AUTONEWS

What are the reasons for traffic jams? Whether traffic flows or not depends on more than just the roads

If a city's suburban railway network is expanded, additional flats are likely to be built in an agglomeration that is better connected as a result. The opposite also holds true: If new buildings spring up like mushrooms in a suburb, this will call for an expansion of the transport infrastructure. Urban development and transport therefore have a mutual relationship.

"Our cities are becoming increasingly complex, while transport systems are under ever mounting pressure. Consequently, it is crucial to understand the relationship between mobility and cities, as this is the only way to develop and design urban centers sustainably," Yatao Zhang emphasized.

He is the first author of a study by ETH Zurich and the University of Wisconsin (U.S.), which has been published in the journal Nature Communications.

The study is based on the geoinformatics expert's doctoral thesis, which he completed in the autumn of 2025 at the Singapore-ETH Center in the Asian city state of Singapore.

A comparison of 30 cities worldwide...In this study, Zhang analyzed how urban development and traffic are mutually dependent and what cause-and-effect relationships occur. He and his colleagues compared a total of 30 major cities worldwide, including the city of Zurich.

The researchers focused on road traffic and particularly on traffic jams on congested roads. They based their investigation on traffic data from Here Technologies. The Dutch company records the congestion situation around the globe using vehicle movement data with a time resolution of five minutes. For the city of Los Angeles alone, for example, the congestion values of over 18,000 road sections were included in the study.

The scientists correlated the congestion data with a variety of characteristics of the cities analyzed. This included the structure of the road network, consisting of traffic junctions and road connections with different levels of traffic, as well as data on the shape of green spaces or districts and neighborhoods, which allows conclusions to be drawn about the flow of traffic.

The researchers also used data on the function of urban areas such as housing, shopping, sport, administration and education.

As their data source, the researchers mainly based their work on Open Street Map, a freely usable map database maintained by a community of volunteers. This resulted in a comprehensive collection of city characteristics and features for the 30 cities. The scientists correlated these with congestion data from the respective cities.

It's not just the road network that shapes and determines traffic...It is well known that urban features and traffic influence each other. Therefore, it only stands to reason that a city with a high building density or a good road infrastructure will have a lot of traffic.

Zhang and his colleagues, however, went one step further. Together, they developed a new method with which they are able to describe the mutual influence of urban features and traffic over time and even establish cause-and-effect relationships which was previously not possible.

Interesting in this context: there is a strong correlation between the expansion of the road network (urban feature structure) and traffic. The spatial arrangement of the city (urban characteristic of form), however, and the different building types (urban characteristic of function) are also determining factors for the traffic volumes.

A sprawling city tends to result in more traffic, and the accumulation of leisure activities in a neighborhood can increase weekend traffic. Mixed utilization (living and working) tends to lead to less traffic because it shortens commuting distances. ETH researcher Zhang puts it succinctly, saying, "Traffic is created by what people do, not just by the existence of roads."

Impulses for urban and transport planning...The study focused mainly on an international comparison rather than a detailed analysis of individual cities. The comparison shows major differences, for example, between Singapore and Zurich: the Asian city is characterized by demarcated residential areas that face a center with service jobs. Structural changes in residential areas have a direct impact on commuter flows.

This link between urban development and transport is much less pronounced in Zurich, as flats are spread across the entire city.

The study by Yatao Zhang's team was supervised by Martin Raubal, Professor of Geoinformation Engineering at ETH Zurich. According to Raubal, the study holds great potential in store for urban and transport planning in the medium term. "The study provides an innovative method for predicting how the change in a specific urban feature—such as the construction of a large shopping center—will impact on traffic in the medium term."

The study helps researchers to understand how transport policy measures actually work and what changes they can trigger in the urban fabric over the long term. Before the method can be used in Zurich or elsewhere for urban and transport planning, however, further detailed analyses are required.

Traffic jams are primarily caused by a mismatch between the number of vehicles on a road and that road's capacity to handle them. Experts generally categorize these causes into recurring factors (predictable daily patterns) and non-recurring incidents (random disruptions) 

1. Recurring Causes (predictable patterns)...These make up about 50% of all traffic congestion and happen on a regular, often daily, basis 

Rush hour saturation: High volumes of commuters heading to or from work at the same time overwhelm road capacity

Infrastructure bottlenecks: Permanent physical features that restrict flow, such as a multi-lane highway narrowing into fewer lanes, busy on-ramps, or bridges 

Poor urban design: Cities designed with few alternative routes or inadequate public transportation force more people into private cars 

Signal timing issues: Poorly synchronized or malfunctioning traffic lights can create unnecessary queues at intersections

2. Non-recurring causes (sudden disruptions)...These are "surprise" events that temporarily reduce a road's capacity or block it entirely

Traffic accidents: Even minor fender benders can block lanes and require emergency vehicles, causing massive ripple effects 

Roadwork and construction: Lane closures, detours, and reduced speed limits for maintenance projects naturally slow down traffic 

Inclement weather: Rain, snow, fog, or ice force drivers to slow down for safety, which reduces the overall "speed" of the road and leads to backups 

Special events: Concerts, festivals, or sporting events draw large crowds to a specific area simultaneously, overwhelming local streets 

3. Human & behavioral factors...Sometimes traffic jams occur without any physical obstruction or obvious cause 

"Phantom" Jams: A single driver braking too hard or following too closely can trigger a "wave" of braking that travels backward for miles, potentially bringing traffic to a complete standstill far from the initial event 

Rubbernecking: Drivers slowing down to look at an accident or incident on the side of the road create a secondary jam in otherwise clear lanes 

Distracted driving: Activities like texting or eating lead to inconsistent speeds and late reactions, disrupting the smooth flow of the traffic stream 

Poor driving habits: Erratic lane changes, tailgating, and aggressive merging force others to brake, which can start the "ripple effect" that leads to a jam

Provided by ETH Zurich

MERCEDES-BENZ

CLA 250+: the electric car that wants to save Mercedes in the competitive EV market

The new Mercedes-Benz CLA rights a lot of its predecessor's wrongs. Its cabin is quiet and comfortable, there's a broad set of multimedia tech and it's really quite pleasant to drive, with a well-balanced ride and confident handling. These attributes are true for both the fully electric CLA as well as the new hybrid. But one CLA variant clearly outshines the other.

The 2021 Mercedes-Benz CLA marks a revolution for the model, which now focuses on a 100% electric powertrain (with EQ technology), but still maintains hybrid options. The highlight is the CLA 250+, which becomes the entry point to the electric line of Mercedes' new MMA platform.

The 2027 CLA 220 hybrid will initially launch with front-wheel drive, but an all-wheel-drive CLA 220 4Matic will follow in late 2026. A brand-new hybrid powertrain provides motivation, combining a 1.5-liter turbocharged four-cylinder engine with a 1.3-kWh battery pack that feeds a small electric motor integrated in the eight-speed dual-clutch automatic transmission. The e-motor provides a maximum of 30 horsepower and 148 lb-ft of torque, which is really just enough to help the CLA pull away from stoplights or provide immediate boost if you step on the throttle to pass a slower-moving car on the freeway.

Mercedes says you can tool around at city speeds solely under electric power, but driving through Austria's many quaint little ski towns, the gas engine is eager to kick in. There's no dedicated EV mode to lock the CLA into electric driving; you have to use a light touch on the throttle. In practice, the CLA only wants to behave like an EV under about 5 mph. Not ideal.

What's worse, the handoff between electric power and gas assist is rough and abrupt. When the 1.5-liter turbo engine fires up, total system output increases to 208 hp and 280 lb-ft of torque. But the CLA 220 isn't exactly quick. Mercedes estimates a 0-to-60-mph time of 7.1 seconds, which is half a second slower than a Honda Civic hybrid. Efficiency estimates are still TBD, and while I do expect the CLA hybrid to return decent fuel economy, I doubt it'll be able to match the aforementioned Civic's impressive 49 mpg combined.

The eight-speed dual-clutch transmission could also stand to be refined. Across the CLA hybrid's Eco, Comfort and Sport drive settings, gear changes are jerky and ill-timed; the transmission will abruptly upshift when you're trying to make the most of the engine's power, but then hold a gear and hang out at 4,000 rpm for extended periods of time for seemingly no reason. Want to shift gears yourself? OK, just don't expect traditional steering wheel-mounted paddles. Instead, you toggle the column gear selector fore and aft, which is mega awkward.

The CLA 220's gruff hybrid engine is a turn-off, but the rest of this little sedan has lots to like. Over hundreds of miles of driving on Austrian roads, the CLA is comfortable, and the cabin is nicely insulated from wind and road noise. 

Despite its small size, the CLA has a good amount of space inside; a 6-foot-tall adult can easily fit in the back. Mercedes fits the CLA hybrid with a standard 10.3-inch gauge cluster and a 14-inch central multimedia touchscreen, but you can opt for the MBUX Superscreen, which adds a 14-inch passenger display, giving you full-dash-width digital real estate. I personally think it's a bit of tech overload — screens do not equal luxury — but it'll at least distract you from some of the less refined bits of hard plastic on the center console and door pockets.

Other nifty tech includes driver assistance features like lane-change and steering assist, plus an optional 360-degree camera system. The CLA comes standard with a large panoramic glass roof, but the ability to dim is an added extra, which is very dumb. Mercedes' Burmester 3D surround-sound stereo is another highlight. It sounds great, and the metal speaker covers look clutch.

CLA 250+ (Electric):

-Power and performance: 272 hp (268 hp) rear electric motor, capable of accelerating from 0 to 100 km/h in approximately 6.7 seconds.

-Gigantic range: Equipped with an 85 kWh battery, the model promises an impressive range of up to 780 km (WLTP). In real-world tests, the estimate is around 600 km.

-Ultra-fast charging: Thanks to the 800-volt architecture, it is possible to recover approximately 325 km of range in just 10 minutes using DC chargers up to 320 kW.

Autonews

CITROEN

ë-C3 Urban Range 2026: the city car that brings electric vehicles to the real world...All this for 12,000 euros

Citroën had already explored the urban electric car long before it became a trend. The electric Saxo represented a first attempt, limited by technology, which some of us had the opportunity to test in Paris in the late 1990s.

But now the current C3 breaks with everything we knew until then... especially in the electric ë-C3 version. It needs 4.01 meters of space on the curb to parallel park and adopts an aesthetic closer to an urban crossover than a classic hatchback. The body gains height, with greater ground clearance — 163 mm in the electric version — and a more robust presence.

Citroën has taken a sharp, practical step with the Citroën ë-C3 Urban Range. Instead of chasing a larger battery and a bigger brochure number, it has built a version of the ë-C3 that targets what many European drivers actually do every day: short commutes, school runs, supermarket stops, and steady city traffic. That decision gives the car a clear role in the market. It also gives buyers a more realistic entry point into affordable electric car ownership.

That matters because the small EV market still suffers from a basic problem. Many buyers want the lower running costs and quiet operation of an electric car, but they do not want to pay for battery capacity they rarely use. The new Citroën ë-C3 Urban Range answers that concern with a smaller 30 kWh battery, the same 113 hp electric motor, and a full-sized supermini body that still works as an everyday family hatchback.

Citroën is not selling fantasy here. It is selling a simpler equation. Keep the cabin space. Keep the decent power output. Keep the ride comfort. Trim the battery. Trim the price. For city-focused buyers, that formula makes more sense than many longer-range EVs that spend most of their lives carrying unused battery weight.

What the Citroën ë-C3 Urban Range actually is...The Citroën ë-C3 Urban Range sits below the standard ë-C3 electric model in battery capacity, but not in the things that define daily usability. It remains a proper B-segment hatchback with a tall roofline, upright seating position, and a footprint large enough to serve as a main household car for drivers whose lives stay mostly local.

Citroën keeps the same 83 kW motor, equivalent to 113 hp, and pairs it with a 30 kWh LFP battery. The result is a car aimed at city and suburban use, with over 200 km of WLTP range and over 300 km in urban driving. Those figures do not try to impress long-distance drivers. They are aimed at buyers who want a dependable, compact EV that fits modern urban routines.

The important part is that the Urban Range does not turn into a bare-bones compromise. It still offers the basic shape, stance, and practicality of the standard ë-C3. That gives Citroën a stronger argument than ultra-small budget EVs that save money by shrinking everything.

The front features Citroën's new design language, with horizontal LED headlights and a simple light signature. The pronounced wheel arches, black protective elements, and details such as the roof bars and colored clips reinforce this image, which is more functional than aesthetically pleasing.

A city dweller inside...The interior follows a clear logic: reducing complexity. Traditional instruments are replaced by a head-up display, while the multimedia system is based on a 10.25-inch central screen with wireless connectivity. There is no excessive digitization.

Physical controls for basic functions and a simple layout have been maintained. The interior space is well-designed for the segment, with five seats and a 328-liter trunk, more than enough for daily use. The Advanced Comfort seats and the interior design as a whole prioritize comfort over any sporty features, in line with the brand's long-standing philosophy.

The ë-C3 incorporates essential assistance systems without seeking the spotlight: automatic emergency braking, lane keeping assist, traffic sign recognition, and cruise control with speed limiter.

Where it truly excels is in comfort. The Advanced Comfort suspension is one of its main features, with a calibration designed to filter out road imperfections. This is complemented by a discreet technological approach, without overwhelming the driver with unnecessary functions. Incidentally, the car's functions are accessed via your smartphone screen, which you can mount horizontally or vertically — the choice is yours.

Engine for everyday use...The electric range revolves around a single 113 hp (83 kW) motor with 124.5 Nm of torque and two LFP battery configurations. The "Urban Range" version, with a 30 kWh battery, boasts a range of up to 213 km according to the WLTP cycle and over 300 km in urban driving, clearly designed for city use. During my initial test, I spent two hours driving in urban and highway traffic and confirmed that its energy consumption is remarkably low.

The higher-capacity variant, with 44.2 kWh, extends the range to 328 km WLTP and up to 460 km in urban cycle. Charging is supported up to 7.4 kW AC as standard (11 kW optional) and up to 30 kW DC in the basic version, while the variant with the larger battery allows fast charging up to 100 kW.

For those who don't want to opt for electricity, the range is complemented by 100 hp combustion engines and 110 hp hybrid versions, which keeps the C3 as a versatile option in its segment. The ë-C3 doesn't aim to lead in performance or technology. Its approach is more specific: to offer an electric vehicle that integrates easily into daily use.

From there, what really matters is its performance on the road: comfortable for short trips, pleasant in the city and very practical.

How much will I spend? Not much...If you're a true city dweller and don't want to drive with polluting emissions, the ë-C3 You with the smaller battery will cost €17,100 before subsidies are deducted, which will make its price even lower than €12,000 with all the discount possibilities offered by the brand (direct reductions, CAE and Auto+ Plan).

by Autonews

VOLVO

A30 Electric and A40 Electric: the brand's new line of large electric articulated haulers in series production

Volvo Construction Equipment (Volvo CE) has started production of the A30 Electric and A40 Electric models at its factory in Braås, Sweden. With this, the brand becomes the first in the world to produce large electric articulated haulers in series production, a historic achievement. The first units will go to customers in the United Kingdom and Norway. Subsequently, there are plans for deliveries to other markets in Europe in the second half of the year.

The A30 Electric and A40 Electric models were exhibited last year at the Bauma trade fair (Germany), one of the most important in the world in the machinery sector. Since then, strong customer interest reveals a growing willingness to adopt zero-emission solutions in the construction and mining segments.

The start of series production of these electric models is a continuation of the legacy of Volvo CE, the brand that invented the articulated hauler concept. Named Gravel Charlie, the first articulated truck was produced in 1966. More than half a century later, the production of electric versions at the same Braås plant highlights both the continuity of Volvo CE's engineering heritage and the pace of the brand's technological evolution.

“Starting series production of large electric articulated trucks is a source of pride for us. It shows that our ambition to lead the transformation in our sector is backed by real execution. Our range of electric solutions meets the demands of heavy-duty and high-productivity applications. It is a significant transition already underway in our sector,” assures Melker Jernberg, President of Volvo CE.

With payloads of 29 and 39 tons, respectively, the A30 Electric and A40 Electric are the largest vehicles in Volvo CE's growing portfolio of electric solutions. In heavy-duty machines like these, electrification offers great potential for reducing emissions, as well as advantages in the total cost of ownership (TCO). Depending on the application, the articulated trucks can operate for up to six hours on a single charge.

“It’s a real source of pride to see this transition, from ambition to reality. Not only because we are the first, but because we are delivering exactly what we promised. Since we presented the machines at the Bauma trade fair, customer interest has been strong. Demand is exceeding our initial production schedule,” says Fredrik Tjernström, sales manager for electromobility solutions at Volvo CE in Europe.

The start of series production of the articulated haulers is aligned with Volvo CE's long-term strategy. The brand has been expanding its offering of electric solutions, meeting customer demand in their journeys towards decarbonizing the sector.

Volvo Construction Equipment’s A30 Electric and A40 Electric are officially in production, making the company the first manufacturer to bring battery-electric articulated dump trucks of this size class to market.

The 29- and 39-metric-ton haulers were unveiled at Bauma 2025, touting the same performance as their diesel counterparts but with fewer emissions, less noise and less vibration on the operator. They are being produced at Volvo CE's Braås site in Sweden — the birthplace of the world’s first articulated hauler, Gravel Charlie, unveiled in 1966.

Commenting on the milestone, Melker Jernberg, president of Volvo CE, said: "Starting serial production of electric articulated haulers of this size is a proud moment for Volvo CE. It shows that our ambition to lead the transformation of our industry is backed by real execution. This milestone proves that electric solutions are ready to meet the demands of heavy, high-productivity applications, and that meaningful change is underway."

The A30 Electric and A40 Electric are among the largest machines in Volvo CE’s portfolio of electric solutions. Additional battery-electric products available to the North American market include:

Excavators: EC230 Electric, ECR25 Electric, ECR18 Electric, EC18 Electric

Rollers: DD25 Electric

Wheel Loaders: L120 Electric, L25 Electric, L20 Electric

Volvo says because haulers are high-utilization, energy-intensive machines, electrification offers the potential for “meaningful emissions reductions alongside attractive total cost of ownership advantages.”

The trucks can run for up to six hours per charge, depending on the task. Their lithium-ion batteries can be fast-charged from 20% to 80% in about one hour, according to Volvo. 

The first machines rolling off the production line will be delivered to customers in the UK and Norway in the coming weeks, with additional deliveries to select customers across Europe planned for the second half of 2026. Volvo previously stated that it plans to expand production “in the coming years.”

Fredrik Tjernström, electromobility solutions sales at Volvo CE, added: "There is a real sense of pride in seeing this move from ambition to reality — not just because we are first, but because we are delivering exactly as promised. Customer interest since Bauma has been strong, with demand extending beyond the initial production schedule."

Volvo CE A30 Electric specs:

-Payload: 32 U.S. tons

-Bed volume: 23.3 cu. yd.

-Max horsepower: 355

-Battery capacity: 245 kWh

Volvo A40 Electric specs:

-Payload: 43 U.S. tons

-Bed volume: 31.4 cu. yd.

-Max horsepower: 469

-Battery capacity: 350 kWh

Autonews

AUTONEWS

Cars are aging faster than ever because the cutting-edge technology that powers them is also their biggest problem

There used to be a rule for conventional cars that they experienced the greatest drop in value in the first few years, and then the curve flattened out and they existed for a number of years without replacing their technology with more modern ones. This logic does not apply to electric cars. Today, models that are only three or four years old already seem technologically outdated, and this is clearly reflected in their price on the used market.

The main culprit is the pace of development. While diesel and gasoline cars evolved gradually, electric models are undergoing technological leaps of a kind. For example, early models such as the first generations of electric compact SUVs or sedans offered a range of 200 to 300 kilometers and relatively slow charging. Today, even the middle class can easily exceed 500 kilometers, with significantly shorter charging times.

The problem of infrastructure and charging speed is even more pronounced. Older models often support maximum charging powers of 50 kW or 100 kW, while newer ones can easily go over 200 and even 300 kW. In practice, this means the difference between waiting 40 minutes and half as long, and the market is certainly feeling that.

And then there's the software, which is becoming just as important as the mechanics. Newer cars are getting regular OTA (over-the-air) updates, more advanced driver assistance systems, and better integration of digital services. Older models, even when mechanically perfect, simply can't keep up.

Because of all this, the used electric car market is behaving differently than ever before. The value isn't just falling because of mileage and age, but because of "technological obsolescence." Buyers are increasingly bypassing older models because for similar money they can get a significantly more modern car with better performance and longer range, because today's new electric cars are equipped with the latest generation technology and are significantly more affordable.

So, the trend of ever-better and more advanced technology is accelerating. Thus, solid-state batteries are already seriously developing and promise a new level, higher capacity, lower weight, and even shorter charging times. However, even without them, technology is advancing at an incredible speed. Already today, some manufacturers offer batteries that can be charged to 80 percent in just fifteen minutes, which until recently sounded like science fiction.

In such a context, it is clear why the first and second generations of electric cars are losing value enormously, because the technological momentum that is driving the EV industry is simultaneously accelerating their obsolescence.

Conventional cars, with several redesigns and improvements, have had almost the same technology for 7 to 10 years, however, electric cars age much faster in terms of batteries and software, and sometimes three years without improvements and updates is a lot.

In the end, one thing is certain: for owners of older generations of EV models, reality is harsh because an electric car is no longer just a means of transportation, but a technological product that ages at a pace almost like smartphones, and this is precisely the key to the whole story, which is that the electric revolution is not linear, but constantly accelerating. Especially with Chinese manufacturers.

The problem is, therefore, that you can't replace an electric car worth 40, 50 or 60 thousand euros in a few years like you can replace an old smartphone when a new and better one arrives, so on average an electric car loses half of its value on the used market after just three years...

by Autonews and Mundoquatrorodas

VW

Volkswagen ID. Polo 2027: the 100% electric production version of the Polo's successor

When it arrives in European stores later this year, the ID. Polo will have direct competitors such as the Renault 5 E-Tech, Peugeot e-208, and the future electric Ford Fiesta, as well as the Chinese BYD Dolphin and MG4. Volkswagen plans to sell the model with a starting price of 25,000 euros.

In terms of design, the ID. Polo follows the identity adopted by the brand for electric cars, but with an extra touch of boldness compared to other models in the ID line. At the front, the highlight is the horizontal LED strip that connects the main headlights, passing through the illuminated logo. In profile, the rear door handles are integrated into the pillars, while at the rear the taillights are narrow and positioned horizontally.

In terms of size, the ID. Polo will be 4.05 meters long, 2.60 m wheelbase, 1.81 m wide and 1.53 m high, in addition to a 440-liter trunk and another 50-liter luggage compartment located under the rear seat. For comparison, the standard gasoline-powered Polo is 4.07 m long, 1.75 m wide, 1.47 m high, and has a wheelbase of 2.56 m.

One of the key selling points of the ID.2 is its size. Designed with city environments in mind, the ID.2 offers a compact footprint that makes it easier to navigate through tight city streets and squeeze into roadside parking spaces. Yet, despite its smaller size, the ID.2 won’t skimp on interior space. Volkswagen has made clever use of the MEB platform’s design, which allows for a longer wheelbase and short overhangs. This means that the ID.2 will offer more interior room than you might expect from a car of its size. Just as the ID.3 offers as much interior space as the Passat, the ID.2 is expected to be as roomy inside as the current combustion-engined Golf.

Inside, the ID.2 carries forward the minimalist and tech-forward design language that has become synonymous with the ID. range. The cabin is expected to feature a clean and uncluttered layout, with a focus on digital interfaces. The central infotainment screen will likely dominate the dashboard, providing access to a range of features including navigation, entertainment, and vehicle settings. Volkswagen’s commitment to user-friendly technology means that the ID.2’s systems should be intuitive and easy to use, even for those new to electric vehicles. New Volkswagen design boss Andreas Mindt has put on record his preference for physical buttons rather than touchscreen controls, so expect the ID.2 to be a little more ‘analogue’ than the ID.3 when it comes to switchgear. 

One of the traditional challenges with compact electric cars has been battery range, but Volkswagen seems determined to address this with the ID.2. The car will be offered with two battery size options: 38kWh and 56kWh, with the smaller battery pack expected to offer around 200 miles of range and the larger 56kWh pack delivering nearer to 280 miles. Those figures would put it on level pegging with the best offerings in the sector. 

Charging is another area where the ID.2 is expected to perform well. Volkswagen has invested heavily in its charging infrastructure, and the ID.2 will be compatible with fast-charging networks. This means that drivers will be able to add a significant amount of range in a relatively short period, making the ID.2 more convenient for longer trips. The car will likely support DC fast charging, which could see the battery reach 80% charge in around 30 minutes, depending on the charger used.

Volkswagen ID.2 performance...Unlike all other ID models launched to date, the 2 will be the first to be front-wheel drive with a single motor on the front axle. This makes it simpler and cheaper to make. Indeed, such is the drive to reduce costs that Volkswagen will move the charging port to the front wing to save on expensive cabling though the car. We’re yet to hear about motor outputs, for the final production version but the ID.2all concept car (upon which the final car will be heavily based) came with a 223hp motor which delivered a sub-seven second 0-62mph time. We’d expect the production model to prioritise range and efficiency over performance and power output of around 200 bhp. That said, a GTI version is understood to be in the works and could well appear with the concept’s 223hp drive system. 

The ID.2 is expected to come equipped with a suite of advanced driver-assistance systems (ADAS), including features like adaptive cruise control, lane-keeping assist, and emergency braking. These systems are designed to enhance driver confidence and reduce the likelihood of accidents, particularly in busy urban environments where the ID.2 is likely to spend much of its time.

How much will the Volkswagen ID.2 cost? Pricing is a crucial factor for the ID.2, as it is positioned to be a more affordable option in the ID. range. Volkswagen has made it clear that the ID.2’s main task is to bring electric vehicles to a wider audience, and this will be reflected in its pricing. While final prices are yet to be announced, it’s expected that the ID.2 will be priced competitively against its rivals with the small battery, entry level model expected to go on sale for around £22,000. The higher spec, large battery model is likely to start from £26,000. Volkswagen will be keen to steal market share away from cars like the Peugeot e-208 and Vauxhall Corsa-e, along with Chinese rivals such as the BYD Dolphin and is expected to price the ID.2 aggressively. 

The Volkswagen ID. Polo is the 100% electric production version of the Polo's successor, based on the ID.2all concept presented in 2023. Scheduled for release in the European market in 2026, the model marks a change in the ID line's nomenclature, returning to using iconic brand names instead of just numbers.

Main features of the ID. Polo(below):

Platform and Drivetrain: Uses the new MEB+ (or MEB Entry) architecture, focused on compact models, with front-wheel drive, a first for the ID line.

Range and Battery: Two battery options will be offered:

-37 kWh (LFP): Focused on urban use, with an estimated range of 300 km.

-52 kWh (NMC): Long-range version with up to 450 km (WLTP).

-Performance: Power outputs range from 116 hp (85 kW) to 211 hp (155 kW) in standard versions.

-Fast charging: Capable of recharging from 10% to 80% in about 20 to 25 minutes on chargers up to 130 kW DC.

Interior Space: Despite being compact (4.05m), it offers interior space comparable to that of a Golf, with a generous 435-liter trunk.

GTI Version (Launch in 2027):

-The sporty ID. Polo GTI variant is expected to hit the streets in early 2027.

-Power: Approximately 226 hp (166 kW).

-Acceleration: 0 to 100 km/h in less than 7 seconds.

Differentials: More aggressive look with the classic GTI red line, exclusive wheels and electronic differential on the front axle for greater dynamic control.

Autonews

 

DOSSIER

AUTONEWS

Drones and AI help cities combat traffic congestion

Traffic jams are a problem in large urban areas. How can they be solved without expanding the road network? This is a challenge that researchers are attempting to address.

According to the latest global ranking by GPS manufacturer TomTom, Geneva is the city in Switzerland where commuters lose the most hours in traffic jams: 141 per year. It is among the global top 20, ahead of Zurich (116 hours) and far outstripping Lausanne (86 hours), Basel (83 hours) and Bern (43 hours). The average speed in Geneva is also Switzerland's lowest at 19.1 km/h, compared to 27 km/h in Lausanne and 42.4 km/h in Bern.

Smart traffic management is one key to improving traffic congestion, particularly in urban areas. At EPFL, the Laboratory of Urban Transportation Systems (LUTS) is using novel technology to analyze urban traffic. Drones are one such technology, and have been added to cities' existing arsenal of cameras, loop detectors and other sensors.

"The problem with conventional methods is they focus mainly on cars and often have temporal and spatial limitations," says Manos Barmpounakis, a postdoc at LUTS. "But with drones, we can overcome many of the obstacles created by sensors. Drones offer a much broader, more comprehensive and more detailed view of a road network's condition."

In 2018, engineers from LUTS conducted a pioneering experiment by flying a group of drones over Athens to collect vast amounts of data and analyze traffic patterns. Because the drones couldn't distinguish license plates or faces, they complied with data protection laws. The engineers used the data to develop algorithmic methods for identifying vehicle types (cars, trucks, buses, motorcycles, bicycles, etc.) and their trajectories.

Predicting how a network will react..."We can use AI and advanced machine learning to accurately recognize, locate and track almost all pockets of congestion in wide areas," says Weijiang Xiong, a Ph.D. student at LUTS who is studying methods for traffic congestion forecasting.

His work has shown that by integrating drone measurements into classical congestion-monitoring techniques such as fixed sensors (called loop detectors), engineers can significantly improve traffic forecasting by 15% to 20% in many cases. This is crucial for designing and implementing more accurate control strategies, such as adaptive traffic signal control and signal coordination.

"Current regulations create challenges for the technological implementation of drones, but with effective prediction methods and reliable data, we can introduce preventative measures and, for example, regulate traffic lights half an hour before a traffic jam reaches an area. We won't be able to predict an accident, but if one does occur, we'll be able to predict how the network will react," says Xiong.

To adapt models to a given city, engineers must first collect local data in order to adjust and refine the models accordingly. "While traffic congestion is a universal problem, what causes it varies from place to place. That's where the data entered into a model are crucial," says Barmpounakis. Thanks to drones, engineers can supplement existing data and deploy the technology in any city in an efficient, economical, environmentally friendly and optimal way—and thus feed more data into the model.

Measuring decibels...Drone data can also be used to analyze driving behavior while maintaining drivers' confidentiality. "We've conducted studies on lane changes and interactions between drivers," says Xiong. "Drones are the only instruments capable of providing us with this information. Individual data can show us that a vehicle braked hard, for instance, but they don't tell us why. With drones, we can see whether it's because a motorcycle cut off the vehicle, a pedestrian entered the road or the traffic light turned red."

Drones are used for safety, for analyzing multimodal traffic and driving behavior, and for measuring air quality and assessing noise pollution. This latter issue is the subject of research conducted by Jasso Espadaler Clapés at LUTS.

"By knowing the kinematic profile of vehicles, such as their position, speed and acceleration, and whether they have an electric or combustion engine, we can estimate their noise and emissions," he says. "Compiling this information lets us estimate how many decibels the vehicles will produce and, with certain algorithmic models, compare this to the noise we actually hear on the street."

Taking technology from the lab to market..."Our goal is not to develop a direct solution that can be implemented overnight," says Barmpounakis. "Instead, we're studying upstream issues: to what extent can drones be useful for traffic control? What quantitative advantage does this data give us for forecasting? And what opportunities does AI provide? Practical cases will then follow."

The LUTS engineers have conducted several pilot tests, not only in Athens but also in Nairobi, Manchester and Songdo, always for research purposes. The laboratory has also given rise to a spin-off, MobiLysis, which expands the scope of implementation and real-world case studies to urban mobility systems, integrating pedestrians, active transport modes, parking and public transport into a more sustainable and human-oriented perspective.

The municipality of Pully and the canton of Geneva have already worked with MobiLysis to address their urban mobility challenges. MobiLysis has also conducted experiments in the U.S. and is involved in major European projects. For instance, the firm measured various parameters (vehicle trajectories, speeds, acceleration, traffic flows, etc.) in Helsinki as part of the Acumen project. These data will be used to calibrate the traffic simulation software for the city's digital twin.

When mathematics helps make better predictions...While sociology can help us understand the reasons why we behave in a certain way, mathematics lets us model that behavior in order to better conceptualize, predict and prepare for future needs—including in the area of transportation. But how can we turn a quick run to the supermarket, a trip to a piano class or the daily commute into an algorithm? Conventional transportation models look only at the individual journeys people make to get from point A to point B, considering the purpose of the trip, the chosen mode of transportation and the itinerary.

But engineers at EPFL's Transport and Mobility Laboratory (TRANSP-OR), headed by Michel Bierlaire, are exploring another approach—one that considers people's everyday activities (work, errands, leisure pursuits, etc.) and those of others in their household over the course of a single day as well as their entire lives.

In 2024, Janody Pougala—then a Ph.D. student at TRANSP-OR—developed a model based on this approach. Her program accounts for people's activities and how people respond to the unpredictable events that inevitably form part of our daily lives. These factors are particularly important given today's increasingly diverse lifestyles. Commuting patterns have changed considerably, as more people work from home or carpool, and infrastructure improvements enable employees to live farther away from their employer.

Pougala's model was tested successfully on a pilot prediction system at the Swiss railway company (SBB) and in an urban planning project for Zurich that involves envisioning what the city would look like if half its transportation were human-powered.

Another thing to consider is that our transportation decisions are generally made not individually, but within the context of our overall household. This is important because it means we tend to carefully plan out when and how we travel with a view to optimizing the trip.

The TRANSP-OR engineers therefore incorporated household interactions into the model, enabling it to predict things like which family member gets to use the car, how household tasks are divided up, when family members are accompanied to a certain activity, when they take part in shared activities and when they turn to carpooling. The model can thus be applied to many different types of households and available transportation methods.

"Our research shows that the hourly distributions produced by models calibrated at the household level better reflect actual data than those produced by models calibrated at the individual level," says Negar Rezvany, who just defended her thesis on this topic. "What's more, our model can generate realistic distributions of everyday activities and crunch through data to estimate key variables, while anchoring its calculations in behavioral theory."

Data hard to come by...One sticking point for transportation models is being able to draw on enough data—it's hard to measure people's activities due to the amount of resources required to do so, as well as for confidentiality reasons. To get around this problem, engineers use synthetic populations, which are statistically derived populations having the same characteristics as the real population.

"For example, in a project with SBB, we're analyzing their data in order to build synthetic populations and use them to outline future scenarios," says Bierlaire. Other organizations interested in this approach include the Swiss Federal Office for Spatial Development, which handles issues related to Switzerland's transportation policy. Synthetic populations can also be used to model scenarios in the event of another pandemic or an economic crisis.

"The trick is to find the right variables for generating predictions for spatial distributions as well as temporal ones," says Bierlaire. "Transportation habits should be evaluated over a person's entire lifetime since fundamental choices are generally made at pivotal moments during someone's life."

To that end, Rezvany analyzed urban dynamics and long-term transportation decisions in her thesis, using cross-border commuting in Luxembourg as a case study. She created a framework incorporating different time horizons: the choice of a transportation method (short term); residential relocation (medium term); and infrastructure development (long term).

As Rezvany explains in her thesis: "By tracking the evolution of key indicators, the framework serves as an indicative tool to understand system behavior, anticipate future trends, and assess the long-term impacts of policy interventions."

Provided by Ecole Polytechnique Federale de Lausanne