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211.
Modelling the impact of weather conditions on active transportation travel behaviour 总被引:1,自引:0,他引:1
Sheyda Saneinejad Matthew J. RoordaChristopher Kennedy 《Transportation Research Part D: Transport and Environment》2012,17(2):129-137
Three weather sensitive models are used to explore the relationship between weather and home-based work trips within the City of Toronto, focusing on active modes of transportation. The data are restricted to non-captive commuters who have the option of selecting among five basic modes of auto driver, auto passenger, transit, bike and walk. Daily trip rates in various weather conditions are assessed. Overall, the results confirm that impact of weather on active modes of transportation is significant enough to deserve attention at the research, data collection and planning levels. 相似文献
212.
The robustness of questionnaire results to various forms of bias are explored in the context of a dual-mode (web and hardcopy)
survey of employers’ anticipations of levels of employee commuting and business travel activity under a range of future ICT
scenarios. The questionnaire incorporated several innovative features which, together with the dual-mode format, allowed an
unusually wide range of analyses. For example: the robustness of respondents’ opinions was tested by examining the effect
of incorporating alternative versions of a briefing text, one being very positive and one very negative, about the role of
ICT; instrument bias was identified via detailed comparison of the results from the two versions of the questionnaire; and
the impact of exogenous factors which are often ignored or taken as constant was assessed via special supplementary questions.
Analysis showed that the robustness of opinions and expectations varied and was influenced by respondent characteristics,
and that results from the two versions of the questionnaire differed significantly. It is concluded that opinions and expectations
are less robust, and questionnaire results are more subject to bias and myopic interpretation, than is generally recognised
and that web-based surveys seem particularly vulnerable to sampling bias. Methods are suggested for measuring robustness,
for reducing bias and for validating and contextualising results. The use of contrasting briefing texts is recommended as
a means of establishing the robustness of opinions and expectations while supplementary questions are recommended for validating
and contextualising SP and SE exercises.
Peter Bonsall Professor of Transport Planning at the Institute for Transport Studies, University of Leeds. His research interests include: use of innovative data sources, microsimulation, multi-criteria appraisal of policy interventions, travellers’ perception of modal attributes, their ability to cope with uncertainty and complexity and their response to new information and charges. Jeremy Shires Senior Research Fellow at the Institute for Transport Studies, University of Leeds. His research interests include behavioural modelling, the impact of “soft factors” on travel, stated preference design and public transport demand modelling. 相似文献
Peter BonsallEmail: |
Peter Bonsall Professor of Transport Planning at the Institute for Transport Studies, University of Leeds. His research interests include: use of innovative data sources, microsimulation, multi-criteria appraisal of policy interventions, travellers’ perception of modal attributes, their ability to cope with uncertainty and complexity and their response to new information and charges. Jeremy Shires Senior Research Fellow at the Institute for Transport Studies, University of Leeds. His research interests include behavioural modelling, the impact of “soft factors” on travel, stated preference design and public transport demand modelling. 相似文献
213.
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: |
214.
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
215.
This paper looks at the first and second best jointly optimal toll and road capacity investment problems from both policy
and technical oriented perspectives. On the technical side, the paper investigates the applicability of the constraint cutting
algorithm for solving the second best problem under elastic demand which is formulated as a bilevel programming problem. The
approach is shown to perform well despite several problems encountered by our previous work in Shepherd and Sumalee (Netw.
Spat. Econ., 4(2): 161–179, 2004). The paper then applies the algorithm to a small sized network to investigate the policy implications of the first and second
best cases. This policy analysis demonstrates that the joint first best structure is to invest in the most direct routes while
reducing capacities elsewhere. Whilst unrealistic this acts as a useful benchmark. The results also show that certain second
best policies can achieve a high proportion of the first best benefits while in general generating a revenue surplus. We also
show that unless costs of capacity are known to be low then second best tolls will be affected and so should be analysed in
conjunction with investments in the network.
Andrew Koh Prior to joining the Institute for Transport Studies in December 2005, Andrew was employed for number of years as a consultant in highway assignment modelling. He is an economist with wide ranging research interests in transport economics as well as evolutionary computation heuristics such as genetic algorithms, particle swarm optimisation and differential evolution. Simon Shepherd At the Institute for Transport Studies since 1989, he gained his doctorate in 1994 applying state-space methods to the problem of traffic responsive signal control in over-saturated conditions. His expertise lies in modelling and policy optimisation ranging from detailed simulation models through assignment to strategic land use transport models. Recently he has focussed on optimisation of road user charging schemes and is currently working on optimal cordon design and system dynamics approaches to strategic modelling. Agachai Sumalee Agachai is currently an Assistant Professor at Department of Civil and Structural Engineering, Hong Kong Polytechnic University (). He obtained a Ph.D degree with the thesis entitled “Optimal Road Pricing Scheme Design” at Leeds University in 2004. His research areas cover transport network modeling and optimization, stochastic network modeling, network reliability analysis, and road pricing. Agachai is currently an associate editor of Networks and Spatial Economics. 相似文献
Agachai SumaleeEmail: |
Andrew Koh Prior to joining the Institute for Transport Studies in December 2005, Andrew was employed for number of years as a consultant in highway assignment modelling. He is an economist with wide ranging research interests in transport economics as well as evolutionary computation heuristics such as genetic algorithms, particle swarm optimisation and differential evolution. Simon Shepherd At the Institute for Transport Studies since 1989, he gained his doctorate in 1994 applying state-space methods to the problem of traffic responsive signal control in over-saturated conditions. His expertise lies in modelling and policy optimisation ranging from detailed simulation models through assignment to strategic land use transport models. Recently he has focussed on optimisation of road user charging schemes and is currently working on optimal cordon design and system dynamics approaches to strategic modelling. Agachai Sumalee Agachai is currently an Assistant Professor at Department of Civil and Structural Engineering, Hong Kong Polytechnic University (). He obtained a Ph.D degree with the thesis entitled “Optimal Road Pricing Scheme Design” at Leeds University in 2004. His research areas cover transport network modeling and optimization, stochastic network modeling, network reliability analysis, and road pricing. Agachai is currently an associate editor of Networks and Spatial Economics. 相似文献
216.
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: |
217.
In Brazil, the explosion of informal transport activity during the past decade has had profound effects on formal public transport
systems and is a source of great controversy in the urban transportation sector. A variety of policies have been proposed
to manage the growth of the sector. This study seeks to understand how proposed policies will impact the users of these systems.
A corridor in Rio de Janeiro with substantial informal activity was used as a case study. Measures of welfare changes in a
discrete choice framework were used to estimate proposed policies’ impacts on users. Eleven candidate policies were evaluated,
ranging from the eradication of the informal modes and investment in formal modes, to the legalization of the informal modes.
Benefits were compared with costs and the distribution of benefits across income classes was explored. Net benefits from some
policies were found to be substantial. Legalizing the informal sector was found to benefit users slightly but further investments
in the sector are probably inefficient. Users benefited most from improvements in formal mass transit modes, at roughly 100–200
dollars per commuter per year. Finally, policies to foster a competitive environment for the delivery of both informal and
formal services were shown to benefit users about 100 dollars per commuter per year. Together, the regulation of the informal
sector and investments in the formal sector serve to reinforce the movement towards competitive concessions for services and
help reduce the impacts of cartelization and costly in-road competition.
相似文献
Ronaldo BalassianoEmail: |
218.
Lidia P. Kostyniuk 《Transportation》2009,36(6):641-642
219.
The impact of climate change and weather on transport: An overview of empirical findings 总被引:1,自引:0,他引:1
Mark J. Koetse Piet Rietveld 《Transportation Research Part D: Transport and Environment》2009,14(3):205-221
This paper presents a survey of the empirical literature on the effects of climate change and weather conditions on the transport sector. Despite mixed evidence on many issues, several patterns can be observed. On a global scale especially shifts in tourism and agricultural production due to increased temperatures may lead to shifts in passenger and freight transport. The predicted rise in sea levels and the associated increase in frequency and intensity of storm surges and flooding incidences may furthermore be some of the most worrying consequences of climate change, especially for coastal areas. Climate change related shifts in weather patterns might also cause infrastructure disruptions. Clear patterns are that precipitation affects road safety by increasing accident frequency but decreasing severity. Precipitation also increases congestion, especially during peak hours. Furthermore, an increased frequency of low water levels may considerably increase costs of inland waterway transport. Despite these insights, the net impact of climate change on generalised costs of the various transport modes are uncertain and ambiguous, with a possible exception for inland waterway transport. 相似文献
220.
Kelly J. Clifton Carolina V. Burnier Gulsah Akar 《Transportation Research Part D: Transport and Environment》2009,14(6):425-436
This paper examines the impact of personal and environmental characteristics on severity of injuries sustained in pedestrian–vehicle crashes using a generalized ordered probit model. The data covers 2000–2004 of pedestrian–vehicle crashes taken from police incident reports for Baltimore City and supplemented with local land use, urban form and transportation information specific to the individual crash locations. The results on personal and behavioral variables confirm previous findings. Women pedestrians involved in crashes tend to be injured less frequently than their male counterparts; children have an increased likelihood of sustaining injuries and older persons are more likely to be fatally injured. Pedestrians who cross against the traffic signal, are not in a crosswalk and are involved in a crash after dark are associated with greater injury risk. Of the built environment policy variables of interest, transit access and greater pedestrian connectivity, such as central city areas, are significant and negatively associated with injury severity. These results suggest that the environmental conditions should be given more scrutiny and be an important consideration when evaluating and planning for pedestrian safety. 相似文献