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1.
Stephane Hess Shepley Orr Rob Sheldon 《Transportation Research Part A: Policy and Practice》2012,46(10):1507-1516
Governments around the world use monetised values of transport externalities to undertake project appraisal and cost–benefit analysis. However, because different types of benefits are monetised (e.g., travel time savings, preventing statistical fatalities, reliability, etc.) the question naturally arises as to whether they are consistent. That is, whether a “dollar is a dollar” as welfare economics requires, or whether spending money in one area carries a different disutility from spending money in another area. This would equate to a violation of fungibility, which is the property of a good or a commodity whose individual units are capable of mutual substitution. The view that money is not fungible is explained in behavioural economics through theories of framing and mental accounting. This paper describes the results of a stated choice experiment designed to test the fungibility and consistency of monetary valuations in transport. From a nationally representative sample, we elicit direct values for the three pairwise trade-offs between travel time, travel cost, and safety. We then show that in the context of our analysis, any trade-offs inferred on the basis of other trade-offs, as is common practice (e.g. inferring a safety vs time trade-off on the basis of monetary valuations for time and safety), produces biased results, suggesting that the assumption of fungibility does not hold. Specifically, we find that time is valued more highly when valued directly by cost than when traded with safety, and the reverse is true for safety. 相似文献
2.
Daniel Baldwin Hess 《Transportation》2012,39(2):247-266
The walking trip from an origin or destination to a bus stop or transit station can be a barrier to riding transit for older
adults (over age 60) who may walk more slowly than others or experience declining physical mobility. This article examines
the relationship between transit ridership and proximity to fixed-route transit stations using survey data for older adults
in Buffalo and Erie County, New York. Demographic and socio-economic characteristics—including age, sex, race, income, possessing
a driver’s license, frequency of leaving home, and personal mobility limitations—are tested but do not display, in bi-variate
analysis, statistically significant differences for transit riders versus non-transit riders. However, features of the built
environment—including distance (actual and perceived) between home and transit stop, transit service level, population density,
number of street intersections, metropolitan location, and neighborhood crime (property and violent) rate—display statistically
significant differences for transit riders versus non-transit riders. Both objective and perceived walking distances to access fixed-route transit show statistically significant differences between transit riders and non-transit
riders. Average walking distance from home to transit for non-transit riders—who mostly live in suburbs—is three times greater
than average walking distance between home and the nearest transit stop for transit riders—who mostly live in the central
city. When asked how near a bus stop is to their homes, transit riders slightly overestimate the actual distance, while non-transit
riders underestimate the distance. 相似文献
3.
Stated preference (SP) experiments are becoming an increasingly popular survey methodology for investigating travel behaviour.
Nevertheless, some evidence suggests that SP experiments do not mirror decisions in real markets. With an increasing number
of real world decisions made using the internet, an opportunity exists to improve the realism of the SP counterparts of such
choices by aligning the choice environment with such online portals. In this paper, we illustrate the benefits of such an
approach in the context of air travel surveys. Our survey is modelled on the interface and functionality of an online travel
agent (OTA). As with a real OTA, many ticket options are presented. Sort tools allow the options to be reordered, search tools
allow options to be removed from consideration, and a further tool allows attributes to be hidden and shown. Extensive use
of these tools is made by the 462 respondents. A traditional SP component was also completed by the respondents. Our exploratory
analysis as well as random utility model estimation results confirm not only that respondents seem to engage more actively with the interactive survey, but also that the resulting data allows for better performance in model estimation
compared to a more conventional SP experiment. These results have implications for the study of other complex travel choices
where interactive surveys may similarly be preferable to standard approaches. 相似文献
4.
Random coefficient models such as mixed logit are increasingly being used to allow for random heterogeneity in willingness
to pay (WTP) measures. In the most commonly used specifications, the distribution of WTP for an attribute is derived from
the distribution of the ratio of individual coefficients. Since the cost coefficient enters the denominator, its distribution
plays a major role in the distribution of WTP. Depending on the choice of distribution for the cost coefficient, and its implied
range, the distribution of WTP may or may not have finite moments. In this paper, we identify a criterion to determine whether,
with a given distribution for the cost coefficient, the distribution of WTP has finite moments. Using this criterion, we show
that some popular distributions used for the cost coefficient in random coefficient models, including normal, truncated normal,
uniform and triangular, imply infinite moments for the distribution of WTP, even if truncated or bounded at zero. We also
point out that relying on simulation approaches to obtain moments of WTP from the estimated distribution of the cost and attribute
coefficients can mask the issue by giving finite moments when the true ones are infinite. 相似文献
5.
Stephane Hess John M. Rose John Polak 《Transportation Research Part D: Transport and Environment》2010,15(7):405-417
This paper discusses a number of issues relating to the pre-analysis and cleaning of stated choice data, where we look specifically at the problems caused by non-trading, lexicographic and inconsistent response patterns. We argue that this process is considerably more complex and challenging than many in the field have hitherto acknowledged, with the standard practice being the use of rather ad hoc procedures for the identification of these phenomena. A detailed analysis on four different stated choice datasets highlights the potential impacts of these methods on model estimation results. 相似文献
6.
Transportation - The value of travel time (VTT) can be said to be the most important number in transport economics, and its estimation has been the topic of extensive academic and applied work.... 相似文献
7.
Transportation - Stated choice surveys have established themselves as the preferred approach for value of travel time elicitation with the help of choice models. However, major differences exist in... 相似文献
8.
Bwambale Andrew Choudhury Charisma F. Hess Stephane Iqbal Md. Shahadat 《Transportation》2021,48(5):2287-2314
Transportation - Traditional approaches to travel behaviour modelling primarily rely on household travel survey data, which is expensive to collect, resulting in small sample sizes and infrequent... 相似文献
9.
A tool for measuring the “completeness” of a complete street has applications in developing policy, prioritising areas for infrastructure investment for a network, and solving the right-of-way allocation problem for individual streets. A literature review was conducted on the state-of-art in the assessment complete street designs. Complete streets assessment requires a context-sensitive approach, thus context-sensitive standards of “completeness” must first be established by combining a street classification system with sets of priorities and target performance levels for the different types of streets. Performance standards should address a street’s fulfilment of the movement, environmental, and place functions, and be flexible enough to account for the many ways that these functions of a street can be fulfilled. Most frameworks reviewed are unsuitable for evaluating complete streets because, with few exceptions, they guide street design by specifying the design elements for inclusion on the street. Secondly, the performance of a street can be assessed according to transportation, environmental, and place criteria, and compared to the target performance levels specified by the street’s classification. As there are many different impacts to consider on a street, additional work is required to define the priorities and performance objectives for different types of streets. 相似文献
10.
Andrew Daly Stephane Hess Bhanu Patruni Dimitris Potoglou Charlene Rohr 《Transportation》2012,39(2):267-297
There is growing interest in the use of models that recognise the role of individuals’ attitudes and perceptions in choice
behaviour. Rather than relying on simple linear approaches or a potentially bias-inducing deterministic approach based on
incorporating stated attitudinal indicators directly in the choice model, researchers have recently recognised the latent
nature of attitudes. The uptake of such latent attitude models in applied work has however been slow, while a number of overly
simplistic assumptions are also commonly made. In this article, we present an application of jointly estimated attitudinal
and choice models to a real-world transport study, looking at the role of latent attitudes in a rail travel context. Our results
show the impact that concern with privacy, liberty and security, and distrust of business, technology and authority have on
the desire for rail travel in the face of increased security measures, as well as for universal security checks. Alongside
demonstrating the applicability of the model in applied work, we also address a number of theoretical issues. We first show
the equivalence of two different normalisations discussed in the literature. Unlike many other latent attitude studies, we
explicitly recognise the repeated choice nature of the data. Finally, the main methodological contribution comes in replacing
the typically used continuous model for attitudinal response by an ordered logit structure which more correctly accounts for
the ordinal nature of the indicators. 相似文献