Papers by Armando Carteni
A Sustainable Urban Mobility Plan (SUMP) is a strategic (long period) transportation plan aimed t... more A Sustainable Urban Mobility Plan (SUMP) is a strategic (long period) transportation plan aimed to improve welfare of both people and workers living in the city as well as in its surrounding area. Compared to " traditional " urban transportation plans, SUMP moves the focus from traffic (vehicles) to people with significant advancements in the direction of a sustainable mobility jointly with the quality of life. According to the recent European Guidelines, this type of strategic plan has to be built on existing planning practices and take due consideration: the integration, the participation, and evaluation. Starting from these considerations, in absence of a detailed national guideline implementing SUMP, the aim of this paper was to apply an innovative theoretical decision-making approach for the development of the Naples (Italy) SUMP. This case study appears to be interesting because of the specificity of Naples, that is the third largest Italian city and metropolitan area with the highest population density. In 2016, the city of Naples has efficiently concluded
The Sustainable City IX, 2014
ABSTRACT The relevant interactions among the various elements of a transportation system can be s... more ABSTRACT The relevant interactions among the various elements of a transportation system can be simulated with mathematical models. In literature there is a great number of applications of these models. They are generally estimated so as to reproduce the observed actual system conditions and then applied to predict the future system conditions due to possible changes in the supply system. But what is the reliability of these predictions? Very few studies have been conducted in order to verify the reliability of these models by comparing the real future system conditions with those predicted by the model. Starting from these considerations, this paper investigates the prediction reliability of the transport system models, developed for the Campania (Italy) Regional Metro System (RMS), through a before and after study, taking advantage of the opening of new parts of railways system occurred over the last twenty years. Some interesting remarks can be made from the results analysis allowing to avoid unreal demand estimations. For example, a correction procedure of transport model system based on aggregate data (traffic counts) seems to be necessary to obtain a model with an acceptable capability to reproduce/forecast transport systems. Otherwise, when dealing with considerable changes in the supply system (for example the opening of new metro lines), considerable changes in the OD demand might also be expected and, therefore, a model is absolutely needed to forecast these changes.
Ingegneria Ferroviaria
Stations quality, aesthetics and attractiveness of rail transport: empirical evidence and mathema... more Stations quality, aesthetics and attractiveness of rail transport: empirical evidence and mathematical models [Qualità delle stazioni, estetica e attrattività del trasporto ferroviario: evidenze empiriche e modelli matematici]. Ingegneria Ferroviaria, 69 (4), pp. 307-324 . Stations quality, aesthetics and attractiveness of rail transport: empirical evidence and mathematical models [Qualità delle stazioni, estetica e attrattività del trasporto ferroviario: evidenze empiriche e modelli matematici]. Ingegneria Ferroviaria, 69 (4), 2 Nello stesso periodo, lo sviluppo delle reti ferroviarie ad alta velocità ha radicalmente modificato le esigenze di mobilità degli individui, trasformando anche il ruolo stesso delle stazioni, che, oltre a nodi del sistema dei trasporti , diventano anche luoghi della città con una propria ben chiara e distinta identità (Edwards, 1997) partecipando attivamente al sistema delle attività urbane (Thorn, 2001).
International Journal of Powertrains, 2014
ABSTRACT The reducing use of fossil fuels and greenhouse gas emissions is one of the main aims of... more ABSTRACT The reducing use of fossil fuels and greenhouse gas emissions is one of the main aims of urban planning. These objectives directly involve urban activity which are responsible of the 80% of energy consumption and CO2 emissions and indirectly the transport sector which contributes in the range of 20%-40% in terms of consumption of fossil fuels and emissions of greenhouse gases and particulate matter. In this context, the simulation, the evaluation and the implementation of sustainable mobility policies are a crucial challenge for decision makers and analysts. At this aim, the paper proposes an integrated modelling framework which, following a bottom-up approach, combines a transportation simulation model (demand, supply and supply-demand interaction) with traffic fuel consumption and vehicle emission models. The aim was twofold: (i) specify and implement a modelling framework characterized by a level of detail not usual in literature and able to estimate fuel consumptions and greenhouse gas emissions with respect to any transportation scenario; (ii) investigate the effects of different transport policies by applying the system of models. The proposed methodology was implemented to the urban context of Salerno municipality (Southern Italy), within the development of the Sustainable Energy Action Plan.
Procedia - Social and Behavioral Sciences, 2013
ABSTRACT Accessibility is a key concept in describing and simulating the interactions between act... more ABSTRACT Accessibility is a key concept in describing and simulating the interactions between activities and transportation in any given area. Over the decades several definitions and related indicators have been proposed for accessibility including opportunitybased and utility-based, active and passive, descriptive and behavioral ones. Limitations of the various definitions and related indicators have been discussed in the literature on the basis of their lack of behavioral content and/or lack of clear physical meaning and/or the lack of sound statistical procedures to estimate the parameters involved. In this paper a new behavioral definition of accessibility, both active and passive, is proposed and tested, based on the number of opportunities perceived by an (average) individual for satisfying his/her needs in the study area. These general definition overcomes most shortcomings of previous definitions belonging to the same
Computers in Railways XIV, 2014
ABSTRACT All round the world, many studies have measured elevated concentrations of Particulate M... more ABSTRACT All round the world, many studies have measured elevated concentrations of Particulate Matter (PM) in underground metro systems, with non-negligible implications for human health due to protracted exposition to fine particles. Starting from this consideration, the aim of this research was to investigate what is the “aging time” needed to measure high PM concentrations also in new stations of an underground metro line. This was possible taking advantage of the opening, in December 2013, of a new section of the Naples (Italy) line 1 railways. The Naples underground metro line 1 before December 31 was long – about 13 km with 14 stations. The new section, opened in December, consists of 5 new kilometres of line and 3 new stations. During the period December 2013– January 2014, an extensive sampling survey was conducted to measure PM10 concentrations both in the “historical” stations and in the “new” ones. The results of the study are twofold: a) the PM10 concentrations measured in the historical stations confirm the average values of literature; b) just a few days after the opening of the new metro section, high PM10 concentrations were also measured in the new stations with average PM10 values comparable (from a statistical point of view) with those measured in the historical stations of the line. This result suggests that PM10 pollution in the historical section is delivered by the motion of the trains, almost immediately, into the new section of the line (“piston effect”).
Computers in Railways XIV, 2014
ABSTRACT Transit services quality has long been recognized as an important factor in influencing ... more ABSTRACT Transit services quality has long been recognized as an important factor in influencing travellers’ behaviour and a terminal’s architectural quality is certainly part of it. As a matter of fact a number of transit promotion policies explicitly based on qualitative factors and specifically high architectural standards are being adopted in designing new railways stations. Several examples of remarkable architecture applied to railways stations can be found all round the world. The aim of this paper is to estimate and compare the “catchment area” of both traditional metro stations and high architectural quality ones, taking advantage of the metro Line 1 in Naples (Italy), also called “Metrò dell’arte” (art in the Metro). This metro line is a high quality line where many international level architects were involved to ensure high aesthetic quality standards for the new stations. The originality of the experiment field is that the rail network including both traditional and new metro lines (and stations) connect homogeneous areas of the city, either for transport system accessibility (same service frequency and same mode/service alternative) and for socio-economic aspects (same population density, income and employment, average age etc.). Graham’s scan algorithm was used to estimate the catchment areas of the Naples metro stations through transportation surveys conducted in 2013. The estimation results show that the “catchment area” of the high quality station is greater than a traditional one, of approximately 99%. These results suggest that high architectural standards for railways stations should be considered as an explicit design variable in transportation planning.
2013 8th EUROSIM Congress on Modelling and Simulation, 2013
ABSTRACT Most of the existing contributions for container terminal analysis follow approaches bas... more ABSTRACT Most of the existing contributions for container terminal analysis follow approaches based on optimization models, that are mainly useful to support strategic decisions about terminal container configuration. Many others contributions follow the simulation approach, which allows a detailed analysis but may lead to computational problems and is rather computer demanding, especially when resulting models are used to support optimization. This paper investigated the prediction reliability of two different approaches to container terminal simulation: microscopic and macroscopic. The former simulating single container movement, the latter simulating container flows movement. The microscopic model was a discrete event simulation model, the macroscopic model was a dynamic discrete time based (space-time) network assignment model. Both modelling approaches were implemented and compared taking advantage of some significant investment made by the Salerno Container Terminal (Italy) between 2005 and 2011. In particular, disaggregate (microscopic) and an aggregate (macroscopic) simulation models implemented in 2005 were validated with a large set of data acquired in 2011 after some structural and functional terminal modifications. Through this analysis it was possible to analyze the prediction reliability of both simulation approaches and to draw some operational guidelines.
The impact of the transport sector is in the range of 20%-40% in terms of consumption of fossil f... more The impact of the transport sector is in the range of 20%-40% in terms of consumption of fossil fuels and emissions of greenhouse gases and particulate matter. In this context, policies aimed at reducing these effects are very important. Many urban areas are trying to adopt planning strategies aimed to a sustainable use of resources often referred to as sustainable mobility. These policies are very different in terms of costs and expected benefits, and the effects of these policies and their combinations are difficult to anticipate on a purely intuitive basis and sometimes the end effect could be contrary to intuitive expectations (e.g. policies aimed to reduce pollution, ending up in increasing it). In this context, the concept of eco-rational planning assumes a central role. This means identifying the right mixture of interventions to be implemented on the transport system that is: rational for the transport system (e.g. reduction in terms of congestion, traffic accidents, travel time) and sustainable for people's health and for the environmental (e.g. emissions reduction) and requires minimal economic resources (e.g. lower monetary cost per unit of CO 2 saved). The paper discusses the importance of rational decisions in transport planning. ZRÓWNOWAŻONA MOBILNOŚĆ MIEJSKA. CZĘŚĆ 1: RACJONALNOŚĆ W PLANOWANIU TRANSPORTU Streszczenie. Wpływ sektora transportowego w odniesieniu do zużycia paliw kopalnych i emisji szkodliwych gazów oraz cząstek stałych jest w zakresie od 20% do 40%. W tym kontekście działania mające na celu zmniejszenie niekorzystnych skutków są bardzo ważne. Wiele obszarów miejskich stara się przyjąć strategie planowania zmierzające do zrównoważonego wykorzystania zasobów. Są one często określane jako zrównoważona mobilność. Zasady te są różne pod względem kosztów i oczekiwanych korzyści. Skutki tych polityk i ich kombinacje są trudne do przewidzenia na podstawie intuicji, a czasami rezultat może być sprzeczny z intuicyjnymi oczekiwaniami (np. polityki zmierzające do zmniejszenia zanieczyszczenia środowiska, powstrzymanie wzrostu zanieczyszczenia środowiska). W tym kontekście pojęcie planowania ekologicznie racjonalnego przejmuje główną rolę. Oznacza to określenie odpowiedniego zestawu interwencji, które są: racjonalne dla systemu transportowego (np. ograniczenie zatorów, wypadków drogowych, czasu podróży), zrównoważone dla zdrowia ludzi oraz dla środowiska (np. redukcja emisji), wymagające minimalnych zasobów ekonomicznych (np. niższe koszty za zaoszczędzoną jednostkę CO 2 ). W artykule omówiono znaczenie racjonalnych decyzji dotyczących planowania transportu. 40 A. Cartenì
ABSTRACT Cost functions are commonly used in traffic assignments to account for the effects of co... more ABSTRACT Cost functions are commonly used in traffic assignments to account for the effects of congestion on road link performances. Despite their influence on assignment results, not many functions are available for estimating travel times on urban or suburban roads, in particular, on roads belonging to historical cities or on roads surrounded by urbanized areas. The solution usually adopted either does not consider the effect of congestion on the travel time, or is based on the Bureau of Public Roads’ (BPR) function. Nonetheless, traffic flow disturbances like side-parking can appreciably affect link travel time resulting in a rise in congestion, especially in the roads of ancient centres. The aim of this paper is threefold: first, to calibrate and validate a travel time function for urban road links; secondly, to investigate the transferability of the cost function to a set of suburban roads; finally, to re-calibrate the cost function in the same suburban context to investigate possible improvements. The cost function included the effect of side-parking, secondary streets and road winding on the worsening of performance due to congestion. Cross-validation results showed the robustness, the transferability and the applicability of the calibrated cost function. Keyword: cost function, travel time, calibration.
Transport Policy, 2015
Transportation systems are complex sociotechnical systems and this dual nature is reflected in th... more Transportation systems are complex sociotechnical systems and this dual nature is reflected in the literature dealing with their planning, i.e. defining courses of action from both public and private points of view. On the one hand, the social sciences literature makes it clear that most decisions related to transportation are "wicked", i.e. they cannot be tackled with traditional engineering approaches since they are poorly defined. On the other, transportation systems have a strong technical component affecting most of such decisions, as they have to (or should) comply with compelling technical and economic requirements. The literature on transport engineering and economics deals with transportation planning mostly as a rational process based on the formulation and comparison of alternative options.
Transportation Research Part A: Policy and Practice, 2014
ABSTRACT Transit services quality has long been recognized as an important factor in influencing ... more ABSTRACT Transit services quality has long been recognized as an important factor in influencing travelers behaviour and terminals quality is certainly part of it. As a matter of fact a number of transit promotion policies explicitly based on qualitative factors and specifically high architectural standards are being adopted in designing new railways stations and several examples of remarkable architecture applied to railways stations can be found all round the world. In spite of this, the literature in transportation modelling has not yet analyzed the impact of the hedonic quality on travelers’ behaviour quantifying whether and by how much it increases their propensity to use rail services. A binomial logit model, simulating the choice between a traditional rail line and a new line open in 2009 in the northern area of Naples – Italy (high architectural and aesthetic standards railways) was specified and estimated for trips having both routing options between the same origin–destination pair. The model was specified with serial correlation in residuals and estimated using RP–SP data for different users’ segments. The main difference between the two alternatives in the real scenario was the stations architectural quality as all other attributes, including travel time, frequency, access and egress times, trains and riding comfort, security, were basically the same. In Stated Preference experiments several scenarios were presented to users with four levels of level of service attributes and factorial fractional design. The results show a significant impact of stations architectural quality on users’ choices and allow to estimate reciprocal substitution coefficients with respect to other level of service attributes. The average monetary ‘‘value of stations quality’’ was quantified in 35 Euro cents/trip for students and in 50 Euro cents/trip for commuters (+43%). Alternative-specific waiting time coefficients showed a context effect for both students and commuters (respectively 31% and 35% lower values for traditional stations) but they did not explain entirely the preference for high architectural railways line. It also resulted that female travelers showed a significant preference for stations quality (+33% with respect to male). Other results related to access and egress time suggest that, if everything else being equal, the high architectural line have a larger ‘‘catchment area’’ with respect to a traditional rail of approximately 400 meters by walking. The results of this research should be compared with those from other contexts as they have a potential impact for railways planning showing that architectural quality of stations should be considered as an explicit design variable and could be compared with other, possibly more expensive, improvements (e.g. frequency increases, accessibility improvements) and poses new challenges for modelling user behaviour and quality-related measures.
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Papers by Armando Carteni