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S0965856419304884 | Passengers alighting and boarding process in metro stations has attracted increasing research attention since it has significant influence on the platform passenger distribution as well as the train dwell time . In this study a field survey was firstly performed in a densely populated metro station at downtown area in Hong Kong to observe passengers alighting and boarding characteristics and collect sample data . One commonly existing phenomenon is found that boarding passengers start to get aboard even when there are alighting passengers still inside the metro carriage . This is defined as passengers non compliance behaviors in this paper . In addition time indicators are defined to measure the alighting and boarding efficiency . Then a microscopic pedestrian simulation model based on the Social Force Model is proposed to simulate the passengers alighting and boarding patterns at metro platform . The verification result shows the good applicability of the proposed model to simulate the actual situation . Finally several simulation tests are conducted to explore the impacts that passengers non compliance behaviors have on the alighting and boarding efficiency in different passenger volume conditions . The simulation result shows that higher level of passengers non compliance behaviors leads to longer passengers alighting duration and boarding duration but the influence on the overall transaction time is related to different passenger volume conditions . Thus metro station facility could apply different alighting and boarding rules in different passenger volume conditions to increase alighting and boarding efficiency . | Passengers non compliance behavior is defined and observed. Critical time indicators are defined to measure the alighting and boarding efficiency. A simulation model is proposed to simulate passengers alighting and boarding process at metro platform. Effects of Passengers non compliance behaviors under different passenger volume conditions are analyzed. Different alighting and boarding rules could be applied to increase alighting and boarding efficiency. |
S0965856419305580 | To alleviate traffic congestion vehicle restriction policies have been widely used globally . However noncompliance behavior undermines the effectiveness and sustainability of such policies . This study focuses on investigating the characteristics of noncompliance behavior under two vehicle restriction policies namely one day per week and odd and even policies . On the basis of license plate recognition data that record the traffic condition under ODPW and OAE policies in Langfang China descriptive statistics are used to illustrate the characteristics of noncompliance with the policies . Furthermore a zero inflated model is used to determine the manner in which influencing factors affect noncompliance frequency . Results show that under the two policies holding a nonlocal license plate traveling a long distance daily in the urban restriction area and departing from a location far from the city center increase the probability of noncompliance behavior of individuals . However unrestricted travel rate which represents the frequency of vehicle trips on unrestricted days exhibits different influences on noncompliance behavior under the two policies . This study provides an in depth interpretation to noncompliance behavior under vehicle restriction policies and aids improve the long term effectiveness of the policies . | Noncompliance behavior against vehicle restriction policy is analyzed. Empirical data and quantitative models are used to investigate the behavior. Trip characteristics show statistically significant effects on the behavior. Methods for preventing noncompliance and improving the policy are discussed. |
S0965856419305725 | Public transport is being promoted worldwide to help resolve the environmental and congestion problems besetting cities . Travel comfort is increasingly seen as crucial to effecting the switch from private motorized modes to public transit . The purpose of this study is to measure the physical and human factors impacting travel comfort on mass urban rail transport . Randomly selected passengers commuting in subway cars at 14 levels of in vehicle passenger density were intercepted to evaluate their satisfaction with the following factors related to comfort crowding noise smell air quality temperature illumination vibration and safety from crime . Satisfaction with regard to crowding was negatively and linearly related to the number of passengers in the subway car . In the multiple regression model however perceived noise intensity accounted for more than the actual number of individuals in the car in the evaluation of crowding with smell as a second significant contributor . Other significant factors in travel comfort included air quality temperature and fear of crime . Although it is found that objectively measured passenger crowding explains a major part of perceived travel comfort other factors associated with the ambient environment are at least as important . Corrective measures to improve travel comfort could address the ambient environmental factors in the medium term while the structural issue of over crowding needs to be addressed in the longer term . | Perception of crowding is conditioned by several interacting variables. Number of passengers perceived noise and smell explain 46.5 of perception of crowding while riding subway. Perceived noise is more important in the perception of crowding than passenger density. Measured noise level is unrelated to perceived noise level or passenger density. |
S0965856419306160 | Bus ridership in many cities has not increased but ultimately decreased with the continuous growth of the bus facility scale in recent years in China . This study aims to explore the relationship between bus facility scale and ridership attraction by introducing technical efficiency as a mediator variable and data collected from 152 Chinese cities in 2015 is used in the study . Technical efficiency in this paper refers to the degree to which a bus system attains its minimum inputs with a given level of output . Results show that the technical efficiency has a mediation effect . When bus facilities are few and insufficient an increase in facilities can considerably enhance ridership attraction through higher technical efficiency but when the scale of bus facilities increases to an excess ridership attraction suffers from the negative impact of a lower technical efficiency . This study offers a theoretical explanation and provides decision support for policy makers who would like to strengthen bus ridership attraction . | We verify the mediation effect of technical efficiency between bus facility scale and ridership attraction. Multigroup analysis is used to explore the variable returns to scale in bus system. When bus facility scale is small an increase in scale can enhance ridership attraction through higher technical efficiency. When bus facility scale is excessive ridership attraction suffers from the negative impact of a lower technical efficiency. Different policies are proposed based on the actual situations faced by the cities. |
S0965856419306330 | Riversea intermodal transport is becoming increasingly popular for container repositioning in hinterland areas owing to its cost efficiency and low energy consumption . However bridge heights and water depths may restrict the sailing of container vessels on rivers which presents a challenge for the wider implementation of riversea intermodal transport . In this study we investigate the potential of foldable containers to improve empty container repositioning in riversea intermodal transport with consideration of bridge height and water depth constraints . A mathematical model is developed to minimize the total cost . Numerical experiments based on near practical instances on the Yangtze River in China are conducted to test the effectiveness of the model and the efficiency of foldable containers . The results show that introducing foldable containers into empty container repositioning along a river can utilize vessel space more effectively and decrease the total cost for container shipping companies . The joint impacts of bridge heights and foldable containers on the overall performance are analyzed to obtain managerial insights . Finally policies are suggested to facilitate the implementation of foldable containers for riversea intermodal transport . | We study empty container repositioning with foldable containers. Constraints of bridge heights and water depths are considered. A mathematical model is developed to find optimal solutions. Foldable containers can improve the performance significantly under the constraints. |
S0965856419306810 | Many studies have indicated that commute satisfaction is affected by commute time . However the dissonance between peoples actual and ideal commute time and its effects on travel satisfaction have not been adequately explored in previous research . By using survey data from Xian China this study examines whether respondents travelling with an ideal commute time will have higher levels of travel satisfaction compared to those travelling with non ideal commute times . Results from this study analysing self reported actual and ideal commute trip durations of 833 respondents suggest that less than 20 of the participants travel with their ideal commute time and that the dissonance between actual and ideal commute time has a significant impact on travel satisfaction . Commute satisfaction is highest for respondents travelling with their ideal commuting time followed by those whose actual commute time is shorter than ideal . Respondents whose actual commute time is longer than the ideal commute time experience the lowest levels of travel satisfaction . Moreover commute satisfaction decreases when the inconsistency between actual and ideal commute time increases . These results suggest that the effect of commute duration on travel satisfaction might be overestimated and partly mediated by peoples preferred commute time . Finally we also found that the dissonance between actual and ideal commute time significantly differs according to the chosen travel mode which might partly explain differences in commute satisfaction according to the chosen mode . After controlling for commute time dissonance the effects of commute time and travel mode on commute satisfaction are weak . | Dissonance between actual and ideal commute time negatively affects commute satisfaction. Active travellers have higher level of consistency between actual and ideal commute duration than motorised travellers. Commute time dissonance partly mediated the effect of actual commute time on travel satisfaction. |
S0965856419307001 | Chinas Belt and Road Initiative is one of the most ambitious infrastructure investment efforts in history representing great potential for stimulating regional economic growth in Asia Europe and Africa . This study collects cross country panel data from 2007 to 2016 and investigates the impact of transport infrastructure on the economic growth in the BRI countries . First a spatial temporal characteristics analysis of transport infrastructure and economic growth is presented . Then the global Morans | The impact of the railway and road infrastructure on economic growth is examined. The data covers 65 BRI countries from 2007 to 2016. Four spatial weight matrices are applied in the spatial econometrics. Results show different impacts from the national and regional perspectives. Policy implications for driving economic growth in BRI countries are presented. |
S0965856419307281 | The paper presents a new methodology for computing e bikes equivalents at urban signalized intersections to meet the road spatial demand of e bikes . By analyzing the measured traffic data of two phase and four phase signalized intersections it is determined that the delay method and the headway method are not applicable to the e bike Passage Car Equipment calculation at intersections . An improved PCE calculation model based on the number of conflict events speed and traffic volume calculated was established . It is determined that the PCE of left turning straight through and right turning of e bikes at two phase and four phase signalized intersections are 0.27 0.34 0.25 and 0.29 0.34 0.27 respectively and that the variation trend of PCE each turning directions at intersections is different from that of motor vehicles . By analyzing the generation mechanism of the PCE values it is found that the proposed PCE values of each turning directions have changed reasonably . Compared to the pre improved model the traffic capacity calculated by the PCE proposed in this paper is found to be closer to the actual capacities . | Three methods were discussed to calculate e bike equivalents at signalized intersection. Relationships between traffic conflict events number and traffic parameters were analyzed. E bike equivalents at signalized intersections were estimated and validated. |
S0965856419307402 | Membership based short term car rentalmore popularly referred to in the marketplace and popular media as car sharinghas been expanding rapidly worldwide . The advent of self driving vehicles is likely to facilitate the growth of car sharing by addressing a couple of the current barriers including limited dedicated parking and non competitive access times . Despite the growing importance of this topic however the patterns emerging in the market penetration of automated vehicles in car sharing programs have not received much attention in the literature because of the relative newness of the automated vehicle technologies enabling them . Towards addressing this research gap in this increasingly important area this paper presents the results of an Australian survey with a focus on consumer preferences towards car sharing . A stated preference methodology was adopted to elicit consumers valuation of specified mode choice related factors . In particular vehicle self driving capability a factor rarely examined in the literature was provided as an option to participants in the SP survey . To increase the realness of the experiment SP tasks were pivoted from respondents most recent trips . The travel preferences data were analyzed using a random parameter logit model . To explore preference heterogeneity socio demographic and other factors were interacted with alternative specific attributes and their influences on marginal utilities were extracted using simulation analysis . Preference heterogeneity across individuals towards shared automated vehicles was identified . Consistent with the literature consumers experience of using car sharing appears to have significant influence on household mode choices increasing the probability of using a diversified mode tools and decreasing the likelihood of choosing to use privately owned travel tools such as private car . Although it has been argued in the literature that females non drivers and the elderly are the most likely to benefit from SAVs the results of this study reveal that these user groups in fact hold negative opinions about SAVs . The findings highlight the challenges policymakers may encounter in maximizing the social and individual benefits of SAVs . | Examine impacts of car sharing on mode choice. Examine impacts of the shared autonomous vehicles SAVs on mode choice. Survey1500 private households across major Australian cities. Identify preference heterogeneity across individuals towards SAVs. Highlight the challenges in maximizing the social and individual benefits of SAVs. |
S0965856419307451 | Many studies about conducting activities while traveling start from the hypothesis that conducting onboard activities reduces the value of time . However surprisingly limited empirical evidence is provided for this hypothesis . The few studies that aim at providing this evidence face methodological problems in the sense that effects attributed to conducting onboard activities are confounded with differences between groups . This paper further develops and applies a solution for this problem proposed by | Evidence found for hypothesis that conducting onboard activities decreases VoT. Conducting activities while traveling reduces VoT of commuters by 30 . VoT reductions can be regarded as the monetary Value of Activities. Within subjects experiments are essential to study impact activity context on VoT. |
S0965856419307554 | After fifteen years of railway concessions in Brazil the rail freight sector became responsible for over 26 of the total transported volume in the country an increase of 20 during this period . This Brazilian experience led a recovery in productivity and investment levels with an improvement in service quality and modernization of the sector . Nevertheless the rail price control mechanisms were almost unrestricted allowing the concessionaires keep prices at very high levels . Just in 2012 it was held the first revision of price cap regulation of the sector . In this paper we analyze the long turn economic impacts of the rail freight sector tariff review policy in Brazil through the use of a dynamic general equilibrium model . The model incorporates some forms of market imperfections within its theoretical structure . Regardless the assumptions attributed to productive system the main findings suggest that tariff policies promote positive effects on GDP growth exports and investments as well as on other sectors such as those most intensive in freight railways . However the projections seem to confirm an onus on rail freight sector with fall on its supply return rate and private investment . | We examine the economic effects of the first tariff revision in the Brazilian rail freight sector. A dynamic recursive CGE framework with forms of market imperfection is applied. Costs and benefits of the policy were tested in the non competitive and quasi competitive regime. The economy foreign trade and the production chains in rail intensive and export sectors were expanded. Output investments and expected rate of return in the rail freight sector were harmed. |
S0965856419307888 | This paper presents a quantitative analysis of the operations of shared ride automated mobility on demand services . The study identifies operational benefits of SRAMODS including improved service quality and or lower operational costs relative to automated mobility on demand services without shared rides and challenges associated with operating SRAMODS . The study employs an agent based stochastic dynamic simulation framework to model the operational problems of AMODS . The agents include automated vehicles on demand user requests and a central AV fleet controller that can dynamically change the plans of AVs in real time using optimization based control policies . The agent based simulation tool and AV fleet control policies are used to test the operational performance of AMODS under a variety of scenarios . The first set of scenarios vary user demand and a parameter constraining the maximum user detour distance . Results indicate that even with a small maximum user detour distance parameter value allowing shared rides significantly improves the operational efficiency of the AV fleet where the efficiency gains stem from economies of demand density and network effects . The second set of scenarios vary the mean and coefficient of variation of the curbside pickup time parameter i.e . how long an AV must wait curbside at a users pickup location before the user gets inside the AV . Results indicate that increases in mean curbside pickup time significantly degrade operational performance in terms of user in vehicle travel time and user wait time . The study quantifies the total system cost as a function of mean curbside pickup time . Finally the paper provides an extensive discussion of the implications of the quantitative analysis for public sector transportation planners and policy makers as well as for mobility service providers . | Shared ride services with autonomous vehicles result in lower user waiting times. Sharing also results in lower operational costs for operators than no sharing. Trade offs examined from perspective of operators users and policymakers. Benefits accrue only when demand pool is sufficiently large. Role for public sector to incentivize shared ride offering and use. |
S0965856419308018 | This paper uses econometric methods to study the cost efficiency of road maintenance provision in Sweden for the first time . The novelty lies in the application of econometric techniques to a new and rich panel dataset with a wide range of variables and approaches to controlling for heterogeneity . The analysis is applied in the context of a sector where all road maintenance contracts are subject to competitive tendering but with a state run provider competing against private firms . The key focus is whether even after competitive tendering efficiency differences remain between the state provider and private entrants . We find that the state run provider has significantly higher costs than private firms despite holding 60 of the market . The results suggest that substantial savings are possible through opening up road maintenance to the private sector through competition for the market but that in Sweden the tendering process is still not working optimally . Further research is needed to understand why the current cost gap persists between public and private providers despite competitive tendering having been present across the whole market for several years . | A unique new dataset of road maintenance contracts in Sweden is used 20042014 623 observations . A rich model controls for heterogeneity including weather prior to the estimation of efficiency. Private contractors are found to be substantially cheaper than the state run company. Thus competitive tendering has worked but is not yet functioning optimally. Possible explanations for the public private gap are put forward. |
S0965856419308262 | Mobility as a Service is a concept that is based on the idea of providing customers with comprehensive mobility services by seamlessly combining various modes of transport . The scientific research on this theme has increased considerably over the last few years but very little research has so far been conducted on peoples willingness to pay for new MaaS services . This study presents the results of a survey conducted in Finland regarding peoples willingness to pay for MaaS offerings . The study also estimates the current mobility costs of the respondents and relates their willingness to pay for MaaS to their mobility costs . Analysis includes also a linear regression model of willingness to pay for MaaS . As a result of the study it was found that 43 of the respondents would be willing to adopt a mobility package assuming it could cover all mobility needs of the respondent . For such a mobility package the respondents were willing to pay approximately 140 on average while their relative willingness to pay was an average of approximately 64 of their current mobility costs . However it should be noted that due the limitations of the study the results are mostly indicative and further research is called for to grasp the multifaceted qualitative elements related to willingness to pay for MaaS . This study shows some significant variation between user groups in the respondents willingness to pay relative to their estimated mobility costs as well as their absolute willingness to pay . The variation maybe due to the fact that MaaS is still largely unknown as a concept and the challenge that the mobility package which fulfils individual needs differs from person to person . According to the results MaaS should lower the mobility costs for users in order to be financially attractive . | Results from a survey on Mobility as a Service with 1176 respondents are presented. 43 of the respondents were willing to adopt a mobility package. Respondents were willing to pay an average of 137 for a suitable mobility package. Relative willingness to pay was an average of 64 of respondents mobility costs. |
S0965856419308973 | Scheduling strategies are important to improve network efficiency and optimize time slots for both high speed train and air travel . Although many scholars have studied HST and air travel competition from the perspectives of the spatial patterns and travel costs of the two transportation modes few studies have investigated their potential temporal competition . To fill this research gap this paper uses a time window method to examine the relationship between HSTs and flights operating between city pairs . From the perspective of departure time an analysis was conducted in the overlapping network of HSTs and flights at the city pair level in China based on one day schedules . The results show that HSTs and flights were temporally scheduled differently according to their within day dynamics and HSTs and flights experienced fierce competition from 7 am to 9 am on average . Furthermore the proposed classification method identifies city pairs in a single mode dominant market full competition market partial competition market and complementary coordination market . Spatially 24 city pairs operating 343 flights with 533 train competitors in one day formed the full competition market with high frequency schedules including such city pairs as Beijing Shanghai Guangzhou Shanghai and Shanghai Xian . The method to classify city pairs according to the similarity and diversity of HST and flight schedules may be generalized for allocating time slots for two modes . This work may help to schedule HSTs and flights in future transportation management . | A novel method to examine competition of High Speed Trains and flights is proposed. We propose a time window method to examine the competition at a city pair scale. We find that HTSs and flights are scheduled differently within one day circle. Four markets are identified based on HSTs and flights spatiotemporal differences. |
S0965856419309164 | This paper focuses on the export container cargos from Chongqing to Europe in the outbound transport network considering the two modes of maritime transport and the CSERE . It has three aims first to propose a method to calculate the international transport accessibility with the help of indicators of the convenience and connectivity of the outbound transport second to estimate the container cargo volume changes as the CSERE develops extending the linear expenditure system model and the multiregional input output model combined with the stochastic frontier analysis and the multifactor dynamic coefficient generation and third to evaluate the effects of the CSERE on the formation of the CILC by employing three indicators i.e . the international transport level the industry diversity and the CSERE contribution rate . Managerial and policy implications of promoting the CILC are drawn from the test results . | This paper applies discrete choice model incorporating transport time and freight cost to evaluate the opportunity and utility accessibility of international trade transportation. The indicators of international trade transportation level industry diversity and Chongqing Sinkiang Europe Railway Express CSERE contribution rate evaluate impacts of CSERE in establishing Chongqing International Logistics Center CILC . The paper analyzes convenience and connectivity of international trade transportation between Chongqing and Europe. Managerial and policy implications to promote the CILC are drawn from the test results. |
S096585641930919X | Understanding the impact of weather on travel behavior provides insight into building a reliable and resilient transport system . This study uses a survey on residents and subway ridership data from 2014 to 2018 in Beijing to explore the relationship between weather and travel behavior . The results indicate that extreme weather events can affect recreational travel greatly reduce travel demand and change travel modes as well . The respondents are inclined to choose subway or cars rather than buses and bicycles under inclement weather days . The analysis of subway ridership confirms that weekends trips are more sensitive to weather conditions . Monthly temperature change shows a bigger effect on ridership than daily temperature change . A one degree increase in effective temperature increases ridership by about 0.5 on weekends while heavy rain reduces ridership by about 8 . Wind speed and air pollution show significantly negative but small effects on ridership on weekends . Besides there is a non linear relationship between temperature and ridership on weekends . These findings suggest that subway is less vulnerable to inclement weather and can be complementary to other travel modes . However prevention measures are necessary for the subway system to face threats from heavy rain . | The respondents tend to choose subway and cars under extreme weather. Weather variables show almost negligible effects on subway ridership at weekdays. Monthly temperature variation shows stronger effect than daily variation on subway. A nonlinear relationship exists between temperature and subway ridership on weekends. |
S096585641930967X | Womens entrenched workforce participation has contributed to the rise in dual earner households over the last two decades in Germany . In transport research dual earner households are gaining more importance over time as intra couple interactions play a significant role in housing mobility and travel behaviour . Various studies on gender differences in commuting claim that women commute shorter distances than men due to their secondary labour status within the family . However this gender gap in commuting behaviour has steadily declined over recent decades . Nevertheless the intra household factors causing the gender gap in commute distance between partners are not yet fully understood . The study examines the association between intra household arrangements within dual earner couples and the gender gap in their commute distances . We used the German National Time Use Survey and employed regression analysis . Four general findings of the study are male partners commute longer than female partners gender differences in economic prospects increase the gender gap a relative dominance of car access by the female partner reduces the gender gap in commute distances and an increase in time spent on unpaid work by the male partner decreases the gender gap . | Regression models for commute distance of male female and differences amongst partners were estimated. Evidence for the economic power and resource hypothesis was found. Male household responsibility decreases the commute distance gap. Gender preferences have limited effect on the commute distance gap between partners. |
S0965856419310687 | Many local authorities in the UK and other developed countries have spent a substantial amount of time and money providing safe cycling infrastructure to improve cycling environments . However it is not clear whether these expensive physical investments are an effective strategy to encourage people to cycle more in cities where there is a high level of precipitation . The evidence is limited partly due to data limitations . We used crowdsourced cycling data and fixed effects panel regression models to investigate whether providing safe cycling infrastructure could be an effective way to overcome adverse weather conditions . We selected the city centre of Glasgow Scotland because of the current size and scope of investments . We found that providing safe cycle paths could encourage people to cycle more especially on dry days . However findings suggested that rainy cities like Glasgow may not have realised the full benefits of safe cycling infrastructure because there are larger reductions in the volume of cycling on rainy days on these routes . Planners especially from cities with a high level of precipitation should consider how to improve cycle paths to overcome adverse weather and other policies to increase cyclists resilience to bad weather . | Cycling patterns have significant temporal variations. Safe cycling paths could encourage people to cycle more. There are larger reductions in cycling activities on rainy days on safe cycling paths. |
S0965856419310985 | The mode share of app based ride hailing services has been growing steadily in recent years and this trend is expected to continue . Ride hailing services generate two types of trips passenger hauling trips and deadheading trips . Passenger hauling trips are the trips made while transporting passengers between places . Virtually all other trips made by a ride hailing vehicle when there are no passengers in the vehicle are called deadheading trips or empty trips . Trips between the drop off location of one passenger and the pick up location of the next passenger could comprise a substantial share of total travel by ride hailing vehicles both in terms of number of trips and miles of travel . This paper aims to model the deadheading trips produced by app based ride hailing services at the disaggregate level of individual trips . Passenger trip data published by the app based ride hailing company Ride Austin is used to impute deadheading trips . The pick up locations of passengers are then modeled using a nonlinear in parameters multinomial logit framework essentially capturing the deadheading that takes place from the drop off of one passenger to the pick up of the next passenger . The model is sensitive to socio demographic characteristics as well as employment opportunities and built environment characteristics of the study area . The model results shed light on the characteristics of deadheading trips at different locations and at different time periods in a day . The paper concludes with a discussion of how transportation planners and app based ride hailing companies may utilize knowledge about deadheading to enact policies and pricing schemes that reduce deadheading . | Imputes deadheading trips by ride hailing vehicles using data on passenger trips. Develops a model for predicting passenger pick up locations. Results provide valuable insights on deadheading trip patterns. Model will enable travel demand forecasting models to account for deadheading trips. |
S0965856419311139 | The worldview on environmentalism has evolved significantly from traditional environmental concerns to the emergence of some new concepts such as the limit to the human ability and the balance of nature . Transport policymakers may pose a question of whether this new way of thinking has an effect on mode choice . However a clear answer to this question has not been found . Similarly the intuitive expectation that physical activity can be a motivation for the selection of more physically active travel modes has not been well documented . This study attempts to investigate the potential influences of the ecological view on environmentalism and attitude towards physical activity on mode choice . The analytic data comes from a sample of 821 respondents with 1840 reported trips in an online survey conducted in Nagoya Japan in 2018 . The postulated effects were investigated in the framework of an integrated choice and latent variable model and a latent class choice model . The estimates from our models showed that environmentalism had a positive effect on the share of rail though its effect on class assignment and attitude towards physical activity had a positive effect on both utilities and shares of bicycling and walking . In addition findings from our study signified the importance of heterogeneity treatments in mode choice models with latent variables . | Cares for ecological problems positively effect mode choice of rail. Attitude towards physical activity encourages more walking and cycling. Treating for taste heterogeneity in mode choice is important in latent variable choice models. Physical activities effect mode choice more than ecological motivations do. Health and environmental policies can marginally benefit transport policies. |
S0965856419311437 | Since the Belt and Road Initiative was launched in 2013 Chinas investment in ports across the globe has promoted maritime connectivity driven performance in shipping and strengthened its commercial maritime power . With the objective of quantitatively evaluating a countrys commercial maritime power we develop an evaluation system based on the literature and the analytic hierarchy process entropy method . We analyze the evolution of 32 countries commercial maritime power since the inception of the B R Initiative . The main findings are as follows . First our evaluation system of commercial maritime power consists of a hierarchy containing 4 components 7 elements and 32 factors . Second the evolution of a countrys commercial maritime power can be assessed . The results show that countries along the routes of the initiative show good performances in the evolution of commercial maritime power . Third we find that Vietnam not China shows the highest average annual growth rate . | Developing an evaluation system of commercial maritime power CMP . Analyzing the evolution of 32 countries CMP since the inception of the B R Initiative. Countries along the routes of the initiative show good performances in the evolution of CMP. |
S0965856419311553 | Dockless or free floating mobility has gained unprecedented popularity in the last year from being virtually non existent in 2017 to facilitating over 38.5 million trips in 2018 . Hitherto few studies have analyzed dockless micromobility and scooter share particularly using big data . This paper analyzes and compares the determinants of dockless scooters share and of station based bike share rides in D.C . It made use of API data from dockless vendors and historical trip data from Capital Bikeshare from December 2018 to June 2019 . Two variables were estimated hourly number of trips and hourly median duration of trips . A negative binomial regression model was performed at the hourly scale controlling for environmental and economic variables including weather related data gasoline prices local events or disturbances day of week and time of day . Four groups were analyzed all of micromobility combined and weighed SBBS members SBBS non members and DSS . Three important findings emerged Temporal use differences between the three user groups were found but DSS users behave most similarly to SBBS non members . Weather is less of a disutility for DSS users than for SBBS users . We attribute this to the physical ease of using a scooter and to the convenience of ending a trip at the actual destination rather than a nearby docking station . All micromobility user types are sensitive to changing gas prices although DSS users appear slightly more sensitive both in terms of trip count and duration . Additionally an analysis of the interaction between modes found a possible competition between DSS and SBBS non members and a complementary relationship between DSS and SBBS members . We conclude that significant differences exist between the two modes and combined with its sudden and rising popularity micromobility and DSS in particular could have a major role in promoting a shift towards low carbon mobility . | Hourly number of trips and median duration of trips for Dockless Scooter Share DSS and Station Based Bikeshare SBBS are analyzed. DSS users behave more similarly to non member SBBS users than to member SBBS users. Weather is less of a disutility for DSS users than for SBBS users regardless of membership type. All micromobility user types are positively impacted by changing gas prices although DSS users are more sensitive both in terms of trip count and median duration. DSS and non member SBBS users appear to have a competing relationship while DSS and member SBBS users appear to have a complementary relationship. |
S0965856419312091 | Automated vehicles are expected to change the mobility landscape . Older adults living in both urban and peripheral areas may benefit from the availability of new automated modes due to increasing levels of accessibility . However little is known about how seniors may make use of new automated mobility options . Accordingly the purpose of this study is to explore the mobility needs and desires of older adults in the province of Utrecht the Netherlands and assess how they envision the future usage of four distinct AV scenarios automated public transport with fixed schedules routes and timetables automated on demand public transport fleet based shared automated vehicles and privately owned automated vehicles . Based on the results of a series of focus groups findings demonstrate that study participants have a strong interest in using AVs in their daily life to overcome current accessibility and mobility barriers . Increases in flexibility due to on demand booking using the mode for access and egress to other modes of transport as well as the option to travel together with friends were found to be important factors in having a positive attitude towards AV adoption . The findings of this study allow researchers transport agencies and vehicle manufacturers to gain a broader understanding of the needs of older adults and take them into account in future AV design and policy development . | This study explores the mobility needs of older adults. Access to automated vehicles increases flexibility. Travelling together with friends is an important factor for AV adoption. AV ambassadors can influence how groups intend to adopt. |
S0965856419312108 | Buses operating in mixed traffic experience problems with delay and travel time variability in peak periods . Numerous transit priority measures are found in the literature but most rely on separating buses from other vehicles . Complete separation such as dedicated bus lanes might underutilize the system capacity when the frequency of buses is not high . We propose a dynamic bus lane policy where control adjusts the proportion of cars to buses in one lane of a multi lane arterial instead of enforcing complete separation of vehicle types . This strategy is analyzed with aggregated macroscopic dynamics for different models of lane choice . It is shown to benefit both cars and buses by maintaining higher outflow during the peak period and helping the system to recover more quickly at the end of the peak . Greater reductions in travel time are possible with increased information available to vehicles . Analytical derivations and non linear optimization are then used to obtain the system optimal allocation of cars as well as the toll needed to achieve it . The system optimal tolling would be difficult to implement in practice . Another optimization which includes tolls paid in its objective is nearly as good at reducing vehicle hours traveled and produces a much simpler pricing structure amenable to feedback control . A microsimulation with feedback control confirms the results of the macroscopic model and shows additional benefits attributable to driver behavior . Future work will look into varying control parameters to achieve a global minimum travel time and will incorporate user heterogeneity to test pricing strategies . | Introduce the concept of a dynamic bus lane into which the flow of cars can be restricted to provide some bus priority. Show through macroscopic and microsimulation models that this adaptive control strategy benefits both buses and cars. Derive the system optimal distribution of cars and show that simple pricing strategies perform almost as well. |
S096585641931314X | Sketchy design models are used to examine the fundamental tradeoff in transit systems and to guide high level decisions . Traditionally passengers route choice is greatly simplified in such models . This study aims to understand whether this simplification would compromise | The impact of route choice modeling on transit system performances is examined. Optimal user costs are affected by route choice modeling but agency costs are not. The system design is often insensitive to route choice modeling. Details of route choice are generally negligible yet notable exceptions exist. |
S0965856419313175 | Although previous studies have explored predictors of Congestion Charging acceptability and acceptance there is no study investigating the rule breaking behaviour towards a CC scheme . The current study thus examined the effects of a wide range of attitudinal factors as well as demographic socioeconomic built environment and travel related characteristics on rule breaking following behaviour towards an ongoing CC scheme . Our major contribution to the state of the art is threefold we reveal the extent to which citizens break the rule of an active scheme and illegally drive through the CC area we simultaneously test the relative roles of several latent attitudinal and observed variables in the type of rule breaking following conduct in an integrated framework through developing a hybrid choice model and we empirically investigate how and to what extent the level of legitimacy of an active CC scheme appears in a city in the Middle East context where politicians have neglected the direct participation of public via referendum voting in the policy process behind the introduction of the CC . A sample of car users was recruited during February and March 2019 in Tehran . A cross sectional design using a self report questionnaire survey was conducted . Out of 622 citizens participated in this study 595 valid observations were used for analysis . Our findings showed significant difference between predictors for those frequently broke and those who rarely or occasionally broke the rule of CC . The finding also revealed that latent attitudinal factors could have greater impacts on rule breaking behaviour than observed variables . Lack of trust in government concerning final use of CC revenues and a lower perceived effectiveness of the CC had the strongest influence on the probability of violating the CC rule . We suggested both short and long term policies to deal with the issues of legitimacy and survival of the CC scheme . With regard to short term policy using media and social networks the issue of complexity and lack of information about the charging system need to be well addressed . Considering long term policy entrusting management system from governmental authorities to a private system as well as launching environmental campaigns could increase the public trust and effectiveness of the CC scheme respectively . | We investigated the extent to which citizens break the rule of an active congestion charging scheme. Latent attitudinal and observed variables were simultaneously tested via an HCM analysis. Lack of trust in government and a lower perceived effectiveness had the strongest influences. Using non governmental media the issue of complexity and lack of information need to be well addressed. As for long term policy entrusting management system to a private system and launching environmental campaigns are plausible solutions. |
S0965856419314181 | Psychological factors are generally thought to play an important role in the prediction of individual variations in travel behavior and travel related choices . To assess their effects in statistical models three assumptions are typically made namely the psychological factors influence behavior choices and not vice versa psychological factors can be conceptualized as latent variables measured by observed indicators and estimated between person relationships are indicative of within person relationships . Recent research has shown that each of these assumptions is conceptually and empirically problematic . This paper introduces to the field of travel behavior research an alternative modeling approach which has its roots in the emerging field of Network Psychometrics . This so called psychological network model avoids the above mentioned problematic assumptions by modeling the relationships between attitudinal and behavioral indicators as dynamic causal systems which can be operationalized as a network . We illustrate the new insights that may be gained from this approach in a travel behavior context . In particular we estimate between person and within person network models using data from a panel survey containing indicators regarding travel modality use and related attitudes . Our results indicate that the extent to which the use of a mode is considered convenient is most strongly connected to the actual use of the corresponding mode and that the convenience of using the car takes a central position in the attitude behavior network . At the within person level no strong connections between attitudes and behaviors seem to exist . This latter finding serves as a warning against the practice embodied in many popular travel behavior models of interpreting associations between attitudes and behaviors as causal within person relations . | Psychological network models relax the restrictive assumptions of theoretical models of travel behavior. The convenience of using the car takes a central position in the network. Between person and within person network models show evidence of clustering. At the within person level no strong connections between attitudes and behaviors seem to exist. |
S0965856419314223 | In this paper we consider captive mode travelers in a multi modal network equilibrium problem . Specifically the dogit model is adopted to account for captive mode travelers in the modal split problem and the path size logit model is used to capture route overlapping effects in the traffic assignment problem . The dogit PSL MMNE model is formulated as an equivalent entropy based mathematical programming problem which admits solution existence and uniqueness . Three numerical examples are provided . The first example examines the effects of mode captivity and route overlapping on network performances and observes that accounting for captive mode travelers would produce different equilibrium states and hence the network performance indicators . The second example applies the dogit PSL MMNE model for evaluating the exclusive bus lane expansion plans in which a consistent synthetic proportional index is proposed . Numerical results show that considering mode captivity may produce substantial impacts on the odds of making different EBL line expansion decisions . The third example implements the dogit PSL MMNE model in the Seoul network to show the applicability of the dogit PSL MMNE model in a real size multi modal system . | A multi modal network equilibrium problem with captive mode travellers. An equivalent mathematical programming formulation admits unique solution. A consistent proportional synthetic index for evaluating transport policies. Mode captivity significantly effects the odds of making different EBL expansion plans. We implement the model in a real size multi modal network. |
S0965856419317574 | The literature on airlines presents few studies analyzing the airlines network evolution . We believe that this gap is due to the difficulty of capturing the network complexity in a simple manner . This paper proposes new simple and continuous indicators to measure the airlines network structure . The methodology to build them is based on graph theory and principal component analysis . We apply this approach to the US domestic market for 20052018 and obtain three network indicators . The first one measures how close the network is to a single center structure . The second indicator measures the airlines ability to provide alternative routes . The third indicator captures the network size . We analyze the indicators evolution across time and show their robustness under different scenarios . | Propose a methodology to build airline network structure indicators. Combine graph theory and principal component analysis. Obtain three indicators to characterize airline network structure for US domestic market. Represent the indicators evolution. Analyze the impact of the main US mergers on the network structure. |
S0965856419317598 | In this paper we analyse residents decisions regarding airport access mode in Apulia a relatively peripheral multi airport region in Italy . Both | Improvements in airport accessibility. Users and non users of airport services have differing preferences. Frequency for public transport is pivotal for airport users. Non users are more sensitive to travel cost. Improvements in bus services would penalise the direct train more than car. |
S0965856420305589 | Parking pricing is considered a powerful tool for improving parking management and relieving traffic congestion in metropolitan areas . This study uses field collected panel data over four time periods before and after the implementation of a new parking pricing policy in Nanning to investigate the time varying effect of pricing on on street parking characteristics including parking duration and parking turnover . Results show that parking duration decreases as parking price increases with the relationship presenting a growing elasticity . The elasticity of parking turnover fluctuates due perhaps to the influence of vehicle ownership . KolmogorovSmirnov tests show that on street parking characteristics differ significantly before and after the implementation of a new parking pricing structure . Strategies that can improve parking services are also investigated based on the empirical data and modeling results . | The time varying effect of pricing on on street parking behavior is investigated. Field collected panel data over four time periods is used. Parking duration decreases as parking price increases. The elasticity of parking turnover fluctuates during the study period. |
S0965856420305590 | So far Italy has shown a much lower electric vehicle adoption rate than other European countries . In an effort to understand the motivations for the limited but growing EV uptake this paper focuses on Italian drivers preferences resulting from a stated preference survey carried out in October December 2018 . This paper complements the international literature and updates previous Italian surveys administered by the authors in the past years . The econometric analysis of the stated choices confirms that the vehicle attributes such as purchase price fuel economy and driving range play a very relevant role . The time spent to charge the vehicle affects negatively the respondents utility while the fast charging network density is not yet perceived as significant or carries a counter intuitive sign . On the contrary the possibility to park EVs for free even for a limited time in the city central areas is positively valued by the respondents . Comparing our estimates with previous Italian studies in particular with Giansoldati et al . who uses a similar questionnaire but on an earlier and more limited sample there are hints of a change in the perception of the Italian drivers towards EVs . A noticeable difference is the value of the EV alternative specific constant . Giansoldati et al . find a negative value while this study finds a positive one . A second finding is that the willingness to pay for an additional driving range kilometre is lower than that previously found indicating that Italian drivers are becoming more confident on EV driving range . Scenario analysis indicates that in Italy financial incentives would have a larger impact on the probability of buying an EV than technological improvements . | We estimate drivers preferences between an electric and a petrol car in Italy. Compared with previous Italian studies driver preferences have changed. drivers have a positive attitude towards electric cars. Monetary incentives are the most effective measure for electric car uptake. Cheap electric cars with limited driving range are needed in the Italian market. |
S0965856420305644 | Equity issues among travellers are critical in congestion pricing . Failure to treat equity can lead to low acceptability towards pricing . In this paper we develop congestion pricing schemes to improve both equity and traffic performance for multimodal networks . We consider the equity issue by the existence of heterogeneous population with respect to income level and value of time . An optimization framework is formulated for obtaining optimal toll schemes . We apply an aggregated network level traffic flow model to reproduce congestion dynamics and mode choice behavior . The gain and loss for VOT based user groups are investigated and discussed . We carry out simulation analysis over two pricing schemes a unified toll and a VOT based toll . In particular we allow during the optimization process the VOT based toll to obtain negative values for some users if it meets some system objectives . Our results confirm that significant differences in behavior and cost savings exist among groups which justifies the need for a VOT based pricing . It also demonstrates that properly designed VOT based tolls can improve the inequity in savings e.g . users whose VOT values are lower may receive larger travel cost savings . Furthermore a policy oriented discussion on the design and implementation of the proposed equitable pricing schemes is provided . | Propose an equitable congestion pricing scheme treating heterogeneity in VOT. Construct an aggregated network level multi user group dynamic traffic flow model. Develop an optimization framework aiming for congestion effective and equity in savings. Discuss policy indications on congestion equity from various perspectives. |
S096585642030567X | A significant bottleneck in port regionalization through multimodal transport chains is expensive and time consuming inland transport . To be competitive it is crucial for a port authority to build an effective transport system and develop collection distribution abilities . Considering shipper preferences this study proposes a pricing model to describe the markets of competing seaports and discusses several incentive strategies that may or may not bring mutual benefits for shippers and port authorities in the multimodal transport chain such as the corridor investment strategy subsidy strategy and combinational strategy . Based on two adjacent ports in China a comparative analysis is carried out for evaluating the effects of different strategies . The results show that the corridor investment strategy depends on unit investment capital for improving transport convenience . It is necessary to adopt a differentiated subsidy strategy based on transport distance when considering the subsidy strategy however there is a constraint on the subsidy level . In the combinational strategy shippers preferences for transport convenience and low inland transport cost have a significant impact on a port authoritys total revenue . | Shippers preferences are considered in the port competition. Upper and lower bound are obtained for competing ports pricing mechanisms. Incentives are examined for higher performance of a port oriented transport chain. The feasibility of the proposed one stop transport service strategy is discussed. |
S0965856420305681 | This study used a survey technique to investigate factors that motivate the adoption and the usage frequency of ride sourcing among students in a Malaysia public university . Two of the most broadly used machine learning techniques Random Forest technique and Bayesian network analysis were applied in this study . Random Forest was employed to establish the relationship between ride sourcing usage frequency and students socio demographic related factors built environment considerations and attitudes towards ride sourcing specific factors . Random Forest identified 10 most important factors influencing university students use of ride sourcing for different travel purposes including study related shopping and leisure travel . These important predictors were found to be indicators of the target variables in Bayesian network analysis . Bayesian network analysis identified the students age safety perception and neighbourhood facilities in a walkable distance as the most important predictors of the use of ride sourcing among students to get to school shopping and leisure respectively . | We have identified significant factors influencing the ride sourcing usage frequency. We have used Random Forest technique to select the most important factors. We have used Bayesian Network method to predict the use frequency of ride sourcing. |
S096585642030570X | On road freight transportation predominates in in the Metropolitan Region of So Paulo railways and other means of transportation do not have the same importance being is responsible for around a large quantity greenhouse gases emissions . This manuscript presents an assessment of urban road freight in the MRSP based on primary metrics carried out by the Municipalitys survey in 2016 on light and heavy duty vehicles . Origin and destination freight activity indicators provide a baseline for assessing trends in efficiency and operational performance . These descriptive and key performance indicators come directly and indirectly from the O and D company vehicle survey and identify space and temporal distributions of main freight transport sources by vehicle and commodity types . This paper addresses the need to use the vehicle survey to understand road freight activity and transportation in MRSP and with successive editions of the freight survey it will be possible to track the development of the commoditys transport content to reveal a chronological development in freight logistics and emissions . As the metropolitan region sprawls it is important to track these metrics in order to define and evaluate sound measures and policies to improve life and air quality . Assumptions and analyses of freight road transport in So Paulo find significant new perspectives to handle several issues in order to assess and improve vehicle utilization fuel efficiency and CO | This research presents an exhaustive assessment of urban freight in So Paulo. Indicators provide a baseline for assessing trends in freight efficiency over time. This paper has potential significant impact on other Latin American cities. This study provides tools to complement global emission inventories in urban areas. Results provide freight metrics to Brazils National Determined Commitments NDC . |
S0965856420305723 | This paper develops and compares four multidimensional resource allocation models aimed to prioritize freight improvement projects for regional state and local transportation agencies such that return on investment is maximized . The proposed models are based on economic competitiveness with and without mutual exclusiveness in location and equity in opportunity and outcome . Multiple dimensions of the models include the transportation mode performance measures improvement type geographic regions policy criteria and time . Results from a case study in the State of Tennessee show that project selection based on equity in outcome provides the optimal balance between benefits and their distribution among counties while project selection based on equity in opportunity results in the lowest total return on investment . | Maximize present worth of total benefits subjected to budget and policy constraints. Economic competitiveness only and economic competitiveness with equity models. Difference between manual and scientific resource allocation. Distribution of benefits among multiple dimensions of freight transportation. Variation of benefits with budgets and equity parameters. |
S0965856420305735 | High speed railways are expanding rapidly over the world providing fast convenient and comfortable transport . It is therefore important to ensure that people are not excluded from high speed railway use due to relatively high ticket prices . We aim to develop a railway timetable according to passenger requirements that explicitly considers social equity by applying variable ticket prices to trains . Specifically we want to optimize ticket prices for trains operating during off peak hours to improve accessibility for low income passengers to improve social justice . A mixed integer linear programming model is formulated to solve our problem . In this timetabling based model we not only minimize the total general travel cost from a passenger perspective but also ensure that the revenue of the train company is no less than a specified value and that social equity is maintained at a specific level . To do this we consider the social equity constraint and the minimum revenue requirement constraint in addition to the traditional passenger centric train timetabling related constraints . Finally we test our model on both a hypothetical high speed railway network and the GuangzhouNanning and GuangzhouGuilin high speed railway network in China . The results demonstrate that the proposed optimization framework can provide a convenient timetable for passengers adequate revenue for train companies and enhance social equity to meet government targets . | Equity is explicitly considered in train timetabling problem. Quantitative evaluation the equity issue in train timetabling is developed. A mixed integer linear programming model is formulated to solve the problem. The model is tested for case studies of Chinese high speed railway networks. |
S0965856420305759 | This paper investigates travel mode and airline choice using stated preference data . Both air and non air passengers data were collected in Western Australia which allows easier generalisability of the findings to a wider population . A market segmentation approach using latent class modelling was applied to identify passenger segments . The results shown a significant difference between identified segments in terms of demographics economics and trip characteristics . One segment comprising travellers with higher income and more frequent business travellers was sensitive to service factors . The other comprising personal travellers with lower incomes placed higher sensitivity on price . The findings highlight the importance of understanding mode choice behaviour based on market segmentation and provides insights to policy makers and airlines for developing more effective polices and strategies . | Estimating travel mode and airline choice using air and non air passengers stated preference data. Accommodating passengers preference heterogeneity using latent class models. Investigating the differences in travel mode choice socio demographics and trip characteristics among passenger segments. Examining willingness to pay WTP of the travellers. |
S0965856420305760 | This paper examines the productivity of Norwegian container seaports and the extent to which the initially less productive seaports are converging diverging in productivity in relation to the initially more productive seaports . The rationale of the paper is that productivity assessment of Norwegian seaports is scarce in the literature and studies of convergence divergence in container seaports are missing in the literature on transportation . The methodology used is the stochastic frontier analysis based Malmquist productivity index | We explore productivity convergence of container seaports using SFA based Malmquist productivity index. Norwegian and comparable seaports in the Nordic countries and the UK are examined. Annual average total productivity is 9.7 but technical efficiency regressed by 3.2 . Norwegian seaports are best performers with regard to scale efficiency change. Convergences are found seaports with initially lower productivities progressed faster than those with initially higher. Convergences exist seaports with initially lower productivities progressed faster than those with initially higher. |
S0965856420305784 | The impact of app based e hailing or ridesourcing services on various transport metrics is an area of active research and research so far have focused on the car based services only . In many cities in the developing and emerging countries motorcycle based passenger e hailing services have become very popular in the last few years but the implications of these have not been studied before . This study investigates the effects of motorcycle hailing apps in Dhaka a megacity in Bangladesh on the size of its motorcycle fleet . We employ segmented multiple regression on timeseries data to show that there was a statistically significant increase in motorcycle ownership in Dhaka as a result of the motorcycle hailing services . The findings were also supported by a visual intervention analysis . By the end of 2018 there were 7.45 more motorcycles in Dhaka than there would have been if these app based e hailing services were not available . We conclude with potential implications of these increases in motorcycle numbers and future research directions . | Motorcycle based ride hailing apps are becoming increasingly popular in developing and emerging countries. The impacts of motorcycle ride hailing services on ownership of motorcycle is investigated. Study area is Dhaka Bangladesh a megacity in an emerging country. Segmented regression method is applied on timeseries data of motorcycle ownership. Motorcycle ownership has grown by 7.45 due to the introduction of the motorcycle hailing apps. |
S0965856420305796 | This paper analyses travelers preferences for the main attributes defining public bus transport services when evaluating connecting versus direct services in the island of Gran Canaria . The information is gathered through a Stated Preference experiment for bus users who make a transfer during their journey . In order to study the preference heterogeneity mixed logit and latent class models are estimated . The preference heterogeneity identified is different according to the estimated model . For Mixed Logit model it is defined by type of transfer interacting with the transfer waiting time and for mandatory trips interacting with in vehicle travel time . For Latent Class model this preference heterogeneity is identified by three classes where the perception of the modal attributes is different in each class and non compensatory behavior is identified . Moreover the transfer waiting time is significant in all three classes . Thus the results depend on the estimated model and a comparison is made with those results . The findings obtained seem to indicate that the improvement opportunities for transport systems should focus on the reduction in the transfer cost with the exception of individuals of class 2 and the improvement in the level of service . | Analysis of the transfer time for bus users with data collected from stated preference SP experiment. Preference heterogeneity studied by estimating mixed logit and latent class models. Willingness to pay for reducing transfer time and other attributes. Elasticity values of current bus services. Policy analysis of current bus services and their impact on demand of current bus service. |
S0965856420305802 | In 1986 the author wrote a paper about tax compliance that theorized that the output of tax inspectors would be constrained by the rate of evasion of tax payments . That paper was never subsequently cited in the literature on transit fare evasion which presumed that ticket inspection had a simple unidirectional effect on evasion . This current paper argues that all subsequent models of the economic link between fare evasion and ticket inspection overlook the possibility of a bidirectional relationship between the two . The 1986 paper further argued that multiple equilibrium levels of evasion versus inspection might be found to exist and that evasion could therefore possibly theoretically be tipped from one level to another . This current paper suggests that the periodic concentrated deployment of inspectors might be a novel enforcement strategy that takes advantage of this phenomenon . The paper concludes with suggestions for the deceptive manipulation of passengers perceptions of the probability of being detected as a fare evader . | The authors 1986 paper on tax compliance predicted that evasion shaped inspection output. That paper was never cited in the later literature on the effect of inspection on fare evasion. The theory in the 1986 paper is reintroduced so as to question modern models of fare evasion. Tipping points between multiple evasion levels may allow concentrated inspection. Manipulation of the perceived threat of inspection may reduce inspection costs. |
S0965856420305814 | Since the planning and operations of transportation systems depend on factors ranging from economic to political which tend to vary significantly over geographic regions the following research question arises do transportation topics in various geographic regions differ significantly A review of existing transportation bibliographic studies shows that the information on the geographic location of study areas is seldom available and thus rarely analyzed . This study thus presents a geoRegion topic model that extends a widely used topic model latent Dirichlet allocation to explore the region specific characteristics of transportation research based on large scale bibliographic data collected from Transport Research International Documentation . Top geographic regions that are frequently used as study areas in transportation research are identified at both the country region and U.S. state levels . The results confirm that transportation research exhibits clear region specific characteristics namely each geographic region is associated with a unique transportation topic distribution . After exploring the relation between topic similarity and geographic proximity we find in general countries regions that are geographically proximate have quite similar transportation topic distributions while this correlation can not be observed at the U.S. state level . Other relevant findings are also reported along with potential bias in the analysis . | We study how transportation research topics correlate with geographic regions using bibliographic data. The collected dataset covers 174 848 research articles in 1091 journals and hundreds of conferences. A geoRegion topic model is proposed to derive the research topic distribution for each geographic region. Transportation research exhibits region specific characteristics at the country region and U.S. state levels. The relation between research topic similarity and geographic proximity depends on the geographic level. |
S0965856420305887 | The Four Types of Cyclists is a widely adopted typology developed by Portlands Bicycle Coordinator Roger Geller . No Way No How Interested but Concerned Enthused and Confident and Strong and Fearless have become ubiquitous in academic literature and practice . However the classification was subjectively developed and contains several known contradictions . This research aims to develop a data driven typology using near identical explanatory variables to those of the Four Types of Cyclists . The objective is to develop a typology with a similar functional purpose but derived using statistical methods . An online survey was distributed to a panel of Edmonton Canada residents to this effect and the use of video clips rather than descriptions is tested as a means to assess comfort on different types of cycling infrastructure . Cluster Correspondence Analysis is used to carry out the segmentations including variables of comfort cycling intent and cycling in the previous summer . The survey sample tends to segment into three categories as opposed to the four suggested by Geller Uncomfortable or Uninterested Cautious Majority and Very Comfortable Cyclists . The Four Types of Cyclists typology is also shown to generate heterogeneous comfort patterns within each cyclist type a limitation our empirically derived segmentations overcome . | The Four Types of Cyclists typology generates heterogeneous comfort patterns. Our data driven segmentation yields more homogeneous comfort patterns. Cyclists form three categories not four based on comfort intent frequency. Types Uncomfortable or Uninterested Cautious Majority Very Comfortable Cyclists. |
S0965856420305929 | Autonomous vehicles hold great promise to contribute to global sustainability by expanding access to mobility . The introduction of autonomous buses and shuttles could be a turning point for public mobility in the USA but how autonomous public transit is perceived remains largely unknown . To fill this gap this study analyzes the willingness to use autonomous buses and shuttles based on two surveys conducted in Michigan . These surveys were a phone based random sampling survey of the general public and an on board intercept survey of public transit riders . We found that autonomous buses might increase willingness to use public transit . 15 of people who occasionally ride or do not ride public transit embrace the idea of using autonomous bus service while fixed route riders were more likely to accept AVs than demand response transit riders . However about half of the public transit riders were hesitant about riding in autonomous buses citing concerns over safety no human and distrust in technology . Willingness to ride was higher among younger males than it was for females seniors and people with mobility disabilities . In addition our data suggests that riders satisfaction with their drivers be it skill professionalism or friendliness had no impact on willingness to ride in AVs . As AVs become ready for deployment policymakers and public transportation service providers should consider AV acceptance among vulnerable individuals to bring AV benefits to all . | Examines the views of public transit riders including the mobility challenged. Determines attitudes towards AVs using a dual sampling survey approach. Provides empirical evidence on AV willingness to ride between fixed route and demand response riders. Compares the attitudes of seniors and special needs population against general public transit riders. |
S0965856420305930 | Passenger vehicles are a major source of air pollution exposure to which increases respiratory disease risk amplifies life threatening conditions and burdens the public purse . The negative externalities associated with these vehicles rise further when road accidents are considered . Almost all such accidents involving fatalities transpire when private users are in single vehicle incidents or collide with each other . Though autonomous vehicle technology can mitigate these effects widespread adoption and proliferation demands cost competitiveness with the status quo namely personally owned and operated conventional vehicles . Here we show that this prospect may in a commercially owned and operated enterprise be unlikely . Causal factors of relevance include low capacity utilization rates and impracticable profit expectations . In a single ridership autonomous taxi model we find capacity utilization rates would need to improve from 52 percent to 100 percent and profits lowered by 37 percent for autonomous taxis to offer fares that are comparable with personally owned conventional vehicles . In a multiple ridership model the affordance of these fares requires a 30 percent increase in vehicle occupancy and a 75 percent increase were even lower fares offered to incentivize shared autonomous taxi use over personally owned conventional vehicles . We conclude that consideration of the opportunity costs of driving are integral to the widespread adoption of a technology that may dramatically improve public health outcomes . | Realizing public health benefits of autonomous vehicle technology demands cost competitiveness with the status quo. Autonomous taxis are costlier than conventionally driven vehicles. Important cost drivers are deadweight miles and impracticable margin expectations. Marketing opportunity costs are integral to realizing public health benefits of autonomous vehicle technology. |
S0965856420305954 | Chinas high speed railways networks have dramatically expanded since 2008 which is widely believed to have promoted economic growth . This study empirically tests this hypothesis and analyses the impact of HSRs on economic disparity between 2002 and 2016 in China using a spatial econometric model . The results confirm the role of HSRs as a driving force in promoting local economic growth although the spill over effect is found to be insignificant . However the cross city analysis suggests there are heterogeneous effects of HSRs on economic growth . By dividing the sample into small medium cities and large mega cities as well as least developed developing and developed cities this study finds that HSRs make a significant positive contribution to economic growth in large mega cities and developed cities but has insignificant effects in other cities . The results indicate that HSRs can widen economic disparity in China . Our findings not only advance the understanding of the role of HSRs in promoting Chinas economic growth but also provide insights for planning future HSR networks . This study concludes that each city should reasonably plan its HSR network to promote economic growth and reduce economic disparity by accounting for different resource endowments especially geographic and population factors . | We empirically test economic impacts of Chinas high speed railways HSRs network. Our spatial econometric model confirms that HSR drives local economic growth. However the spill over effect is insignificant. HSR significantly increases growth in large mega cities and developed cities. However it could widen economic disparity in China. |
S0965856420305966 | This paper assesses the ability of alternative fare system designs to change the modal share of public transport use as well as their corresponding impact on company revenues . Specifically we provide evidence for how switching from flat to distance fares or from integrated to non integrated tickets affects both the ridership and the financial situation of public transport companies . Secondly because distributional concerns are at the heart of the policy debate we evaluate the impact of the alternative fare schemes on equity . We distinguish between commuting and personal travel purposes . Focusing on the Metropolitan Region of Barcelona our analysis shows that different pricing structures have only a moderate effect on ridership while the potential for revenue changes is higher . Regarding equity our results reveal that the distributional profiles of alternative pricing strategies are quite homogeneous . However there appears to be a mild regressive effect when an integrated fare system is removed . Our results may help to guide policy decisions related to public transport pricing strategies . | Individuals are more sensitive to changes in quality than in prices. Subsidies have a moderate progressive effect explained by the higher use of public transport by low income groups. Changing the fare structure has a relatively small effect on modal split while the effect on revenue can be higher. The distributional profiles of alternative pricing strategies are very similar. Suppressing the integrated fare system has a regressive effect but of limited magnitude. |
S0965856420305978 | Amidst the hype and prospects offered by technological innovation for shaping the future of mobility it can be easy to overlook the humble and enduring place and potential of walking as a means of movement in our mobility system . Yet walking may already be part of the change taking place as technological innovation and behaviour come together . This paper considers the potential significance of pedestrian navigation that has been placed in the hands of smartphone users referring to it as Walking as a Service . | Walking has substantial unrealised potential as a mode for short journeys. Walking as a Service WaaS represents a contributor to realising this potential. WaaS can resolve the spatial and temporal cognition challenges of walking. WaaS has a business model founded upon selling geography not mobility. WaaS could support sustainability and profitability with a Circle of Virtue. |
S096585642030598X | Most extant literature in the transportation industry views innovation adoption as a rational choice process conducted on a cost benefit calculation basis . This restricts our understanding of innovation decisions made by individuals embedded in a social economic context . By investigating the underlying social psychology of the innovation adoption in the Chinese container trucking industry this paper aims to answer the question as to why trucking operators postpone adopting the cargo truck matching system during its early stage . In order to achieve the research objective a mixed methods research framework is proposed . First we conduct four in depth interviews using semi structured questionnaires to investigate the contextualized behavior of individuals based on which three hypotheses are developed . Second based on the data collected from an online questionnaire survey covering 282 trucking operators in Ningbo the proposed empirical hypotheses are tested using a discrete choice model . We find that risk tolerance positively moderates influence of the status quo on the innovation adoption decision whilst the effect on it of service orientation is negative . | We exam the social psychology of technology adoption in container trucking industry. Our research includes contextualized behavior analysis and discrete choice model. Risk tolerance positively moderates influence of the status quo on adoption. Service orientation negatively moderates influence of the status quo on adoption. |
S0965856420306029 | Location analysis for a consolidation facility is a multi criteria challenge compounded by spatial constraints in real world scenarios such as those found in inner city areas . However most decision support models in location studies of consolidation facilities are limited to numerical computation or multi criteria analysis while ignoring spatial factors in location selection . This study aims to characterise suitable locations for an inner city consolidation facility based on spatial aspects operational requirements and societal concerns . Accordingly this study presents an integrated spatial multi criteria location framework to identify and rank optimal sites for a proposed freight consolidation facility in an inner city area using 11 decision criteria identified from key stakeholders . Real geographic data from Inner Melbourne Australia are used to identify 20 candidate sites which are then evaluated and ranked using the TOPSIS method . The suitability analysis confirms that the most suitable locations are in zones with affordable industrial land with excellent accessibility to major roads and goods receivers . Sensitivity analysis indicates that assigning more significance to the operational requirements and decreasing the priority weight for proximity to residential areas tip favourability towards areas with low real estate costs and more industrially zoned parts . The multi criteria spatial modelling allows decision makers and transport researchers to apply value decisions at the onset of the process and it also allows for improved understanding and visualisation of the results and of the significance of the chosen criteria in the evaluation process . | Most suitable locations for an inner city freight consolidation facility are in zones that offer excellent accessibility to major roads and goods receivers particularly in affordable industrial land in the study area. Although transport related decision criteria are critical in determining the suitability of the facility location freight land use related factors also influence the operational environments and suitability of the location. The study findings highlight the challenges of identifying optimal location for the facility in the inner city area as adjoining zones display completely different values of the decision criteria. |
S0965856420306030 | Origindestination matrices are one of the key elements in travel behaviour analysis . For decades transportation researchers have mostly used data obtained by active solicitation such as surveys to construct these matrices but new data sources like automatic fare collection are now available and can be used to measure OD flows . As a result a more heterogeneous corpus of data sources is now available to estimate travel demand . However little research examines how comparable the estimated demands may be . In this paper three data sources namely a household travel survey a large scale origindestination survey and entry only automated fare collection are processed to derive typical weekday public transit OD trip matrices . Various elements of the resulting matrices are then compared . While all the matrices share some common characteristics there are also substantial differences that must be addressed . AFC data is not error free and needs to be supplemented with data from other sources to construct a representative OD trip matrix . This is because not all destinations can be inferred the smart card penetration rate is far less than 100 and fare evasion can not be ignored . Our empirical results suggest that scaling an AFC matrix with automated passenger counts may be a viable solution . The results also indicate that the household travel survey significantly underestimates the volume of public transit trips compared to the other sources . The findings of this research contribute to a better understanding of the available data sources for public transit demand estimation . They can help practitioners to improve the quality and accuracy of OD matrices . | An heterogeneous corpus of data sources is now available to estimate travel demand. We compare three independent data sources to estimate public transit OD matrices. Automatic fare collection data is not error free. Household travel survey may significantly underestimate the volume of trips. Better understanding of the available data sources and the potential trade offs. |
S0965856420306042 | Specialisation is a common strategy followed by ports to face the challenges of globalisation changes in the naval industry and maritime operations . The main objective of this research is to determine if specialisation and size of ports have an impact on port efficiency . We estimate the efficiency of 27 Spanish ports during the 20012011 period using a parametric distance function approach . Our results show that larger and more specialised ports are more highly efficient . From an economics policy perspective the recommendation would be to encourage the specialisation of ports where possible and collaboration between ports with different specialisations as well as those of smaller sizes . This would allow the development of strategic planning that favours coordination between ports the joint development of infrastructure and the avoidance of service duplication . This study is a pioneer in estimating the efficiency of the cargo handling service of the Spanish port system including port dockers to measure the labour input as well as specialisation and size indicators to assess their relevance as drivers of port efficiency . | Port specialisation and port size are drivers of port efficiency. Ports specialised in containers general cargo and liquid bulk are the most efficient. Non specialised ports those specialised in dry bulk are the less efficient. Big and medium ports are more efficient than small ports. Port specialisation is recommended when specialisation is not possible cooperation is the best strategy. |
S0965856420306091 | The need to transition towards more sustainable futures is evident . This paper explores the role of social enterprise in urban sustainability transitions . Using the UP Bike Share a university based bicycle sharing social enterprise as a case study this paper aims to bring a more explicit social entrepreneurship perspective towards sustainability transitions research as well as draw insights from social enterprise as a social innovation to challenge existing sociotechnical regimes . Existing operator models of bike sharing systems in other countries are predominantly for profit vendors publicly owned entities and non profit organizations . Emerging from civil society UP Bike Share on the other hand is a social enterprise that grew into a social movement with a well defined advocacy and became part of a bigger social movement of sustainability advocates . Where previous attempts to establish a bike sharing program by the local government international development institution and public transport agency in Metro Manila failed the UP Bike Share represents the first bike sharing system in the Philippines that was successfully piloted implemented and sustained . We then expound on three mechanisms by which UP Bike Share can achieve such transformation namely market formation insertion into the broader social movement and replication of innovation in other localities supporting wider sustainability goals . We end with agenda for future research . | Social entrepreneurship is applied to the literature on sharing economy. Current models of bikesharing provision are examined with respect to sustainability. The social enterprise model is proposed as a new organizational form in bikesharing. Three stages of social enterprise emergence from civil society are described. Three mechanisms are elaborated by which a social enterprise can achieve broad impact. |
S096585642030611X | The value of time is a central parameter in freight transportation . However both its trend and influencing factors remain poorly understood . To reduce potentially diverging influences of different theories and methods used to calculate VOTs in freight transportation only VOTs obtained from discrete choice models with disaggregated data were studied . Based on statistical analysis and regression analysis this study explores the factors that affect VOTs at the macro micro level and provide several suggestions to decrease errors in VOTs caused by inappropriate data collection and model construction . With regard to influencing factors the volume of transported goods per capita was found to be a more appropriate variable than GDP per capita to explain the variation in VOT . With regard to data collection and model construction ignoring reliability will risk overestimating VOT and the model estimated by using stated preference data tends to yield lower VOTs than that using revealed preference data . | VOTs are both influenced by macro factors and micro factors. Freight volume of air has a stronger interpretation of VOTs than GDP. VOTs during 20012015 are on average higher than those during 19902000. Ignoring reliability in the discrete choice model may overestimate VOT. Stated preference data tends to output a lower VOT than revealed preference data. |
S0965856420306121 | Car sharing has experienced a significant boom in recent years with estimates suggesting that car sharing programs are now operating in over 30 countries worldwide serving around five million users . The potential to reduce individual vehicle ownership rates is frequently cited as a motive for promoting car sharing . While some previous studies have argued that customers are indeed willing to reduce the total number of vehicles owned after becoming car sharing members the reliability of these findings is tenuous given that many are based on self selected samples of car sharing users resulting in biased estimates . In theory the availability of car sharing programs could have limited effect on the general publics car ownership decisionsor at least have no effect on a large portion of travelers . Whether or not traveler decision processes are significantly influenced by specific attributes of different car sharing options remains an unanswered question as there are limited quantitative studies on this issue . To contribute to filling this research gap this paper discusses the findings of a study of 1 500 private households across major Australian cities . A nested logit model is used to investigate the impacts of car sharing on respondents household vehicle ownership decisions . In contrast to the results of some previous studies we find that the stated availability of car sharing appears to have minimal impact on respondents decision to own a vehicle or not leading to important policy implications . We agree with prior investigations that car sharing could potentially reduce private car ownership . However because this study finds limited impact of the availability of car sharing on vehicle ownership and because the majority of respondents did not self identify as car sharing users education and awareness campaigns could be important factors in improving the general publics preferences towards car sharing and fully realizing car sharings benefits to society . | Examine impacts of car sharing on private vehicle ownership. Examine impacts of the shared autonomous vehicles on vehicle ownership. Survey1 500 private households across major Australian cities. Find minimal impact of the car sharing availability on vehicle ownership. Underscore the importance of education and awareness campaigns. |
S0965856420306133 | The advent of autonomous vehicle technologies and the emergence of new ride sourcing business models has spurred interest in Automated Mobility on Demand as a prospective solution to meet the challenges of urbanization . AMOD has the potential of providing a convenient reliable and affordable mobility service through more competitive cost structures enabled by autonomy and more efficient centralized fleet operations . However the short and medium term impacts of AMOD are as yet uncertain . On the one hand it has the potential to alleviate congestion through increased ride sharing and reduced car ownership and by complementing mass transit . Conversely AMOD may in fact worsen congestion due to induced demand the cannibalization of public transit shares and an increase in Vehicle Kilometers Traveled because of rebalancing and empty trips . This study attempts to systematically examine the impacts of AMOD on transportation in Singapore through agent based simulation modeling demand supply and their interactions explicitly . On the demand side we utilize an activity based model system that draws on data from a smartphone based stated preferences survey conducted in Singapore . On the supply side we model the operations of the AMOD fleet which are integrated within a multimodal mesoscopic traffic simulator . Comprehensive simulations are conducted using a model of Singapore for the year 2030 and yield insights into the impacts of AMOD in dense transit dependent cities from the perspective of the transportation planner fleet operator and user . The findings suggest that an unregulated introduction of AMOD can cause significant increases in network congestion and VKT and have important policy implications that could potentially inform future deployments of AMOD . | Assessed impacts of AMOD through high fidelty activity and agent based simulation. Captured future demand using ABM that draws on data from smartphone based SP survey. Modeled operations of AMOD fleet within multimodal mesoscopic traffic simulator. Simulated and evaluated future scenarios using a model of Singapore 2030. Introduction of AMOD may result the cannibalization of PT and increase congestion. |
S0965856420306145 | Bus Rapid Transit has proven to be an effective and affordable transportation option for large sized cities . In these cities BRT is usually considered an effective complement or substitute for rail based systems playing a key role in complex multimodal networks with several massive transport corridors . More recently medium sized cities of less than 200 000 inhabitants have also considering implementing BRT as a means of mass transit . These cities usually need only a few of these massive transport corridors and they must decide how to structure their services . This report discusses which of the two types of BRT based networks is best for the social interest in the case of medium sized cities Closed BRT in which buses operating inside and outside the corridor are separated and have different designs or Open BRT in which the same buses operate inside and outside the corridor entering and exiting at different points along a route . To answer this question two models with different levels of detail in terms of a citys characteristics were developed to represent both agency and user costs . In the first model a classic idealized city approach is addressed while in the second model the problem is solved for the specific geographic characteristics and constraints of a real city . The results based on both models show that when it is optimally configured Closed BRT networks offer mid sized cities higher frequencies and lower waiting times . However these benefits do not offset the cost associated with higher number of transfers that Closed BRT networks require as compared to Open BRT networks . Transfers not only affect users due to the transferring experience but also end up making the entire system slower . Overall Open BRT shows significantly less Total Costs than Closed BRT in most of the scenarios that were analyzed . | A continuum approx model for Open and Closed BRT operational schemes is formulated. The model is adapted and solved for Valdivia Chile yielding comparative indicators. The results of the model are applied to the topography and road network of Valdivia. An estimation of the impact of both schemes for a real case is provided. According to the model an Open BRT should be preferable for the context of this city. |
S0965856420306297 | This research examines whether cities are getting more equally accessible and connected via high speed rail in China over the period from 2010 to 2015 . Existing studies mainly use network centralities to describe the spatial pattern of HSR network without measuring the spatial disparity of these centralities and most of them rely on the infrastructure network and thus fail to incorporate HSR service quality in the centrality measures . Using HSR timetable data we incorporate both scheduled travel time and daily frequency of each origin destination city pair into three centrality measures and further quantify their inequalities using Theils T index . We find that as the HSR network expands cities appear to be more equal in terms of accessibility but their disparities in connectivity and transitivity depend on the dimensions of comparison . In general although the difference between economic regions or between megalopolises has reduced small medium sized cities not belonging to any major city cluster are further lagged behind in HSR development . The difference between core and non core cities in the same megalopolises has decreased despite that non core cities are increasingly relying on core cities to access other regions . | Disparities among Chinese cities in centralities of HSR network are examined from 2010 to 2015. Both scheduled travel time and service frequency are incorporated into centrality measures. Inequality between economic regions or between megalopolises has reduced. Small medium sized cities are further lagged behind in HSR development. In major megalopolises non core cities are catching up but they rely more on core cities to access other regions. |
S0965856420306327 | The growing demand for urban mobility highlights the need for relevant and sustainable solutions in cities worldwide . Thus we develop and implement a framework to analyze the systemic impacts of future urban mobility trends and policies . We build on prior work in classifying the worlds cities into 12 urban typologies that represent distinct land use and behavioral characteristics by introducing a generalized approach for creating a detailed simulatable prototype city that is representative of a given typology . We then generate and simulate two auto dependent prototype cities via a state of the art agent based platform SimMobility for integrated demand microsimulation and supply mesoscopic simulation . We demonstrate the framework by analyzing the impacts of automated mobility on demand implementation strategies in the cities based on demand congestion energy consumption and emissions outcomes . Our results show that the introduction of AMoD cannibalizes mass transit while increasing vehicle kilometers traveled and congestion . In sprawling auto dependent cities with low transit penetration the congestion and energy consumption effects under best case assumptions are similar regardless of whether AMoD competes with or complements mass transit . In dense auto dependent cities with moderate transit modeshare the integration of AMoD with transit yields better outcomes in terms of VKT and congestion . Such cities can not afford to disinvest in mass transit as this would result in unsustainable outcomes . Overall this framework can provide insights into how AMoD can be sustainably harnessed not only in low density and high density auto dependent cities but also in other typologies . | Prototype cities generated from two auto dependent typologies. High fidelity demand and supply simulation of automated on demand mobility scenarios. Application of activity agent based simulator SimMobility with energy impacts. Insights for future on demand mobility in sparse and dense auto dependent cities. |
S0965856420306340 | Detailed ridership analytics requires refined data on transit ridership to understand factors affecting ridership . However detailed data for stop based boarding and alighting information are not readily available for the entire bus system . Transit agencies usually resort to compiling ridership data on a sample of buses operating on the various routes . We propose an approach to infer stop level ridership for transit systems that only compile route level ridership information . A joint model structure of binary logit and fractional split model is proposed to estimate stop level ridership data sourced from route level ridership . The model is developed for the Greater Orlando region with ridership data for 8 quadrimesters from May 2014 through December 2016 . In the presence of repeated data measures panel version of the joint econometric models for boarding and alighting are estimated . The development of such an analytical framework will allow bus systems with only route level ridership data to generate stop level ridership data . The model results offer intuitive results and clearly supports our hypothesis that it is feasible to generate stop level ridership with route level ridership data . For transit agencies with ridership data at the stop level the proposed model can also be employed to understand how various stops along a route interact with one another toward affecting route level ridership contributions . | The study relates route level transit ridership to stop level ridership. A panel joint model of binary logit and fractional split model is proposed. Stops with ridership vs. no ridership are examined by using binary logit model. Fractional split model is used to identify the proportion of route level ridership. The result shows the feasibility of getting stop level data with route level data. |
S0965856420306352 | Denmark is one of the world leading countries in terms of bicycle infrastructure and has a relatively good public transport system . Yet a large share of commuters in the Greater Copenhagen Area still uses the car on a regular or semi regular basis causing severe problems of congestion and pollution . This article seeks to understand to what extent individuals perceived mobility necessities activity pattern complexity and temporal spatial social or compulsory constraints in everyday activities inhibit switching from private motorized transport modes to more environmentally friendly modes . We formulate an Integrated Choice and Latent Variable model that accounts for PMN and activity patterns complexity and constraints . To estimate the model we used two datasets the first dataset is the Danish National Transport Survey which is a large dataset consisting of approximately 150 000 respondents the second is a small but highly detailed dataset which contains relevant information regarding activity patterns constraints and PMN . We found that the more complex the activity patterns are the higher are both PMN and the probability of selecting car and bike and this effect is even more evident when individuals are constrained by some activities . Consistently individuals who perceive high mobility needs are more likely to select car and bike . The result that mobility needs and related constraints increase cycling conflicts with results found in low cycling countries . Yet it indicates that the bike can play a similar role as the car when the respective infrastructure is provided . Our results also indicate that structural improvements such as flexible work and day care times day care service close to the workplace or escorting services for children are likely to lead to a substantial reduction in the use of the car . | Collects detailed information on perceived mobility needs and activity constraints. Perceived Mobility Necessities PMN are positively associated with car bike use. Individuals with complex activity patterns are more likely to use car and bike. Individuals with activity constraints are less likely to select public transport. PMN increase with the number of daily activities and constraints. Commuters with high PMN are less likely to shift away from car to public transport. |
S0965856420306364 | In this paper we investigate the economic effects of deregulation in Japans intercity coach industry . Specifically we examine the intensity of competition in the industry using a unique dataset to evaluate the economic effects of two major deregulations in 2002 and 2013 . The absence of organized data means there is no previous research that quantitatively evaluates the deregulations . We collect data capturing the entry of bus operating companies by web scraping and use a structural estimation method developed in econometrics for the purpose of measuring the degree of competition . Our empirical analysis yields the following three main results . First we find that the markup ratios always exceed 1 which indicates that the entry of one additional firm always intensifies competition . Specifically the markup gained by one firm under duopoly is estimated to be about three quarters of that under monopoly . Second the competitive effect of an additional entry decreases as the number of incumbents increases . This result is obtained irrespective of the mode of competition . Third we find that the services offered by firms in the industry are significantly differentiated . Counterfactual analysis reveals that additional 0.76 firms can enter a market on average by differentiating their products from each other . These results provide useful insights into the development of competition policy pertaining to the contemporary transportation industry . | We investigate the economic effects of deregulation in Japan s intercity coach industry. We collect data capturing the entry of bus operating companies by web scraping. We use a structural estimation method for the purpose of measuring the degree of competition. We find that the markup ratios always exceed 1 which indicates that the entry of one additional firm always intensifies competition. The competitive effect of an additional entry decreases as the number of incumbents increases. We find that the services offered by firms in the industry are significantly differentiated. Counterfactual analysis reveals that additional 0.76 firms can enter a market on average by differentiating their products from each other. |
S0965856420306388 | The deployment of autonomous buses is expected to have consequences for service design facilitated by its cost function structure . We study the impacts of AB deployment in line based public transport systems . In particular we examine the transition phase where AB is sequentially deployed involving the selection of lines for which AB will be introduced . To this end we develop a modeling framework using a dynamic public transportation assignment and operations simulation model that captures users adaptive path choices . An analytical model is used to determine the initial solutions in terms of service frequency and vehicle capacity for the simulation framework . Due to their different cost function structures the deployment of AB may be accompanied by changes in the service frequency and vehicle capacity settings and consequently also on passenger flow distribution across the network . Both the simultaneous and the sequential deployment of AB on multiple lines are investigated . Deployment solutions are assessed in terms of the both total operator and user cost . The decision variables are vehicle capacity per line service frequency per line and vehicle technology per line i.e . either manually driven or fully automated buses . The framework is applied to a case study in Kista Stockholm . The study shows that AB service have the potential to attract passengers through improved service provision . A sensitivity analysis is carried out concerning the effects of different cost parameters and demand levels on the deployment of AB in fixed line operations . | Tactical planning framework for autonomous buses operating on fixed line networks. Shift towards higher service frequency when operating autonomous buses. The framework is applied to a real world pilot study in Kista Stockholm. Autonomous bus service have potential to attract passengers through improved service provision. The sequence of technology introduction is different for operator focused and user focused design. |
S096585642030639X | Passenger cars account for most road transportation emissions and almost half of overall transport sector emissions in the EU . Countries in Europe have established policies to achieve emissions reductions in the transport sector by incentivizing the acquisition of fuel efficient vehicles . In this paper we perform a pair wise comparison of common passenger vehicles sold in 2017 which implements newer data and more realistic assumptions than an earlier study . The pair wise study compares an electric vehicle against a similar combustion vehicle to simulate a real market choice for consumersa method commonly used to elicit preferencesand shows that fiscal incentives are effective at increasing EV acquisition . Acquiring EVs over conventional vehicles alone contributes to about a 60 reduction per kilometer of well to wheel emissions based on average emissions of new EU vehicle fleets in 2017 . A second mechanism at reducing emissions in the transport sector is through incentivizing consumer charging behavior to use less carbon intense electricity . The electricity used to charge EVs is variable throughout a day therefore we propose a dynamic pricing mechanism dependent on the carbon intensity of the electricity grid . We do this analysis through a case study for Portugal using the entire countrys public charging demands from 2017 . The responsiveness of the users to the variable price is reflected by the market price elasticity of demand and the resulting reduction in demand from the surcharge is approximated . Our study finds that a surcharging mechanism based on the carbon intensity of the electric grid can yield an emissions reduction of 20 tonnes per year while still achieving profits . | This research analyzes the entire public charging demand of Portugal over a full year with more than 225 000 charging events. A case study of the emissions impact of Portuguese public electric vehicle charging demonstrates additional emissions reductions can be achieved through pricing mechanisms. Policies and incentives for vehicle acquisition across seven European countries are compared replicating results of an earlier study with newer data. Charging stations can remain profitable while charging more for carbon intense electricity. |
S0965856420306418 | The co existence of traditional docked bike sharing and emerging dockless systems presents new opportunities for sustainable transportation in cities all over the world both serving door to door trips and accessing egressing to from public transport systems . However most of the previous studies have separately examined the travel patterns of docked and dockless bike sharing schemes whereas the difference in travel patterns and the determinants of user demand for both systems have not been fully understood . To fill this gap this study firstly compares the travel characteristics including travel distance travel time usage frequency and spatio temporal travel patterns by exploring the smart card data from a docked bike sharing scheme and trip origindestination data from a dockless bike sharing scheme in the city of Nanjing China over the same spatio temporal dimension . Next this study examines the influence of the bike sharing fleets socio demographic factors and land use factors on user demand of both bike sharing systems using multi sourced data . To this end geographically and temporally weighted regression models are built to examine the determinants of user demand over space and time . Comparative analysis shows that dockless bike sharing systems have a shorter average travel distance and travel time but a higher use frequency and hourly usage volume compared to docked bike sharing systems . Trips of docked and dockless bike sharing on workdays are more frequent than those on weekends especially during the morning and evening rush hours . Significant differences in the spatial distribution between docked and dockless bike sharing systems are observed in different city areas . The results of the GTWR models reveal that hourly docked bike sharing trips and dockless bike share trips influence each other throughout the week . The density of Entertainment points of interest is positively correlated with the usage of dockless bike sharing but negatively correlated with docked bike sharing usage . On the contrary the proportion of the elderly has a positive association with the usage of docked bike sharing | The difference in travel characteristics between docked and dockless bike sharing are revealed including riding distance riding time usage frequency and spatio temporal patterns. Geographically and temporally weighted regression GTWR outperforms ordinary least squares OLS and geographically weighted regression GWR when explaining the spatiotemporal data. The relationship between the bike sharing usage and its determinants socio demographic and land use factors is discussed from both temporal and spatial dimensions. Policy implications and suggestions are proposed to improve the performance of docked and dockless bike sharing systems. |
S096585642030642X | Government sectors often provide guarantees in build operate transfer roads to attract private investments . Since a fiscal burden would be incurred from the contingent liability of issuing a guarantee charging a fee for the guarantee is considered an effective remedy for management of contingent liabilities in practice . This study incorporates the charge mechanism for minimum traffic guarantee into consideration and proposes a method to choose the optimal concession contract variables with a paid MTG . We find that the government sector will specify a lower toll and a higher capacity for a BOT road with a paid MTG . As a result the society suffers a social welfare loss when providing a paid MTG . Meanwhile both the charging fee of an MTG and the guaranteed traffic volume would increase the loss of social welfare which means the incentive mechanism of private participation and the management of contingent liabilities are all at the expense of social welfare . Moreover since the welfare loss is magnified under a high marginal social cost condition the government should set the charging fee and guaranteed traffic volume according to the marginal social cost level . In addition to obtain more insights this paper has made two extensions to further investigate the effects of a paid MTG | To manage contingent liabilities government sets a charging mechanism of guarantee. Optimal BOT contract is investigated under a paid MTG program. A paid MTG program is at the expense of the social welfare. The impact of guarantee program on welfare loss is amplified by marginal social cost. The risk averse attitude would lower service quality and decrease social welfare. |
S0965856420306443 | Peak avoidance has been suggested as a strategy to ease congestion and improve the travel experience in the road traffic system . However commuters trade offs when choosing whether to avoid the peak in the context of subway use have not yet been explored . In highly concentrated megacities high demand during peak hours in the subway leads to long queues waiting to enter stations or platforms as well as crowded trains which yields highly negative externalities . This paper contextualizes and incorporates commuters perceived value as a theoretical basis to explain how perceived benefits and perceived sacrifices affect commuters intentions to avoid the peak in subway systems . A hybrid model was constructed to incorporate the perceived benefits and perceived sacrifices as latent variables to understand peak avoidance behavior . Social norms previous habits and personal subjective feelings have significant impacts on subway commuters peak avoidance decisions . In addition our combined model improved the explanatory power compared to a traditional ordered logit model . The framework can be used as a theoretical basis for further development of behavioral research into commuters decision making . Finally these findings provide meaningful guidance for the government and subway companies to encourage travelers to avoid rush hours effectively . | This study conceptualizes the perceived value of peak avoidance. This study contributes to investigating the internal decision making process. This study explores how prior experience moderates the perceived value of commuters. |
S0965856420306467 | China Railway Express refers to the regular container trains transporting between China and European countries under the Belt and Road Initiative . This paper aims to conduct the systematic and in depth research on the importance ranking of logistics nodes across the complex CR express network from Chinas national plan of the BRI perspective with consideration of the connectivity between the 21st Century Maritime Silk Road and the Silk Road Economic Belt . In doing so first it sets up the complex network in the CR express transport . Second based on the restraint coefficients in the theory of structural hole such as network scale efficiency grading and clustering co efficiency this paper applies the Multiple Attribute Decision Making model in association with algorithm development in calculating the importance of the CR express nodes including both inland nodes and seaport nodes . The paper has three fold contributions . In theory it confirms the accuracy and practicability of the structural hole theory in the importance ranking of nodes in the complex network . In practice it identifies important logistics nodes of CR express network across the BRI . Further the findings in the paper contribute to optimising the structure of CR express transport and improving its network stability . | This paper ranks the important logistics nodes across the complex China Railway Express CR express network from the Belt and Road Initiative perspective. Moscow ranks the first in the nodes importance in the CR express transport network Guangzhou and Beihai rank the top two seaport nodes. This paper confirms the accuracy and practicability of the structural hole theory in the importance ranking of nodes in the complex network. This paper contributes to optimising the structure of CR express transport network and improving the network stability. |
S0965856420306479 | Bikeshare systems are rapidly becoming more prevalent in metro and micropolitan areas around the world . However low income populations people of color and transit dependent households are not highly representative of the bikeshare users profile . Some bikeshare programs in the United States such as | Analyzing the utilization of bikeshare systems among disadvantaged populations. Develop a Negative Binomial regression model to estimate bikeshare ridership. The employment rate plays an important role in increasing bikeshare ridership. Disadvantaged populations tend to spend more once they are annual members. |
S0965856420306492 | This study aims at quantifying preference heterogeneity in transit service desired quality to better informing service quality improvements . The analysis is performed using a validated dataset elicited from 906 respondents through an online survey . An unlabelled Stated Preference experiment was utilized in a Latent class Choice Model and an Error Components interaction model . The results of the EC interaction model revealed preference heterogeneity due to differences in respondents socioeconomic and behavioural characteristics . While the results of the LCM untapped vital information that has not been reported previously in the transit service quality literature . Unlike the traditional user type classification our study classifies respondents into three segments Direct Trip Enthusiastic Cost Sensitive and Real time Information Supporter . Each segment exhibits different preferences for transit service attributes and their willingness to pay for service improvements is distinctly different . Further the LCM indicates that the heterogeneity of users preferences is not explicit in their usage pattern nor accessibility to different travel modes instead it is a bundle of various parameters . | The study quantifies preference heterogeneity in transit service desired quality. The study utilized an Error Components model with systematic taste variations. The study utilized a Latent class Choice model. Three latent classes emerged each exhibits different preferences. The heterogeneity of users preferences is not explicit in their usage pattern. |
S0965856420306509 | Drawing upon Flyvbjerg s insight that planning is defined more by the political than the rational we examine the experience of parking reform as attempted by municipal officials in Vancouver British Columbia . The literature offers a broad consensus that minimum parking requirements represent a misguided and inefficient policy producing excess parking in the wrong places and reduced housing affordability . Yet minimum parking requirements remain a near universal fixture in municipal regulations . We examine the stubborn disconnect between Vancouvers parking standards and its strategic policies . Rather than reiterating normative debates we consider how ideas and institutions could shape officials hesitation in reform . We reveal the compromise that ensues under planning s duality of designing credible forward looking strategy while managing the political constraints created by policy path dependence . We find that Vancouvers laneway housing parking requirement represents a typology that could propagate across North America a transitional parking requirement of political compromise which we suggest has the potential to produce a workable reconciliation of theory and practice . | Offers a framework to consider parking requirements as a political tactic. Adds explanatory purchase to studying urban housing and mobility. Explores opportunities and challenges to parking reform. Analyses the utility of incrementalism in advancing strategic plans. Planners assumptions were more conservative than those of elected officials. |
S0965856420306510 | The deployment of HSR services in the recent decades has been arguably the most significant innovation for intercity travel around the globe . HSR has brought impacts which have been widely studied in different countries in relation to the different socioeconomic territorial and transport characteristics . | HSR had impacts on socio economic territorial and transport systems in several countries. The paper analyses the impacts induced by HSR services in Italy after ten years of operation. Italy represents the first case of competitive HSR market without public subsidies. Competition between HSR operators brought a significant decrease in ticket prices 40. HSR passengers year passed from 15 to 45 millions 200 in 10years. HSR contributed in 10years to an increase of the rail based transport accessibility up to 30. HSR contributed to an extra growth of per capita GDP of 2.65.6 in 10years. Regional equity in terms of travel time accessibility decreased by 11 in 10years. Extension of the HSR network would increase accessibility 18 economic growth 3.6 and equity 49 |
S0965856420306662 | This article helps explain why incentive based contracts have failed in some cities . It also explicitly shows how contracted kilometer and passenger based payments affect transit service quality . First we study how contract renegotiations in 2012 and 2013 affected quality related to service kilometers in the bus public transport system of Santiago Chile . To do that we analyze the evolution of compliance measures and estimate the effect of renegotiations on key performance indicators . The main results are that the renegotiation of 2012 led to minor improvements in frequency compliance but deterioration in regularity whereas the renegotiation of 2013 led to reduced fines for non compliance with no change in frequency compliance and decreased regularity . Second we formulate a model to analyze the behavior of a firm operating under a contract like the one in Santiago . We identify conditions that must be present for an operator to provide the contracted service kilometers depending on the per kilometer and per passenger payments stipulated in the contract . The results of the analysis are empirically tested and we conclude that the incentives in Santiago do not sufficiently incentivize contract compliance . A central result is a formula for payment per kilometer and payment per passenger when the objective is the provision of service kilometers . | We explain why incentive based contracts have failed in some cities. We study the effects of kilometer and passenger based payments included in contracts. The contract renegotiations in 2012 in Santiago is studied. We deliver formulas for the payment per kilometer and per passenger for the provision of quality. |
S0965856420306686 | The effects of social interactions on individual behaviour have been observed in many social phenomena including travel related behaviour involving direct or indirect contact with other agents . However most formulations of urban transport policy assume that individual behaviour is independent of each other which likely results in policy evaluation bias . Therefore this study aimed at urban parking behaviour with frequent interactions among agents in Taiwan to examine the influence of others behaviour on individuals by modelling parking location choice and introducing social utility and to develop a modified elasticity analysis method that considers policy spillover effects driven by social interactions and then use it to conduct parking policy evaluation based on the choice model . A stated preference survey targeting scooter and bicycle users was performed through face to face interviews to simulate parking policy and reference group behaviour levels . The pseudo panel where the observations of each respondent may be interdependent was addressed by a mixed logit model incorporating an error component to capture unobserved individual heterogeneity . The results of the model estimation supported the presence of social interactions among users and identified other influential determinants of parking location choice including travel characteristics psychological heterogeneity and parking policy . For policy evaluation the proposed elasticity analysis method with social interactions illustrated that policy spillover effects were nearly as strong as direct policy effects . Two wheel vehicle parking policy measures containing soft measures based on attitudes and personal norms and hard measures considering social influences were presented for on street parking mitigation . | Modified elasticity analysis with social interactions considers spillover effects. Psychological heterogeneity is introduced into parking location choice model. Social interactions in parking behaviour are attested and affect individual choice. Direct policy effect and policy spillover effects in policy evaluation are calculated. Soft and hard parking measures based on psychology and social influence are offered. |
S0965856420306698 | Transport poverty is a growing concern in many developed countries . However research on the determinants of transport poverty is relatively scant . We contribute to the debate on the determinants of transport poverty by presenting the first study to empirically examine the effects of ethnic diversity on transport poverty . Using 12 waves of longitudinal data from the Household Income and Labour Dynamics in Australia survey covering the period 20052016 we find a positive association between ethnic diversity and transport poverty . This result is robust to endogeneity alternative ways of measuring ethnic diversity and transport poverty . We show that trust is an important channel through which ethnic diversity influences transport poverty . Thus policies aimed at fostering tolerance trust and inclusion in diverse communities are important to mitigate the negative effects of ethnic diversity on desirable socioeconomic outcomes . | We examine the effects of ethnic diversity on transport poverty. We use data from the Household Income and Labour Dynamics in Australia HILDA survey. We find a positive association between ethnic diversity and transport poverty. Trust is an important channel of influence. Policies aimed at fostering tolerance trust and inclusion in diverse communities are important. |
S0965856420306728 | Pro cycling interventions and cycle hire schemes in particular are often assumed to primarily benefit the privileged . This framing has played out in academic research with many papers exploring the relationship between cycling and existing inequalities . A growing body of evidence suggests that cycle hire schemes tend to serve wealthy areas and young high income groups mirroring inequalities in other types of cycling uptake yet there has been little research into the direction of travel and whether such inequalities are growing or levelling up over time . This paper explores the uptake of the London Cycle Hire Scheme a large early and prominent scheme that had the explicit aim of normalising cycling . The method involved reproducible analysis of 73.4 million cycle high records spanning 8years from January 2012 to December 2019 using the geographic location of docking stations alongside official statistics to assess social and spatial inequalities in uptake . | New analysis of 8 years of data from the London Cycle Hire Scheme LCHS . 73.4 million trips analysed showing spatial pattern of growth. Expansion of the scheme into lower income areas explored. Results show high growth rates in comparatively low income areas. Our finding support further expansion of the LCHS into diverse areas. |
S096585642030673X | To solve the last mile problem and promote low carbon transportation hundreds of cities around the world have launched bike sharing services . A growing number of studies have been mining bike sharing data from different cities to understand bike sharing systems . However there is still a lack of comprehensive understanding of a bike sharing network structure . Thus this paper attempts to use complex network theory and spatial autocorrelation analysis approaches to examine structural properties of bike sharing systems quantify the importance of bike stations in the network and evaluate their spatial clustering patterns . This research analyzes bike sharing trip data from five different sized bike sharing systems in the United States Canada and China . The results of network analysis reveal that the bike sharing networks have a small world property with a small average path length and a high clustering coefficient . Compared with medium scale networks the connectivity and accessibility of bike stations are relatively low in the large scale bike sharing network . Also the connectivity of bike stations is positively related to their accessibility while they are not highly correlated with their intermediateness . The spatial clustering analysis results indicate that the spatial distributions of connectivity and accessibility of bike stations have a strong global spatial autocorrelation . Also the stations with high connectivity and accessibility are concentrated in the urban centers and the stations with low connectivity and accessibility are clustered in the periphery of the urban areas . However their intermediateness does not show a strong global spatial clustering pattern which implies that bike sharing networks consist of multiple sub groups . The findings provide new insights for transport planners and managers to understand bike sharing systems and to improve their service quality . | Bike sharing networks have a small world property. The connectivity of bike stations is highly related to their accessibility while not to their intermediateness. The spatial distributions of connectivity and accessibility of bike stations have a strong spatial autocorrelation. Bike sharing networks have a polycentric structure. |
S0965856420306741 | It is well known that faster and less expensive transit systems with shorter walking distances as well as less transfers are associated with transit use . In this regard recent studies have focused on estimating transits competitiveness and further suggested possible policy interventions . However there were not much attention on measuring travel time and cost differences between transit and auto by considering the temporal variability . In addition only a limited study have focused on the impact of either walking during transfers on mode choice or the stage of walking that most affects mode choice . This paper provides additional insights into the impact of travel time cost and transit burdens on commute mode choice based on the analysis in a transit oriented mega city Seoul Korea . Together with the 2016 household travel survey data we utilize the web based route guide information to measure time cost and transit burdens for both chosen and non chosen modes . The results reveal that commuters are significantly affected by the travel time and cost difference between modes . Additionally the results indicate that the odds of driving increases by 4.7 and 24.3 when commuters have to transfer once or more than once respectively . Also commuters were mostly disinclined to walk longer distances during transfer and egress . The effect of time cost and transit burdens on mode choice also varied by income and age groups further implying the group of people that should be focused when devising policies to encourage transit use . To conclude this paper suggests potential levers for transportation policies to trigger modal shifts toward sustainable modes by using advanced data sources that better estimate the travel characteristics by departure time based on a point to point travel survey data . | Travel time and cost difference between modes impact commute mode choice. Commuters significantly prefer driving when transfers are required more than once. Longer walking distances during transfer and egress affect mode choice. Commuters from different income and age groups react distinctively. Policy implications for auto to transit modal shifts are elaborated. |
S0965856420306753 | Transportation gender and social exclusion have increasingly come together in scholarly pursuits and policy agendas in Latin America and the Caribbean . The recognition of the gender dimension of sustainable mobility has opened a space to consider the role of women especially of those facing poverty and exclusion in this global agenda . However research on the link between precarious occupations social exclusion and gender and the role that mobility plays both in enhancing and limiting development opportunities for highly vulnerable workers in the Global South is still limited . Based on Bogots 2015 Mobility Survey data from an application that matches domestic workers with employers and interviews conducted with domestic workers this paper investigates the case of Bogot Colombia to describe domestic workers daily commutes . More specifically it focuses on the long duration of their trips their patterns their inevitable connection to public transportation and the financial implications for their restricted family budget . Considering a legal provision that establishes a time window for switching between public transportation vehicles the paper also examines its effects on domestic workers commutes . By doing so the paper aims to address the situation not only of the massive group of female domestic workers traversing the city every day but also of other similarly situated social groups that could find in transportation a path towards greater social inclusion . | Massive numbers of domestic workers have the longest commutes of all workers in urban Bogot. Domestic workers travel mostly between low and high income residential areas. Domestic workers are captive users of public transportation. The integrated time window to change between vehicles could be insufficient for many domestic workers. Mobility solutions for domestic workers could extend to other similarly situated social groups. |
S0965856420306789 | In this article we focus on the valuation of travel time reliability that considers the adaptive expectation with an indifference band on daily trip duration . Owing to the learning effect of adaptive expectation travel time variation relates to the travel time forecast bias but not to the absolute deviation of daily trip duration . Meanwhile the indifference band toward travel time variation moderates the adaptive expectation formation in daily trip repetition . In this case travel time reliability follows the discrete probability distribution . We use the rank dependent utility framework to capture the value of travel time reliability in which the probability transformation accommodates the risk attitude toward random trip duration and provides us the subjective probability weight to each potential reliability point . Numerical simulation indicates that the traveler s subjective VOR awareness associates with both learning rate and indifference band in the adaptive expectation on daily trip duration . We also set forth some policy and practice implications of this research in the traffic assignment and network formulation . | Travel time variation relates to the adaptive expectation on daily trip duration. Indifference band moderates the formation of travel time adaptive expectation. Subjective perception of reliability follows the discrete probability distribution. Risk attitude determines the subjective weight to each latent reliability point. Subjective value of travel time reliability associates with learning rate and indifference band. |
S096585642030687X | Dockless shared bicycles have become a popular mode of transportation for city dwellers in China . Despite its convenience the dockless feature also creates new challenges as users often park shared bicycles in a disorderly fashion which places a burden on both city management and business operations . In a randomized field experiment subjects receive general information via one of three interventions to improve orderly parking being informed about the social norm receiving a warning message or being offered a monetary incentive . The results suggest that the warning message and monetary incentive shift users behavior compared with the social norm intervention . Users who received warning messages were 18.0 more likely to park in an orderly fashion and users who received a monetary incentive were 25.2 more likely . This study demonstrates that behavioral incentives may be an effective tool to address a common issue with this form of transportation . | Test the effectiveness of three nudges on promoting orderly parking in a field experiment. Disguise the experiment as a game to conceal the experimental purpose. Warnings and monetary incentive are both effective in the experiment. Results yield novel implications on how to deal with disorderly parking. |
S0965856420306959 | This paper quantifies the causal impact of differential pricing on the trip scheduling of regular commuters using the Mass Transit Railway in Hong Kong . It does so by applying a difference in difference method to large scale smart card data before and after the introduction of the Early Bird Discount pricing intervention . We find statistically significant but small effects of the EBD in the form of earlier departure times . Leveraging the granularity of the data we also allow for the treatment effect to vary over observed travel characteristics . Our empirical results suggest that fares and crowding are the key determinants of commuter responsiveness to the EBD policy . | Estimated the causal economic impact of an off peak fare discount in Hong Kong. Applied the difference in difference method to control for confounding bias. Found the aggregate effect to be small but statistically significant and heterogeneous. Responsiveness was governed by travel costs and crowding. Produced novel causal estimates of trip rescheduling elasticities. |
S0965856420306960 | The introduction of shared autonomous vehicles presents a wide range of challenges and uncertainties regarding their general acceptability . Hence it is essential that transit managers have a good understanding of passenger satisfaction and of their behavioural intentions after experiencing a driverless vehicle trip . To this end 1 062 face to face surveys were conducted following driverless bus trials in eight Catalan municipalities . Using a three step SEM MIMIC ordinal Probit approach we seek to identify the heterogeneity in user perceptions and reuse intentions a novelty in SAV literature . Specifically we analyse the users behavioural intention to repeat a journey without transit support personnel on the bus and when entirely alone and how willing they are to substitute their regular bus service with a driverless one . Our results confirm that critical incidents affect user satisfaction concerning safety the latter constituting one of the most critical factors impacting user reuse intention and overall satisfaction . The test track scenario also affects reuse intention with university campuses and parks recording better outcomes than city centres and pedestrianized zones . In contrast to outcomes reported for conventional bus systems higher socioeconomic status is associated with higher levels of satisfaction with driverless vehicles and a stronger reuse intention . Female users are reluctant to ride on driverless buses alone however when they are not regular bus users they express a reluctance to board SAV both without transit support personnel and alone . In high income municipalities we find a positive impact on reuse intention . Finally a higher degree of satisfaction with the regular bus system is positively linked with a better perceived driverless bus experience . For implementation purposes location critical incidents safety regular bus user satisfaction technology affinity and the income level of the municipalities are all aspects that need to be factored in when designing an adoption strategy . | SEM model is tested in eight cities. Safety is the crucial driver of satisfaction and behavioural intent in all models. Superior bus service and high income cities positively affect reuse intention. Test track characteristics produce significant effects on reuse intention. Female bus users are more satisfied and only reluctant to ride alone. |
S0965856420306984 | While the importance of social influence on transport related choices is commonly acknowledged within the transport and travel behaviour research community there remain several challenges in modelling influence in practice . This paper proposes a new analytical approach to measure the effects of attitudes of peers on the decision making process of the individual . Indeed while most of the previous literature focused its attention on capturing conformity to a certain real or hypothetical choice we investigate the subtle effect of attitudes that underlies this choice . Specifically the suggested measure enables us to model the correlated effect that might indirectly affect the individuals choice within a social group . It combines detailed information on the attitudes in the individuals social network and the social proximity of the individuals in the social network . To understand its behavioural implications on the individuals choice the | We propose an analytical framework to account for correlated effects within a social network. We quantify the correlated effects by combining individuals peer attitudes and social proximity. The social influence variable has been systematically tested in different hybrid choice model specifications in the context of EV purchase preferences. An open to innovation person is likely to be part of a social network in which peers are also open to innovation. Social proximity and a larger number of open to innovation peers can positively affect the preference for EVs. |
S0965856420306996 | Previous studies have explored the relationships between an individuals use of information and communication technology and their travel . However these studies often focus on one specific type of travel and have not considered new forms of mobility such as ride hailing that are enabled by greater ICT penetration . This paper focuses on how ICT use impacts an individuals self reported travel behaviorincluding total number of trips personal miles traveled and vehicle miles traveled in a typical travel dayand ride hailing use in the past month . Specifically we investigate whether substitution or complementarity dominates the relationships between ICT use and an individuals net travel how ICT impacts individual ride hailing adoption and frequency of use and how ride hailing use is associated with an individuals overall travel behavior . Using data from the 2017 U.S. National Household Travel Survey we estimate a structural equation model that includes a robust set of individual household built environment and travel characteristics frequency of ICT use and a hurdle model of the adoption and frequency of ride hailing use . Results reveal that greater ICT is not significantly related to the total number of trips that an individual takes but it does significantly predict higher PMT and VMT . Greater ICT use is positively and substantively correlated with whether or not the individual has used ride hailing in the past 30days but has no significant relationship with the frequency of ride hailing use with this bounded outcome being controlled for . We further find that an individuals ride hailing use has a small negative correlation with their PMT and VMT after controlling for other common factors . Our results indicate the importance of future research examining the mechanisms by which ICT use increases the distance individuals travel and the role that new ICT enabled modes such as ride hailing play in changing these mechanisms at both the individual and system levels . | Examine how ICT use impacts an individuals travel behavior and ride hailing use. Study how ride hailing use is associated with an individuals travel behavior. Greater ICT use significantly predicts higher PMT and VMT. ICT use is positively and substantively correlated with individual ride hailing adoption. Ride hailing use of the passenger is slightly negatively correlated with PMT and VMT. |
S096585642030700X | Finding ways to improve the service quality and consequently attract more passengers is a major concern for public transit officials worldwide . Given the fact that there is a glaring deficiency of service quality models in the literature especially for developing nations the present study develops interrelationships among service quality factors of Metro Rail Transit System in Delhi India . For this purpose the study implemented an integrated Bayesian Networks and Partial Least Squares Structural Equation Modelling approach on perceptions of 2390 passengers of Delhi Metro . Firstly the study extracted 41 service quality indicators into eight service quality factors using principal component analysis . Secondly the extracted factors were learnt in BN to achieve the most robust network structure . Thirdly the robust BN structure was tested and analysed in PLS SEM to develop a service quality model . The integrated methodological approach has facilitated in identifying hidden interrelationships among service quality factors through a systematic manner . The developed model indicates passenger ease as the most influential and amenities as the least influential factors of overall service quality . The OSQ index of 79.59 reveals the moderate satisfaction of passengers with Delhi Metro services . The study proposed several insights into the service quality improvements for Delhi Metro that must be focused and enriched for increasing Metro transit ridership . This knowledge of interrelationships among service quality factors can help transit officials in formulating effective strategies and investment plans accordingly to meet the passengers needs . | Face to face interviews gather Metro passengers perception of 41 service quality indicators. Integrated BN PLS SEM identified hidden interrelationships among service quality factors. The Passenger Ease factor has a strong effect on the overall service quality OSQ . The Environmental Impact factor has an independent and direct effect on the OSQ. The developed interrelationships stand to agree with real world scenarios. |
S0965856420307011 | In recent years the concept of carsharing is rapidly gaining popularity in China and the round trip carsharing has become a common mode . However few studies have revealed the role of round trip carsharing in users travel . In this study the round trip GPS data provided by a carsharing company in Beijing China is used to analyze the users usage patterns based on their trip chains . Through the extraction and analysis of trip information all trip chains are grouped into three clusters each of which has a different usage pattern . Then the consumption features and the shared car pick up and return time of these three patterns are discussed . Further the Bayes rule is used to predict the activity purpose and the proportion and spatial distribution of different purposes are analyzed . Results reveal that the carsharing program presents multiple usage patterns to meet the different travel needs of users . Price incentives like coupons discounts and packages can attract more shared car trips . Users demand for price incentives increases with longer travel distance and time . Also users usage of vehicles and parking spaces has obvious peak hours . The spatial distribution of user activities has distinctly different hotspots . This paper can be beneficial for operators to set a reasonable pricing plan and provide better services . | This study explores the multi dimensional features of the round trip carsharing usage pattern. Stop time thresholds are determined by considering different rental time. The impact of price incentives on carsharing usage is discussed. Users usage of carsharing and parking spaces has obvious peak hours. Hotspots in the spatial distribution of activities are identified. |
S0965856420307023 | Combining traditional transport research tools with qualitative research methods particularly ethnography can contribute to our understanding of the complexity of mobility strategies particularly their gendered differences . Ethnographic approaches can both explain and disentangle some of the results that emerge from travel and time use surveys hence providing a more complete picture of how and why these strategies take place and the barriers people face when moving in the city . Using research case studies based on in the city of Concepcion Chile the paper describes the application of these methods presenting results which are particularly gender sensitive as they shed light on the difficulty of understanding mobility strategies as individually decided and conceived and help to explain how mobility strategies are interdependent and how determinant issues of care are in terms of mobility decision making . | Gender and interdependence emerge as key issues when analyzing mobility barriers. Mobility barriers are different depending on gender lifecycle age ethnicity. Linking time use surveys and ethnographic methods are useful for transport research. Ethnography provide an understanding of individual and collective mobility strategies. |
S0965856420307035 | Peakcar is characterised by slower rates of growth levelling off or a reduction in car travel . Researchers have paid much attention to this topic recently . However a consensus on possible explanations of the phenomenon remains elusive . Questions remain whether the drivers of travel demand are changing and projection methods need to be revised or the peakcar is purely an external effect and car travel continues to increase when such effects are nullified . The study investigates these issues focusing on Brisbane using six versions of the South East Queensland Household Travel Survey data . Three different analytical methods were employed . First four pooled regression models were estimated to examine the effects of time on travel behaviour controlling for different socio demographics and built environment factors . Second five multiple linear regression models were estimated using 2003 2006 2009 2012 and 2018 datasets to identify behavioural differences between different groups in a specific point in time . Third differences in coefficients as generated in the second stage were estimated to understand whether the behavioural patterns are changing . The findings suggest that car travel in Brisbane a reached a peak in 2003 b experienced a decline throughout 20032012 and c exhibited a levelling off throughout 20122018 . The factors contributed to the peakcar phenomenon in Brisbane are both external and a significant change in the coefficients of some internal factors over the periods . | Portrays trends in travel over the period of 19922018. Investigates changing patterns of travel behaviour between different socio economic groups. Assesses the notion of peak car using disaggregated data. Identifies the changing effects of time variant density factors. |
S0965856420307059 | Telework has been promoted for decades as one of the traffic demand management policies to alleviate congestion during peak periods and reduce work related trips along with other benefits . However less clear is the role played by life stages on telework behavior . This study investigated to which extent telework frequency associated with life stages and how these associations could be explained based on the work life conflict perspective . Representative data were obtained from German Microcensus 2010 . The outcome variable was measured as ordered telework participation levels . After testing for multicollinearity a zero inflated ordered probit regression model was applied to assess the associations between telework and family life stages while adjusting for individual household job related and environmental characteristics . Results suggest that life stages associate with telework behavior in a complex way . Three patterns have been distinguished . Specifically irrespective of gender and marital status parents are less likely to telework compared to those without children . Regarding individuals without children single individuals are more likely to telework than married ones and males more likely than females . In contrast for individuals with children the partnered parents are more likely to telework than single parents and females more likely than males . Our findings suggest that as the most important feature in family life stages children play a vital role in telework behavior . It not only increases both work to family conflict and family to work conflict but also triggers housework re division within couples and aggravates gender differences . Policies that support formal childcare resources could relieve the family to work conflict and encourage people to work at home . | Life stages associate with telework behavior in a complex way. Irrespective of gender and marital status parents are less likely to telework compared to those without children. Regarding individuals without children single individuals are more likely to telework than married ones and males are more likely to telework than females. For individuals with children the partnered parents are more likely to telework than the single parents and females are more likely to telework than males. |
S0965856420307060 | This study establishes a quantitative relationship between formative mobility motility and eudemonic well being . The behavioral framework is proposed as an aid for measuring motility understanding its driving forces and its derived eudemonic well being . Formative mobility consists of past mobility experiences aquired mobility resources and socio economic characteristics . Motility is assessed through components of personal access skills and cognitive appropriation and cover neighborhood mobility qualities residential access qualities mobility skills travel self confidence openness to new people and places . Eudemonic well being is measured using the three aspects of the Self Determination Theory autonomy relatedness and competencies . A tailor made questionnaire was designed to collect the data . The proposed behavioral framework is validated with a structural equation model estimated based on a sample of 822 women in Israel . The results show i past mobility experiences and aquired travel resources are positively correlated with current perceived motility ii mobility skills travel self confidence openness to new people and places are associated with autonomy and environmental mastery ii openness to people and places is linked to a higher degree of self acceptance iii mobility skills are positively related to higher personal growth and purpose iv access mobility skills and openness to new people and places is linked to positive relations with others . | Past mobility experiences and acquired travel resources contribute to motility. Motility can be quantitatively assessed through disaggregate measures of access skills and willingness. Motility can be quantitatively linked to eudemonic well being. |
S0965856420307072 | The goal of this study is to assess and quantify the potential employment accessibility benefits of shared use automated vehicle mobility service modes across a large diverse metropolitan region considering heterogeneity in the working population . To meet this goal this study proposes employing a welfare based measure of accessibility obtained via estimating a hierarchical work destination commute mode choice model . The employment accessibility logsum measure incorporates the spatial distribution of worker residences and employment opportunities the attributes of the available commute modes and the characteristics of individual workers . The study further captures heterogeneity of workers using a latent class analysis approach to account for different worker clusters valuing different types of employment opportunities differently in which the socio demographic characteristics of workers are the LCA model inputs . The accessibility analysis results in Southern California indicate the accessibility benefit differences across latent classes are modest but young workers and low income workers do see higher benefits than high and middle income workers there are substantial spatial differences in accessibility benefits with workers living in lower density areas benefiting more than workers living in high density areas nearly all the accessibility benefits come from the SAMS only mode as opposed to the SAMS Transit mode and the SAMS cost per mile assumption significantly impacts the magnitude of the overall employment accessibility benefits . | Shared AV mobility services SAMSs can significantly increase job accessibility. Job accessibility benefits from SAMSs higher for workers in lower density areas. Job accessibility benefits from SAMSs slightly higher for low income workers. Benefits of SAMS transit feeder commute mode minimal compared to SAMS only mode. Job accessibility benefits heavily dependent on per mile costs of SAMS modes. |
S0965856420307084 | E shopping for intangible services refers to searching and paying for services online but it requires e shoppers to travel to use these services . In theory e shoppers search space via the internet is less constrained by spatial attributes . As a result spatial attributes may barely affect the distance and duration of trips resulting from e shopping for intangible services . The present study used data from 714 valid face to face interviews in Beijing China to verify this hypothesis . The results showed that e shoppers were likely to travel farther after purchasing intangible services online . The effect of spatial attributes on the distance of a single trip was largely attenuated due to online purchases of these services and the effect on the duration was correspondingly weaker to a limited extent . Therefore spatial interventions aiming to moderate travel distances and durations may not be as effective in the age of online shopping . | E shopping for intangible services is likely a challenge for the transportation system. The effect of spatial attributes on travel distance and duration is attenuated by online shopping. Spatial interventions aiming to moderate travel distances and durations may not be as effective as before. |
S0965856420307102 | Despite numerous theoretical models only limited field experiments have been conducted to investigate traffic oscillation propagation and the relationships between traffic oscillation features have not received quantitative analysis . This study conducts a set of field experiments designed to inspect such relationships . In these experiments 12 vehicles equipped with high resolution global positioning system devices following one another on public roads and the lead vehicle was asked to move with designed trajectory profiles incorporating various parameters . Measurements of five features are extracted from processing the field vehicle trajectory data with a time domain method . Frequency analysis is also proposed with the Fourier transform method to verify the effectiveness of the features measured by the time domain method . Compared to the frequency domain method the time domain method yields more measurements with comparable quality and is more robust on trajectories with a small number of oscillation cycles . Then a series of linear regression analyses reveal a number of new findings on the relationships between these features . For example the time gap between two consecutive vehicles is negatively correlated with the speed standard deviation of the preceding vehicle and the initial speed of the following vehicle . It is also positively correlated with the average speed of the preceding vehicle and the initial spacing . The findings are helpful in constructing new microscopic traffic models better describing traffic oscillation dynamics . To illustrate this benefit revised car following models are proposed to capture the relationship between time gap and other features . The simulation results show that the revised models yield better prediction accuracy than the classical models on reproducing real world trajectories . | Collect field trajectory data with periodic oscillation settings. Propose a new time domain method to estimate oscillation features. Quantitatively reveal the relationships between traffic oscillation features. Estimate a time gap function to improve the performance of car following models. |
S0965856420307114 | Drones flights have been investigated widely . In the presence of high density and complex missions collision avoidance among swarm of drones and with environment obstacles becomes a challenging task and indispensable . This paper aims to enhance the optimality and rapidity of three dimensional IoD path generation by improving the particle swarm optimization algorithm . The improvements include using chaos map logic to initialize the population of PSO . Also adaptive mutation is utilized to balance local and global search . Then the inactive particles are replaced by new fresh particles to push the solution toward global optimal . Furthermore Monte Carlo simulation is carried out and the results are compared with slandered PSO and with recent work CIPSO . The results exhibit significant improvement in convergence speed as well as optimal solution which prove the ability of proposed method to generate safety path for IoD formation without collision with terrain obstacle and among drones . | This paper aims to enhance the optimality and rapidity of three dimensional IoDs. Monte Carlo simulation is used to compare different CIPSO algorithms. The proposed algorithm shows improvement in convergence speed and optimal solution. |
S0965856420307126 | Understanding metro passengers travel plan choice behavior under unplanned service disruptions is vital for transit agencies . It allows capturing the changes in the demands of the passengers adopting measures aimed at minimizing the impact on the transit system and ensuring the safety of the interrupted passengers . Different from planned metro service disruptions unplanned service disruptions can not be known in advance and have high uncertainty . However little is known regarding the role of the uncertain duration in the decision making process and the taste heterogeneity in the behavior under unplanned metro service disruptions . To fill this gap we first established a time interval in each scenario of a stated preference questionnaire to indicate the uncertain duration and conducted a web based survey . Based on the survey data collected at Guangzhou China we developed an error component latent class model for travel plan choice behavior considering uncertainty and heterogeneity . The model result showed that the population can be classified into two classes uncertainty pessimists and uncertainty optimists who have a strong and weak perception of the uncertainty of the disruption duration respectively based on socio demographic and travel characteristic attributes . Concurrently the perception of uncertainty in both the classes is enhanced during peak hours and when a passenger enters a station . The findings of this study provide more insights into passengers travel behavior under unplanned service disruptions with uncertainty . Moreover they can assist transit agencies in adopting effective management strategies which in turn will aid in improving the service quality for its passengers . | Uncertain duration indicated by the time interval is integrated into the utility. Passengers are divided into two significant classes based on the latent class model. Each class has a different perception of the disruption durations uncertainty. The impact of occurrence period and passengers location on behavior are quantified. |
S0965856420307138 | Origin Destination matrices obtained from smartcard data are very valuable because they contain vast amounts of information and can be obtained at a very low cost . However they can only account for trips paid by smartcard . Trips paid by other means as well as non paid trips must be incorporated using additional information . This paper discusses the biases that are introduced due to fare evasion and presents a sequential method to estimate correction factors due to partial evasion in some trip stages as well as total fare evasion in all trip stages using external information regarding trips not registered in the smartcard database . We apply this method to the case of Santiago Chile where partial evasion and total evasion are relevant fare evasion situations . Information from the Santiago Metro Origin Destination survey and from external fare evasion measurements is used . The results indicate a 5 partial evasion rate for bus trip stages prior to Metro trip stages and a 37 total fare evasion rate for bus only trips . This paper is a contribution towards establishing new methods to feasibly obtain OD matrices through the adequate merging of automatically collected data with complementary traditional measurements and survey instruments . | This paper presents a methodology to correct OD matrices obtained from smartcard data which in presence of fare evasion are incomplete and may be biased. We distinguish partial fare evasion only one trip stage from complete trip fare evasion. The application shows that complete trip fare evasion is more relevant than partial fare evasion in Santiago de Chile. This is a first step of a work that can be enriched considering other types of fare evasion and other data sources. |
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