https://hdl.handle.net/2123/17669 Fri, 19 Jun 2026 01:58:21 GMT 2026-06-19T01:58:21Z https://hdl.handle.net/2123/19406 Can GPS replace conventional travel surveys? Some findings Stopher, Peter; Prasad, Christine; Zhang, Jun Global Positioning System (GPS) devices have been considered as a substitute for conventional travel diaries for some time. However, only in the past year has a serious effort been made to trial replacement of travel diaries with GPS. GPS devices are very accurate at recording the time and positional characteristics of travel, but cannot record travel modes, trip purposes, or number of occupants in private vehicles, all of which are important attributes normally acquired in a household travel survey. The authors of this paper have developed software that is able to deduce the missing data from a combination of the GPS records, other data collected from respondents, and data available in GIS records. However, the level of accuracy has not been checked. As part of an ongoing GPS-only survey, a prompted recall survey is being conducted on a sample of households. In this paper, we report on comparisons between the results from the processing software and the prompted recall web survey, with respect to identifying trips, modes and purposes of travel, and number of household members travelling together. These results will be used subsequently to develop refinements to the processing software. Wed, 01 Dec 2010 00:00:00 GMT https://hdl.handle.net/2123/19406 2010-12-01T00:00:00Z https://hdl.handle.net/2123/19549 Results of an evaluation of TravelSmart in South Australia Stopher, Peter; Zhang, Yun; Zhang, Jun; Halling, Belinda Beginning in 2005, an evaluation was undertaken of a TravelSmart intervention in South Australia. The evaluation was undertaken using a panel of households, members of which were asked to carry GPS devices with them for a number of days. The panel comprised 200 households, and only household members over the age of 14 were asked to carry the GPS devices. This paper reports on the three waves of panel measurement that took place in 2005-2007. It documents the successes and failures of the panel survey, and describes the results, which indicate a substantial decrease in car use and some potential decrease in car ownership among households that participated in TravelSmart, compared to those that did not. Tue, 01 Jun 2010 00:00:00 GMT https://hdl.handle.net/2123/19549 2010-06-01T00:00:00Z https://hdl.handle.net/2123/19480 Literature review of induced travel Currie, Graham; Delbosc, Alexa Induced travel is the increase in travel attributable to transportation projects that increase capacity. This paper reviews the causes and impacts of induced travel. It discusses some of the debates in the literature around the nature and extent of induced travel and reviews the scale and time frame of the effect. It includes a discussion of the possible impacts of clearways on induced travel in Melbourne, including possible impacts on on-road public transport. Sun, 01 Aug 2010 00:00:00 GMT https://hdl.handle.net/2123/19480 2010-08-01T00:00:00Z https://hdl.handle.net/2123/19423 Comparing GPS and prompted recall data records Stopher, Peter; Prasad, Christine; Zhang, Jun Global Position System (GPS) devices as a substitute for conventional travel diaries have been considered for some time but have only in the past year or so been seriously trialled as replacements. GPS devices cannot record modes of travel, trip purposes, or number of occupants in private vehicles, all of which are important attributes normally acquired in a household travel survey. This missing data is usually deduced using software processes from a combination of the GPS records, other data collected from respondents, and data available in GIS records. The level of accuracy of such software has largely been unchecked in the past. As part of an ongoing GPS-only survey in the Greater Cincinnati region, the consultant team is undertaking a web-based prompted recall survey on a subsample of households that participated in the GPS study. In this paper, we compare results from the pilot study between the processing software to the data collected from prompted recall web survey, with respect to identifying trips, mode of travel, purpose of travel, and number of household members present in a privately-owned vehicle. Overall, it was seen that prompted recall surveys are very useful in validating GPS records. These results, when collected from the entire survey (due to be completed in August 2010) will be used to develop refinements to the processing software. Wed, 01 Dec 2010 00:00:00 GMT https://hdl.handle.net/2123/19423 2010-12-01T00:00:00Z https://hdl.handle.net/2123/19467 Development of a GPS/GPRS prompted-recall solution for longitudinal driving behaviour studies Greaves, Stephen; Fifer, Simon; Ellison, Richard; Zhang, Yun; Germanos, George This paper details the development of a GPS/GPRS data collection solution for a longitudinal (twelve week) study of driving behaviour in Sydney, investigating behavioural responses to variable rate charging. The study calls for data to be regularly downloaded to check the quality of data as it is being collected and provide the basis for a web-based prompted recall (PR) survey in which participants can view their trips, confirm details and provide information on who was driving, number of passengers and trip purpose. Following details of the technological setup, we detail the data processing issues involved and the development of the PR survey. Pilot testing of the approach on thirty motorists demonstrates that contrary to popular belief, data of this nature can be collected for several weeks with little respondent burden at high levels of accuracy. Fri, 01 Oct 2010 00:00:00 GMT https://hdl.handle.net/2123/19467 2010-10-01T00:00:00Z https://hdl.handle.net/2123/19518 Short sea shipping: Lessons for or from Australia? Bendall, Helen B; Brooks, Mary R Over the past decade, there has been a substantial volume of research on short sea shipping and related national maritime transport regulation. In spite of significant support for the policy of growing the volume of short sea shipping in Europe, and the signing of a Memorandum of Cooperation within NAFTA in 2003, there has not been the level of adoption by cargo interests or shipping lines expected. In Australia, where the regulatory environment is somewhat different from Europe or North America, the industry is more focused on the bulk sector and the Rudd Government is contemplating an agenda of maritime reform. This situation presents an opportunity to build an understanding of why, how and whether short sea shipping works, and, in particular, what lessons from the Australian experience might apply to the Canadian and/or North American context and vice versa. This paper builds on two separate but linked streams of research. On one hand, it will review the research conducted in North America. Large-scale studies have been undertaken for Transport Canada over the past five years, and several studies have also been conducted in the U.S. On the other, it reviews the studies undertaken in Australia, where short sea shipping received considerable attention from both consultants and academics, and there has been a recent government investigation into the coastal shipping industry. In its examination of research done to date, this paper explores the lessons from these studies by answering four research questions. It draws preliminary conclusions about the role of the regulatory environment in promoting or deterring the development of land transport– competitive short sea services and about which research agenda gaps remain to be filled. The paper does not focus on bulk shipping; the key emphasis is on what governments need to consider if they seek to induce switching from land modes, like truck or rail, to coastal shipping in order to revitalise the domestic industry or improve GHG-efficiency in the transport sector or both. Tue, 01 Jun 2010 00:00:00 GMT https://hdl.handle.net/2123/19518 2010-06-01T00:00:00Z https://hdl.handle.net/2123/19519 Factors that comprise driver boredom and their relationships to preferred driving speed and demographic variables Heslop, S.; Harvey, J.; Thorpe, N.; Mulley, C. Driver boredom is an area of driver behaviour that has received limited attention. This study explores the factor structure underlying driver boredom and investigates age and gender differences in the experience of driver boredom and preferred driving speeds using a self-report questionnaire. A rotated principle components analysis of 49 attitude items yielded four dimensions: responses to under-stimulation, flow, lapse and error proneness and anxiety. Age and gender differences were found in these dimensions as well as in preferred driving speeds; two of the factors, responses to under-stimulation and flow were particularly related to preferred driving speeds on all but urban roads. These findings are considered in terms of cognitive capacity required for driving, self-reporting of cognitive failure and error-proneness and the implications for drivers maintaining safety margins when bored. Sat, 01 May 2010 00:00:00 GMT https://hdl.handle.net/2123/19519 2010-05-01T00:00:00Z https://hdl.handle.net/2123/19522 Interactive stated choice surveys: A study of air travel behaviour Collins, Andrew T.; Rose, John M.; Hess, Stephane Stated preference (SP) experiments are becoming an increasingly popular survey methodology for investigating air travel choice behaviour. Nevertheless, some evidence suggests that SP experiments do not mirror decisions in real markets. In this paper we introduce a novel survey methodology that aims to make air travel surveys more consistent with real world settings, with the aim of obtaining more realistic results. The 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, with the captured data revealing some attribute preferences at the individual level, and significant heterogeneity of preference across individuals. 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. These results have implications for the study of other complex travel choices where interactive surveys may similarly be preferable to standard approaches. Thu, 01 Jul 2010 00:00:00 GMT https://hdl.handle.net/2123/19522 2010-07-01T00:00:00Z https://hdl.handle.net/2123/19283 An evaluation of TravelSmart tools for travel behaviour change Zhang, Yun; Stopher, Peter; Halling, Belinda Between 2005 and 2006, a TravelSmart project was introduced in targeted suburbs within metropolitan Adelaide, South Australia. A component of the project was to provide participants with tools to assist them to change their travel behaviour. The tools included information on ways to cut down car driving in general, and information relating to alternative, more environmentally friendly travel modes. An extensive perception study was conducted to measure if some tools were more effective in bringing about travel behaviour change. More than 1,000 TravelSmart participants were involved. The survey was conducted by telephone and a stratified sampling method was implemented to evaluate four tools: Journey Plan, Walking and Cycling Map, Affirmation Letter, and Local Activity Guide. The Cycling and Walking Map appeared to be the most effective tool, and encouraged people to walk more. The other three tools, Journey Plan, Affirmation Letter and Local Activity Guide, together appeared less effective in changing travel behaviour. In addition, the most useful feature participants cited in the survey was providing them with information about driving alternatives and locations of nearby facilities. Fri, 01 Oct 2010 00:00:00 GMT https://hdl.handle.net/2123/19283 2010-10-01T00:00:00Z https://hdl.handle.net/2123/19385 The accuracy of proxy responses in a stated choice setting Beck, Matthew J.; Rose, John M.; Hensher, David A. Data is typically gathered from an individual respondent who represents the group or the household. This individual is often identified as the “primary decision maker” and is often asked to provide responses as a proxy for the group as the cost of interviewing each member individually is impractical and/or expensive. The collection of joint preferences is rarely done (Arora 2006) and indeed in terms of travel behaviour research the use of proxy responses is not uncommon (Wargelin and Kostyniuk 2004, Richardson 2006). Under such a framework, there exists an assumption that the primary decision maker has perfect knowledge of other group member preferences and bargaining behaviour, and is able to synthesize this information when providing a response on their behalf. The validity of such an assumption however remains an open question, with recent research calling the reliability of proxy responses into account (Bateman and Munro 2009). In this paper, using three models estimated in willingness to pay space, we examine the accuracy of proxy responses in a stated choice experiment. We find that there is overlap between a proxy response and the own preferences of the individual providing the proxy choice, that the proxy responses fail to represent the full preference heterogeneity that exists in the actual choices made by individuals, and that when the preferences of another differ substantial from an individuals on preferences the proxy choice provided by that individual is a poor estimate. Overall we find that the ability of individuals to correctly predict the choice of other individuals in their household is poor and as a result proxy responses are unreliable estimators of preference. Thu, 01 Apr 2010 00:00:00 GMT https://hdl.handle.net/2123/19385 2010-04-01T00:00:00Z https://hdl.handle.net/2123/19228 A framework for transport planning in Australia: With special reference to UK Eddington transport study Stone, Alastair The Commonwealth (Infrastructure Australia (IA)) is putting growing pressure on the States to improve infrastructure planning and particularly planning for transport services. Given the Commonwealth of Australia’s domination of discretionary finance for infrastructure investment, and the status of the UK Government’s Eddington (National) Transport Study (2006) approach as the most recent and effective national planning exercise, it would not be surprising to see a push for an Australian National Transport Study along the lines of the UK Study. The UK Study ably met the needs of the UK Government, is laudable for describing the role of transport services in economic development, and advocates a big step towards economic rational allocation of resources and away from political allocation. This Paper suggests a different process for Australia while using the UK Study as a primary reference framework to place the recommended approach and tools in context. The paper continues the themes of another recent Paper (ITLS-WP-09-05)), Commentary on the Report to COAG by Infrastructure Australia. It does not comment on the place specifics of transport investment in Australia or in the UK Study, except by way of example. While this paper is about transport service, the underlying analysis and commentary applies to the other public infrastructure services such as water, energy and communications that are within IA’s purview. The paper is structured in four parts. The first looks at the purpose of planning studies and where they fit in the institutional arrangements for transport service provision. Using this institutional framework and in contrast to the UK Study approach, an on-going process of continuous improvement of decision-making for transport service provision is proposed for Australia based in part on World Bank experience. The second part looks at the impacts of transport service provision. The third looks at analytic tools appropriate to decisions regarding the allocation of resources for the provision of transport service with reference to the several Benefit/Cost, GDP and other measures recommended in the UK Study, and analyses the appropriateness of their application for Australia (and elsewhere). It suggests that the application of benefit cost analysis (BCA) in its various enhanced forms including wider external benefits, environmental and social impacts and value for money, as well as GDP impacts, misinterprets the nature of the decision-making processes involved and the purpose of investment appraisal. The fourth part briefly discusses several of the other seminal issues involved in service provision such as competition, markets, and revisits governance, finance and planning, again with reference to the UK Study (Volume 4). The final summary section sketches a strategy for implementation of the recommendations in Australia. Thu, 01 Apr 2010 00:00:00 GMT https://hdl.handle.net/2123/19228 2010-04-01T00:00:00Z https://hdl.handle.net/2123/19271 Metropolitan bus service contracts (MBSC): Thoughts on the next round Hensher, David A.; Stanley, John This paper revisits a number of themes that have played a crucial role in the debate on alternative contracting regimes for the provision and bus and coach services. We have selected seven crucial issues to reflect on: (i) contractual regimes (in particular negotiated performance based contracts linked to benchmarking and competitive tendering); (ii) contract completeness (focussing on ex ante and ex post elements and what can be improved within the context of current contracts); (iii) building trust through partnership; (iv) number of contract areas (emphasising the crucial demand-side objective); (v) tactical or system level planning for bus services; (vi) asset ownership; and (vii) margins. Fri, 01 Jan 2010 00:00:00 GMT https://hdl.handle.net/2123/19271 2010-01-01T00:00:00Z https://hdl.handle.net/2123/19374 Missing and inaccurate information from travel surveys: Pilot results Stopher, Peter; Greaves, Stephen During the implementation of a major regional household travel survey, known as the Victorian Integrated Survey of Travel and Activity 2007 (VISTA07) in Victoria, Australia, a pilot survey was undertaken using GPS to validate the diary survey results, similar to a number of studies in North America and Europe. The pilot results suggest that, as has been reported in most overseas studies, respondents generally underreport their travel significantly. Further, it is also found that respondents tend to overestimate trip times and underestimate (seriously) the distance of their travel. It is also noted that there are a significant number of respondents whose reporting is quite accurate, whilst a minority report significantly different information from what the GPS measures. However, a result found in this study that has not been reported before is that there is a very significant difference between the accuracy of reports from those asked to carry a GPS and those who were not asked to do so. This result suggests that the levels of underreporting of travel found in previous studies may be underestimated to a greater extent than previously believed particularly when one considers that VISTA07 uses a face-to-face recruitment methodology. It must be noted, however, that this was a pilot survey and that the sample size is too small to generalise the conclusions, which should not be used to scale any VISTA07 results. Thu, 01 Apr 2010 00:00:00 GMT https://hdl.handle.net/2123/19374 2010-04-01T00:00:00Z https://hdl.handle.net/2123/19324 The logistics implications of the emerging business model Walters, David; Newton, Jeffrey In what may eventually be called the fastest recovery from a recession in modern business we should be considering the lessons emerging from the 2008/9 financial crisis which witnessed the demise of corporate giants and unprecedented government responses. We have seen all three ‘business directions’ (strategy, structure, and implementation) undergo change. Historically dominant companies have migrated from industries in which they were acknowledged leaders and have been replaced by organisations that were hitherto unknown in circumstances that take us beyond Friedmen’s (2006) ‘Flat World’ towards one that is perhaps becoming ‘concave’ – in which connectivity and interaction become even easier. Sat, 01 May 2010 00:00:00 GMT https://hdl.handle.net/2123/19324 2010-05-01T00:00:00Z https://hdl.handle.net/2123/19330 Development of a kilometre-based rewards system to encourage safer driving practices Greaves, Stephen; Fifer, Simon There is growing interest in using kilometre-based financial mechanisms to encourage safer driving practices and reduce accident claims. The rationale behind such an approach is that in addition to driver characteristics such as age and gender, crash risk is intrinsically a function of both the kilometres driven and the circumstances under which those kilometres are driven (time-of-day, day-of-week, road type, speeding etc). In this paper, we explore options for designing a kilometre-based rewards scheme that incentivises drivers to reduce their kilometres, night-time driving and speeding using recent accident data and travel survey data collected in the Sydney Greater Metropolitan Area (GMA). Results show that young drivers (17-30 year-olds) would be hardest hit by the proposed scheme with middle-aged drivers (31-65) faring the best. The impacts of the reward system are then assessed hypothetically using evidence from 125 motorists who have completed five weeks of driving in which their kilometres, night-time driving and speeds are monitored using the latest GPS technology. Various charging scenarios and hypothesised behavioural changes are implemented to assess both their incentive for change and the overall financial impact for the project. These results are used in conjunction with the theoretical and empirical justification outlined in this paper, to set the final charging regime rates based on the overall study budget. Wed, 01 Sep 2010 00:00:00 GMT https://hdl.handle.net/2123/19330 2010-09-01T00:00:00Z https://hdl.handle.net/2123/19279 Heterogeneous truck routing policies with tour routing time restriction Ng, Ada Suk-Fung; Ong, Mei Khing We study a heterogeneous full-truckload vehicle routing problem based on the case of a trucking company in Malaysia, where trucks originate from a depot and are dispatched to various parts of the service area. Each order defines an origin-destination pair for pickup and delivery locations. Goods have to be picked up or delivered within the pre-specified pickup and delivery time windows. Besides, we consider a restriction on tour routing time, i.e. the total time taken from the time each truck leaves the depot, servicing a number of orders, to the time it returns to the depot. Our objective is to minimize total deadhead costs. Four integer programming solution policies are proposed. Three of the policies identify the set of homebound trucks before assigning jobs to trucks, while the last policy is a one-off algorithm that assigns job routes to all the trucks and makes sure that each truck will not exceed the total route time limit when it returns to the depot. Crosssectional computation results show that the one-off policy is the best amongst the four. Cumulative analysis results show that all four policies do better than the company’s original assignment in terms of deadhead costs and truck utilization. Mon, 01 Mar 2010 00:00:00 GMT https://hdl.handle.net/2123/19279 2010-03-01T00:00:00Z https://hdl.handle.net/2123/19389 A combined GPS/stated choice experiment to estimate values of crash-risk reduction Fifer, Simon; Greaves, Stephen; Rose, John; Ellison, Richard This paper details the development and application of a Stated Choice experiment designed to explore motorists sensitivities to a kilometre-based charging regime focused around crash-risk reduction. Hypothetical responses are gathered through a Stated Choice (SC) experiment that pivots off actual driving behaviour collected over a five week period using an in-vehicle Global Positioning System (GPS) device. This provision of greater reality using revealed preference (RP) information ensures that the alternatives in the SC experiment are embedded in reality, providing motorists with a more realistic context for their choices. The study demonstrates with the improved affordability, power and consumer familiarity with GPS devices, the integration of GPS recorded travel information with SC experiments is a now a feasible solution which can help enrich the quality of the reference alternatives in SC experiments in the future. Mon, 01 Nov 2010 00:00:00 GMT https://hdl.handle.net/2123/19389 2010-11-01T00:00:00Z https://hdl.handle.net/2123/19281 Social exclusion and the value of mobility Stanley, John; Hensher, David A.; Stanley, Janet; Currie, Graham; Greene, William H.; Vella-Brodrick, Dianne This paper investigates factors likely to increase a person’s risk of social exclusion, drawing on survey data specifically framed for this purpose. We use a generalised ordered logit model that accounts for observed and unobserved heterogeneity and derive the marginal effects for each influencing attribute. We find that people are less likely to be at risk of social exclusion if they have regular contact with significant others, have a sense of community, are not poor, are mobile and are open to new experiences which enable them to grow on a personal level. The value of an additional trip is estimated at $A20. Thu, 01 Jul 2010 00:00:00 GMT https://hdl.handle.net/2123/19281 2010-07-01T00:00:00Z https://hdl.handle.net/2123/19332 Interrogation of responses to stated choice experiments: Is there sense in what respondents tell us? Collins, Andrew T.; Hensher, David A. There is an extensive and growing literature on the design and use of stated choice experiments. Such experiments are generally regarded as the preferred framework within which to collect data that is able to reveal the preferences of individuals in a particular application context. Analysts have developed sophisticated ways of analysing such data, typically using a form of discrete choice model that identifies the marginal (dis)utility associated with each observed attribute linked to an alternative, as well as accounting for sources of preference and scale heterogeneity. There is also a growing literature studying the attribute processing rules (or heuristics) that respondents use as a way of simplifying the task of choosing, for all manner of reason. We find that there is relatively less effort placed on looking at the data defining each choice situation for each individual, as represented by the stated choice experiment and the choice response, and seeing if there are ‘evidential’ rules that support in a rational way, the choice responses. This is a complex issue since individuals are complex in their decision making, but it is possible to build up a number of ‘evidential’ rules that can be used to establish confidence in the stated choices. This paper explores the evidence in building confidence in the data used to infer the many behavioural outputs offered from the estimation of choice models using stated choice data. We find a high level of confidence in the evidence, and identify at least two features of choice set processing, namely value learning and majority of confirming dimensions, that are worthy of inclusion in the estimation of choice models. The evidence suggests that there is a great deal of behavioural sense in stated choice responses, for all manner of possible reason. Mon, 01 Nov 2010 00:00:00 GMT https://hdl.handle.net/2123/19332 2010-11-01T00:00:00Z https://hdl.handle.net/2123/19231 CASH OR PREPAY? MOTIVATIONS FOR PASSENGER PAYMENT Graham, Peter Against a backdrop of an increasing trend towards prepay-only bus services in Sydney, Forest Coach Lines (Forest), a private bus operator operating services in Northern Sydney, has been surprised that uptake of their prepay tickets has not been higher. Despite the discounts and convenience offered by their prepaid tickets, cashless fares represent just half of all tickets used and 60% of peak tickets used. The first objective of this study is to understand the motivations driving payment use in order to determine why many passengers, and in particular frequent passengers, are forgoing the benefits of Forest’s two prepay ticket options and continuing to pay cash for their tickets. The scope and remit of the project evolved in February 2010 when the New South Wales Government announced a new simplified ticket system for public transport within the Sydney Metropolitan region. This new fare system, called MyZone, provided Forest’s customers with more prepay options, for the first time offering an integrated ticket that could be used between different bus operators and a multi-modal ticket which could be used on different modes. Given these significant changes for Forest Coach Lines, the second objective, to explore the effects that this new ticket system had on the payment behaviour of Forest passengers, was established. Following a critical literature review, the key variables influencing passenger ticket choice were uncovered. These variables, relating to journey frequency, type and purpose, as well as the socio-demographic characteristics of the passenger and their attitudes to travel, helped pose the four research hypotheses of this study. Using self-administered questionnaires, two passenger surveys were conducted, before and after the introduction of the MyZone ticket system, respectively, and served as the principal means of data collection. A range of statistical techniques within SPSS and Microsoft Excel — including factor analysis and logistic regression — helped to test these hypotheses. This study discusses the major findings of these surveys which show that prepay use is influenced by travel frequency, journey purpose and socio-economic status as well as respondents’ attitudes to travel. Furthermore, the fare chosen is significantly guided by journey type, with interchanging passengers more likely to pay by cash for their ticket without a multi-modal ticket available. With a multi-modal ticket introduced as a result of MyZone, these interchangers, who are significantly more likely to be younger and less affluent than other passengers, are abstracted onto prepay by this new ticket. This study examines the new ii prepay market created by this ticket, discusses the characteristics of cash and prepay passengers both before and after MyZone, and explores the significant differences in the attitudes to travel held by users of different ticket types. This analysis permits both objectives to be satisfied and all hypotheses to be tested, providing Forest with a better understanding of the appeal and usage of the different ticket types they offer. Finally, the limitations of the project are discussed along with recommendations regarding future research which can expand and develop this study.gainst a backdrop of an increasing trend towards prepay-only bus services in Sydney, Forest Coach Lines (Forest), a private bus operator operating services in Northern Sydney, has been surprised that uptake of their prepay tickets has not been higher. Despite the discounts and convenience offered by their prepaid tickets, cashless fares represent just half of all tickets used and 60% of peak tickets used. The first objective of this study is to understand the motivations driving payment use in order to determine why many passengers, and in particular frequent passengers, are forgoing the benefits of Forest’s two prepay ticket options and continuing to pay cash for their tickets. The scope and remit of the project evolved in February 2010 when the New South Wales Government announced a new simplified ticket system for public transport within the Sydney Metropolitan region. This new fare system, called MyZone, provided Forest’s customers with more prepay options, for the first time offering an integrated ticket that could be used between different bus operators and a multi-modal ticket which could be used on different modes. Given these significant changes for Forest Coach Lines, the second objective, to explore the effects that this new ticket system had on the payment behaviour of Forest passengers, was established. Following a critical literature review, the key variables influencing passenger ticket choice were uncovered. These variables, relating to journey frequency, type and purpose, as well as the socio-demographic characteristics of the passenger and their attitudes to travel, helped pose the four research hypotheses of this study. Using self-administered questionnaires, two passenger surveys were conducted, before and after the introduction of the MyZone ticket system, respectively, and served as the principal means of data collection. A range of statistical techniques within SPSS and Microsoft Excel — including factor analysis and logistic regression — helped to test these hypotheses. This study discusses the major findings of these surveys which show that prepay use is influenced by travel frequency, journey purpose and socio-economic status as well as respondents’ attitudes to travel. Furthermore, the fare chosen is significantly guided by journey type, with interchanging passengers more likely to pay by cash for their ticket without a multi-modal ticket available. With a multi-modal ticket introduced as a result of MyZone, these interchangers, who are significantly more likely to be younger and less affluent than other passengers, are abstracted onto prepay by this new ticket. This study examines the new ii prepay market created by this ticket, discusses the characteristics of cash and prepay passengers both before and after MyZone, and explores the significant differences in the attitudes to travel held by users of different ticket types. This analysis permits both objectives to be satisfied and all hypotheses to be tested, providing Forest with a better understanding of the appeal and usage of the different ticket types they offer. Finally, the limitations of the project are discussed along with recommendations regarding future research which can expand and develop this study. Sun, 01 Aug 2010 00:00:00 GMT https://hdl.handle.net/2123/19231 2010-08-01T00:00:00Z https://hdl.handle.net/2123/19263 Search based internet surveys: Airline stated choice Collins, Andrew T.; Rose, John M.; Hess, Stephane Stated preference (SP) experiments are becoming an increasingly popular survey methodology for investigating air travel choice behaviour. Nevertheless, some evidence suggests that SP experiments do not mirror decisions in real markets. In this paper we introduce a novel survey methodology that aims to make air travel surveys more consistent with real world settings, with the aim of obtaining more realistic results. The 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, with the captured data revealing some attribute preferences at the individual level, and significant heterogeneity of preference across individuals. A traditional SP component was also completed by the respondents. Mixed multinomial logit models were estimated on data from both the traditional SP and OTA components, with the later exhibiting greater willingness to pay (WTP) heterogeneity. Fri, 01 Jan 2010 00:00:00 GMT https://hdl.handle.net/2123/19263 2010-01-01T00:00:00Z https://hdl.handle.net/2123/19381 Willingness to pay for travel time reliability in passenger transport: A review and some new empirical evidence Li, Zheng; Hensher, David A.; Rose, John This paper reviews and critiques the modelling frameworks and empirical measurement paradigms used to obtain willingness to pay (WTP) for improved travel time reliability, suggesting new directions for ongoing research. We also estimate models to derive values of reliability, scheduling costs and reliability ratios in the context of Australian toll roads and use the new evidence to highlight the important influence of the way that trip time variability is included in stated preference studies in deriving WTP estimates of reliability in absolute terms, and relative to the value of travel time savings. Mon, 01 Mar 2010 00:00:00 GMT https://hdl.handle.net/2123/19381 2010-03-01T00:00:00Z https://hdl.handle.net/2123/19242 Accounting for differences in modelled estimates of RP, SP and RP/SP direct petrol price elasticities for car mode choice: A warning Hensher, David A.; Li, Zheng Using a sample of 245 direct petrol price elasticities of car travel collected from 52 published mode choice studies, a random coefficient regression model is estimated to account for heterogeneity in the influence of the type of data used in the various studies (RP, SP and a combination of RP/SP). The focus on the type of data is designed to highlight a concern that has emerged in the way that an increasing number of researchers and consultants derive elasticities from stand-alone stated preference studies, and apply them. It is well known that this is not valid without model calibration (usually via the mode-specific constants), since the elasticity formula uses the probability of an alternative being chosen. To understand the extent of possible behavioural response bias when calibration is ignored is important, signalling a possible adjustment process to correct for the absence of calibration relative to calibrated RP and or RP/SP derived elasticities. Wed, 01 Sep 2010 00:00:00 GMT https://hdl.handle.net/2123/19242 2010-09-01T00:00:00Z https://hdl.handle.net/2123/19338 Does scale heterogeneity across individuals matter? Greene, William H.; Hensher, David A. There is growing interest in establishing a mechanism to account for scale heterogeneity across individuals (essentially the variance of a variance term or the standard deviation of utility over different choice situations), in addition to the more commonly identified taste heterogeneity in mixed logit models. A number of authors have recently proposed a model that recognizes the relationship between scale and taste heterogeneity, and investigated the behavioural implications of accounting for scale heterogeneity in contrast to a term in the utility function, itself. In this paper we present a general model that extends the mixed logit model to explicitly account for scale heterogeneity in the presence of preference heterogeneity, and compare it with models that assume only scale heterogeneity (referred to as the scale heterogeneous multinomial logit model) and only preference heterogeneity. Our empirical assessment suggests that accommodating scale heterogeneity in the absence of accounting for preference heterogeneity may be of limited empirical interest, resulting in a statistically inferior model, despite it being an improvement over the standard MNL model. Scale heterogeneity in the presence of preference heterogeneity does garner favour, with the generalized mixed logit model an improvement over the standard mixed logit model. The evidence herein suggests, however, that compared to a failure to account for preference heterogeneity that is consequential, failure to account for scale heterogeneity may not be of such great empirical consequence in respect of behavioural outputs such as direct elasticities and willingness to pay. However additional studies are required to establish the extent to which this evidence is transferable to a body of studies. Sun, 01 Aug 2010 00:00:00 GMT https://hdl.handle.net/2123/19338 2010-08-01T00:00:00Z https://hdl.handle.net/2123/19249 The acceptability of road pricing: An application of a theoretical and analytical framework to the realities of decision making in Sydney Palmer, Joel The literature-based research is complemented by interviews with a modestly sized but diverse and informed sample of respondents. The interviews ‘test’ the conventional wisdom in the literature against the realities of transport planning and political decision making, with an emphasis on applicability to Sydney. The results are that theorists and practitioners largely agree on the key issues to be addressed, however with some variations in priorities or perceived importance, and that the issue of “timing” is largely overlooked in the literature. The level or layer of government where transport decision-making occurs is one notable issue on which agreement is found neither between the respondents and the literature, nor within the sample of respondents themselves. The implications of these findings are discussed. Mon, 01 Nov 2010 00:00:00 GMT https://hdl.handle.net/2123/19249 2010-11-01T00:00:00Z https://hdl.handle.net/2123/19372 What does it cost to travel in Sydney? Spatial and equity contrasts across the metropolitan region Hensher, David A.; Chen, Xiaofen There is a strong belief, often perceptual, that residents in the outer suburbs of Sydney are at a transport disadvantage in terms of the generalised cost of daily travel in absolute terms, and in relation to the percentage of income, personal and household, spent each day on travel. This paper investigates this claim using the Sydney Household Travel Survey, an annual survey of randomly selected individuals, from June 1997 to June 2008, a total of 92,413 respondents. We pool the entire data set, adjusting costs for different years, and undertake a spatial interrogation of the data, initially for 13 sub-regions, and then drill down to postcodes to identify sources of systematic variation in the daily generalised cost of travel for individuals and households. In assessing the evidence, we compare public transport outlays with car outlays, where the latter is defined in terms of marginal outlays (i.e., fuel and parking) and all costs (i.e., marginal outlay plus car ownership costs). Given the cost of using public transport (i.e., fares) we speculate that the provision of improved public transport services (and switching from car to some extent) is likely to result in a lower monetary cost of travel, but only if individuals and/or households dispose of vehicles. This seems to apply even where public transport offers a lower travel time, which is not sufficient to compensate for retention of the car. If they retain their cars, then given the lower marginal cost of car use compared to public transport, the contribution of improve public transport translated into a switch of usage from car to public transport will have little impact on accessibility and equity. Hence the entire argument hinges on what response will be made to car ownership in the presence of a non-marginal injection of investment in public transport. The paper also cautions about making statements on mobility equity at a highly spatially aggregate level (i.e., a sub-region), in contrast to establishing the causal links at a more spatially disaggregate level (i.e., the postcode). Mon, 01 Feb 2010 00:00:00 GMT https://hdl.handle.net/2123/19372 2010-02-01T00:00:00Z https://hdl.handle.net/2123/19364 Passenger transport in the UK 1920–1950: The drive for ‘co-ordination’ of transport modes Mulley, Corinne The development of the railway system transformed travel opportunities for people in the nineteenth century. The technological change dominating personal travel in the twentieth century was the development of the internal combustion engine bringing first the private car and then the motor bus. The early twentieth century brought a tension between these two modes in an environment where the UK railways were highly regulated whereas the upsurge of motor traffic was in contrast unregulated. Importantly too, the capital structure of the two modes was quite different. The railways required significant investment, funded by private capital whereas the motor industry, as it became technically efficient, was within the means of individual entrepreneurs. This paper looks at the way in which transport policy sought to resolve this tension by the proposition of legislation to promote co-ordination and integration. Initially the approach to ‘transport problem’ was on a mode by mode basis (railways and then motor buses) but after World War II, nationalisation tried to consider a more holistic approach. The paper identifies the way in which the UK appears to have developed differently from its European neighbours and identifies as a critical point that UK policy was always clouded by a discussion of ownership and the role that this played in the ability to ‘co-ordinate’ or ‘integrate’ transport services. Mon, 01 Feb 2010 00:00:00 GMT https://hdl.handle.net/2123/19364 2010-02-01T00:00:00Z