当前位置: X-MOL 学术Transportation › 论文详情
Our official English website, www.x-mol.net, welcomes your feedback! (Note: you will need to create a separate account there.)
An agent-based simulation approach to investigate the shift of Switzerland’s inland freight transport from road to rail
Transportation ( IF 3.5 ) Pub Date : 2023-03-18 , DOI: 10.1007/s11116-023-10383-3
Ihab Kaddoura , David Masson , Thomas Hettinger , Merlin Unterfinger

Most of today’s inland freight transport in Switzerland is operated on the road system. In this study, an innovative agent-based simulation approach is developed to investigate the potential shift from road to rail. In a first step, future freight demand for inland road transport is calculated based on official governmental forecasting tools provided by ARE (Bundesamt für Raumentwicklung, Switzerland). In a second step, the agent-based simulation framework Multi-Agent Transport Simulation (MATSim) is used to investigate different supply concepts and estimate the mode shift effect from “road-only” to “intermodal road and rail transport”. The simulated transport supply consists of the road network, the rail network, the cargo rail schedule, and the terminals where containers are loaded from Heavy Goods Vehicles to cargo trains and vice versa. For both, the road and rail system, dynamic queuing effects are explicitly taken into consideration. The illustrative case study for Switzerland reveals that intermodal road/rail transport provides a great potential to reduce road traffic. From the users’ point of view, switching from road to intermodal transport yields an average cost reduction of 46%. Even without any optimization of the transit schedule and terminal capacities, a significant trip share of 23% is shifted from road to intermodal transport. Both train and terminal capacities as well as the number of train departures per origin destination relation are limiting factors and have a crucial impact on the demand for intermodal transport.



中文翻译:

基于代理的模拟方法,用于调查瑞士内陆货运从公路到铁路的转变

今天瑞士的大部分内陆货运都是在公路系统上运行的。在这项研究中,开发了一种创新的基于主体的模拟方法来研究从公路到铁路的潜在转变。第一步,根据 ARE(瑞士 Bundesamt für Raumentwicklung)提供的官方政府预测工具计算未来内陆公路运输的货运需求。在第二步中,基于代理的仿真框架多代理运输仿真 (MATSim) 用于研究不同的供应概念,并估计从“仅公路”到“多式联运公路和铁路运输”的模式转变效果。模拟运输供应包括公路网、铁路网、货运铁路时刻表,以及集装箱从重型货车装载到货运列车的码头,反之亦然。对于公路和铁路系统,都明确考虑了动态排队效应。瑞士的说明性案例研究表明,多式联运公路/铁路运输为减少道路交通提供了巨大潜力。从用户的角度来看,从公路运输转向多式联运平均可降低 46% 的成本。即使没有对过境时间表和码头容量进行任何优化,23% 的重要出行份额也会从公路运输转移到多式联运。火车和终点站的容量以及每个始发地和目的地关系的火车发车数量都是限制因素,对多式联运的需求具有至关重要的影响。瑞士的说明性案例研究表明,多式联运公路/铁路运输为减少道路交通提供了巨大潜力。从用户的角度来看,从公路运输转向多式联运平均可降低 46% 的成本。即使没有对过境时间表和码头容量进行任何优化,23% 的重要出行份额也会从公路运输转移到多式联运。火车和终点站的容量以及每个始发地和目的地关系的火车发车数量都是限制因素,对多式联运的需求具有至关重要的影响。瑞士的说明性案例研究表明,多式联运公路/铁路运输为减少道路交通提供了巨大潜力。从用户的角度来看,从公路运输转向多式联运平均可降低 46% 的成本。即使没有对过境时间表和码头容量进行任何优化,23% 的重要出行份额也会从公路运输转移到多式联运。火车和终点站的容量以及每个始发地和目的地关系的火车发车数量都是限制因素,对多式联运的需求具有至关重要的影响。即使没有对过境时间表和码头容量进行任何优化,23% 的重要出行份额也会从公路运输转移到多式联运。火车和终点站的容量以及每个始发地和目的地关系的火车发车数量都是限制因素,对多式联运的需求具有至关重要的影响。即使没有对过境时间表和码头容量进行任何优化,23% 的重要出行份额也会从公路运输转移到多式联运。火车和终点站的容量以及每个始发地和目的地关系的火车发车数量都是限制因素,对多式联运的需求具有至关重要的影响。

更新日期:2023-03-18
down
wechat
bug