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1.
This study introduces the concept of loss aversion to consumer behavioral intention at the personal psychological level to
develop an integrative structural equation model for analyzing traveler psychological decision making. In this model, the
relationship between behavioral intention and service quality is a non-smooth function based on the theory of loss aversion.
The expectation service quality in the SERVQUAL model proposed by Parasuraman, Zeithaml, and Berry (PZB) serves as a reference
point. This model can be applied to analyze the effect of non-smooth response of behavioral intention to service quality in
a traveler psychological decision-making process model. Intercity travel among cities in Taiwan is used as an empirical example.
Data were gathered in cities in Taiwan via a questionnaire survey, and the model was tested using path analysis performed
by LISREL. The empirical result shows that all causal relationships are statistically significant. Service quality loss influences
repurchase intention more than does Service quality gain. Finally, this study concludes by discussing managerial implications
and suggesting directions for future research.
相似文献
Jiun-Hung LinEmail: |
2.
The impact of high-speed technology on railway demand 总被引:1,自引:0,他引:1
This paper estimates a passenger railway demand function to analyse effects arising from the introduction and use of high-speed
technologies. The paper reports estimates of demand elasticities with respect to price, income, quality of service and a range
of exogenous characteristics. The results show that travel time savings from conventional high-speed technology have a larger
impact on passenger demand than tilting train technology. The introduction of conventional high-speed technology is associated
with an 8% increase in passenger railway demand. Increasing the use of either type of high-speed technology appears to induce
small positive effects on demand beyond those obtained from usual traffic density increases on non-high-speed existing technology.
Antonio Couto is an assistant professor in the Faculty of Engineering (FEUP) at the University of Porto. He received his PhD from FEUP in 2005 having completed a thesis in railway transport economics. His research focuses on issues related to transport economics and infrastructures. Daniel J. Graham is a Reader in the Centre for Transport Studies at Imperial College London. He specialises in the economics of transport, focusing in particular on modelling the implications of transport provision and accessibility for productivity and economic growth. 相似文献
Daniel J. Graham (Corresponding author)Email: |
Antonio Couto is an assistant professor in the Faculty of Engineering (FEUP) at the University of Porto. He received his PhD from FEUP in 2005 having completed a thesis in railway transport economics. His research focuses on issues related to transport economics and infrastructures. Daniel J. Graham is a Reader in the Centre for Transport Studies at Imperial College London. He specialises in the economics of transport, focusing in particular on modelling the implications of transport provision and accessibility for productivity and economic growth. 相似文献
3.
When a new public transport service is introduced it would be valuable for public authorities, financing organisations and
transport operators to know how long it will take for people to start to use the service and what factors influence this.
This paper presents results from research analysing the time taken for residents living close to a new guided bus service
to start to use (or adopt) the service. Data was obtained from a sample of residents on whether they used the new service
and the number of weeks after the service was introduced before they first used it. Duration modelling has been used to analyse
how the likelihood of starting to use the new service changes over time (after the introduction of the service) and to examine
what factors influence this. It is found that residents who have not used the new service are increasingly unlikely to use
it as time passes. Those residents gaining greater accessibility benefits from the new service are found to be quicker to
use the service, although the size of this effect is modest compared to that of other between-resident differences. Allowance
for the possibility that there existed a proportion of the sample that would never use the new service was tested using a
split population model (SPD) model. The SPD model indicates that 36% of residents will never use the new service and is informative
in differentiating factors that influence whether Route 20 is used and when it is used.
Kiron Chatterjee has been a Senior Lecturer at the University of the West of England, Bristol, since 2003 and previously was at the University of Southampton. Currently, a main focus of his research is on longitudinal analysis of travel behaviour to improve policy analysis. Kang-Rae Ma received a PhD in Planning from University College London. He worked at the University of the West of England, Bristol, and the Korea Transport Institute before he joined Chung-Ang University as an Assistant Professor. His research interests include modelling of travel behaviour and urban excess commuting. 相似文献
Kang-Rae MaEmail: |
Kiron Chatterjee has been a Senior Lecturer at the University of the West of England, Bristol, since 2003 and previously was at the University of Southampton. Currently, a main focus of his research is on longitudinal analysis of travel behaviour to improve policy analysis. Kang-Rae Ma received a PhD in Planning from University College London. He worked at the University of the West of England, Bristol, and the Korea Transport Institute before he joined Chung-Ang University as an Assistant Professor. His research interests include modelling of travel behaviour and urban excess commuting. 相似文献
4.
Gerard de Jong Andrew Daly Marits Pieters Stephen Miller Ronald Plasmeijer Frank Hofman 《Transportation》2007,34(4):375-395
This paper provides a review of transport model applications that not only provide a central traffic forecast (or forecasts
for a few scenarios), but also quantify the uncertainty in the traffic forecasts in the form of a confidence interval or related
measures. Both uncertainty that results from using uncertain inputs (e.g. on income) and uncertainty in the model itself are
treated. The paper goes on to describe the methods used and the results obtained for a case study in quantifying uncertainty
in traffic forecasts in The Netherlands.
相似文献
Gerard de JongEmail: |
5.
The rapid and continuing changes in travel and mobility needs in India over the last decade necessitates the development and
use of dynamic models for travel demand forecasting rather than cross-sectional models. In this context, this paper investigates
mode choice dynamics among workers in Chennai city, India over a period of five years (1999–2004). Dynamics in mode choice
is captured at four levels: exogenous variable change, state-dependence, changes in users’ sensitivity to attributes, and
unobserved error terms. The results show that the dynamic models provide a substantial improvement (of over 500 log-likelihood
points and ρ2 increases from 44% to 68%) over the cross-sectional model. The performance was compared using two illustrative policy scenarios
with important methodological and practical implications. The results indicate that cross-sectional models tend to provide
inflated estimates of potential improvement measures. Improving the Level of Service (LOS) alone will not produce the anticipated
benefits to transit agencies, as it fails to overcome the persistent inertia captured in the state-dependence factors. The
results and models have important applications in the context of growing motorization and congestion management in developing
countries.
相似文献
P. BhargaviEmail: |
6.
Singapore motorisation restraint and its implications on travel behaviour and urban sustainability 总被引:1,自引:0,他引:1
Piotr S. Olszewski 《Transportation》2007,34(3):319-335
The example of Singapore shows that rapid urban and economic growth does not have to bring traffic congestion and pollution.
Singapore has chosen to restrain car traffic demand due to its limited land supply. Transport policy based on balanced development
of road and transit infrastructure and restraint of traffic has been consistently implemented for the past 30 years. Combined
with land use planning, it resulted in a modern transport system, which is free from major congestion and provides users with
different travel alternatives. As the economic growth caused a substantial increase in demand for cars, several pricing policies
were introduced with the aim of restraining car ownership and usage. Growth of the vehicle population is now controlled and
potentially congested roads are subject to road pricing. These measures help to keep the roads free from major congestion,
maintain car share of work trips below 25% and keep the transport energy usage low. Although Singapore conditions are in many
aspects unique, its travel demand experience can provide useful lessons for other rapidly growing cities in Asia.
相似文献
Piotr S. OlszewskiEmail: |
7.
Nature or nurture: why do railroads carry greater freight share in the United States than in Europe? 总被引:1,自引:0,他引:1
During the 1950s, the share of freight carried by railroads was similar and declining in both the United States and Europe.
By 2000, the railroads’ share of freight (measured in ton–kilometers) had reached 38% in the United States while falling to
8% in Europe. This paper examines the reasons for the difference in rail’s share of freight in Europe and the United States.
We find that almost 83% of the gap in 2000 is probably due to natural or inherent differences, principally geography, shipment
distance, and commodity mix. However, 17% of the gap cannot be explained by these inherent differences and is presumably due
to public policies including priority of passenger service, lack of interoperability at borders, service quality and rates,
and incentives of the rail operators. We estimate that if that policy gap were closed, railroads’ share of freight in Europe
would increase from 8% to 13%.
相似文献
Mark FaganEmail: |
8.
Konstantinos G. Zografos Konstantinos N. Androutsopoulos Teemu Sihvola 《Transportation》2008,35(6):777-795
Flexible transport services include a wide range of demand responsive transport systems that provide non-conventional passenger
and freight transportation services. Several alternative business models varying according to the local market conditions,
the socio-economic, legal, and institutional framework may be developed for the provision of Flexible Transport Systems (FTS).
The objective of this paper is twofold: first to present an integrated methodological framework for developing and assessing
alternative FTS business models and second to demonstrate its applicability to a case study regarding the prioritization of
alternative FTS business models for the provision of flexible passenger transport services in Helsinki.
相似文献
Teemu SihvolaEmail: |
9.
Land use-transportation scenario planning: promise and reality 总被引:1,自引:0,他引:1
Keith Bartholomew 《Transportation》2007,34(4):397-412
Land use-transportation scenario planning has become increasingly common in regional and sub-regional planning processes.
The technique promises to provide citizens with opportunities to engage in constructive dialogue about the future of their
communities, and to serve as a basis for assertive action to direct the course of that future. This study reviews 80 scenario
planning projects from more than 50 U.S. metropolitan areas. The analysis reveals important gaps in the practice of scenario
planning—particularly in the areas of public participation, methodology, and institutional structures—and recent efforts to
address the shortcomings.
相似文献
Keith BartholomewEmail: |
10.
Analysis of household activity scheduling has to date been limited to one-day periods. This paper extends the study of household
task allocation to a one-week period. Using a one-week time use survey held under couples in The Netherlands in 2003, the
paper proposes indicators for measuring task allocation on a daily and weekly scale and investigates to what extent role expectations,
work status and indicators of time pressure influence task allocation patterns. The outcomes suggest that egalitarian role
expectations and higher female work status lead to a more balanced allocation of work and households tasks between spouses.
More traditional role views and increased time pressure lead to more specialisation and inequality between spouses. Interestingly,
households under time pressure apply day-to-day specialisation to arrive at balanced weekly allocation totals.
相似文献
Tanja van der LippeEmail: |
11.
The majority of comparisons between state transportation systems do not control for characteristics that may vary greatly
between states (e.g., vehicle miles traveled). A shortcoming of such analyses is that a state’s individual characteristics
can be highly influential in determining how transportation policy is set and funds are spent. The purpose of this paper is
to extend previous efforts to create groups of similar peer states by developing a new methodological framework that incorporates
demographic, temporal, and locational variability into the peer group delineations. We collected historical data for 42 variables
on transportation infrastructure, population, economy, growth, topography and weather. To examine trends before and after
the passage of ISTEA we gathered data over two time periods: 1985 through 1990 and 1995 through 2000. Using principal components
analysis (PCA) we reduced variables into seven components, and then statistically clustered states into peer groups for each
time period based on the components and the remaining variables. We identified a range of cluster solutions and demonstrate
how cluster statistics help to describe the contextual basis behind the peer grouping. The results of this study are to provide
government agencies, researchers and the public with a systematic methodological framework for identifying peer states that
reflect similar attributes contributing to the development and maintenance of state transportation systems.
相似文献
Debbie A. Niemeier (Corresponding author)Email: |
12.
A hybrid model of fuzzy and AHP for handling public assessments on transportation projects 总被引:1,自引:0,他引:1
Turan Arslan 《Transportation》2009,36(1):97-112
Having an effective public participation in transportation planning and project development processes has been a major concern
for developed countries. In the United States, for instance, all state Departments of Transportation are subject to the Transportation
Equity Act (TEA-21) that formally requires public involvement in transportation planning. Since transportation planning involves
public resources and values, judgments by the public should play a key role in determining final decisions. Therefore, all
these agencies are required not only to disseminate information to the public, but also to solicit and consider public opinion
in forming transportation policy. This work presents a decision support model, with public involvement and public oversight,
to help policy makers select appropriate transportation projects for implementation. Since focus groups will face multiple
objectives and inexact information in the process, a hybrid model of fuzzy logic and analytical hierarchy process (AHP) is
proposed. A set of ‘if–then’ rules based on Weber’s psycho-physical law of 1834 is presented to reason from fuzzy numbers
to capture essential subjective preferences, pairwise, among the alternatives. The AHP is then incorporated to estimate preference
allotments among alternatives. An example application of the suggested method is provided seeking public approval of an appropriate
public bus transportation system choosing between one run by municipal authorities and one run by private agencies to show
how this procedure works.
相似文献
Turan ArslanEmail: |
13.
Toshiyuki Yamamoto 《Transportation》2009,36(3):351-366
The interactions among different types of vehicle ownership including car, motorcycle and bicycle are examined by developing
simultaneous vehicle ownership models in this study. Large scale person trip survey data for Osaka metropolitan area, Japan
and Kuala Lumpur, Malaysia are used for empirical analysis. The results suggest that population density at residential area
significantly and negatively affects car ownership for both areas, and that the effects are larger for Osaka metropolitan
area than for Kuala Lumpur. Also, bicycle ownership becomes higher at higher population density area for Osaka area, while
higher at lower population density area for Kuala Lumpur, which represents the different usage patterns of bicycle between
the two areas.
相似文献
Toshiyuki YamamotoEmail: |
14.
This contribution presents theoretical considerations concerning the connections between life situation, lifestyle, choice
of residential location and travel behaviour, as well as empirical results of structural equation models. The analyses are
based on data resulting from a survey in seven study areas in the region of Cologne. The results indicate that lifestyles
influence mode choice, although slightly, even when life situation is controlled for. The influence of life situation on mode
choice exceeds the influence of lifestyle. The influence that lifestyle, and in part also life situation, has on mode choice
is primarily mediated by specific location attitudes and location decisions that influence mode choice, respectively. Here
objective spatial conditions as well as subjective location attitudes are important.
相似文献
Joachim ScheinerEmail: |
15.
The influence of built environment to the trends in commuting journeys in the Netherlands 总被引:1,自引:0,他引:1
In this paper we describe commuting trends in the Netherlands in the past decade and examine the influence of urban form and
travel accessibility on commuting journeys over time on the basis of data from the Dutch National Travel Survey. Exploratory
analysis is performed to identify changes in commuting participation, departure time, commuting time, commuting distance and
the modal split. Regression analysis and choice models are used to examine the influence of the built environment on commuting
parameters over time. The results indicate that urban form has consistently influenced the parameters of commuting journey
in the Netherlands in the last 10 years. However, the trend of the influence is unique for each commuting model. Some influences
have become less significant in the last decade and some have become stronger.
相似文献
Kees MaatEmail: |
16.
Transportation and land-use preferences and residents’ neighborhood choices: the sufficiency of compact development in the Atlanta region 总被引:1,自引:0,他引:1
This paper analyzes the transportation and land-use preference and actual neighborhood choices of a sample of 1,455 residents
of metro Atlanta. We develop a stated-preference scale on which desires for neighborhood type are gauged, from preferences
for low-density, auto-oriented environments to desires for compact, walkable, and transit-oriented neighborhoods. This scale
is then related to desires for change in one’s own neighborhood characteristics after a hypothetical move. If all neighborhood
preferences were equally likely to be satisfied, then neighborhood preferences would not be correlated with a desire for change.
By contrast, in the current study, stronger preferences for a more walkable environment are associated with greater desire
for change in one’s neighborhood characteristics. This suggests an undersupply of compact, walkable, and transit-friendly
neighborhood types relative to current demand.
相似文献
Lawrence D. Frank (Corresponding author)Email: |
17.
Paul Stangl 《Transportation》2008,35(6):759-775
Following the passage of ISTEA, increased attention to pedestrian planning has led to the development of pedestrian plans,
particularly at the metropolitan and municipal levels. This has raised the issue of how cities and metropolitan areas evaluate
the walkability of the pedestrian realm and identify improvement projects. Three approaches to evaluating the pedestrian realm
are examined: instrumental rationality, communicative rationality, and phenomenology. Case studies demonstrating the application
of these approaches to the development of pedestrian plans are examined in the Phoenix metropolitan area, Portland, Oregon,
and Cambridge, Massachusetts.
Paul Stangl obtained a Doctorate in Geography at the University of Texas, Austin, in 2001 and a Masters Degree in City and Regional Planning from Rutgers University, in 1992. He has worked as a transportation planner for the City of North Charleston, S.C. and currently teaches city and regional planning at Western Washington University. 相似文献
Paul StanglEmail: |
Paul Stangl obtained a Doctorate in Geography at the University of Texas, Austin, in 2001 and a Masters Degree in City and Regional Planning from Rutgers University, in 1992. He has worked as a transportation planner for the City of North Charleston, S.C. and currently teaches city and regional planning at Western Washington University. 相似文献
18.
This paper presents a detailed exploratory analysis of joint activity participation characteristics using the American Time
Use Survey (ATUS). As a very large nationwide survey that explicitly elicited information on both household and non-household
companions for each activity episode, the ATUS is ideally suited for this analysis. Several intuitive and interesting results
are obtained. Joint episodes are found to be of longer durations, significantly likely to take place at the residence of other
people, and often confined to certain time periods of the weekday. In addition, important differences in these characteristics
are also observed based on activity purpose, companion type, and the day of the week. These findings are intended to provide
the basis for the justification of detailed collection of joint activity–travel participation information in household activity–travel
surveys, and also as a stimulant for further empirical analysis and modeling of joint activity participation behavior.
相似文献
Chandra R. BhatEmail: |
19.
The effect of financial constraints on the optimal design of public transport services 总被引:1,自引:0,他引:1
Recent experience with the design of bus services in Santiago, Chile, seems to confirm Jansson's (1980) assertion regarding
observed planned bus frequency and size being too low and too large, respectively. We offer an explanation based upon the
relation between cost coverage, pricing and optimal design variables. We recall that average social cost decreases with patronage,
which generates an optimal monetary fare below the average operators' cost, inducing an optimal subsidy. Then we compare optimal
frequency and bus size—those that minimize total social costs—with those that minimize operators' costs only. We show that
an active constraint on operators' expenses is equivalent to diminish the value of users' time in the optimal design problem.
Inserting this property back in the optimal pricing scheme, we conclude that a self-financial constraint, if active, always
provokes an inferior solution, a smaller frequency and, under some circumstances, larger than optimal buses.
相似文献
Sergio R. Jara-DíazEmail: |
20.
Amin T. Kiggundu 《Transportation》2009,36(3):275-294
Most major cities across the world today are facing an intractable challenge of financing public transport. In Kuala Lumpur
for example, public transport services are somewhat poor in part because of the failure of major operators to secure ample
funding. Previous funding programs implemented in the city have failed to produce a replicable model for financing public
transport. Due to numerous financial problems and the dismal performance of privately owned transport firms, the State has
in the recent past emerged as a key source of funding for the public transport sector in Kuala Lumpur. This article argues
that, despite the insuperable challenges, prospects for the future funding of public transport in Kuala Lumpur appears to
be good. The article also draws lessons from both Tokyo and Hong Kong. In order to address the funding deficit facing the
public transport industry in the city it is crucial that more viable strategies and policies such as value capture and public–private
sector partnerships are adopted by the urban authorities.
相似文献
Amin T. KiggunduEmail: |