Within the transport sector, modal shift towards more efficient and less polluting modes could be a key policy goal to help meet targets to reduce energy consumption and carbon emissions. However, making comparisons between modes is not necessarily straightforward. Average energy and emissions data are often relied upon, particularly for, rail, which may not be applicable to a given context. Some UK train operating companies have recently fitted electricity metres to their trains, from which energy consumption data have been obtained. This has enabled an understanding to be gained of how energy consumption and related emissions are affected by a number of factors, including train and service type. Comparisons are made with existing data for road and rail. It is noted that although more specific data can be useful in informing policy and making some decisions, average data continue to play an important role when considering the overall picture. 相似文献
There has been a great deal of research on deriving estimates of the value of travel time savings (VTTS) as a way of converting
travel time benefits of toll roads relative to free routes into monetary units, the major user benefit in the development
of forecasts of traffic and hence revenue streams. By contrast there has been almost no consideration given to identifying
the role that various tollroad products play in establishing preferences for toll routes over non-tolled routes. Increasingly
tollroads give users the option to pay by cash at a toll booth, by electronic tolling or by a pre- or post-paid debit and
credit account system involving vehicle identification. The efficiency gained by electronic tolling for both the users and
the operator have resulted in moves in many jurisdictions to eliminate cash collection entirely (or not introduce it when
introducing a new tolled road facility), and to introduce a range of pre- and post-payment options. This has been accompanied
by a growing move to distance-based charging in some contexts which is more cumbersome to structure with a cash option. This
paper investigates current and potential travellers’ preferences for a range of toll products and how much individual’s are
willing to pay for very specific toll products. Data from a stated choice experiment is used in a mixed logit model to establish
the role that toll products play in the context of offered times and costs of alternative routes, in choosing between alternative
ways of paying for the use of tolled routes.
John M. RoseEmail:
David A. Hensher
is Professor of Management, and Founding Director of the Institute of Transport and Logistics Studies. David is a Fellow of
the Academy of Social Sciences in Australia, Recipient of the 2006 Engineers Australia Transport Medal for lifelong contribution
to transportation, member of Singapore Land Transport Authority International Advisory Panel (Chaired by Minister of Transport).
David is on the editorial boards of 10 of the leading transport journals and Area Editor of Transport Reviews. David was appointed
in 1999 by one of the worlds most prestigious academic publishing houses—Elsevier Science press as series and volume editor
of a new handbook series “Handbooks in Transport”. Appointments over recent years include: a member of the executive committee
that reviewed bus transport bids for the Olympic Games, the NSW Government’s Peer Review Committee for the Sydney Strategic
Transport Plan, Peer reviewer for Transfund (NZ) of the New Zealand project evaluation program, Peer reviewer of the NZ Land
Passenger Transport Procurement Strategy for Land Transport NZ, member of the executive committee of ATEC, a consortium promoting
a freight rail system between Melbourne and Darwin; economic adviser to Gilbert+Tobin Lawyers on valuation methods in IP context;
panel member of NSW Ministry of Transport benchmarking program; specialist toll road project adviser to Thiess.
John M. Rose
is Director of the Industry Program and a Deputy Director at Institute of Transport and Logistics Studies (ITLS). John’s research
interests are in the areas of discrete choice modelling and efficient stated choice experiments. John has several articles
published in the top Transportation and Logistics journals (including Transportation, Transportation Research A, B and E)
and is a co-author of (with Professors David Hensher and William Greene) Applied Choice Analysis; A Primer, (2005) by Cambridge
University Press. He is currently writing a book on generating efficient stated choice experimental designs (with Mike Bliemer,
Delft). 相似文献
With the second highest level of car ownership in the world, and the third highest population density in Europe, Germany has adopted a range of policies to balance the many private benefits of car use with its serious social and environmental problems. In order to ‘tame’ the car, most German cities have implemented a twofold strategy of expanding and improving pedestrian, bicycling and public transport alternatives simultaneously with restricting car use and making it more expensive. That has increased political acceptability since the car‐restrictive measures are not perceived as mere punishment of car drivers. The results of this coordinated urban transport strategy have been impressive. Germany, as a whole, has managed to increase public transport use and to stabilize the car share of modal split. Some cities, of course, have been more successful than others, and this paper examines three of the most successful cities: Münster, Freiburg and Munich. In each of the cities, the percentage of travel by bicycling, walking and public transport has been raised over the past 20 years, while the car's share of modal split has fallen. This article documents the range of policies used to restrict car use, both in Germany as a whole, and in the three case‐study cities in particular. The key to success is found to be mutually reinforcing transport and land‐use policies. It is the combination of a whole set of coordinated policies that explains the dramatic success in changing travel behavior. 相似文献
Transportation - This paper presents a trial aimed at reducing parking demand at a large urban employer through an informational campaign and monetary incentives. A 6-week randomized controlled... 相似文献
While the study of choices focuses primarily on the individual decision maker, there is growing interest in the examination of the choices made by groups. Much of the research into the choices of multiple decision makers has revealed that they differ significantly to those of individuals. In this study of household vehicle choice we similarly compare individual choices to group choices and support this finding. Consequently any research into choices that involve groups should acquire data from those groups. In this paper we show how this may be done via an interactive agency choice experiment which makes the individual preferences endogenous to the choice of the group. This method and many like it, however, involve significant time, incentive and administrative costs that often make such studies prohibitive. In this paper we also compare another class of model, minimum information group inference, which is designed to provide an overview of the likely group choice and while not having the specificity of detail as other methods, has the advantage of being much easier and cheaper to implement and is perhaps the only methodology that can be employed when it is not feasible for respondents to interact. We find that this method is a good approximation of group choice, mapping the preference space over which group choice is likely to be located.
Transportation - Free-floating carsharing (FFCS) systems are characterised by volatile fleet distribution as well as customers’ heterogeneous price sensitivity and spatiotemporal flexibility.... 相似文献
The European Union (EU) recently adopted CO2 emissions mandates for new passenger cars, requiring steady reductions to 95 gCO2/km in 2021. We use a multi-sector computable general equilibrium (CGE) model, which includes a private transportation sector with an empirically-based parameterization of the relationship between income growth and demand for vehicle miles traveled. The model also includes representation of fleet turnover, and opportunities for fuel use and emissions abatement, including representation of electric vehicles. We analyze the impact of the mandates on oil demand, CO2 emissions, and economic welfare, and compare the results to an emission trading scenario that achieves identical emissions reductions. We find that vehicle emission standards reduce CO2 emissions from transportation by about 50 MtCO2 and lower the oil expenditures by about €6 billion, but at a net added cost of €12 billion in 2020. Tightening CO2 standards further after 2021 would cost the EU economy an additional €24–63 billion in 2025, compared with an emission trading system that achieves the same economy-wide CO2 reduction. We offer a discussion of the design features for incorporating transport into the emission trading system. 相似文献
This paper reivews a programme recently undertaken by the Irish Government aimed at reforming the administration of Irish ports. Arising from that programme, and as a result of legislative changes, eight key ports were vested as commerical harbour companies (prior to this they were administered by large Boards and were very restricted in their ability to perform commercially). The context for the paper is the global trend towards port reformation, and the paper draws particuarly on the effects of the privatization of UK ports. The paper starts with a review of the role of parts, both generally and within the context of Ireland's growing, geographically peripheral, economy. Observations of the UK ports privatization process are next considered. The history, development and recent performance of Irish ports, together with port investment strategies, are critiqued and the background to the recent programme of administrative reform undertaken by the Irish Government concerning the ports is reviewed. Various observations from a number of sources (including 12 interviews by the authors with key actors in the sector) on the reform process are discussed. It is concluded that there is no uniformity of opinion as to the suitability of the chosen model for Irish ports administration and that it is too soon to judge whether it has been a success (the eight ports were commercialized in March 1997). The paper concludes that, given the critical role of ports within the Irish economy, the situation should be periodically reviewed to ascertain the current applicability of the extant port administration model. 相似文献