September 11 and the World Airline Financial Crisis

Abstract

This paper analyses the effectiveness of policy measures aimed at triggering a modal shift in the freight transport market. The analysis is based on the inventory‐theoretic framework that studies modal choice from a business logistics viewpoint. The crux of the inventory‐theoretic approach lies in the fact that explicit attention is paid to all costs in the supply chain that are affected by the choice of transport mode. After a brief literature review on the inventory‐theoretic framework, the framework is used to calculate the market shares of different freight transport modes for a hypothetical transport market. In a second step, the impact of some policy measures on the market shares of the transport modes is calculated. By way of illustration, the analysis is applied to the market for container transport from a seaport to its hinterland. It is shown that a combination of certain policy measures can lead to significant modal shifts from road transport to intermodal transport.     

Transportation education in the United States

Abstract

In the last decade the importance of attitude‐related residential self‐selection has frequently been recognized. In addition people can theoretically self‐select them with respect to other location choices, such as job locations, with respect to travel behaviour, or with respect to the exposure to transport externalities such as noise and congestion. In this paper, we argue that insights into self‐selection processes might significantly improve our knowledge on location choices, travel behaviour and transport externalities. We elaborate on options for self‐selection and briefly formulate methodologies for research into self‐selection.     

An assessment of the demand for new transport technology in Australia

This paper summarizes the constraints which a technological innovation in transport must satisfy if it is to achieve widespread application. The existing and likely future travel demands in Australia are reviewed, and for certain types of travel it is concluded that existing modes may become unsuitable or unacceptable. In these areas, it is possible that a new transport technology may find application. In all other areas, it is considered that existing modes, or their functional successors, will continue.

Five possible demand areas in which new transport technology may find application are identified. These are as follows:

1) High speed distribution systems may be introduced in Australian CBD's (Central Business Districts) within the next ten years. These may be progressively extended to provide radial public transport services to the CBD. It is also possible that these systems may eventually be extended to provide a dual‐mode capability in inner‐suburban areas as a partial alternative to freeway construction.

2) New town developments which may be introduced in Australia could include various forms of advanced transportation systems.

3) New aviation modes, possibly including short take off and landing aircraft operating from suburban airports may be introduced to cater for inter‐urban travel.

4) A demand‐responsive transport system to cater for the needs of the transport poor in urban areas may find limited application.

5) In the longer term, possibly by the turn of the century, an improved transport system capable of providing door‐to‐door service over the whole of an urban area and operating under a dual‐mode configuration appears to be possible. It probably would emerge from development of an incremental nature and eventually include the installation of a new technology in the then existing freeway and railway reservations in the city.     

A KBS application for market research advice in transport

This paper presents some results of a knowledge based system (KBS) development applied to market research (MR) issues in transport. This application represents a rule production approach to decisions associated with the definition of appropriate survey procedures for various operation‐management problems in a transport enterprise or agency. The basic idea is to provide an aid for the user (manager, student or practitioner), who is concerned with MR, but is not very familiar with this field or has some concerns over data‐gathering and the use of that information. It focuses on specific applications in the transport environment and gives the user some support in maintaining greater consistency in his (her) decisions.

The objective of this paper is to describe the system structure, to point out some important aspects and problems arising during its development and also to make some comments with respect to the further development of this and similar systems.     

Road Safety Strategies: A Comparative Framework and Case Studies

Abstract

This paper proposes a nine‐component analytical framework for developing, comparing, and evaluating road safety strategies. The nine components are: (1) vision; (2) objectives; (3) targets; (4) action plan; (5) evaluation and monitoring; (6) research and development; (7) quantitative modelling; (8) institutional framework; and (9) funding. While the first four components are essential for the formulation of a road safety strategy, the remaining components are key to its successful implementation. To demonstrate the usefulness of this comparative framework, we examine the road safety strategies of six selected administrations: Australia, California, Great Britain, Japan, New Zealand, and Sweden. In these case studies, we extract and highlight good practices in the formulation and implementation of their road safety strategies. The proposed framework also provides a systematic approach for assessing road safety strategies in other administrations. The evaluation of the six case studies forms a benchmarking platform for the planning, formulation, and implementation of good practices for road safety strategies.     

Viewpoints of adults with and without Autism Spectrum Disorders on public transport

BackgroundPublic transport is low cost, allows for independence, and facilitates engagement and participation for non-drivers. However, the viewpoints of individuals with cognitive disabilities are rarely considered. In Australia, the prevalence of Autism Spectrum Disorders (ASD) is approximately 1% and increasing. Many individuals with ASD do not possess a driver’s licence, indicating that access to public transport is crucial for their independence. However, at present, there is no research on the opinions of adults with ASD on public transport.AimTo identify the viewpoints of adults with ASD regarding the barriers and facilitators of public transport usage and their transportation preferences, and to contrast these against the viewpoints of neurotypical adults.MethodsQ method was used to identify the viewpoints of both participant groups on public transport. Participants consisted of 55 adults with a diagnosis of ASD and a contrast group of 57 neurotypical adults. Both groups completed a Q sort task which took place in either Perth or Melbourne, Australia.ResultsThe most prominent viewpoint indicated that both groups preferred to use public transport over driving and believed that it supported their independence. This viewpoint also indicated that both groups preferred to use electronic ticketing when using public transport. Interestingly, the second most prominent viewpoint indicated that both groups preferred to drive themselves by private car rather than use public transport.DiscussionIt appears that the viewpoints of adults with and without ASD regarding public transportation were largely similar. However, questions arose about whether the preference for public transport in the ASD group may be more a result of difficulties obtaining a driving licence than a deliberate choice. The only barrier specified by adults with ASD related to crowding on public transport. Safety and convenience in relation to location and timing of services were barriers reported by neurotypical adults.     

International logistics in Lithuania at a time of transition

This paper examines the current situation in the largest of the Baltic States - Lithuania - with respect to the development of international transport and logistics in the context of the severe political, economic and social changes that have taken place since 1991. Utilizing statistics previously unavailable for the region, the paper examines the impact of transition and the competitive role of East European carriers upon a specific international movement of electronic goods between Frankfurt/Main in Germany and Vilnius in Lithuania, developing a detailed cost model for the alternative modal choices that are available - road and ship/road. Rail transport is excluded as no international rail services between the two countries are available and there are no plans for such services in the near future. From this, a series of issues for the future in the context of potential EU membership, transport infrastructure developments and logistical trends is analysed.     

Amtrak,the attempt to renew U.S. rail service

The decline of railway passenger train patronage and the deterioration of service in the United States have led the U.S. Government to assume control over the operation of trains via a quasi‐federal corporation called “Amtrak,” but some basic causes of the decline remain and new problems will arise as a result of this action.

Two results of the neglect to assess external costs against the various transport modes is an unbalance in favor of those with the higher external costs and the continued, seemingly fundamental, unprofitability of railway passenger service, which exists even for equipment that operates at capacity!

Some way of collecting external costs will have to be found, and the problems created by the new intrusion of the U.S. Government into transport will have to be faced.     

A planning model for multiple‐mode transportation system operations

The problem of generating a set of “good” transportation alternatives during the early and intermediate stages of transportation planning is addressed in this paper. A linear programming model of a multi‐modal transportation system is developed. The model is run interactively to determine optimal operating levels for all modes for various transport policy decisions. The model described is a component of a composite network generation model incorporating dynamic changes. The linear programming component determines optimal operating policies for given points in time. The composite model incorporates these in a dynamic programming framework to determine optimal staged investment policies over several time periods.     

Urban public transport in Australia

Urban public transport in Australia has been the responsibility of State governments. The National government has indicated that it wishes to assume some financial responsibilities for capital programmes, but not for funding of operational deficits. This paper is a review of the problems of the urban public transport industry. Economic, social and financial issues are examined in the context of these changing governmental responsibilities.     

Experiences with Competitive Tendering of Bus Services in Germany

Abstract

After a long transition period with only a few isolated procedures for competitive tendering, the market for German public transport bus services has seen numerous such tenders in recent years. The results are complex. From the public transport authorities’ point of view, the main effects are a decrease in subsidy payments, with relatively low expenses relating to the tendering process (allocation, contract management). The overall level of competition is high, with five to seven bidders on average, although this has been declining in recent years. Entry barriers have been identified at significant levels for several parameters, especially with respect to the volume tendered and the revenue risk to be borne by the operator out of net‐cost contracts. Demonstrably small‐ and medium‐sized transport operators have been able to increase their market share in the starting phase of introducing tendering, with diminishing success rates in recent years. Due to the increased quality requirements in competitive tendering, the quality of public transport available has improved considerably, and environmental standards have been better implemented and sustained. As far as employees are concerned, a trend towards wages below the wage rate of private operators cannot be observed. However, their level is well below the level of public incumbent operators.     

Evaluating Flexible Transport Solutions

Abstract

Flexible transport services (FTS) have been of increasing interest in developing countries as a bridge between the use of personal car travel and fixed route transit services. This paper reports on findings from a recent study in Queensland Australia, which identified lessons from an international review and implications for Australia. Potential strategic directions, including a vision, mission, key result areas, strategies, and identified means of measuring performance are described. Evaluation criteria for assessing flexible transport proposals were developed, and approaches to identifying and assessing needs and demands outlined. The use of emerging technologies is also a key element of successful flexible transport services.     

A dynamic route choice model for public transport networks with boarding queues

Abstract

The concepts of optimal strategy and hyperpath were born within the framework of static frequency-based public transport assignment, where it is assumed that travel times and frequencies do not change over time and no overcrowding occurs. However, the formation of queues at public transport stops can prevent passengers from boarding the first vehicle approaching and can thus lead to additional delays in their trip. Assuming that passengers know from previous experience that for certain stops/lines they will have to wait for the arrival of the 2nd, 3rd, …, k-th vehicle, they may alter their route choices, thus resulting in a different assignment of flows across the network. The aim of this paper is to investigate route choice behaviour changes as a result of the formation and dispersion of queues at stops within the framework of optimal travel strategies. A new model is developed, based on modifications of existing algorithms.     

Inland waterways—their role and significance in European transport

Summary

1) Western Europe has a navigable waterways‐network of about 19,000 kms. For the coming decades, however, about 40 percent of the length of these waterways has a very limited relevance, because of the small capacity of the barges that can pass along them.

2) Of the different types of barges the majority are the self‐propelled type. The importance of the pull‐towed barges is declining quickly, whereas the push‐towed barges are on the upswing.

3) The relative importance of inland shipping in comparison with rail transport is far from uniform. In The Netherlands inland shipping is dominant. On the other hand, in France, this mode of transport has only 30 percent of the total number of tons transported by inland shipping and railways together.

4) May the relative importance defer, there is a strong resemblance between the types of goods that are transported via the waterways with crude and manufactured minerals as well as building materials ranking high. In general, inland shipping is primarily involved in the transport of basic products and is of vital importance to the functioning of the West‐European economy.

5) The rather complicated legal regime of the waterways in Western Europe is certainly not the only reason why the integration in the transportation sector of the European Communities hardly moves on.

A fundamental discussion about the basic conceptions of the transport policy in the Common Market is unavoidable before real progress can be made. The entrance of the United Kingdom into the European Community may give an opening on this point.

6) Life goes on, with or without transport‐integration. Inland shipping moves forward too, paying for the use of infrastructure or not.

The general trends in transport support the expectation that the relative importance of inland shipping will increase in the coming decades. The increase in size of shipments and transport distances works in favour of this mode of transport. Besides this, inland shipping still has many possibilities to improve its productivity.

7) The future of inland shipping will be found in bulk transport and the transport of general cargo that has a volume per destination that goes far beyond the quantities for which the container or comparable types of transport units are better suited.     

From Bricks to Clicks: The Impact of Online Retailing on Transport and the Environment

Abstract

Online retailing is growing fast and claims are being made about its positive environmental impact relative to traditional shopping, particularly by the retailers themselves. There is, however, little concrete evidence to support the claims. Whilst there exists some research into the passenger travel implications of e‐shopping, this paper seeks to analyse the issues involved in online shopping from both a passenger and freight transport perspective. The objectives of the paper are first, to set out the complex transport relationships involved in online shopping and in particular the interaction between the passenger and freight aspects and second, to shed some light on the environmental impact of online shopping. It concludes that as things currently stand, it cannot be stated with any degree of certainty that clicks are any more environmentally responsible than bricks. The paper is conceptual in nature and is the pre‐cursor to an empirical study of the issue.     

Positive impact of distribution centres on the environment

The transport sector in general, and trucks in particular, generates a significant amount of emissions in Australia. It appears the trend will escalate unless different measures are taken to reduce the reliance of freight transport on trucks. This paper discusses the benefits of distribution centres as a means to reduce road congestion, increase safety, protect the environment by reducing atmospheric pollution and improve freight distribution. It also provides the effective use of the existing rail network and its infrastructure and improves the lead-time as well as lowering the cost of transportation of cargo. It also investigates the positive impact of distribution centres located near to manufacturing and farming production units. A simulation model has been developed and used to help determine the amount of atmospheric pollution produced by two modes of land transport, rail and road, for the movement of containers between port and destination. Results derived from the model provide evidence about a preferred land-transport regime. The paper has two sections: (1) the role of distribution centres in the chain of transport and (2) the impact of distribution centres on the environment. The first section investigates the feasibility of the implementation of distribution centres in the State of Victoria with respect to rail line capacity and location allocation. The second section presents an additional simulation model that investigates the role of a distribution centre in relation to the amount of atmospheric pollution produced by rail and road, while containers are carried between port and destination.     

Social Impacts of Transport: Literature Review and the State of the Practice of Transport Appraisal in the Netherlands and the United Kingdom

Abstract

Transport appraisals in European countries increasingly address three dimensions of sustainability—economic, ecological and social. However, social impacts of transport have been underexposed in (ex‐ante) transport project appraisal, at least in the Netherlands. Firstly, this article presents a theoretical framework describing the relationships between determinants of social impacts of transport; it also provides a definition and categorization of those impacts. Secondly, the article reviews the state of the practice of national transport project appraisal in the Netherlands and the United Kingdom. The article shows that social impacts of transport investments can take on many forms and their levels of importance may vary widely, in project appraisal. The UK transport appraisal guidance includes a spectrum of social impacts through quantitative and qualitative assessments that is broader than the Dutch appraisal guidance. However, it does not cover the full range as identified in the literature. This holds, in particular, for the temporary impacts of transport investments, health impacts, social cohesion, the distribution and accumulation of impacts across population groups and social justice. All in all, it can be concluded that there is a long way to go before social impacts of transport projects are completely included in appraisals, in a way that allows us to compare them to economic and ecological effects.     

Spatial differentiation,transport demands and transport model design in Kuwait

Foreign consultants still provide much of the analytical expertise for transport planning studies conducted in the Gulf States and other rapidly developing countries. Most of the systems analysis techniques used are adaptations of those developed for western urban areas. The populations of the Gulf States are unique in that they contain very large populations of foreign workers who have very different social and economic characteristics from the national populations. This paper describes these differences and shows how they have influenced the spatial evolution of the Kuwait metropolitan area and the associated transport demands. The paper also describes the analytical tools that are most appropriate for capturing the transport behaviour of residents of the Kuwait metropolitan area.     

Organization and planning of ambulance transport services in England and Wales

The ambulance service is the largest special needs transport operator in England and Wales and an important pillar of support to the National Health Service. In the last decade its size and role as a transport agency have been the subject of at least two government‐inspired reviews which have questioned the efficiency of the ambulance service and examined in some detail its operational performance. The ambulance service also faces constraints on its funding, like the rest of the health service, which raises questions as to its ability in the future to meet all patient demands for transport, especially in the area of non‐emergency outpatient services. The organization of the ambulance service is described from a number of perspectives: historical, institutional and managerial. These suggest that changes occurring in the approach to health care and management which are based on assumptions of cost‐effectiveness and competition, will likewise affect the organization and provision of patient transport services. The ambulance service may become an even more specialist operator competing or co‐operating in certain areas of work with other transport agencies especially in the area of non‐emergency outpatient services. Scenarios are outlined on how this may be achieved and the likely implications for the delivery of health care.