APRÈN. Portal de la producció docent del professorat de la UPC

This report presents a methodological framework through which a toll model is proposed as a solution to congestion, taxing vehicle entry during peak hours in any city, using the city of Barcelona as a case study. The urban system, having different characteristics from the high-capacity access roads to the city, becomes a bottleneck by itself, with a variable capacity that depends on the users present within the system. On the other hand, the strategic behaviour of the system's users, when choosing their network access time, is based on the costs incurred when making a trip, affecting the congestion experienced and the duration of the peak period. Using the morning commuting peak, a theoretical model is developed to analytically understand the behaviour of the urban system. Additionally, a microscopic model is used to approximate the real behaviour of the system, thus allowing the extraction of variables that, when applied to the theoretical model, help to finally model the urban system. With the characterization of the capacity of the urban system and the behaviour of its users, a toll model is proposed, aiming to match supply and demand through demand restriction.

The aim of this research is to find out the optimal location of shared hubs for last-mile delivery in the municipality of Barcelona. The study is conducted to later target the search solution through electric automated vehicles. The goal is to achieve a greater volume of demand in an efficient way without violating key operational constraints such as vehicle capacity, hub capacity, and delivery time limits.

Ride-sourcing has become a standard service in urban transportation, with companies such as Uber, Lyft, and Didi expanding in cities all over the world, thanks to the convenience that app-based booking and payment offers. In recent years, ride-hailing (solo taxi-like rides) has been supplemented with ride-splitting, which allows the user to share part of the ride with an unrelated passenger and receive a discount. Ride-splitting has the potential to increase vehicle occupancy and service efficiency, but the added uncertainty can substantially reduce demand. As a result, price differentiation between services is critical in optimizing the entire operation. This thesis proposes a Model Predictive Control (MPC) scheme to jointly optimize ride-hailing and ride-splitting fares. The controller dynamically adjusts the fare components (base fare, distance fare, and ride-splitting discount) to respond in real time to changes in demand, supply, and service state. The mid-term predictive model is based on the Macroscopic Fundamental Diagram (MFD) to represent the accumulation evolution of each vehicle state. To represent the two-sided nature of the ride-sourcing market, demand is dynamic and heterogeneous, with an endogenous mode choice based on the multinomial logit model; and supply is also variable, with drivers deciding to work only if past revenues were greater than their opportunity cost, given the current fleet size. In addition to the MPC controller, an agent-based simulation is developed to represent the disaggregated system and act as the plant for the MPC. The entire system is run for a use case in Shenzhen (China) to evaluate the MPC's performance. The controller improves service quality by reducing the number of rejections, but does not significantly increase the company's overall revenue. The report finally dives into the particularities and agreement of each submodel, identifying the strengths and limitations of the MPC controller and simulated plant.

In recent decades, the growth of e-commerce and urban expansion have posed significant challenges for managing freight mobility within cities. These cities are forced to handle an increasing volume of delivery vehicles, which significantly contribute to traffic congestion, air pollution, and noise levels. Mataró, the eighth largest city in Catalonia by population, faces these same challenges. With a constantly growing population and intense commercial activity, the need to improve the efficiency of urban distribution is becoming increasingly evident. In response to this situation, urban consolidation centers (UCCs) are proposed as a viable solution. These facilities allow goods from different carriers to be grouped in a single location before final distribution within the city, thereby reducing the number of vehicles needed for last-mile delivery, optimizing delivery routes, lowering logistical costs, and minimizing environmental impact. The main objective of this study is to assess the economic feasibility of implementing a consolidation center in Mataró, analysing the potential benefits for all stakeholders, from logistics operators to society as a whole.

This study will explore the economic and social feasibility of implementing three possible extensions of the tram network in the Metropolitan Area of Barcelona, beyond the proposals put forward by public administrations in recent years. More specifically, it will examine the possibility of extending the tram network along Gran Via de les Corts Catalanes, between Glòries and Hospital de Bellvitge; along the city's waterfront, between Ciutadella and Drassanes; and along the C-245 axis, between Cornellà and Castelldefels. For each case, a methodological process has been applied, starting from initial parameters and decision variables (length, number of stations, base service frequency, etc.), which have enabled a determination of whether each case study is viable or not.

The rapid rise in e-commerce has significantly increased global parcel volumes, with a 150% rise since 2016, and a 14.6% annual growth rate in the EU from 2017 to 2021. This surge has exacerbated urban congestion, air, and noise pollution, necessitating innovative urban logistics solutions. This research investigates a novel two-echelon last-mile delivery model using autonomous delivery robots (ADRs). The first echelon involves overnight transportation of parcels from a consolidation center to urban micro-hubs, while the second echelon uses ADRs for daytime parcel distribution from the micro-hubs to customers. Utilizing operational data provided by a logistics operator in the Madrid area, the study incorporates a new tool that allows to generate distances between customers following the real road network to generate distance matrices required for optimal delivery route generation. Results demonstrate that ADRs can reduce operational costs by over 15% and offer significant environmental and logistical benefits. The study underscores the potential of ADRs to revolutionize urban logistics, highlighting the importance of strategic planning and collaboration among logistics operators for future implementation.

En els últims anys, l'increment de turisme a Barcelona nomes ha fet que augmentar. Cada cop més, els carrers i les atraccions turístiques de la ciutat atreuen més persones i per tant, la mobilitat de la ciutat s'ha d'adaptar a l'increment d'aquesta demanda. Un dels reptes més grans de Barcelona de cara al futur, és elaborar un pla de mobilitat urbana en el que s'adaptin i es compatibilitzi la vida dels barris amb l'activitat turística. Sistemes de mobilitat amb objectius socials o de accessibilitat, perden la seva funció degut a la demanda turística ja que molts cops no poden suplir-la. Aquest fet interfereix en la vida de barri i provoca malestars als habitants de la zona. El barri de la Salut consta d'una orografia molt irregular amb pendents pronunciades i carrers estrets. Això provoca que el fet de moure's a peu sigui dificultós, sobretot per a persones grans. Per a facilitar la mobilitat del Carmel, l'ajuntament va instaurar una xarxa de busos barri, busos de capacitat i freqüència de pas baixa. Un d'aquests busos és el bus barri 116, aquesta línia de bus viatja des del barri de gràcia fins dalt de la Salut. Durant el recorregut el vehicle para a serveis hospitalaris, centres d'atenció primària (CAP) i punts importants d'enllaços pel transport públic. El bus barri 116 també para al davant del parc güell, sent la línia de bus amb la parada més pròxima al parc. Tot i que l'ajuntament ja havia implementat xarxes de busos i bus turístic per a arribar-hi, un cop els turistes es van assabentar del 116 el van començar a utilitzar per accedir al parc. El bus barri 116 té una capacitat de 36 persones i la freqüència de pas es relativament baixa i per tant no es pot suplir la demanda i sovint es formen cues molt llargues de persones esperant el bus. Com és d'esperar, els veïns de la Salut estan molt descontents amb aquest fet ja que la seva mobilitat es veu molt perjudicada i reclamen canvis imminents. La solució per a acabar amb la saturació del 116 va ser eliminar-la de Google Maps. Tanmateix, això només ha fet que saturar les línies d'autobús veïnes. L'objectiu d'aquest treball final de grau, és estudiar possibles alternatives i millores en la mobilitat de la Salut, amb l'afany de poder compatibilitzar la demanda turística amb la vida de barri dels seus habitants.

Capital cities around the globe are facing the challenge of having to manage urban mobility services within such climatic emergency scenario that is affecting city and population's dynamics, health and economics. Traffic limitation inside city centers is one of the first steps that European capitals are taking in order to reduce fossil fuel consumption and to improve environmental causes. All around we can conclude that every city that is adopting this kind of policies has a similar background: they have been managing well the city for decades. Palma de Mallorca, eighth in the population ranking in Spain, with a total population of approximately 400.000 inhabitants, has fallen in to the bottom of the rankings on strategies that promote the use of public transport. While other cities of the world kept their tramway system, Palma removed it completely and triggered the construction of underground parking in the historical city center. On this day today, the ambitious project that consists on constructing the first tramway line that connects the major operation center of the city, plaza de España, with the airport, hasn't yet started. On this project, the possible alternatives to the scenario proposed by the planning team will be studied, evaluating the impact and consequences in relation to the traffic parameters of each alternative, to propose at the end a series of actions to improve the current situation.

This work consists of an analysis of alternatives for the implementation of a railway tunnel under the Turó de Montcada hill, nearby Barcelona. This new infrastructure would make it possible to reduce both the travel distance and the travel time of the suburban trains from the R4 of Rodalies as they pass through the municipality of Montcada and Reixac. The project is given a context and the different problems that affect this access to the city of Barcelona are diagnosed in order to carry out a multi-criteria analysis with the different options for implementing the infrastructure, in addition to the alternatives to the construction of the tunnel itself , with the iadea to be able to know which would be the most optimal option.

El trabajo estudia la posibilidad de reducir un carril en la sección Norte de la Gran Vía de Sabadell y otras alternativas que permitan reducir las externalidades del trafico, la congestión, la contaminación el ruido y los accidentes de tráfico. Este proyecto parte de la premisa de que se va a realizar una carretera interurbana al norte de Sabadell que reducirá el trafico en la ciudad. Para ello se genera un modelo de microsimulación en Aimsum Next y se modelan diferentes escenarios diferenciando entre la concentración del trafico en el eje temporal, en el volumen total de vehículos y en las características de la red viaria. A lo largo del trabajo se ha logrado la colaboración del Ayuntamiento de Sabadell a quienes se les agradece.

This project focuses on improving the traffic problem in the Fuorigrotta neighborhood in the city of Naples. The TransCad software and a four-stage model are used to analyze travel behavior and estimate transportation demand. Different intervention scenarios are created, including the adaptation of traffic signal regulations, lane configurations, and parking facilities. Based on the optimal scenario determined through a multicriteria analysis, a bus network is designed to meet the demand for collective transportation. Although some routes do not fully cover the demand, an authorized service is implemented that meets frequency requirements and generates revenue to cover implementation costs, without exceeding the established budget.

Before, Barcelona's city planning was very c ar dependent , and it has resulted in high levels of environmental pollution and sedentary lifestyles. Nowadays, they aim to reduce air pollution, noise, heat island effects, increase physical activity, social interaction, and, as a result, promote and improve public health. Several new urban concepts or models are being introduced to address those problems: Superblocks, low traffic neighborhoods, the 15 minute city, car free city, or a mix of these . What these models have in common is the goal of reconfiguring public space to reduce private vehicle use and increase public and active transportation (walking and cycling). An evaluation of Urban Spaces Environmental Quality Index is done with the quality index along with A nalytic Hierarchy Process (AHP) of Poblenou Superblock. These studies can later help the city council in decision making in the future and have a thorough understanding of how it may affect the environment aspects.

The logistics industry is changing rapidly with new delivery strategies and modes being tested every day for urban goods distribution. Due to growth in e-commerce, urban systems are under excessive stress due to the increased number of goods deliveries. Adoption of innovative solutions with the potential to positively benefit cities and stakeholders is essential to sustaining the current levels of goods distribution. The goal of this Master Thesis (TFM) study was to identify the potential for the adoption of new delivery methods by identifying their impact and their perception among the stakeholders. This study aims to explore these through means of appraisal tools and modeling that evaluate the results quantitatively. The first key decision criteria used by industry stakeholders for adopting alternative delivery methods (Electric LCVs, Cargo bikes etc) for the distribution of goods were evaluated. Alternative delivery methods were then compared with conventional LCV-based independent deliveries and amongst each other to understand the potential impacts of the delivery methods and related strategies. Surveys were carried out with logistics companies in European cities and Continuous Approximate Models for urban logistics distribution were used to obtain quantitative outputs. Regression analysis was done to identify relations between the demography of logistics companies and their delivery preferences. These outputs were then used to conduct a Multi-Criteria Decision Analysis (MCDA) where the relative performance of the delivery methods was evaluated. Gaps between the industry perception and modeled performance of delivery methods are another key output of this study.

This Bachelor Thesis analyzes the state of e-commerce distribution in the city of Barcelona, motivated by the recent increase in e-commerce demand after the pandemic. The paper dives into the current freight distribution policies and strategies in Barcelona, as well as innovative solutions which have been implemented previously in other cities to assess their viability for Barcelona. A simulation is carried out to determine an optimal distribution of Urban Consolidation Centers in each district of the city for the distribution of e-commerce parcels, as well as analyzing the economic effect of a drop-box scheme in the district of Eixample.

This research examines the severity of the road crashes involving public transport buses in Santiago de Chile from 2017 to 2021, particularly crashes involving pedestrians and cyclists. The study reveals that public transport buses play a significant role in fatal crashes, involved in 26.2% of the pedestrian fatalities; 26.9% of the cyclist fatalities and 19.5% of all fatalities. Pedestrians constitute the majority (55.8%) of fatalities in bus-related crashes. For crashes between pedestrians and public transport buses, older and male pedestrians are more likely to be involved in a fatal crash. Those crashes are more likely to be fatal at night, at an intersection or with a bus turning or restarting. Female bus drivers are less likely to be involved in pedestrian fatal crashes, suggesting the importance of increasing their representation. The research also evaluates the impact of the implementation of an integrated public transport system “Transantiago” in Santiago, which significantly reduced fatalities in crashes involving buses. The findings support the implementation of integrated transport systems and indicate potential safety benefits for other Chilean cities (which have a higher rate of fatalities in crashes involving public transport buses). During the 2017-2021 period, fatalities in bus-related crashes have notably decreased. Factors such as the reduction of the number of kilometres travelled by public transport and roll out of a new bus fleets seem to have help this reduction. However, other factors like: the 2019 Chilean protests, the COVID-19 pandemic, the increase of number of female drivers, new bus lanes with automated enforcement and bus maintenance improvement may have contributed to this reduction as well. This research emphasizes the need for targeted road safety policies for buses and proposes a set of recommendations to be implemented by Public Transport Authorities.

Pollution and climate change issues are boosting unprecedented impacts on the environment. However, it is also producing an increase of disruptive technological solutions. Regarding public transportation, the trends are heading to the need to limit the negative externalities generated by the service. Consequently, the introduction of electric and hydrogen buses within the regular fleets of transit agencies has had a relevant impact. However, this type of vehicles has other relevant impact to take into account, and to determine properly the impact a long-term perspective is required (not only the use-phase perspective) and the economical perspective is not only considered. For that reason, the present study proceeds a Life Cycle Assessment of two bus models, an electrical and hydrogen buses. The models are the Volvo 7900 Series, for the electrical option, and the CaetanoBus H2 City Gold, for the hydrogen bus. Therefore, it is seeking a holistically perspective of all the potential environmental impacts related to the manufacture, use-phase (which includes the fuel cycle and the vehicle cycle) and the end-of-life phases. The ReCiPe 2008 methodology is used to categorise and measures the potential environmental impacts. Furthermore, a competitive analysis is also conducted in order to determine the relevant aspects to be changed to enhance the most unfavourable bus model option.

Los servicios de bus son normalmente una buena alternativa al vehículo privado cuando se trata de moverse por un ambiente urbano, donde el aparcamiento muchas veces no está garantizado i donde los buses, mediante medidas que les favorecen, como por ejemplo carriles bus o prioridad semafórica, pueden a menudo evitar las congestiones de tráfico. No obstante, es bien sabido que las paradas que los buses tienen que efectuar a lo largo de su ruta limitan significativamente la velocidad comercial que este modo de transporte puede ofrecer, especialmente en líneas de alta demanda, donde los buses tienen que permanecer en las paradas durante períodos de tiempo más prolongados debido al tiempo que los usuarios necesitan para subir y bajar. La presente tesis aborda esta debilidad de los servicios de bus urbano evaluando su posible operativa con buses modulares autónomos (AMAs), los cuales estarían formados por cápsulas con una capacidad para 15 pasajeros. Se propone un servicio que pretende eliminar las paradas intermedias que, en un servicio convencional, los pasajeros experimentan a lo largo de su trayecto dentro del bus, y esto se realiza incorporando los conceptos de modularidad (las cápsulas se pueden acoplar y desacoplar entre sí) y transbordo en ruta (los pasajeros pueden cambiar de un pod a otro mientras están en movimiento). Así pues, este estudio intenta determinar en qué situaciones un servicio prestado con AMAs podría ser más eficiente que el convencional con buses regulares, teniendo en cuenta tanto la perspectiva del operador como la del usuario. Para conseguir este objetivo, el estudio se divide en tres bloques. En primer lugar, se propone un marco de modelización común, a partir del cual se construyen los modelos para los cuatro servicios a comparar (dos convencionales y dos con AMAs). Por simplificación, se adopta un enfoque determinista. Finalmente, se implanta un procedimiento de optimización del intervalo de paso (la separación temporal entre dos buses consecutivos) y el espaciado (la distancia entre dos paradas consecutivas) con el fin de adoptar siempre el escenario que represente el menor coste para el sistema. En el segundo bloque se evalua el comportamiento de los costes y el efecto de tres parámetros potencialmente relevantes. Se constata que los servicios propuestos con AMAs empiezan a ser más óptimos que el convencional a partir de unos 1000 pax/h, un umbral de demanda que augmenta a medida que la velocidad de crucero (la velocidad promedio a la cual los vehículos circulan, teniendo en cuenta solamente los efectos de los semáforos y el tráfico) disminuye. Finalmente, se determina un coste de compra de las cápsulas de 380.000 e/veh como límite por debajo del cual un servicio con AMAs prevé siempre una reducción del coste del sistema respecto al servicio convencional actual. El tercer y último bloque finaliza el estudio con una evaluación sobre 10 líneas de la red de bus de altas prestaciones de Barcelona. Las líneas con más demanda se identifican como aquellas en que una operativa con AMAs supondría reducciones importantes en el coste del sistema (hasta un 17%). Se prevé un aumento de la velocidad comercial de los 16 km/h actuales hasta los 24 km/h con la innovadora operativa propuesta, lo que se traduce en tiempos de trayecto medios significativamente más bajos para los usuarios (reducción de hasta 8 minutos en las líneas H8, H12 y D40). Finalmente, la tesis concluye con un resumen de los resultados más relevantes que han sido obtenidos, a la vez que también se incluye un apartado que repasa algunas de las limitaciones del estudio y posibles vías de mejora para futura investigación

The implementation of a park and ride system connected to the city centre is one of the solutions to the constant daily flow of private vehicles into the cities. However, its large-scale implementation requires a thorough study considering the maximum number of variables. This work aims to analyse the effect of such implementation and to assess its impact on the mobility scheme of a city. This project presents an innovative analytical model to merge a network of bus lines that connects the city centre with a reticulated Park and ride mesh located on the outskirts. Also, it is considered the potential impact of the new model on the pre-existing public transport. Consequently, this work introduces the concept of network overlap to define the conditions of the interrelation between the two transport networks. Altogether, aiming to obtain the features of the complex public transport scheme that results from the coexistence of the two nets. Moreover, the model developed adjusts the formulation to be versatile and adaptable to diverse cities with different geographical constraints at the outskirts (e.g. sea, mountains, etc.). Eventually, the model is validated with current data from the city of Barcelona. A deep analysis is conducted to study the significance of the interrelation between two nets and to test the behaviour of the model with different input data. This work's contribution to the discipline of transport is the analysis of the interaction of two bus line systems coexisting in the same area. The basis for the parameterisation of overlapped networks is provided, and adapted, to the problem of the implementation of a P+R mesh.