on the example of the GZM metropolis in Poland the whole process from data extraction to clustering.