https://hdl.handle.net/2123/17672 2026-06-13T12:52:42Z 2026-06-13T12:52:42Z Stopher, Peter Zhang, Jun Prasad, Christine https://hdl.handle.net/2123/19276 2026-06-12T06:04:26Z 2013-11-01T00:00:00Z

Evaluating and improving software for identifying trips, occupancy, mode and purpose from GPS traces. Stopher, Peter; Zhang, Jun; Prasad, Christine Over the past several years, the Institute of Transport and Logistics Studies at the University of Sydney has been developing software to process GPS traces and impute the trip ends, modes of travel, occupancy, and trip purpose. Conducting the GPS-only household travel survey for the Greater Cincinnati Area Household Travel Survey provided an opportunity to assess the accuracy of the existing software and to identify weaknesses and inaccuracies and propose changes to the software to overcome them. Initially, the accuracy of the software was assessed in the pilot survey. This analysis was then extended midway through the main survey and again at the conclusion of the main survey. The results of these assessments are documented in this paper. The paper concludes with a discussion of the accuracy achieved at this point in imputing trip ends, occupancy, mode, and purpose from GPS traces and the suitability of such data for travel demand modelling. The paper also suggests further research in this area that may provide even greater accuracy in the imputation of these attributes that are not measured directly by passive GPS devices.

2013-11-01T00:00:00Z Rose, John M. Hensher, David A. https://hdl.handle.net/2123/19248 2026-06-12T06:04:23Z 2013-10-01T00:00:00Z

Demand for taxi services: New elasticity evidence for a neglected mode Rose, John M.; Hensher, David A. This paper investigates the factors that influence the choice of, and hence demand for taxis services, a relatively neglected mode in the urban travel task. Given the importance of positioning preferences for taxi services within the broader set of modal options, we develop a modal choice model for all available modes of transport for trips undertaken by individuals or groups of individuals in a number of market segments. A sample of recent trips in Melbourne in 2012 was used to develop segmentspecific mode choice models to obtain direct (and cross) elasticities of interest for cost and service level attributes. Given the nonlinear functional form of the way attributes of interest are included in the modal choice models, a simple set of mean elasticity estimates are not behaviourally meaningful; hence a decision support system is developed to enable the calculation of mean elasticity estimates under specific future service and pricing levels. Some specific direct elasticity estimates are provided as the basis of illustrating the magnitudes of elasticity estimates under likely policy settings.

2013-10-01T00:00:00Z Rose, John M. https://hdl.handle.net/2123/19288 2026-06-12T06:04:29Z 2013-11-01T00:00:00Z

Interpreting discrete choice models based on best-worst data: A matter of framing Rose, John M. Best worst choice response tasks have become increasingly popular as a means of increasing the amount of information captured from respondents undertaking stated preference experiments. In analysis, best worst data is often exploded to provide additional pseudo observations which may aid in model estimation. Recent studies however have questioned many of the underlying assumptions which typically accompany best worst studies, such as the symmetry of preferences across the best and worst responses as well as assumptions about equal error variances across the two response types. This paper first provides a detailed description of the various best worst tasks that have appeared within the literature before arguing that violations of preference symmetry and homogeneity of error variance should be the norm. This is because in asking respondent to choose their most and least preferred option out of a set of alternatives reflects different response frames, one positive and one negative, and behaviourally there exists no reason why one would assume that the preferences (and error variances) obtained from one type of question should precisely mirror that of the other. Using an empirical case study, the impact of the framing of these questions is examined. Finally, the argument put forward is that best-worst data should be treated in a similar to data fusion methods, where one combines two different sources of discrete choice data.

2013-11-01T00:00:00Z Truong, Truong P. https://hdl.handle.net/2123/19185 2026-06-12T06:04:24Z 2013-06-01T00:00:00Z

Returns to scale in the electricity supply sector, imperfect competition, and efficiency of climate change policies Truong, Truong P. Climate change policies often contain the dual objectives of trying to reduce the level of CO2 emissions from the use of fossil-fuels while at the same time encouraging the use of renewable energy. In the area of electricity generation, these two objectives can be considered either as complementary or competing with each other. In this paper we show that this depends on the structure of the electricity market and the characteristics of the generation technologies. If the market is perfectly competitive with all technologies subject to constant returns to scale then climate change policies may require only one instrument to achieve the single objective of CO2 emissions reductions. If on the other hand some fossil-fuel based electricity generation technologies are subject to increasing returns to scale which gives rise to some degree of natural monopolistic power in the electricity generation market then to correct for both the environmental externality which is caused by un-priced CO2 emissions and the market imperfection caused by the existence of increasing returns to scale, policy makers may need two rather than just one policy objectives (and instruments). The first objective is to correct for the environmental externality and reduce CO2 emissions while the second objective is to correct for the imperfection in the electricity market. Whether the secondary objective can help or hinder the first objective will depend on how it is designed. In this paper, we illustrate this analysis with an examination of the European Union 20-20-20 climate change policies.

2013-06-01T00:00:00Z Homosombat, Winai NG, Adolf K.Y. FU, Xiaowen https://hdl.handle.net/2123/19208 2026-06-12T06:04:24Z 2013-10-01T00:00:00Z

The impacts of production base relocation on port cluster competition: The case of the Pearl River Delta region Homosombat, Winai; NG, Adolf K.Y.; FU, Xiaowen Due to increases in labor and operational costs within the Pearl River Delta (PRD) region, many manufacturing firms are relocating their plants to inland provinces in China. The existence of significant intra- and inter-port cluster competition means that this ongoing relocation process will not only affect the ports of Shenzhen and Hong Kong, but will also have an impact on ports in other clusters such as Shanghai in the Yangtze River Delta (YRD). Furthermore, since Hong Kong and Shenzhen share the same transportation corridor to inland China, the hinterland access condition is another concern to be examined. This paper employs an analytical economic model to investigate the implications of this process. With the model allowing for substitutable but differentiated services among the three competing ports, the finding in all cases shows that the process will harm the performance of the ports in PRD region, but will benefit the port YRD region. With respect to the impact of a change in hinterland access condition, the implications for Hong Kong are clear, but more complex for Shenzhen. This is because although it shares the same transport corridor to inland China with Hong Kong, it is also one of Hong Kong’s competitors. Since Hong Kong also benefits from the hinterland access and/or negative externality improvement, such effect may either benefit or lower performance of Shenzhen port. The analytical results suggest that a more competitive port of Hong Kong will be in a better position to cooperate with the neighboring port of Shenzhen, and that it is important for Hong Kong to improve its cross-border cargo flows.

2013-10-01T00:00:00Z Wang, Kun Fu, Xiaowen Luo, Meifeng https://hdl.handle.net/2123/19184 2026-06-12T06:04:25Z 2013-05-01T00:00:00Z

Investigating the impacts of introducing emission trading scheme to shipping industry Wang, Kun; Fu, Xiaowen; Luo, Meifeng Although international shipping is the most energy efficient means of transportation in terms of unit CO2 emission per tone-mile cargo shipped, due to enormous cargo volume and continuous growth, it still contributes a significant part of global emissions. In order to reduce the CO2 emission from the international shipping industry, International Maritime Organization (IMO) is considering possible market-based measures (MBM). One of the most promising alternatives is the Emission trading Scheme (ETS). Our study thus proposes an economic model to theoretically analyze and benchmarks two different ETS mechanisms for international maritime transport industry, namely an open ETS scheme and a Maritime only ETS (METS) scheme. The model is also calibrated using maritime industry real operational data in year 2007. Our study quantifies the differential impacts of ETS on container shipping and dry bulk shipping sectors. It is suggested that ETS scheme, whether open or maritime only, will decrease ship’s cruising speed, throughput and fuel consumption for both container and bulk sectors. Under open ETS scheme, we find that dry-bulk sector will have higher proportional output reduction and sell more (or use less) emission permits. Under maritime only ETS, the emission permit trading price is endogenously determined, and the emission reduction objective will definitely be reached. Container carriers will buy emission permits from the dry-bulk side. The collusiveness of one sector will only affect itself in open ETS, while it will affect the other less colluded sector in the METS. Specifically, when the sector that sells (buys) permits in METS is more collusive (competitive), the permit price will rise.

2013-05-01T00:00:00Z Chung, Demi Hensher, David A. Rose, John M. https://hdl.handle.net/2123/19182 2026-06-12T06:04:24Z 2013-04-01T00:00:00Z

Contractual approach to optimising risk sharing: A quantitative study of the multidimensional nature of risk in private provision of road infrastructure Chung, Demi; Hensher, David A.; Rose, John M. In 2009 and 2010, we conducted an international survey to identify the extent to which risk-sharing in tollroad projects procured under the public-private-partnership (PPP) method and the structures of PPP concession contracts lead to the value for money outcome. The survey was conducted using an advanced computer-aided personal instrument technique within which the stated choice methodology was deployed to capture the risk perceptions of contracting parties. Information drawn from the project experience of 101 respondents over 32 countries was used to test the impact of contractual conditions and external institutional variables on their risk preferences, and hence, their choice behaviour in relation to the PPP procurement. The empirical findings affirmed a number of significant relationships that involve the risk preferences of contracting parties: choice of procurement method, contractual conditions, institutional environment, clarity of government’s strategic objectives, property rights, and the way in which risks are shared among contracting parties. We conclude that risk-sharing can be optimised through more equitable risk allocation, better handling of public misperception about the scheme and misperceived social risks associated with ownership transfer, undertaking reforms at the institutional level to make the environment more conducive to PPP investments, and selecting a reputable private partner for a sustainable partnership.

2013-04-01T00:00:00Z Bliemer, Michiel Raadsen, Mark Romph, Erik de Smits, Erik-Sander https://hdl.handle.net/2123/19204 2026-06-12T06:04:24Z 2013-08-01T00:00:00Z

Requirements for traffic assignment models for strategic transport planning: A critical assessment Bliemer, Michiel; Raadsen, Mark; Romph, Erik de; Smits, Erik-Sander Transport planning models are used all over the world to assist in the decision making regarding investments in infrastructure and transport services. Traffic assignment is one of the key components of transport models, which relate travel demand to infrastructure supply, by simulating (future) route choices and network conditions, resulting in traffic flows, congestion, travel times, and emissions. Cost benefit analyses rely on outcomes of such models, and since very large monetary investments are at stake, these outcomes should be as accurate and reliable as possible. However, the vast majority of strategic transport models still use traditional static traffic assignment procedures with travel time functions in which traffic flow can exceed capacity, delays are predicted in the wrong locations, and intersections are not properly handled. On the other hand, microscopic dynamic traffic simulation models can simulate traffic very realistically, but are not able to deal with very large networks and may not have the capability of providing robust results for scenario analysis. In this paper we discuss and identify the important characteristics of traffic assignment models for transport planning. We propose a modelling framework in which the traffic assignment model exhibits a good balance between traffic flow realism, robustness, consistency, accountability, and ease of use. Furthermore, case studies on several large networks of Dutch and Australian cities will be presented.

2013-08-01T00:00:00Z Collins, Andrew T. Rose, John M. https://hdl.handle.net/2123/19203 2026-06-12T06:04:23Z 2013-07-01T00:00:00Z

Estimation of stochastic scale with best-worst data Collins, Andrew T.; Rose, John M. Recently there has been a steady stream of literature advocating the best-worst response mechanism, where respondents are asked to sequentially choose the best and worst alternatives in a choice set, resulting in a partial or complete ranking of the alternatives. In this paper, we present an empirical study in which respondents were encouraged to respond using repeated best-worst, but were nonetheless free to respond in any order they preferred. Models are estimated that account for three alternative response processes: conventional ranking of the alternatives from best to worst, sequential best-worst choice, and two best choices followed by two worst choices. While the sequential best-worst models perform best, the sensitivities retrieved are consistent across all three models. We find strong evidence of stochastic scale heterogeneity across respondents, where the extent of this heterogeneity is also consistent across all three model forms. However, deterministic scale heterogeneity, that accounts for differences in scale across each of the pseudo-observations, is not consistent across the model forms, with respect to the implied rank of the observation. Rather, the consistency is with the number of alternatives associated with the pseudo-observation, with scale decreasing as the number of alternatives decreases. A test of alternative specifications of the panel in the mixture model used to identify stochastic scale identifies that scale should be invariant across the full set of responses by an individual, rather than just the responses from each rank from that individual. Despite an overall finding that the sensitivities retrieved are robust to the assumption of the completion order of the ranking within the model, differences in sensitivities retrieved from each best-worst choice raise concerns with pooling the data across best-worst choices, in line with concerns raised previously with rankings data.

2013-07-01T00:00:00Z Hensher, David A. Collins, Andrew T. Rose, John M. Smith, Nariida C. https://hdl.handle.net/2123/19195 2026-06-12T06:04:24Z 2013-02-01T00:00:00Z

Direct and cross elasticities for freight distribution access charges Hensher, David A.; Collins, Andrew T.; Rose, John M.; Smith, Nariida C. The interest in reform of road user charges for freight distribution in many countries continues unabated, linked to a desire to improve economic efficiency as well as recognition of the declining revenue base from traditional sources, especially fuel excise. A critical input into the assessment framework used to identify the impact of alternative access charges on freight vehicle utilisation, by vehicle class, is a suite of direct and cross elasticities. This paper uses data collected in Australia in 2010- 11 on alternative access charge regimes obtained from a stated choice experiment, used in estimation of mixed logit models calibrated on vehicle market shares, to derive matrices of direct and cross access charging elasticities that represent the relationship between an access charge (defined by combinations of distance, mass, and location), vehicle class choice, total kilometres, and tonne-kilometres carried in the vehicle class segments. The elasticities can be used to estimate the response of heavy vehicle operators (and shippers) to price signals under the different access charging schemes.

2013-02-01T00:00:00Z Jou, Rong-Chang Hensher, David A. Chen, Ke-Hong Wang, Pei-Lung https://hdl.handle.net/2123/19178 2026-06-12T06:04:25Z 2013-02-01T00:00:00Z

Freeway drivers’ willingness to pay for speeding fines Jou, Rong-Chang; Hensher, David A.; Chen, Ke-Hong; Wang, Pei-Lung Taiwanese drivers, like most drivers, often exceed the legal speed limit and expose themselves to the risk of a fine. Given the propensity to exceed the legal speed limit is common in many counties, it is of interest to understand the amount that drivers are willing to pay for driving faster than the law permits. This may provide useful guidance on the extent to which current fines are adequate as a deterrent to speeding. In this paper we use the contingent valuation method to measure drivers’ preferences and to estimate econometric models to determine Taiwanese drivers’ willingness to pay (WTP) for driving faster than the law allows. Given the high incidence of a zero willingness to pay, we use a spike model to capture this phenomenon. The study identifies some key influences on WTP such as personal income, the presence/absence of past violations, the risk tolerance of the driver, and the proportion of times spent on the roads where the driver was exceeding the speeding limit last year. On average, we find that freeway drivers in various locations in Taiwan were willing to pay between $US43 and $US51 for driving faster than the law allows.

2013-02-01T00:00:00Z Mulley, Corinne Tsai, Chi-Hong https://hdl.handle.net/2123/19207 2026-06-12T06:04:25Z 2013-09-01T00:00:00Z

How much does new transport infrastructure add to land values? Evidence from the bus rapid transit system in Sydney, Australia Mulley, Corinne; Tsai, Chi-Hong This paper examines the impact of a Bus Rapid Transit (BRT) system on residential housing prices in Sydney, Australia. A quasi experimental approach and a hedonic regression model are employed to identify the housing price uplift at three points in time: after announcement of the project, construction period, and after the opening of the BRT system. Catchment and control areas are selected from the property sales data to control for the potential external shock on house prices. The hedonic regression model takes account of the property and neighbourhood attributes which are expected to affect the property transaction price and thus identifies land value uplift from the BRT system. This research found that the sales price of residential properties within 400 m of BRT stops are significantly higher than those outside of the BRT service area after the opening of the BRT system in 2003. The research outcomes provide evidence for government sectors for planning future BRT systems and for quantifying the ability to raise financial funding for public transport improvement through the gain of land value uplift.

2013-09-01T00:00:00Z Walters, David Bhattacharjya, Jyotirmoyee https://hdl.handle.net/2123/19183 2026-06-12T06:04:23Z 2013-05-01T00:00:00Z

A future in manufacturing: Major issues to be resolved by Australia Pty Ltd Walters, David; Bhattacharjya, Jyotirmoyee When asked for a view for the prospects for the Australian automotive industry’s survival while addressing the Australian British Chamber of Commerce in Melbourne, 11 April 2013, Jac Nasser, current chairman of BHP-Billiton gave a number of concerns that had influenced his change of mind. He cited; an exchange rate at a 30 year high, an above average level of costs in the industry, world-wide excess capacity in the industry, and weak Japanese and Euro Bloc currencies. He suggested that if a major manufacturer was to leave the Australian industry the impact of that on the component supplier infra-structure would be severely damaging resulting in a loss of scale (which is marginal at the moment –authors’ note) and consequently would be the end of automobile manufacturing in Australia. The automotive industry is not alone in facing this problem; years of outsourcing labour intensive activities abdicated responsibility for the future of Australian manufacturing such that in not many years’ time we will be struggling to catch up as Asian manufacturing moves into the high value low volume sectors of high value added industry sectors.

2013-05-01T00:00:00Z Stopher, Peter R. Greaves, Stephen P. Shen, Li https://hdl.handle.net/2123/19206 2026-06-12T06:04:27Z 2013-09-01T00:00:00Z

Comparing two processing routines for GPS traces: Lessons learnt Stopher, Peter R.; Greaves, Stephen P.; Shen, Li This paper describes what may be one of the first side-by-side tests of two alternative software products for processing GPS traces into trips, and discusses some lessons learnt from the comparisons. For GPS to be useful as an alternative to self-report survey mechanisms, it is imperative that good processing software becomes available to reduce the data streams from the GPS devices into specific trips, with the various attributes of trips that are needed for modelling purposes. Currently, a number of agencies and researchers around the world have developed alternative software products, but none of these are generally open source, and comparisons between them are almost non-existent, although most make claims to certain levels of accuracy. In this paper, we describe an exercise in which two software products were used on the same GPS data set, following which a detailed comparison was made of the results. While it is interesting to see, overall, the accuracy differences between the two software products, what is of even more interest is the lessons that can be learnt about processing software in general. The paper draws some conclusions about the directions forward for processing software and processing routines in general.

2013-09-01T00:00:00Z Tirachini, Alejandro Hensher, David A. Bliemer, Michiel C. J. https://hdl.handle.net/2123/19180 2026-06-12T06:04:28Z 2013-03-01T00:00:00Z

Accounting for travel time variability in the optimal pricing of cars and buses Tirachini, Alejandro; Hensher, David A.; Bliemer, Michiel C. J. This paper addresses the problem of optimal pricing of both cars and buses in a multimodal transport corridor including externalities of congestion, bus crowding and travel time variability. A social welfare maximisation approach is implemented and applied to Sydney, Australia. To characterise travel time variability, a mean-variance model is embedded in the model and a relationship between mean and standard deviation of travel times is empirically estimated. First, we find that as the sensitivity of users to travel time variability increases, the optimal car toll increases approximately linearly, whereas the optimal bus fare remains almost constant, explained by the fact that even though both car and bus users contribute to increased travel time (and bus headway) variability, the contribution of car users is much higher and that is reflected in the socially optimal bimodal pricing structure. Including travel time variability produces substantial increases in toll revenue. Second, if bus headway is variable, the optimal headway is shorter when the users’ valuation of savings in travel time variability is large. This result may not hold when headway is reliable but travel time is not, in which case both optimal bus size and headway are adjusted according to travel time variability and crowding costs.

2013-03-01T00:00:00Z Beck, Matthew J. https://hdl.handle.net/2123/19177 2026-06-12T06:04:26Z 2013-02-01T00:00:00Z

Sunday drive: Review of automobile ownership, societal and environmental impacts and behavioural change Beck, Matthew J. The automobile is a pervasive component of modern life; it has played a crucial role in shaping the society in which we live and the way in which we behave and interact with those around us. This paper provides an overview of the motor vehicle; tracing the origins of the automobile, how it helped shaped many aspects of societal and urban development and the psychological impacts on society. It also reviews studies that have explored the driving factors of vehicle ownership and choice at a disaggregate level and examines the literature that addresses the environmental impacts of the motor vehicle. The conclusion is drawn that there is perhaps no single product that has had as big an impact on modern society as the motor vehicle, an impact that is unlikely to wane. As such, the automobile will continue to be fertile subject matter for researchers from many disciplines and for in policy who must make plans in the presence of the motor vehicle.

2013-02-01T00:00:00Z Stone, Alastair https://hdl.handle.net/2123/19181 2026-06-12T06:04:27Z 2013-04-01T00:00:00Z

A new planning system for NSW: Comments and review of green paper Stone, Alastair The comments and review of the NSW Planning Green Paper in this paper use the perspective of a development economist such as from the World Bank. This contrasts with the Green Paper’s legalistic point of view. The paper begins by partly reframing the Green Paper’s stated objectives of planning. It then analyses the roles and power of the stakeholders that the Green Paper would have participate in the planning decision process describing in turn: individuals, political representatives, special interest groups, private sector industry representatives and finally the role and powers of expert professions. The next section highlights the natural, regulatory, and financial constraints that operate on decisions in the planning process. It then describes the outcomes of planning by the government, focussing on land use and the provision of public infrastructure services. Then the mechanisms of planning are discussed with emphasis on the needed analytical resources, namely data, modelling, sector analysis, and benefit cost analysis, subjects barely covered in the green paper. The implementation instruments used to achieve the objectives of the planning process are then discussed divided into physical and financial instruments. Finally there is discussion of the necessary institutional arrangements and governance structures. The emphasis is on the decision making process and how it can be characterized by subject, type and scale. Highlighted here are the characteristics that that distinguish an efficient market from competitive tendering. Financing plans are briefly described and finally the paper comments upon the structure and decision control applicable to the process elements of strategy, plans and projects.

2013-04-01T00:00:00Z Stopher, Peter R. Moutou, Claudine J. Liu, Wen https://hdl.handle.net/2123/19201 2026-06-12T06:04:28Z 2013-06-01T00:00:00Z

Sustainability of voluntary travel behaviour change initiatives: A 5-year study Stopher, Peter R.; Moutou, Claudine J.; Liu, Wen During the early part of the first decade of the 2000s, a number of localities in Australia introduced Voluntary Travel Behaviour Change (VTBC) initiatives, otherwise known as TravelSmart. These initiatives were all monitored in the short-term and suggested that there were reductions in person kilometres of travel (PKT) on the order of 6 to 18 percent. Beginning in 2007, the Institute of Transport and Logistics Studies (ITLS) was asked to undertake a 5-year study to determine if the effects of TravelSmart were sustained in the longer term. This paper describes the study methodology, which was a rotating panel drawn from the Australian Capital Territory, Queensland, South Australia, and Victoria, with panel members asked to carry a GPS device with them wherever they went for a period of 15 days in September-November each year from 2007 to 2012: six waves of panel data. All members of sampled households over the age of 14 were provided with a GPS device to carry with them. The paper reports on panel attrition and the make up for attrition. The panel covered 120 households per year, with approximately 40 households that had not participated in TravelSmart (the control group) and 80 households that had participated, with make up for attrition maintaining this split. Details of the sampling procedures are provided in the paper. The sample provided data on about 3,600 person days of travel in each wave or a total of about 20,000 person days of travel over the six waves. The paper reports on the year-by-year averages of PKT for each of the two groups and for each state and overall. It was found that, while there was some variation from year to year, in general, the treatment group continued to show lower PKT than the control group, suggesting that the changes were sustained over the study period. This is the first time that a longer-term monitoring of the effects of a VTBC has been undertaken, and is also the first one to use GPS measurements of travel to do this.

2013-06-01T00:00:00Z Bliemer, Michiel C.J. Rose, John M. https://hdl.handle.net/2123/19176 2026-06-12T06:04:28Z 2013-01-01T00:00:00Z

Confidence intervals of willingness-­‐to-­‐pay for random coefficient logit models Bliemer, Michiel C.J.; Rose, John M. Random coefficient logit (RCL) models containing random parameters are increasingly used for modelling travel choices. Willingness-to-pay (WTP) measures, such as the value of travel time savings (VTTS) are, in the case of such RCL models, ratios of random parameters. In this paper we apply the Delta method to compute the confidence intervals of such WTP measures, taking into account the variancecovariance matrix of the estimates of the distributional parameters. Compared to simulation methods such as proposed by Krinsky and Robb, the Delta method is able to avoid some of the simulations by deriving partly analytical expressions for the standard errors. Examples of such computations are shown for different combinations of random distributions.

2013-01-01T00:00:00Z Greaves, Stephen Backman, Henry https://hdl.handle.net/2123/19194 2026-06-12T06:04:26Z 2013-08-01T00:00:00Z

An empirical assessment of the feasibility of battery electric vehicles for day-to-day driving Greaves, Stephen; Backman, Henry Driven by sustainability objectives, Australia like many nations in the developed world, is considering the option of battery electric vehicles (BEVs) as an alternative to conventional internal combustion engine vehicles (ICEVs). In addition to issues of capital and running costs, crucial questions remain over the specifications of such vehicles, particularly the required driving range, recharge time, re-charging infrastructure, performance, and other attributes that will be of importance to consumers. With this in mind, this paper assesses (hypothetically) the extent to which current car travel needs could be met by BEVs for a sample of motorists in Sydney assuming a home-based charging set-up, which is likely to be the primary option for early adopters of the technology. The approach uses five weeks of driving data recorded by GPS technology and builds up home-home tours to assess the distances between (in effect) charging possibilities. An energy consumption model based on characteristics of the vehicle, and the speeds recorded by the GPS is adapted to determine the charge used, while a battery recharge model is used to determine charging times based on the current battery level. Among the most pertinent findings are that over the five weeks, i) BEVs with a range as low as 60km and a simple home-charge set-up would be able to accommodate well over 90% of day-to-day driving, ii) however the incidence of running out of charge increases markedly for vehicles below 24 kWh (170 km range), iii) recharge time in itself has little impact on the feasibility of BEVs because vehicles spend the majority of their time parked and iv) while unsuitable for long, high-speed journeys without some external re-charging options, BEVs appear particularly suited for the majority of day-to-day city driving where average journey speeds of 34 km/h are close to optimal in terms of maximising vehicle range.

2013-08-01T00:00:00Z Collins, Andrew Rose, John Hensher, David https://hdl.handle.net/2123/19179 2026-06-12T06:04:29Z 2013-03-01T00:00:00Z

A model for the simultaneous inference of attribute nonattendance and taste heterogeneity Collins, Andrew; Rose, John; Hensher, David An extensive literature has recognised that when travel choices are made, only a subset of the attributes of the choice alternatives may be considered or attended to by each decision maker. This paper introduces the random parameters attribute nonattendance (RPANA) model. Attribute nonattendance (ANA) is estimated through the model, which does not rely on stated ANA, although the latter can be introduced as a covariate, in recognition that whilst concerns have been raised about the reliability of stated ANA, it may provide the analyst with valuable information. The model employs a latent class structure to capture an elevated mass of taste coefficients at zero; a technique widely employed in the literature. However, preference heterogeneity can additionally be captured as a continuous distribution, with random parameters. The latent class component introduced in this model is highly flexible and parsimonious, and can exploit any independence of ANA across the attributes, whilst also handling correlation in ANA across subsets of attributes, as needed. Results are presented from a stated choice experiment investigating short haul flights. Non-zero probabilities of ANA are estimated for all attributes, and the RPANA model represents an improvement on the random parameters logit model in terms of model fit. Specific issues with model identification are discussed, and some potential pitfalls noted.

2013-03-01T00:00:00Z Merkert, Rico Ploix, Boris https://hdl.handle.net/2123/19186 2026-06-12T06:04:29Z 2013-07-01T00:00:00Z

The impact of terminal re-organisation on belly-hold freight operation chains at airports Merkert, Rico; Ploix, Boris While it is widely acknowledged that airport re-organisation from destination to dedicated airline group terminals makes passenger travel more seamless, more efficient and also more profitable for both airlines and airports, there is little known about the impacts of such change on freight and in particular belly-hold cargo and luggage chains. Our analysis includes data from all airports in Australia and discusses cases from around the world but focuses primarily on the proposed re-organisation of Sydney Kingsford Smith airport. This paper reveals a significant relationship between international freight volumes, terminal organisation and aircraft type usage, indicating potential problems related to airport design and freight value chains at the airport. However, our interviews of relevant stakeholders don’t support these findings and show, beside some drawbacks, a number of benefits for belly-hold freight operations that can result from airline group terminal organisation.

2013-07-01T00:00:00Z