About the research project

In the context of the climate crisis and the necessary and desired mobility transformation, including the reduction of greenhouse gas emissions, automated driving is becoming an increasingly important topic. However, the characteristics of the environment have a decisive influence on its feasibility in the near future.  

This is precisely where the research project "Spatially-differentiated impacts of automated driving" comes into play. The project consortium, consisting of RZU, opens an external URL in a new window (planning umbrella association for the Zurich region), TU Wien (MOVE and future.lab, opens an external URL in a new window) and AustriaTech, opens an external URL in a new window, investigated infrastructural and spatial conditions in the area around Zurich.

The RZU area was used as the study area. Based on the assumptions described above, two questions arise: 

1. Where are suitable operational areas for automated driving? 
2. What criteria are used to select the real operating areas?

According to these questions, the project team conducted a two-part GIS analysis: 

• Analysis of drivability in the study area: At which points in the existing road network can automated driving be (technically) implemented?
• Analysis of the benefits (accessibility improvement): At which points is the use of automated driving really advisable?

The overall objective is that the use of automated driving can improve accessibility - in addition to or in combination with the existing public transport system.

The findings

• Analysis of drivability: The RZU area is not a homogeneous region with regard to the use of automated vehicles, but differs significantly from a technical-infrastructural point of view. Particularly good drivability was found in industrial areas and on the outskirts of cities. On the other hand, the drivability of the road network in the centre and in large parts of the city of Zurich, in medium-sized cities as well as in other settlement centres, even in peripheral locations, can be classified as rather poor. 
• Accessibility analysis: The change in accessibility was assessed in the form of accessibility analyses. Both, the existing transport offer and an expansion of public transport through a collective automated offer on the last mile - if the drivability was given - were included here. Drivability was implemented as an additional spatial resistance. The sub-areas with particularly serious improvements in accessibility were primarily the outskirts of urban areas, areas with rail connections and the surroundings of centres of small and medium-sized towns. Furthermore, a variant was calculated in which automated vehicles can also travel on motorways in addition to the last mile.

The overarching spatial impact of the implementation of automated driving should also not be forgotten. The key word here is 'space requirements'. Areas are needed for the initial implementation. On the other hand, there are the long-term potential areas that arise from a redesign of the public space. However, these space requirements are not needed / available at the same time (non-simultaneity). 

The next step was to merge the results of the analysis with the spatial and transport planning objectives of all levels of government. At this point, some opportunities (for example, land reallocations) and risks (such as the technical suitability of motorways for automated driving is in conflict with the intended transport planning ambitions) emerged. 

This leads to the conclusion that a regulation of supply is imperative. Fundamental sets of questions (for example with regard to the redistribution of road space or generally the desired role of automated driving) were formulated for further in-depth analysis.

The further questions can be found in the report.

Outlook 

The project consortium gives top priority to evidence-based planning of operational areas for automated driving. For this, the driveability of the road network as well as the discussion and, if necessary, the weighing of planning issues are elementary. An essential part of these questions is the clarification of mobility needs and the people who will ultimately benefit from the service. In other words, where does the use of automated driving make sense?

In addition to theoretical considerations, real experiments are recommended for dealing with the formulated complex of questions. In addition, a continuous accompanying evaluation of the designated operational areas is advised in order to avoid potential rebound effects. 

The findings will serve as a basis for policy makers and other stakeholders for the implementation of automated driving. 

Further information

final report, opens an external URL in a new window | project findings - RZU website, opens an external URL in a new window | project - RZU website, opens an external URL in a new window | TISS, opens an external URL in a new window