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- PublikationInvestigating river-restoration-effects on riverbed-stability by physical modelling(17.04.2024) Unrau, Silas; Venuleo, Sara; Derungs, Guido; Lebrenz, HenningThis study shows how experimental results provide fundamental insights in the challenge of river revitalisation, and thus represent a powerful tool to guide engineers’ actions. Results concerns a study case, namely the “Wiese Vital” project, a restoration project in Basel area (Switzerland), with the objectives of safeguarding Basel's drinking water supply while revitalizing its watercourse and providing flood protection. The planned revitalisation measures involve the reconstruction of the Wiese riverbed, the introduction of structures to improve its morphological variability and the replenishment of fine sediment to improve the spawning habitat of native fishes. The new Wiese riverbed will consist of a coarser sediment layer, about 1.2 meters deep, overlaying a layer of finer sediments, meant to protect the underlaying aquifer from undesirable water infiltrations and thus to ensure Basel's drinking water supply safety. The stability of the coarser layer was investigated using a physical model in scale 1 to 20, built in the hydraulic hall of the University of Applied Sciences and Arts Northwestern Switzerland. Experiments investigated the stability of the coarse protective layer in presence and in absences of revitalization measures: with and without “ecological” structures and before and after the addition of fine sediments. Results revealed that wrong placement of “ecological” structures can cause local erosion and threaten the stability of the riverbed. Moreover, they provided useful insights on the response of a coarser riverbed to the input of fine sediments.06 - Präsentation
- PublikationNew estimation models for determining the Q347(17.04.2024) Dups, Yanick; Sanolamazza, Daniela Pavia; Staufer, Philipp; Lebrenz, HenningIn Switzerland, low flows are described by the five percent quantile denoted by Q347. This threshold value not only has consequences for the planning, but also necessitates authorities to adjust the operation of pertinent infrastructure to mitigate ecological impacts on watercourses. Given a discharge timeseries spanning at least a ten-year period, determination of the Q347 can be done using the duration curve. Typically, said timeseries are not available for smaller catchments necessitating the estimation of the threshold value Q347. In Switzerland, the utilization of multiple linear regression has been established to estimate the area-specific discharge q347. The primary objective of these investigations is to estimate the Q347 value for 383 ungauged catchments in the Canton of Solothurn, each covering an area less than 100 km². Daily discharge, precipitation and temperature timeseries ranging from 1990 to 2020 were collected from 56 gauged catchments smaller than 500 km² surrounding the target area. 30 “static” parameters delineating geometry, topography, geology, land use, and drainage along with nine “climatic” parameters describing temperatures, precipitation distributions, and potential evapotranspiration were defined and computed to characterize gauged and ungauged catchments. Alongside comparing three regression methods, coupled with two adjustment techniques supplementing truncated discharge timeseries, three parameter selection methods are evaluated. The validation of the proposed models shows reduced errors and increased linear correlations between estimated and observed values compared to currently applied models. Notably, a spatially more homogeneous yet catchment-specific distribution of estimated values is observable. Particularly when timeseries remain unadjusted or adjustment is done using the Antecedent Precipitation Index (API) and the flow duration curve from a donor basin (Ridolfi, E.; Kumar, H.; Bárdossy, A., 2020), the proposed models yield promising results. Furthermore, the temporal variability of low flow events for the glacier-free catchments in the study area has been analysed. The frequency of low flow events below the threshold systematically increased over the last 30 years, while the 10-year Q347 value of said catchments has systematically decreased in the same period. The increase in low flow days leads to large errors in the estimation of the Q347 value, especially when its estimation is based on truncated timeseries. As further changes in runoff behaviour are to be expected due to climate change, extending the definition of "low flow" to include event duration and intensity alongside a fixed threshold value could offer a more suitable description.06 - Präsentation
- PublikationTraffic impact of flexibly rented, private parking spaces(11.04.2024) Erath, Alexander; Meyer, Adrian; Venuleo, Sara; Jordan, Denis; Büttner, Benjamin; Wulfhorst, Gebhard [in: mobil.TUM 2024]04B - Beitrag Konferenzschrift
- PublikationWer Verkehrsinfrastruktur baut, wird Verkehr ernten. Das Phänomen des induzierten Verkehrs(05.02.2024) Erath, Alexander06 - Präsentation
- PublikationFahrgastpotenzial neuer Verbindungen der trinationalen S-Bahn Basel(Hochschule für Architektur, Bau und Geomatik FHNW, 12.01.2024) Fiabane, Noè; Erath, Alexander; Arendt, Michael; Carrard, Robin; SBB AGIm Rahmen dieser Arbeit wurde das Fahrgastpotential einer neuen S-Bahnverbindung zwischen dem Badischen Bahnhof und Muttenz untersucht. Hierfür wurden vier mögliche Linienverläufe erarbeitet, die an bestehende S-Bahnlinien anknüpfen. Durch eine Voruntersuchung wurde entschieden, Variante 2 (Liestal – Muttenz – Bad. Bahnhof – Weil am Rhein) und 4 (Rheinfelden – Muttenz – Bad. Bahnhof – Weil am Rhein) vertieft zu untersuchen mit Blick auf ihr mögliches Fahrgastpotential und deren Wirtschaftlichkeit. Bei den Varianten ohne Haltestelle «Basel Solitude» weist von den Fahrgastzahlen und der Wirtschaftlichkeit die Variante 4 die höchste, streckenbezogene Fahrgastnachfrage von 2’272 Pers./(km*d) und den mit 60.9% höchsten Kostendeckungsgrad auf. Ebenfalls untersucht wurde der Einfluss einer neuen Haltestelle Basel Solitude. Diese hatte sowohl auf die Wirtschaftlichkeit der Variante 4 (+6,4 Prozentpunkte) wie auch die durchschnittlichen Fahrgastzahlen (+238 Pers./(km*d)) einen durchgehend positiven Einfluss, wenn auch die Variante 2 hier neu die höchste Fahrgastdichte aufweist (2'530 Pers./(km*d)). Basierend auf den Modellzahlen und einer Einschätzung, inwiefern sich methodische Grenzen des Modells in Bezug auf die Fahrgastprognose auswirken, wird aber die Variante 2 als die weiterzuverfolgende Variante identifiziert.11 - Studentische Arbeit
- PublikationWirkungsanalyse einer Ausdünnung von ÖV-Haltestellen in Basel(Hochschule für Architektur, Bau und Geomatik FHNW, 11.01.2024) Cotti, Tim; Erath, Alexander; Arendt, MichaelDie Haltestellenabstände im Tram und Busnetz in der Region Basel sind für eine optimale Fahrgastattraktivität teilweise zu kurz. In neueren Tramsystemen welche heute grosse Erfolge verzeichnen können sind die Haltestellenabstände teilweise deutlich grösser. Durch eine Reduktion der Haltestellen im ÖV-Netz Basel ist eine Beschleunigung des bestehenden Netzes möglich was sowohl für Fahrgäste, insbesondere aber für die Betreiber zu Vorteilen führen kann. Anhand einer GIS-Methodik wurden zwei Varianten ausgearbeitet in welchen drei Linien im ÖV-Netz Basel (6, 8, 34) mithilfe Haltestellenaufhebungen beschleunigt werden. Im Gesamtverkehrsmodell Basel wurden diese Varianten eingearbeitet. Die Auswertung ergibt, dass durch eine Beschleunigung der gewählten Linien um 7,5 Minuten ein Fahrgastzuwachs im ÖV-Netz Basel von knapp 2000 Passagieren verzeichnet werden kann. Dieser Gewinn ist möglich, weil sich die Anzahl an MIV Fahrten um einen ähnlichen Anteil verringert. Eine noch radikalere Beschleunigung, wie sie in einer zweiten Variante untersucht wurde, hat jedoch keine weiteren positiven Verkehrsmittelwahleffekte.11 - Studentische Arbeit
- PublikationQuantifying the effect of street design on driving speed on urban roads(Transportation Research Board, 01.01.2024) van Eggermond, Michael; Schaffner, Dorothea; Studer, Nora; Erath, AlexanderReducing driving speed is a key factor in improving road safety and combating noise emissions. For this reason, more and more cities across the world reduce speed limits urban in roads to 30 km/h (20 mph). According measures are implemented in major urban areas in Europe (e.g. Paris, Brussels) and the U.S. (e.g. New York City, Seattle). For the implementation of speed reductions main roads are of particular interest. Main roads in urban areas are different from residential roads in several ways, including, but not limited to the type of trips, vehicular mix and the presence of public transport, and are therefore limited in design options to reduce speeds. The study at hand reports on a virtual reality study conducted in Switzerland using a driving simulator. To assess whether road design influences driving speed, participants were asked to drive through a series of main roads in VR with varying speed limits and street designs. Speed and lateral position were recorded; in a follow-up survey, participants stated their preferred speed along the same segments and were asked about risk aversion. Results indicate that only certain designs result in slightly lower driving speeds, while controlling for self-reported risk aversion and driving style. Given the characteristics of main roads, measures reducing the (perceived) lane width are promising, but require further investigation.04B - Beitrag Konferenzschrift
- PublikationA virtual reality experiment to study pedestrian perception of future street scenarios(Nature, 2024) Argota Sánchez-Vaquerizo, Javier; Hausladen, Carina I.; Mahajan, Sachit; Matter, Marc; Siebenmann, Michael; van Eggermond, Michael; Helbing, Dirk [in: Scientific Reports]The current allocation of street space is based on expected vehicular peak-hour flows. Flexible and adaptive use of this space can respond to changing needs. To evaluate the acceptability of flexible street layouts, several urban environments were designed and implemented in virtual reality. Participants explored these designs in immersive virtual reality in a mixed factorial experiment, in which we analysed self-reported, behavioural and physiological responses from participants. Distinct communication strategies were varied between subjects. Participants’ responses reveal a preference for familiar solutions. Unconventional street layouts are less preferred, perceived as unsafe and cause a measurably greater stress response. Furthermore, information provision focusing on comparisons lead participants to focus primarily on the drawbacks, instead of the advantages of novel scenarios. When being able to freely express thoughts and opinions, participants are focused more on the impact of space design on behaviour rather than the objective physical features themselves. Especially, this last finding suggests that it is vital to develop new street scenarios in an inclusive and democratic way: the success of innovating urban spaces depends on how well the vast diversity of citizens’ needs is considered and met.01A - Beitrag in wissenschaftlicher Zeitschrift
- PublikationHow autonomous electric vehicles will affect the Swiss transport system. What we already know and what we can’t know yet(ETH Zürich, 06.12.2023) Erath, Alexander; Axhausen, Kay W. [in: NSL Kolloquium - Transport planning. Where do we go now?]04B - Beitrag Konferenzschrift
- PublikationVerkehrliche Wirkung der flexiblen Vermietung privater Parkfelder(Fachhochschule Nordwestschweiz FHNW, 27.11.2023) Erath, Alexander; Meyer, Adrian; Venuleo, Sara; Jordan, Denis05 - Forschungs- oder Arbeitsbericht
- PublikationEvaluation and acceptance of an online cycling training for adults to master complex traffic situations(16.11.2023) van Eggermond, Michael; Studer, Nora; Johnson, Lucy; Knecht, Leah; Schaffner, Dorothea06 - Präsentation
- PublikationDestination choice modeling with spatially distributed constraints(University of Minnesota, 03.07.2023) Vitins, Basil; Erath, Alexander [in: Journal of Transport and Land Use]01A - Beitrag in wissenschaftlicher Zeitschrift
- PublikationHow relevant is the aggregation bias with regards to mode choice?(Swiss Transport Research Conference, 12.05.2023) Erath, Alexander; Cachaco, Fabio; Alahi, Alexandre [in: Conference Proceedings of the 23rd Swiss Transport Research Conference]Most travel demand models used in practice still apply a four-step approach which describes travel demand in an aggregated manner. Aggregation bias refers to the assumption that group characteristics are shared by all the individuals who are members of that group as compared to an approach that evaluates travel behaviour on the level of individuals. The use of average values applied to aggregated populations across spatial zones and time periods distorts a model’s sensitivity to investment and policy alternatives (Castiglione u. a. 2015). Our paper examines the relevance and impact of aggregation bias with regards to trip- and tour-based mode choice. The paper starts with a short literature review and a theoretical description of the problem. The main part of the paper consists of two case studies which we have developed to quantitatively assess the relevance of the aggregation bias. The first case study is based on synthetic data that reflects typical rates of mobility tool ownership and travel times by different modes for a given travel relation in an urban, agglomeration and rural context in Switzerland. The relevance of the aggregation bias is assessed by different ways to consider mobility tool ownership and systematic adaptations of the considered travel times. The second case study is based on the implementation of an activity-based and disaggregated demand model for the German city of Halle based on which an aggregated model is derived that shared exact same transport network and overall travel demand. We use the two models to assess the relevance of the aggregation bias based on three scenarios with different transport planning measures.04B - Beitrag Konferenzschrift
- PublikationHow relevant is the aggregation bias with regards to mode choice in aggregated transport demand models?(12.05.2023) Erath, Alexander; Cachaco, Fabio06 - Präsentation
- PublikationQuantifying the effect of street design on driving speed on urban roads(11.05.2023) van Eggermond, Michael; Schaffner, Dorothea; Studer, Nora; Erath, AlexanderReducing driving speed is a key factor in improving road safety and combatting noise emissions. Over the last decades, many European cities and countries have reduced the speed limits of residential and neighborhood roads from 50 km/h (30 mph) to 30 km/h (20 mph) or even 20 km/h (12 mph). At the same time, there is a discussion the reduction of the speed limit on main roads in urban areas in several countries. Main roads in urban areas are different from residential roads in several ways, including, but not limited to type of trips, type of vehicles and the presence of public transport, and are therefore limited in design options to reduce speeds. The study at hand reports on a virtual reality study conducted in Switzerland using a driving simulator. To assess whether road design influences driving speed, participants were asked to drive through a series of streets in VR with varying speed limits and street designs. Speed and lateral position were recorded; in a follow-up survey, participants stated their preferred speed along the same segments and were asked about risk aversion. Results indicate that only certain designs result in slightly lower driving speeds, while controlling for self-reported risk aversion and driving style. Given the characteristics of main roads, measures reducing the (perceived) lane width are promising, but require further investigation.06 - Präsentation
- PublikationQuantifying the effect of street design on driving speed on urban roads(05/2023) van Eggermond, Michael; Schaffner, Dorothea; Studer, Nora; Erath, AlexanderReducing driving speed is a key factor in improving road safety and combatting noise emissions. Over the last decades, many European cities and countries have reduced the speed limits of residential and neighborhood roads from 50 km/h (30 mph) to 30 km/h (20 mph) or even 20 km/h (12 mph). At the same time, there is a discussion to reduce speed limits on main roads in urban areas in several countries. Main roads in urban areas are different from residential roads in several ways, including, but not limited to the type of trips, vehicular mix and the presence of public transport, and are therefore limited in design options to reduce speeds. The study at hand reports on a virtual reality study conducted in Switzerland using a driving simulator. To assess whether road design influences driving speed, participants were asked to drive through a series of streets in VR with varying speed limits and street designs. Speed and lateral position were recorded; in a follow-up survey, participants stated their preferred speed along the same segments and were asked about risk aversion. Results indicate that only certain designs result in slightly lower driving speeds, while controlling for self-reported risk aversion and driving style. Given the characteristics of main roads, measures reducing the (perceived) lane width are promising, but require further investigation.04B - Beitrag Konferenzschrift
- PublikationA Virtual reality experiment to study citizen perception of future street scenarios(SSRN, 31.03.2023) Sánchez-Vaquerizo, Javier Argota; Hausladen, Carina Ines; Mahajan, Sachit; Matter, Marc; Siebermann, Michael; van Eggermond, Michael; Helbing, DirkThe current allocation of street space is based on expected vehicular peak-hour flows. Flexible and adaptive use of this space can respond to changing needs. To evaluate the acceptance of flexible street layouts, several urban environments were designed and implemented in virtual reality. Participants explored these designs in immersive virtual reality in a 2x3 mixed factorial experiment, in which we analysed self-reported, behavioural and physiological responses from participants. Distinct communication strategies were varied between subjects. Participants' responses reveal a preference for familiar solutions. Unconventional street layouts are less preferred, perceived as unsafe and cause a measurably greater stress response. Furthermore, information provision focusing on comparisons led participants to focus primarily on the drawbacks, instead of the advantages, of novel scenarios. When being able to freely express thoughts and opinions, participants were focused more on the impact of the space on behaviour rather than the objective physical features themselves. Especially, this last finding suggests that it is vital to develop new street scenarios in an inclusive and democratic way: the success of innovating urban spaces depends on how well the vast diversity of citizens' needs is considered and met.05 - Forschungs- oder Arbeitsbericht
- PublikationAnalyse der Relevanz von weg- und tourenbasierten Verkehrsmittelwahlansätzen am Beispiel eines aggregierten und eines aktivitätenbasierten Verkehrsmodells der Stadt Halle(Hochschule für Architektur, Bau und Geomatik FHNW, 03.03.2023) Cachaco, Fabio; Erath, AlexanderDie Masterarbeit untersucht die Relevanz und Auswirkung von weg- und tourenbasierten Verkehrsmittelwahlansätzen. Hierzu erfolgt zunächst eine qualitative Beschreibung der Wirkungsweise verschiedener Ansätze zur Modellierung der Verkehrsmittelwahl. Der Schwerpunkt wird insbesondere auf den Aggregation Bias und die Nutzenfunktion gelegt. Im Rahmen von Fallstudien mit synthetischen Daten und einem Verkehrsmodell erfolgt eine quantitative Abschätzung der Relevanz des Aggregation Bias.11 - Studentische Arbeit
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