https://hdl.handle.net/2123/17675 Fri, 05 Jun 2026 10:57:56 GMT 2026-06-05T10:57:56Z https://hdl.handle.net/2123/19513 Social marketing and the built environment: What matters for travel behaviour change? Ma, Liang; Mulley, Corinne; Liu, Wen Social marketing and the built environment are two important ‘tools’ to manage travel demand which have had significant attention in the literature separately. Most previous studies evaluating the effects of social marketing programs have relied on pre- and post- surveys, using self-reported measures without any objective measures of travel behaviour change. Further, there is a lack of evidence on whether the effects of the built environment are synergistic when combined with other intervention programs, such as social marketing programs. This study contributes by quantitatively evaluating the relative and combined effects of the TravelSmart and the built environment on travel behaviour using objective GPS measurements. Between 2012 and 2014, daily travel data were collected using GPS equipment in suburbs of inner northern Adelaide, South Australia. Individuals in the households aged over 14 carried a portable GPS device everywhere for a period of 15 days during March-May in each year from 2012 to 2014, providing a total of three waves of panel data. The empirical analysis suggests that the TravelSmart program as a ‘treatment’ significantly reduced the car trips soon after implementation with longer term effects on reducing car trips in high-walkable neighbourhoods. For walking and bus trips, the TravelSmart program increased these one year after the ‘treatment’ with stronger effects on travel behaviour change for the participants living in high-walkable neighbourhoods than for those living in low-walkable neighbourhoods. Fri, 01 Apr 2016 00:00:00 GMT https://hdl.handle.net/2123/19513 2016-04-01T00:00:00Z https://hdl.handle.net/2123/19515 Future bus transport contracts under mobility as a service regime in the digital age: are they likely to change? Hensher, David A. The digital age has opened up new opportunities to improve the customer experience in using public transport. Specifically, we see the role of smart technology in the hands of customers as the new rubric to deliver services that are individualised to the needs and preferences of current and future public transport users. This frontline of service delivery has become known as mobility as a service whereby an individual can book a service delivered through a range of possible modes of transport. At one extreme we have point-to-point car based services such as Uber, Lyft, BlaBla Car and RydHero (for children), with futuristic suggestions of these gravitating to driverless vehicles. Variations around this future are bus-based options that include smart bookable ‘point-via-point-to-point’ services that offer up options on travel times and fares (with the extreme converting to the point-to-point car service, possible also operated by a bus business); as well as the continuation of conventional bus services (with larger buses) where the market for smart mobility as a service is difficult or inappropriate to provide (e.g., contracted. school bus services). This paper lays out a number of scenarios that could represent future contexts in which bus services might be offered, recognising that a hybrid multi-modal state of affairs may be the most appealing new contract setting, enabling the design of contracts to be driven by the customer experience and the growing opportunity to focus on mobility as a service. We suggest that the adrenal rush for mobility services, however, may not deliver the full solution that supporters are suggesting. Mon, 01 Aug 2016 00:00:00 GMT https://hdl.handle.net/2123/19515 2016-08-01T00:00:00Z https://hdl.handle.net/2123/19531 A network science approach to analysing manufacturing sector supply chain networks: Insights on topology Perera, Supun S.; Bell, Michael G.H.; Piraveenan, Mahendrarajah; Bliemer, Michiel C.J. Due to the increasingly complex nature of the modern supply chain networks (SCNs), a recent research trend has focussed on modelling SCNs as complex adaptive systems. Despite the substantial number of studies devoted to such hypothetical modelling efforts, studies analysing the topological properties of real world SCNs have been relatively rare, mainly due to the scarcity of data. This paper aims to analyse the topological properties of twenty-six SCNs from the manufacturing sector. Moreover, this study aims to establish a general set of topological characteristics that can be observed in real world SCNs from the manufacturing sector, so that future theoretical work modelling the growth of SCNs in this sector can mimic these observations. It is found that the manufacturing sector SCNs tend to be scale free with degree exponents below two, tending towards hub and spoke configuration, as opposed to most other scale-free networks which have degree exponents above two. This observation becomes significant, since the importance of the degree exponent threshold of two in shaping the growth process of networks is well understood in network science. Other observed topological characteristics of the SCNs include disassortative mixing (in terms of node degree as well as node characteristics) and high modularity. In some networks, we find that node centrality is strongly correlated with the value added by each node to the supply chain. Since the growth mechanism that is most widely used to model the evolution of SCNs, the Barabasi - Albert model, does not generate scale-free topologies with degree exponent below two, it is concluded that a novel mechanism to model the growth of SCNs is required to be developed. Tue, 01 Nov 2016 00:00:00 GMT https://hdl.handle.net/2123/19531 2016-11-01T00:00:00Z https://hdl.handle.net/2123/19507 Productivity foregone corrections of the value of business travel time savings Wang, Baojin; Hensher, David A. In the current practice of the economic appraisal of transport projects, the value of travel time savings (VTTS) for business trips is derived predominantly from the cost savings approach (CSA) where travel time savings are valued at the marginal product of labour (MPL), defined as the average wage rate plus overhead costs. Specifically, the CSA approach does not require that travel time is unproductive, only that any time saved should be unproductive. This approach has been adopted in Australia by Austroads and Transport for NSW, and internationally by the UK, other European countries and throughout North America. Supported by portable computing and smart phone devices, there is a view that an increasing proportion of business travellers work to some extent while travelling. Furthermore, a proportion of business travel time savings has been used for leisure instead of work on the argument that such savings are in non-income earning time. This paper uses the Hensher Equation developed in the 1970s, which is resurfacing as an appealing alternative valuation method for business travel time savings, to quantify productivity foregone corrections for the loss of productive use of business travel time savings. The purpose of this paper is to translate recent research on the valuation of business travel time savings into practical tools for incorporation in economic appraisal methods. Fri, 01 Apr 2016 00:00:00 GMT https://hdl.handle.net/2123/19507 2016-04-01T00:00:00Z https://hdl.handle.net/2123/19505 Genetics of traffic assignment models for strategic transport planning Bliemer, Michiel; Raadsen, Mark; Brederode, Luuk; Bell, Michael; Wismans, Luc; Smith, Mike This paper presents a review and classification of traffic assignment models for strategic transport planning purposes by using concepts analogous to genetics in biology. Traffic assignment models share the same theoretical framework (DNA), but differ in functionality (genes). We argue that all traffic assignment models can be described by two genes. The first gene determines the spatial functionality (unrestricted, capacity restrained, capacity constrained, capacity and storage constrained) described by five spatial interaction assumptions, while the second gene determines the temporal functionality (static, semi-dynamic, dynamic) described by two temporal interaction assumptions. This classification provides a deeper understanding of the often implicit assumptions made in traffic assignment models described in the literature, particularly with respect to networking loading where the largest differences occur. It further allows for comparing different models in terms of functionality, and opens the way for developing novel traffic assignment models. Fri, 01 Jan 2016 00:00:00 GMT https://hdl.handle.net/2123/19505 2016-01-01T00:00:00Z https://hdl.handle.net/2123/19517 Air Transport Services in Regional Australia – Demand pattern, frequency choice and airport entry Zhang, Yahua; Wang, Kun; Fu, Xiaowen This study investigates the development of the aviation market at Australia’s top 50 regional airports during 2005-2013. Demand estimation results suggest that a higher commodity price increases traffic volume in markets where the local economy heavily relies on mineral resources and that an appreciation of the Australian dollar decreases passenger flows in tourism-dependent areas. The presence of leading airlines and low-cost carriers, and the availability of international services all contribute positively to market growth. Airport entry analysis reveals that major carriers engage in clear strategic interactions. The Qantas airline group has used Jetstar as a fighting brand, thus that Jetstar flies to a destination if and only if the regional airport is also served by Virgin Australia, the group’s major competitor. Unlike routes connected to major airports, demands in regional airports are not sensitive to flight frequency, but seem to be positively influenced by national fare levels. Our empirical results support a consistent aviation policy across Australia, especially for issues related to airline competition and demand stimulation. However, special considerations need be made for regional airports to help them to deal with economic shocks and cover fixed costs. Sat, 01 Oct 2016 00:00:00 GMT https://hdl.handle.net/2123/19517 2016-10-01T00:00:00Z https://hdl.handle.net/2123/19512 Electronic ticketing systems as a mechanism for travel behaviour change? Evidence from Sydney’s Opal Card Ellison, Richard B.; Ellison, Adrian B.; Greaves, Stephen P.; Sampaio, Breno Smartcard and other forms of electronic ticketing have become integral to modern public transport systems. While aggregate ridership figures have generally been positive, little is known about the drivers behind these changes because of a lack of travel information on individuals before and after implementation of such systems. This working paper presents analysis from a naturalistic travel behaviour study of inner-city Sydney residents that coincided with the phased introduction of the Opal smartcard system. Using a differences-in-differences methodology, results indicate significant reductions in car use of around 10 minutes/day with commensurate increases in train use and incidental walking. This trend holds across income groups and is more pronounced for older residents. Results add further weight to the merits of simplifying ticket purchasing as part of a package of policy measures designed to increase public transport usage. Mon, 01 Aug 2016 00:00:00 GMT https://hdl.handle.net/2123/19512 2016-08-01T00:00:00Z https://hdl.handle.net/2123/19460 Experience conditioning in modal choice modelling – Does it make a difference? Hensher, David A.; Ho, Chinh Q. It is often suggested that real experience counts when making choices and that choice responses are likely to be different after an individual has experienced specific alternatives. This has links with hypothetical bias associated with stated choice (SC) experiments as well as with the concerns over the reliability of revealed preference (RP) data obtained on alternatives that individuals have had little if any exposure to through use or consumption. If we had a way of identifying experience with each alternative in a choice set, constructed from RP or SC data, might we obtain different estimates of key behavioural outputs such as willingness to pay and elasticity? What if we weighted each alternative associated with each observation by some measure of overt experience? A reason why this might be important is that it enables us to recognise that as more individuals use particular alternatives, especially new infrastructure such as toll roads and public transport, the forecasts of benefits are likely to converge closer to estimates of utility in which the parameter estimates (and hence implied willingness to pay and elasticities) are conditioned on experience, on the reasonable hypothesis that future predictions reflect growing levels of exposure and hence experience with specific alternatives. We use an RP data set collected in Sydney on commuter mode choice to investigate this phenomenon, comparing the value of travel time savings, and cost and travel time elasticities associated with car and public transport under a model in which we do not condition the time and cost parameters on experience, and a model in which we do, using frequency of use as a proxy indicator of overt experience. The differences are very marked, and suggest, albeit from a single study, that this topic appears to have great merit as a candidate source of potential errors in forecasts. We suggest a way forward in which this evidence on experience might be applied to obtain revised forecasts of modal shares. Tue, 01 Mar 2016 00:00:00 GMT https://hdl.handle.net/2123/19460 2016-03-01T00:00:00Z https://hdl.handle.net/2123/19504 Modeling airport capacity choice with real options Xiao, Yibin; Fu, Xiaowen; Oum, Tae H.; Yan, Jia This study analyzes optimal choice of the airport capacity to invest immediately (the prior capacity) and the size of real option to acquire for possible future expansion. Facing demand uncertainty, an airport first chooses its prior capacity and real option, and then later chooses its final capacity and airport charge once demand is observed. Our analytical results show that if demand uncertainty is low and capacity and real option costs are relatively high, an airport will not acquire a real option. Otherwise, an airport can use a real option to improve its expected profit or social welfare. Both the magnitude of profit or welfare gain and the optimal size of the real option increase with demand uncertainty. A higher real option cost leads to a larger prior capacity and smaller real option, whereas a higher capital cost leads to lower prior capacity. A profit-maximizing airport would choose a smaller prior capacity and real option than a welfare-maximizing airport. Competition in the airline market promotes airport capacity investments and the adoption of real options by profit-maximizing airports, whereas airport commercial services increase prior capacity but not real option. Mon, 01 Feb 2016 00:00:00 GMT https://hdl.handle.net/2123/19504 2016-02-01T00:00:00Z https://hdl.handle.net/2123/19511 What it takes to design a supply chain resilient to major disruptions and recurrent interruptions Fahimnia, Behnam; Jabbarzadeh, Armin Global supply chains are more than ever under threat of major disruptions caused by devastating natural and man-made disasters as well as recurrent interruptions caused by variations in supply and demand. This paper presents an optimization model for designing a supply chain resilient to (1) supply/demand interruptions and (2) facility disruptions whose probability of occurrence and magnitude of impact can be mitigated through fortification investments. Numerical results and managerial insights obtained from model implementation are presented. Our analysis focuses on how supply chain design decisions are influenced by facility fortification strategies, a decision maker’s conservatism degree, demand fluctuations, supply capacity variations, and budgetary constraints. Finally, examining the performance of the proposed model using a Monte Carlo simulation method provides additional insights and practical implications. Fri, 01 Jul 2016 00:00:00 GMT https://hdl.handle.net/2123/19511 2016-07-01T00:00:00Z https://hdl.handle.net/2123/19506 How much is too much for tolled road users: toll saturation and the implications for car commuting value of travel time savings? Hensher, David A.; Ho, Chinh; Liu, Wen The current practice of forecasting the demand for new tolled roads typically assumes that car users are prepared to pay a higher toll for a shorter journey, and they will keep doing so as long as the toll cost is not higher than their current value of travel time savings. Practice ignores the possibility that there could be a point when motorists stop driving on toll roads due to a toll budget constraint. The unconstrained toll budget assumption may be valid in networks where the addition of a new toll road does not result in a binding budget constraint that car users may have for using toll roads (although it could also be invoked for existing tolled routes through a reduction in use of a tolled route). In a road network like Sydney which offers a growing number of (linked) tolled roads, the binding budget constraint may be invoked, and hence including additional toll links might in turn reduce the car users’ willingness to pay for toll roads to save the same amount of travel time. When this occurs, car users are said to reach a toll saturation point (or threshold) and begin to consider avoiding one or more toll roads. Whilst toll saturation has important implications for demand forecasting and planning of toll roads, this type of behaviour has not been explored in the literature. We investigate the influence that increasing toll outlays has on preferences of car commuters to use one or more tolled roads as the number of tolled roads increases. The Sydney metropolitan area offers a unique laboratory to test this phenomenon, with nine tolled roads currently in place and another five in planning. The evidence supports the hypothesis that the value of travel time savings decreases as a consequence of toll saturation. Mon, 01 Feb 2016 00:00:00 GMT https://hdl.handle.net/2123/19506 2016-02-01T00:00:00Z https://hdl.handle.net/2123/19530 Supply Chain Greening versus Resilience Fahimnia, Behnam; Jabbarzadeh, Armin; Sarkis, Joseph The relationship between supply chain resilience and environmental sustainability (greening) has been a topic of peripheral discussion in the research literature. The aim in this paper is to investigate, from a supply chain modeling perspective, the extent to which supply chain greening and resilience strategies are supportive of each other. A strategic supply chain design model is introduced that utilizes an environmental performance scoring approach and a new robustness measure, called “elastic p-robustness”, to (1) explore the relationship between greening and buttressing (building resilience), and (2) identify potential tradeoffs to develop “resiliently green” and “greenly resilient” supply chains. Utilizing real data from a multinational apparel company, our analyses and investigations arrive at important practical implications and managerial insights and set the stage for additional research in this area. Thu, 01 Sep 2016 00:00:00 GMT https://hdl.handle.net/2123/19530 2016-09-01T00:00:00Z https://hdl.handle.net/2123/19509 Joint estimation of mode and time of day choice accounting for arrival time flexibility, travel time reliability and crowding on public transport Ho, Chinh Q.; Hensher, David A. This study develops joint choice models of mode and departure time for implementation in MetroScan, a new version of TRESIS (Hensher and Ton, 2002). Separate models are estimated for work and non-work purposes, testing all practical alternatives of model structure with a rich set of explanatory variables. The contributions of the current work to the existing TRESIS are twofold. First, travel demand for non-work purposes such as shopping, social and recreation are explicitly modelled in MetroScan as opposed to TRESIS that scales the demand for work purposes to obtain non-work travel demand. Second, choices of travel mode and departure time become more sensitive to situational factors such as the flexibility of arrival time, the reliability of travel time and crowding. Willingness to pay for various improvements to the level of service is derived. We describe how the proposed models are applied in the general modelling framework of MetroScan. Sun, 01 May 2016 00:00:00 GMT https://hdl.handle.net/2123/19509 2016-05-01T00:00:00Z https://hdl.handle.net/2123/19533 How the success of social marketing program outcomes can be affected by socio‐demographics and the built environment: a multiple group latent growth curve modelling exploration Mulley, Corinne; Ma, Liang Urban sprawl is pervasive in Australian cities arising from the low density development of dwellings. One of the consequences of this is that private vehicle use dominates daily travel in Australia. Reducing car travel by reducing VKT is a target of many transport demand management policies of which community based social marketing programs are proving increasingly popular and effective. Relying on 3-year panel data collected in Australia using both GPS and a normal travel survey in northern Adelaide, South Australia, this paper employs latent growth curve models to evaluate the long-term effects of the social marketing program TravelSmart. The paper explores whether travel behaviour change varies among individuals with different socio-demographic characteristics and among individuals living in different types of neighbourhood. This paper shows TravelSmart had a significant effect on reducing car travel with effects being sustained beyond one year and up to two years. In addition, the paper shows the effects of TravelSmart on reducing the driving varies among individuals with different socio-demographic characteristics and living in neighbourhoods with different levels of walkability. Wed, 01 Jun 2016 00:00:00 GMT https://hdl.handle.net/2123/19533 2016-06-01T00:00:00Z https://hdl.handle.net/2123/19508 The relationship between top management team (TMT) metacognition, entrepreneurial orientation and firm performance in Small and Medium Enterprises (SMEs) Lok, Peter; Rhodes, Jo; Sadeghinejad, Zahra; Najmaei, Arash This study integrates entrepreneurial orientation and top management team (TMT) behavioural integration, as a mediator and moderator respectively, to determine the effect of TMT metacognition on firm performance in SMEs. Fifteen hundred SMEs were surveyed and 140 usable returns were used in this study. The result revealed that risk in entrepreneurial orientation is often associated with lower firm performance and innovativeness and proactiveness could be considered the mechanisms through which TMT metacognition contributes most to higher organisational performance. This finding is significant for SMEs, whose resources are limited, and TMT could consider less risky projects, but still maintaining its innovativeness and proactiveness, particularly in the niche market areas. Furthermore, the empirical result supported previous findings that top managers’ abilities and behaviour collectively as a team could be seen as an important factor in their innovative and competitive outcomes in SMEs. Sun, 01 May 2016 00:00:00 GMT https://hdl.handle.net/2123/19508 2016-05-01T00:00:00Z https://hdl.handle.net/2123/19510 Disruption Costs in Bus Contract Transitions Hensher, David A.; Ho, Chinh; Mulley, Corinne M. This paper investigates the role of assessment criteria in assisting members of the competitive tendering evaluation committee to choose their preferred operator, be it the incumbent or a new operator. In a world where there are increasing numbers of jurisdictions moving to competitive tendering for their land based public transport, there is an increased incidence of a change in operator when the term of the contract comes to an end. In many jurisdictions, the anecdotal evidence on the disruption caused by this change in operator is growing. Is there a danger that Government decides to stay with a bad outcome because previous experience with transition was bad? Or conversely, might Government opt for a transition simply on the basis of the bid offer price without taking account of the transaction (especially disruption) costs involved for government, operator and the travelling public? We investigate this issue using a stated choice experiment in which members of evaluation committees are presented with a series of alternative operator bids that include, ex ante, a measure of the transition costs identified as a proportion of the lowest offer for the contract, and two proxy descriptors of operator reputation. The outcome of the experiment is modelled as a mixed logit choice model to identify the role that the transition costs play in influencing the preferences of evaluation committee members, providing evidence for the first time on the extent to which the often unreported role of such transition costs, perceived or real, appear to play in the minds of competitive tender evaluation. Tue, 01 Mar 2016 00:00:00 GMT https://hdl.handle.net/2123/19510 2016-03-01T00:00:00Z https://hdl.handle.net/2123/19524 Are network planning guidelines based on equal access equitable? Mulley, Corinne; Ma, Liang; Clifton, Geoffrey; Tanner, Michael Public transport network planning principles include simplicity, legibility, frequency and spatial coverage. These principles are normally translated into a series of “Guidelines” setting out the specific standards for network design within a jurisdiction. In practice such guidelines usually concentrate on creating a bus network or on the role of buses within a multimodal network as rail-based routes are regarded as fixed in location and separate planning processes are typically used to design rail frequencies and stopping patterns. The outcome of the network planning gives rise to trade-offs between the economic and institutional environments and is conditioned by historical legacy. Bus routes often continue because historically this is where they operated. This paper offers a case study based on Sydney, Australia where the network planning guidelines still place emphasis on equality of spatial coverage despite moving towards a more ‘integrated’ approach to network planning. This paper identifies that guidelines focusing on equal spatial coverage may inadvertently promote inequity through not taking account of the difficulties (and therefore higher cost) of serving challenging topographical areas. This paper therefore examines the equity impacts of the implementation of service planning guidelines based on equal spatial coverage using Sydney as a case study. Criteria relating to equity will be established which are then measured using bus supply data, journey to work and socio-economic data. The conclusions of the paper are a contribution to network planning implementation with many cities both in Australia and elsewhere implementing similar guidelines to Sydney. Sat, 01 Oct 2016 00:00:00 GMT https://hdl.handle.net/2123/19524 2016-10-01T00:00:00Z https://hdl.handle.net/2123/19534 Introducing pattern graph rewriting in novel spatial aggregation procedures for a class of traffic assignment models Raadsen, Mark P.H.; Bliemer, Michiel C.J.; Bell, Michael G.H. In this study two novel spatial aggregation methods are presented compatible with a class of traffic assignment models. Both methods are formalized using a category theoretical approach. While this type of formalization is new to the field of transport, it is well known in other fields that require tools to allow for reasoning on complex structures. The method presented stems from a method originally developed to deal with quantum physical processes. The first benefit of adopting this formalization technique is that it provides an intuitive graphical representation while having a rigorous mathematical underpinning. Secondly, it bears close resemblances to regular expressions and functional programming techniques giving insights in how to potentially construct solvers (i.e. algorithms). The aggregation methods proposed in this paper are compatible with traffic assignment procedures utilising a path travel time function consisting out of two components, namely (i) a flow invariant component representing free flow travel time, and (ii) a flow dependent component representing queuing delays. By exploiting the fact that, in practice, most large scale networks only have a small portion of the network exhibiting queuing delays, this method aims at decomposing the network into a constant free flowing part to compute once and a, much smaller, demand varying delay part that requires recomputation across demand scenarios. It is demonstrated that under certain conditions this procedure is lossless. On top of the decomposition method, a path set reduction method is proposed. This method reduces the path set to the minimal path set which further decreases computational cost. A large scale case study is presented to demonstrate the proposed methods can reduce computation times to less than 5% of the original without loss of accuracy. Thu, 01 Dec 2016 00:00:00 GMT https://hdl.handle.net/2123/19534 2016-12-01T00:00:00Z https://hdl.handle.net/2123/19516 Transport Disadvantage, Social Exclusion and Subjective Wellbeing: The Role of Built Environment – Evidence from Sydney, Australia Ma, Liang; Kent, Jennifer; Mulley, Corinne This study explores the effects of the built environment on transport disadvantage, social exclusion, personal health and subjective wellbeing (SWB) using survey data collected in four socio-economically disadvantaged neighbourhoods in Sydney, Australia. The data is analysed at both neighbourhood and individual levels using both descriptive analysis and structural equation modelling (SEM). Overall, our model supports the hypothesis that a walkable neighbourhood environment, measured by density, diversity, access, and infrastructure for walking and cycling, helps to reduce transport disadvantage and increase social inclusion. However, the impact of the physical environment does not carry forward to impact personal health and SWB. The exception to this finding is where the environment is perceived to be aesthetically pleasing – a variable which significantly positively affects SWB. In addition to the physical environment, crime is a significant factor that directly influences transport disadvantage and SWB. Thu, 01 Sep 2016 00:00:00 GMT https://hdl.handle.net/2123/19516 2016-09-01T00:00:00Z https://hdl.handle.net/2123/19532 Duopoly Competition between Airline Groups with Dual-brand Services - The case of the Australian domestic market Zhang, Yahua; Sampaio, Breno; Fu, Xiaowen The Australian aviation industry achieved substantial growth after the abolition of the “two-airline-policy” in 1990. With Virgin’s purchase of Tiger Airways, a new duopoly between two airlines groups, each consisting of a full service airline (FSA) and a low cost carrier (LCC), emerged in the domestic market. In this study, we analyze the pricing dynamics among the four airlines of the duopoly groups, using panel data of online fares on the four most travelled routes in the domestic market. Our empirical results suggest that market segmentation allows the FSAs to charge significantly higher prices than the LCCs. Still, there is clear evidence of competition within and across the market segments, and the airlines’ pricing responses are asymmetric. Virgin’s price responses to Qantas and Jetstar are moderate. In comparison, more than one third of Qantas’s fare changes and less than half of Jetstar’s fare charges are in response to Virgin’s fare adjustments in the previous period. Despite Qantas and Jetstar’s large market share, after lengthy and costly price wars in previous years, the Qantas group still responds to Virgin as if competing with an entrant. All four carriers adopt revenue management practices, but the pricing of Qantas and Jetstar does not seem to be coordinated. Our study identifies a complex competition pattern between airline groups offering dual-brand services, and suggests that the Australian domestic market has not reached a stable equilibrium. Tue, 01 Nov 2016 00:00:00 GMT https://hdl.handle.net/2123/19532 2016-11-01T00:00:00Z https://hdl.handle.net/2123/19529 Dynamic discrete berth allocation in container terminals under four performance measures Teye, Collins; Bell, Michael In this paper we develop new models for the dynamic discrete berth allocation problem under four performance measures (PM). The models allow for both dynamic berth availability and dynamic arrival of vessels within the planning time horizon. The new formulation allows the four models to be compared in terms of both model complexities and solutions. The models were implemented using CPLEX. The paper also proposed four heuristics under one framework for solving large instances of the problem. The study shows that the choice of PM to optimise is very crucial as different optimised PMs lead to different degrees of satisfactions or terminal efficiency. Wed, 01 Jun 2016 00:00:00 GMT https://hdl.handle.net/2123/19529 2016-06-01T00:00:00Z https://hdl.handle.net/2123/19514 Information for travelling: Awareness and usage of the various sources of information available to public transport users in NSW Mulley, Corinne; Clifton, Geoffrey Tilden; Balbontin, Camila; Ma, Liang Public transport authorities and service providers place great emphasis on information provision to travellers both before and during travel. Information provided prior to travel has included brochures, printed timetables, newspaper advertisements, telephone services and marketing campaigns. During the trip, providers have tended to use maps at public transport stops (i.e. bus stops, train stations, ferry wharves, etc.) as well as timetables both static and dynamic or real-time. Some of these channels are still used but improvements in digital technology has led to a wider range of information distributed using different digital media. Whilst Transport for NSW continues to provide the more traditional information, as do the transport operators, there has been a plethora of third party applications which are accessible on the move. The literature recognises the importance of information provision and the need for information differs at the various stages of the trip, from planning, to point of entry into the system to wayfinding during the trip to egress from the system, but no systematic research exists as to which information is valued by which customers. Different passenger segments are likely to prefer information in different ways and it is important to identify the segments and their information preferences so as to promote public transport use. This paper provides a context for passenger information provision through existing literature which is used to frame an internet survey of the public’s awareness and usage of public transport information. The paper explores the differences between casual and regular users of public transport as well as the usage and importance placed on the various sources of information currently available, including any differences relating to regular schedules, changes to regular services, planned and unplanned disruptions. The paper provides a reference for other states in Australia as to the value of different types of information. Fri, 01 Jul 2016 00:00:00 GMT https://hdl.handle.net/2123/19514 2016-07-01T00:00:00Z https://hdl.handle.net/2123/19503 Entry patterns of low‐cost carriers in Hong Kong and implications to the regional market Wang, Kung; Tsui, Kan Wai Hong; Liang, Liping; Fu, Xiaowen This study aims to provide a better understanding of Asia’s lowcost carriers (LCCs) by empirically analysing their route entry patterns in Hong Kong. Two alternative models have been tested, namely a standard probit model and a generalized least squares estimation. Consistent findings from the two models suggest that LCCs in Asia have a clear preference for high density routes, and the dominance of incumbent full service airlines (FSAs) and the lack of secondary airports are not critical to the growth of LCCs. However, government regulations and airport access are main impediment factors. Despite the adoption of long-distance lowcost models by the region’s airlines, geographic distance still plays an important role in LCCs’ entry decisions. For the growth of low-cost travel and associated benefits in the tourism industry and overall economy, it is important for governments in the region to liberalize aviation markets, provide sufficient airport capacity, and promote efficient allocation of airport slots. Fri, 01 Jan 2016 00:00:00 GMT https://hdl.handle.net/2123/19503 2016-01-01T00:00:00Z