Influence of transport supply

Table 32 lists the change rates of key aggregated indicators in S6 with reference to S0. The total number of all modelled trips is constant, but there are more car trips with shorter travel time and longer travel distance. No congestion on the urban network leads to more C-C, C-R and C-RoW trips, and shorter travel time for these city-related trips. C-R trips benefit the most from the maximization of capacity as they increase to the largest degree among all types of trips. It results from the fact that the delay time on the VSII network is responsible for congestion of C-R trips and the improved urban road supply solves this problem. More C-R and C-RoW car trips lead to a higher saturation on the network in the region area. It results in 0.4% longer travel time for R-R and R-RoW trips and 0.5%

fewer R-R trips.

Indicator C-C C-RoW R-RoW C-R R-R All trips

Congestion level -10,3% -5,3% +0,2% -9,7% +0,2% -2,8%

Average travel time by car -3,9% -3,7% +0,4% -5,5% +0,4% -0,7%

Average travel distance by car +5,1% -0,2% 0,0% +2,2% -0,1% +0,8%

Number of car trips +3,0% +3,9% 0,0% +11,4% -0,7% +1,3%

Number of total trips -1,1% 0,0% 0,0% +7,1% -0,5% 0,0%

Table 32: Change rates of key indicators in S6 compared to S0.

As a conclusion, the maximization of capacity on links in the city induces more car C-C trips with longer distance and shorter time. It leads also to more car C-R and C-RoW trips with shorter time. The total distance travelled increases from 62 million in S0 to 63 million person kilometres in S6.

5.2.2 Improvement of urban PuT supply

The seventh scenario S7 improves urban PuT quality by means of increasing frequency of light rails and decreasing PuT walking time:

• Frequency of light rails in S0 is described by headways of 15 min and 10 min respectively for off-peak and peak hours. In S7 both headways are set to be 5 min. In reality, such an assumption would increase operating costs in both personal and vehicular aspects, this assumption would also exceed the capacity of the rail network.

• At the same time, the speed of walking between PuT stops and zones in the city is raised from 6 km/h to 20 km/h. It is based on the assumption that slower walking trip legs are replaced by faster means of transport, which serve to connect home or activity location to PuT stops. They can be public bikes, electric cars or mini-buses.

Expected changes of the combination of shorter headway and higher PuT access speed are more PuT trips and shorter travel time of PuT. To which extent these measures influence the travel demand is examined in the following.

Shorter headways decrease both start waiting time and transfer waiting time. Increase of PuT access speed decreases access and egress time. Thus, the total travel time of PuT decreases in S7 compared to S0.

The comparison of PuT travel time between S7 and S0 is shown in Figure 80. The PuT travel time aggregated by all the modelled trips decreases from 47 min in S0 to 32 min in S7 with a strong decrease in waiting time and a slight decrease in access and egress time in S7. Changes disaggregated by types of trips are listed as follows:

• Characteristics for C-C trips are influenced the most: travel time decreases from 26 min in S0 to 12 min in S7. Access and egress time of C-C trips is 40% shorter. Waiting time changes from -2 to -8. These negative values result from the equation to calculate the start waiting time in Figure 58 (chapter 4.2.2). Negative values emphasize the advantage of short headways in the mode choice process.

• PuT trips of types C-RoW and C-R are mainly undertaken by heavy rail and regional train which have the unchanged characteristics in S7 when compared to S0. Thus, the waiting time, access and egress time for C-RoW and C-R trips are only slightly changed. The slight decrease of travel time of PuT C-RoW and C-R trips is caused by the use of light rail as a part of a PuT trip especially for those travellers who travel from or to places far away from stops of heavy rail and regional train.

• PuT R-RoW trips are mainly relevant to regional train. Ride time for R-RoW trips in S7

is slightly longer than in S0.

• No measures are taken in the region area. There is no change of characteristics of PuT supply for R-R trips in S7 compared to S0.

Figure 80: PuT travel time components in S7 and S0.

The mean travel distance for PuT trips of all the types is increased in S7. However, the mean travel time for PuT trips of types which are city-related (C-C, C-R, C-RoW trips) in S7 decreases. It results from the increased PuT access speed in S7.

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S0 S7 S0 S7 S0 S7 S0 S7 S0 S7 S0 S7

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The improvement of PuT service in S7 influences modal split significantly, as illustrated in Figure 81. The PuT share for the total modelled trips increases by 80% in S7 in comparison to S0. Reducing PuT time by 50% for C-C trips leads to an increase of the PuT share from 21% in S0 to 60% in S7. Both PuT shares for C-RoW and C-R trips increase by approx. 60%. There are no significant changes of modal split for R and R-Row trips.

Figure 81: Comparison of modal split in S0 and S7.

More PuT trips and fewer car trips in S7 result in shorter total distance travelled of 58 million in S7 instead of 62 million person kilometres in S0. Because of the reduced C-C, C-RoW and C-R trips by car, the saturation on the network in both city and region areas in S7 are smaller than those in S0. As a result, the congestion levels of all types of trips decrease, especially for C-RoW and C-R trips. The reduction of congestion levels induces more car trips. However, this effect of inducing more car trips due to a lower congestion level is not as significant as the effect of inducing more PuT trips by the improvement of PuT supply. Thus, the improvement of PuT supply leads to more PuT trips and fewer car trips.

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S0 S7 S0 S7 S0 S7 S0 S7 S0 S7 S0 S7

C - C C - RoW R - RoW C - R R - R all

Car-Driver Car-Passenger PuT Bike Walk