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1.
Ahmad Sanusi Hassan 《Transportation》2009,36(3):309-324
George Town, Penang, is the oldest British colonial city in South East Asia. The colonial settlement layout in the inner city
area is still intact today. The establishment of George Town as a trading centre had attracted immigrants from all over the
world, especially from Asia (Chinese, Indians and Arabs). Recently, George Town has been enlisted under the UNESCO World Heritage
Lists as an outstanding example of traditional multi-cultural settlement. The uniqueness of this inner city is that the formation
of its urban pattern is the result of ‘divide and rule’ concept adopted by the British authority. Under the ‘divide and rule’
concept, these immigrants were located to settlement areas based on their ethnic background under one leader known as ‘kapitan’ (captain). The study finds that transport access in this inner city was influenced by the ‘divide and rule’ concept. Unlike
formation of well-planned gridiron pattern in other British colonial cities such as in North America, Canada and Australia,
the formation of the urban pattern in George Town has an irregular gridiron pattern. This type of urban pattern is typical
under ‘divide and rule’ concept and this had indirectly influenced the setting and planning of the present street access and
transport networks.
相似文献
Ahmad Sanusi HassanEmail: |
2.
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: |
3.
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: |
4.
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: |
5.
This paper analyzes transportation mode choice for short home-based trips using a 1999 activity survey from the Puget Sound
region of Washington State, U.S.A. Short trips are defined as those within the 95th percentile walking distance in the data,
here 1.40 miles (2.25 km). The mean walking distance was 0.4 miles (0.6 km). The mode distribution was automobile (75%), walk
(23%), bicycle (1%), and bus (1%). Walk and bicycle are found less likely as the individual’s age increases. People are more
likely to drive if they can or are accustomed to. People in multi-person families are less likely to walk or use bus, especially
families with children. An environment that attracts people’s interest and provides activity opportunities encourages people
to walk on short trips. Influencing people’s choice of transport mode on short trips should be an important part of efforts
encouraging the use of non-automobile alternatives.
相似文献
Gudmundur F. UlfarssonEmail: |
6.
Xinyu ?Cao 《Transportation》2009,36(2):207-222
The causality issue has become one of the key questions in the debate over the relationships between the built environment
and travel behavior. Although previous studies have tested statistical and/or practical significance of the built environment
on travel behavior, few have quantified the relative roles of the built environment and residential self-selection in influencing
travel behavior. Using 1,479 residents living in four traditional and four suburban neighborhoods in Northern California,
this study explores the causal effect of neighborhood type on driving behavior and its relative contribution to the total
influence of neighborhood type. Specifically, this study applied Heckman’s sample selection model to separate the effect of
the built environment itself and the effect of self-selection. The results showed that, on average, the effect of neighborhood
type itself on driving distance was 25.8 miles per week, which accounted for more than three quarters of the total influence
of neighborhood type and 16% of individuals’ overall vehicle miles driven. These results suggest that the effect of the built
environment on driving behavior outweighs that of self-selection. This paper also discussed the advantages and weaknesses
of applying the Heckman’s model to address the self-selection issue.
相似文献
Xinyu (Jason) CaoEmail: |
7.
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: |
8.
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
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.
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: |
11.
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: |
12.
This paper is a think piece on variations in the structure of stated preference studies when modelling the joint preferences
of interacting agents who have the power to influence the attribute levels on offer. The approach proposed is an extension
of standard stated choice methods, known as ‘stated endogenous attribute level’ (SEAL) analysis. It allows for interactive
agents to adjust attribute levels off a base stated choice specification that are within their control, in an effort to reach
agreement in an experimental setting. This accomplishes three goals: (1) the ability to place respondents in an environment
that more closely matches interactive settings in which some attribute levels are endogenous to a specific agent, should the
modeller wish to capture such behaviour; (2) the improved ability of the modeller to capture the behaviour in such settings,
including a greater wealth of information on the related interaction processes, rather than simply outcomes; and (3) the expansion of the set of situations that the modeller can investigate using experimental
data.
相似文献
John M. RoseEmail: |
13.
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
14.
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: |
15.
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: |
16.
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: |
17.
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: |
18.
Antti Talvitie 《Transportation》2008,35(3):375-393
The paper unpacks the planning process into its component parts: model, process, technique, and goals—the “good thing”. The
paper advances the concept that planning, policy-making, and organizational restructuring can be analyzed under the same framework.
Each of the four components is described and reductionist examples are presented to clarify the intention and to illustrate
the technique that the transport analyst teams employ in their work. The examples cover both successes and failures. They
point toward the enormous scientific task ahead for planning to become meaningful and relevant to the problems of today. Finally,
in the frame of the willingness to pay, the paper puts forward a case for an institutional framework for a financially autonomous road administration. Similarly
organized, administered, and managed entities are relevant also for other transport modes.
Antti Talvitie is a Professor (part time) at the Helsinki University of Technology. He has private practice as consultant and as psychoanalyst in the Washington DC area. Previously, Mr. Talvitie worked in the World Bank; was GM of Viatek Consulting Engineers in Espoo Finland; served as Director of Highway Construction and Maintenance in the Finnish Road Administration; and was Professor in the US, including Chairmanship of the Department Civil Engineering at the University of Buffalo. Mr. Talvitie holds Ph.D. in Civil Engineering from Northwestern University, Evanston, IL, and Certificate in Psychoanalysis from the Boston Graduate School of Psychoanalysis. 相似文献
Antti TalvitieEmail: |
Antti Talvitie is a Professor (part time) at the Helsinki University of Technology. He has private practice as consultant and as psychoanalyst in the Washington DC area. Previously, Mr. Talvitie worked in the World Bank; was GM of Viatek Consulting Engineers in Espoo Finland; served as Director of Highway Construction and Maintenance in the Finnish Road Administration; and was Professor in the US, including Chairmanship of the Department Civil Engineering at the University of Buffalo. Mr. Talvitie holds Ph.D. in Civil Engineering from Northwestern University, Evanston, IL, and Certificate in Psychoanalysis from the Boston Graduate School of Psychoanalysis. 相似文献
19.
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: |
20.
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: |