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1.
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: |
2.
Catherine Morency 《Transportation》2007,34(2):239-253
Ridesharing is quite a popular topic of discussion among transport authority personnel. It is perceived to be a viable alternative
to classical modes of transportation, and receives a great deal of political support from transport planners. However, not
much objective information is available on ridesharing behaviors. We use travel survey data to study the evolution of the
ridesharing market in an urban area. Our study is based on data from four large-scale OD surveys conducted in the Greater
Montreal Area (1987, 1993, 1998 and 2003).
In the latest survey conducted in Montreal, car passengers were asked to identify the driver who gave them the opportunity
to travel in this way. Their answers were classified according to the type of driver; for instance, a member of their household,
a neighbor or a co-worker. We use this information to calibrate a model matching car passengers and car drivers belonging
to the same household. This will be referred to as IHHR (intra-household ridesharing).
Preliminary results reveal that approximately 70% of all trips made by car passengers are the result of IHHR. Furthermore,
around 15% of those trips are questionable, in that they were exclusively generated for another individual’s purposes, consequently
generating an additional trip for the journey back home. Moreover, this percentage increased over time. Objective data regarding
ridesharing and its evolution in an urban area will undoubtedly help decision makers gain a clearer profile of this means
of travel and help to realign attitudes on the issue.
相似文献
Catherine MorencyEmail: |
3.
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: |
4.
Mintesnot G. Woldeamanuel Rita Cyganski Angelika Schulz Andreas Justen 《Transportation》2009,36(4):371-387
For economic and environmental policy formulation and with the effort of creating less car dependent societies, it is important
to study the changing characteristics of car ownership in a household through time as well as factors responsible of these
variations. There is a vast body of literature on empirical studies of car ownership and use. These studies have investigated
the socio-economic background of the decision maker, the built environment and the perception associated with owning a car
as determinant factors of car ownership and use. In most cases, these analyses have been carried out using cross-sectional
data sets. However, the analysis of factors determining changes in travel behavior of an individual or household requires
information on their behavior over time (longitudinal data set). In this study, the German Mobility Panel (1996–2006) is used
to examine variation of car ownership through time and across households. The panel data modeling results showed that there
are variations of car ownership between households whereas changes in car ownership of a given household over time (within
household variations) are insignificant. The influence of other factors such as the households’ socio-economic background,
the availability of public transportation and shopping/leisure facilities, perception on parking difficulties and satisfaction
with existing public transportation services on the car owning characteristics of households is also presented and discussed
in this paper.
相似文献
Andreas JustenEmail: |
5.
In auto-oriented communities, access to an automobile is essential for good mobility, but not everyone owns a car or is able
to drive. Little is known about how individuals in these circumstances might still use vehicles for transportation. To provide
insight on the nature of vehicle use by those with potentially limited vehicle access, we present qualitative findings from
focus groups with recent Mexican immigrants living in California, half of whom owned no cars. Our results demonstrate varying
degrees of participants’ access to vehicle travel not always corresponding to auto ownership, with extensive sharing of cars,
borrowing of cars, and getting rides. We describe the different dimensions of vehicle access that participants experienced
and identify specific factors that seemed to influence their access levels. We discuss the implications of our findings for
transportation policy and future research.
相似文献
Susan HandyEmail: |
6.
Children’s mode choice for the school trip: the role of distance and school location in walking to school 总被引:2,自引:0,他引:2
Noreen C. McDonald 《Transportation》2008,35(1):23-35
Rising levels of childhood obesity in the United States and a 75% decline in the proportion of children walking to school
in the past 30 years have focused attention on school travel. This paper uses data from the US Department of Transportation’s
2001 National Household Travel Survey to analyze the factors affecting mode choice for elementary and middle school children.
The analysis shows that walk travel time is the most policy-relevant factor affecting the decision to walk to school with
an estimated direct elasticity of −0.75. If policymakers want to increase walking rates, these findings suggest that current
policies, such as Safe Routes to School, which do not affect the spatial distribution of schools and residences will not be
enough to change travel behavior. The final part of the paper uses the mode choice model to test how a land use strategy—community
schools—might affect walking to school. The results show that community schools have the potential to increase walking rates
but would require large changes from current land use, school, and transportation planning practices.
Noreen C. McDonald is an Assistant Professor at the University of North Carolina at Chapel Hill. Her research focuses on how the environment affects children’s travel behavior. 相似文献
Noreen C. McDonaldEmail: |
Noreen C. McDonald is an Assistant Professor at the University of North Carolina at Chapel Hill. Her research focuses on how the environment affects children’s travel behavior. 相似文献
7.
Galit Cohen-Blankshtain 《Transportation》2008,35(3):411-424
Transportation analysis emphasizes the necessity to internalize the transport externalities of car usage through taxation.
Yet taxation decisions are often made with non-transport goals in mind. In such cases, transport policies are made ‘by the
way.’ This paper examines such a case: Israel’s taxation policy on company cars. It shows that current taxation policies result
in increasing numbers of company cars and growing numbers of transport users who are not sensitive to the marginal cost of
car use and make excessive use of the car. As a result, a significant portion of Travel Demand Management (TDM) measures cannot
affect this group. The Israeli case of company car tax reform demonstrates the problematic effect of a policy that does not
take its overall consequences on other policy fields into account and thereby impairs efforts to reduce the negative impacts
of the transport system. Also, it demonstrates the importance of institutional aspects of transport policymaking.
Cohen-Blankshtain is a lecturer at the department of Geography and School of Public Policy at the Hebrew University. Her research interests include urban policy, transport and ICT policy and participation process in public policy. 相似文献
Galit Cohen-BlankshtainEmail: |
Cohen-Blankshtain is a lecturer at the department of Geography and School of Public Policy at the Hebrew University. Her research interests include urban policy, transport and ICT policy and participation process in public policy. 相似文献
8.
Understanding of the activity-travel patterns of children is becoming increasingly important to various policy makers. Further,
there is also a growing recognition that intra-household interactions need to be explicitly accommodated in travel models
for realistic forecasts and policy evaluation. In the light of these issues, this paper contributes towards an overall understanding
of the school-travel behavior of children and the related interdependencies among the travel patterns of parents and children.
An econometric model is formulated to simultaneously determine the choice of mode and the escorting person for children’s
travel to and from school. The 2000 San Francisco Bay Area Travel Survey (BATS) data are used in the model estimation process.
Empirical results indicate that the characteristics of child like age, gender, and ethnicity, and employment and work flexibility
characteristics of the parents have strong impacts on the mode choice decisions. In addition, the impacts of some of these
attributes on the choice of mode to school are different from the corresponding impacts on the choice of mode from school. The distance between home and school is found to strongly and negatively impact the choice of walking to and from
school, with the impact being stronger for walking to school. Several land-use and built-environment variables were explored,
but were found not to be statistically significant predictors.
相似文献
Sivaramakrishnan Srinivasan (Corresponding author)Email: |
9.
Effect of attitudes, habit and affective appraisal on mode choice: an application to university workers 总被引:1,自引:0,他引:1
Traditionally, car use and modal choice, in general, have been studied under the random utility framework, assuming that individuals
choose a particular mode based on their own socio-economic characteristics and the attributes describing the available options.
This approach has originated useful models which have been able to explain modal split. However, at the same time, it has
received critics because of its poor characterization of human behaviour and the weakness of its assumptions. Research has
suggested that socio-psychological factors could help to understand better the choice process. In this paper, attitudinal
theory and its link to human behaviour were used to select attitudes, habit and affective appraisals as explanatory variables.
They were measured using ad-hoc instruments, which were combined with a revealed preference questionnaire, in order to obtain
information about the traveller and the chosen mode. This instrument was applied to a sample extracted from staff members
of the University of Concepcion, Chile. Analyses of attitudinal variables showed that car use habit was positively correlated
to attitude and positive emotions towards car, implying that breaking the vicious circle of car use through persuasive techniques
might be difficult. Estimation of discrete choice models showed that attitudinal variables presented a significant contribution
to modal utility, and helped to improve both fitness and statistical significance. Results showed that choice can be influenced
by factors related to attitudes and affective appraisal, and that their study is necessary in order to achieve an effective
car use reduction.
相似文献
Alejandro TudelaEmail: |
10.
Due to a variety of reasons, the previous century is characterized by an extraordinary growth in car use that has continued
into the current century. This has resulted in serious environmental repercussions. Despite technological advancements, the
externalities remain an ecological threat that can not be discarded by policy makers. Therefore, it is essential that policy
makers focus on reducing car use and on stimulating the shift towards more environment-friendly transport modes. In this study,
Q-methodology is adopted as the technique to segment people, and to ascertain which approaches and determinants matter to
medium distance travel. Segmentation is important, as policy measures will be more efficient and effective if they are fine-tuned
on specific target groups. The analysis revealed that four discourses preponderate the paradigm of environmentally sustainable
transport: travelers who use public transport as a dominant alternative, car-dependent travelers, travelers with a positive
perception of using public transport, and travelers with a preference for car use. Concerning rational, economic motives,
individuals evaluate travel time reliability as most important. To increase the reliability policy makers should consider
the use of separate bus lanes and traffic light manipulation. In addition, public transport can be made even more attractive,
when costs of cars are made more variable by road or congestion charging. When the s motives are discussed, the differences
between the different groups of travelers were more pronounced. Next to increasing the benefits of using public transport,
policy makers should also pay attention to removing psycho-social barriers.
相似文献
Mario CoolsEmail: |
11.
Market segmentation studies in travel behavior research are ordinarily based on socioeconomic characteristics and personality
traits. This study explores the usefulness of a different approach, where the actual overall mobility levels across different
ground transportation modes, along with desired changes in the use of cars and transit, are used as clustering variables.
Using a given mode can in fact influence the personal representation of that mode, which in turn has been proven to be a key
element in transport behaviours. We form such multimodality-based clusters from two field studies, one involving employees
of the French transportation research institute INRETS and the other a representative sample of residents of the US San Francisco
Bay Area. We find that strong users of a given mode would like to bring more balance to their “modal consumptions” by decreasing
the use of this mode more than the average, and increasing the use of the alternative mode. However, concerning ground transport
travel budgets, the desire to travel more (or less) overall seems less strongly related to the composition of the modal balance. The US dataset shows also a greater latent demand for
travel than the French one. Socioeconomic characteristics of the clusters could not explain the patterns that were found,
confirming the importance of taking into account multimodality issues in travel behavior research. Some policy implications
from these findings are finally reported.
相似文献
Patricia L. MokhtarianEmail: |
12.
Role of the built environment on mode choice decisions: additional evidence on the impact of density 总被引:5,自引:2,他引:3
Density is a key component in the recent surge of mixed-use neighborhood developments. Empirical research has shown an inconsistent
picture on the impact of density. In particular, it is unclear whether it is the density or the variables that go long with
density that affect people’s travel behavior. Many existing studies on density neglect confounding factors, for example, residential
self-selection, generalized travel cost, accessibility, and access to transit stations. In addition, most still use a single
trip as their observation unit, even though trip chaining is well recognized. The goal of this paper is to assess the role
of density in affecting mode choice decisions in home-based work tours, while controlling for confounding factors. Using the
dataset collected in the New York Metropolitan Region, we estimated a simultaneous two-equation system comprising two mutually
interacting dependent variables: car ownership and the propensity to use auto. The results confirm the role of density after
controlling for the confounding factors; in particular, employment density at work exerts more influence than residential
density at home. The study also demonstrates the importance of using tour as the analysis unit in mode choice decisions. The
study advances the field by analyzing the role of the built environment on home-based work tours. New knowledge is obtained
in the relative contribution of density vs. a set of correlated factors, including generalized travel cost, accessibility,
and access to transit stations.
Cynthia Chen is an Assistant Professor in Civil Engineering at City College of New York. Her research expertise and interests are residential location and activity and travel choices and human’s interaction with the environment. Hongmian Gong is an Associate Professor in Geography at Hunter College of the City University of New York. Her research interests are urban geography, urban transportation, and urban GIS. Robert Paaswell is currently Distinguished Professor of Civil Engineering and Director of the University Transportation Research Center at the City College of New York. He currently serves on several NY MTA Commissions. 相似文献
Robert PaaswellEmail: |
Cynthia Chen is an Assistant Professor in Civil Engineering at City College of New York. Her research expertise and interests are residential location and activity and travel choices and human’s interaction with the environment. Hongmian Gong is an Associate Professor in Geography at Hunter College of the City University of New York. Her research interests are urban geography, urban transportation, and urban GIS. Robert Paaswell is currently Distinguished Professor of Civil Engineering and Director of the University Transportation Research Center at the City College of New York. He currently serves on several NY MTA Commissions. 相似文献
13.
Modeling residential sorting effects to understand the impact of the built environment on commute mode choice 总被引:5,自引:2,他引:3
Abdul Rawoof Pinjari Ram M. Pendyala Chandra R. Bhat Paul A. Waddell 《Transportation》2007,34(5):557-573
This paper presents an examination of the significance of residential sorting or self selection effects in understanding the
impacts of the built environment on travel choices. Land use and transportation system attributes are often treated as exogenous
variables in models of travel behavior. Such models ignore the potential self selection processes that may be at play wherein
households and individuals choose to locate in areas or built environments that are consistent with their lifestyle and transportation
preferences, attitudes, and values. In this paper, a simultaneous model of residential location choice and commute mode choice
that accounts for both observed and unobserved taste variations that may contribute to residential self selection is estimated
on a survey sample extracted from the 2000 San Francisco Bay Area household travel survey. Model results show that both observed
and unobserved residential self selection effects do exist; however, even after accounting for these effects, it is found
that built environment attributes can indeed significantly impact commute mode choice behavior. The paper concludes with a
discussion of the implications of the model findings for policy planning.
相似文献
Paul A. WaddellEmail: |
14.
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: |
15.
Residential location,vehicle ownership and travel in Asia: a comparative analysis of Kei-Han-Shin and Kuala Lumpur metropolitan areas 总被引:1,自引:1,他引:0
The study examines the relationships between residential location, vehicle ownership and mobility in two metropolitan areas
of Asia, Kei-Han-Shin area of Japan and Kuala Lumpur area of Malaysia. It shows that, behind apparent similarities of household
auto ownership and travel time expenditure per household member, there are many causal relationships that are distinct between
the areas. The similarities and differences between the two areas point to the conjecture that the evolution of a metropolitan
area may be unique and path dependent, being heavily influenced by the history and culture of the locale, spatial and geographical
constraints, and historical progression in infrastructure development.
Metin Senbil is an Associate Professor in City and Regional Planning Department at Gazi University in Ankara, Turkey. He obtained the degree of Doctor of Engineering from Kyoto University, Japan. His research interests cover different aspects of urban travel demand and its interactions with telecommunications, land use, and policies directed at controlling as well as managing travel demand. Ryuichi Kitamura is Professor of Civil Engineering Systems at Kyoto University, Japan. His past research effort spans in the area of travel behavior analysis and demand forecasting, in particular in activity-based analysis, and panel surveys and dynamic analysis of travel behavior. He is associate editor of Transportation. Dr Jamilah Mohamad is Professor and Head of the Department of Geography, University of Malaya, Kuala Lumpur. Her main fields of research interest are travel behavior, the relationship between transport and spatial development and urban growth management. 相似文献
Jamilah MohamadEmail: |
Metin Senbil is an Associate Professor in City and Regional Planning Department at Gazi University in Ankara, Turkey. He obtained the degree of Doctor of Engineering from Kyoto University, Japan. His research interests cover different aspects of urban travel demand and its interactions with telecommunications, land use, and policies directed at controlling as well as managing travel demand. Ryuichi Kitamura is Professor of Civil Engineering Systems at Kyoto University, Japan. His past research effort spans in the area of travel behavior analysis and demand forecasting, in particular in activity-based analysis, and panel surveys and dynamic analysis of travel behavior. He is associate editor of Transportation. Dr Jamilah Mohamad is Professor and Head of the Department of Geography, University of Malaya, Kuala Lumpur. Her main fields of research interest are travel behavior, the relationship between transport and spatial development and urban growth management. 相似文献
16.
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: |
17.
This paper presents a comprehensive econometric modelling framework for daily activity program generation. It is for day-specific
activity program generations of a week-long time span. Activity types considered are 15 generic categories of non-skeletal
and flexible activities. Under the daily time budget and non-negativity of participation rate constraints, the models predict
optimal sets of frequencies of the activities under consideration (given the average duration of each activity type). The
daily time budget considers at-home basic needs and night sleep activities together as a composite activity. The concept of
composite activity ensures the dynamics and continuity of time allocation and activity/travel behaviour by encapsulating altogether
the activity types that are not of our direct interest in travel demand modelling. Workers’ total working hours (skeletal
activity and not a part of the non-skeletal activity time budget) are considered as a variable in the models to accommodate
the scheduling effects inside the generation model of non-skeletal activities. Incorporation of previous day’s total executed
activities as variables introduces day-to-day dynamics into the activity program generation models. The possibility of zero
frequency of any specific activity under consideration is ensured by the Kuhn-Tucker optimality conditions used for formulating
the model structure. Models use the concept of random utility maximization approach to derive activity program set. Estimations
of the empirical models are done using the 2002–2003 CHASE survey data set collected in Toronto.
相似文献
Eric J. MillerEmail: |
18.
Despite widespread growth in on-road public transport priority schemes, road management authorities have few tools to evaluate
the impacts of these schemes on all road users. This paper describes a methodology developed in Melbourne, Australia to assist
the road management authority, VicRoads, evaluate trade-offs in the use of its limited road-space for new bus and tram priority
projects. The approach employs traffic micro-simulation modelling to assess road-space re-allocation impacts, travel behaviour
modelling to assess changes in travel patterns and a social cost benefit framework to evaluate impacts. The evaluation considers
a comprehensive range of impacts including the environmental benefits of improved public transport services. Impacts on public
transport reliability improvements are also considered. Although improved bus and tram reliability is a major rationale for
traffic priority its use in previous evaluations is rare. The paper critiques previous approaches, describes the proposed
method and explores some of the results found in its application. A major finding is that despite a more comprehensive approach
to measuring the benefits of bus and tram priority, road-space reallocation is difficult to economically justify in road networks
where public transport usage is low and car usage high. Strategies involving the balanced deployment of bus and tram priority
measures where the allocation of time and space to PT minimises negative traffic impacts is shown to improve the overall management
of road-space. A discussion of the approach is also provided including suggestions for further methodology development.
相似文献
Bill YoungEmail: |
19.
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: |
20.
Dongjoo Park Laurence R. Rilett Byron J. Gajewski Clifford H. Spiegelman Changho Choi 《Transportation》2009,36(1):77-95
With the recent increase in the deployment of ITS technologies in urban areas throughout the world, traffic management centers
have the ability to obtain and archive large amounts of data on the traffic system. These data can be used to estimate current
conditions and predict future conditions on the roadway network. A general solution methodology for identifying the optimal
aggregation interval sizes for four scenarios is proposed in this article: (1) link travel time estimation, (2) corridor/route
travel time estimation, (3) link travel time forecasting, and (4) corridor/route travel time forecasting. The methodology
explicitly considers traffic dynamics and frequency of observations. A formulation based on mean square error (MSE) is developed
for each of the scenarios and interpreted from a traffic flow perspective. The methodology for estimating the optimal aggregation
size is based on (1) the tradeoff between the estimated mean square error of prediction and the variance of the predictor,
(2) the differences between estimation and forecasting, and (3) the direct consideration of the correlation between link travel
time for corridor/route estimation and forecasting. The proposed methods are demonstrated using travel time data from Houston,
Texas, that were collected as part of the automatic vehicle identification (AVI) system of the Houston Transtar system. It
was found that the optimal aggregation size is a function of the application and traffic condition.
相似文献
Changho ChoiEmail: |