Vol 11 No 2 (2011)
Vol 11 No 2 (2011)
Articles
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Where airports were once the sole responsibility of their governments, liberalisation of economies has seen administrative interests in airport spaces divested increasingly towards market led authority. Extant literature suggests that actions in decision spaces can be described under broad idealised forms of governance. However in looking at a sample of 18 different airports it is apparent that these classic models are insufficient to appreciate the contextual complexity of each case. Issues of institutional arrangements, privatisation, and management focus are reviewed against existing governance modes to produce a model for informing privatisation decisions, based on the contextual needs of the individual airport and region. Expanding governance modes to include emergent airport arrangements both contribute to the existing literature, and provides a framework to assist policy makers and those charged with the operation of airports to design effective governance models. In progressing this framework, contributions are made to government decision makers for the development of new, or review of existing strategies for privatisation, while the private sector can identify the intent and expectations of privatisation initiatives to make better informed decisions.
Where airports were once the sole responsibility of their governments, liberalisation of economies has seen administrative interests in airport spaces divested increasingly towards market led authority. Extant literature suggests that actions in decision spaces can be described under broad idealised forms of governance. However in looking at a sample of 18 different airports it is apparent that these classic models are insufficient to appreciate the contextual complexity of each case. Issues of institutional arrangements, privatisation, and management focus are reviewed against existing governance modes to produce a model for informing privatisation decisions, based on the contextual needs of the individual airport and region. Expanding governance modes to include emergent airport arrangements both contribute to the existing literature, and provides a framework to assist policy makers and those charged with the operation of airports to design effective...
Where airports were once the sole responsibility of their governments, liberalisation of economies has seen administrative interests in airport spaces divested increasingly towards market led authority. Extant literature suggests that actions in decision spaces can be described under...
Timothy Donnet, Robyn Keast, Arron Walker -
Most studies on the link between the built environment and modal choice characterize and model this relationship by objectively measureable characteristics such as density and diversity. Recently, within the debate on residential self-selection, attention has also been paid to the importance of subjective influences such as the individual’s perception of the built environment and his/her residential attitudes and preferences, resulting in models that take account of both the objective and subjective characteristics of the built environment. However, self-selection might occur on other points than residential location as well. Expanding the analysis to also include both objective and subjective characteristics at other model levels (i.e., not only stage of life characteristics but also personal lifestyles; not only car availability but also travel attitudes, not only modal choice but also mode specific attitudes) is the purpose of this paper. To this end, a modal choice model for leisure trips is developed using data on personal lifestyles and attitudes, collected via an Internet survey, and estimated using a path model consisting of a set of simultaneously estimated equations between observed variables. While controlling for subjective lifestyles and attitudes, the effects of the built environment and car availability on modal choice can more correctly be determined and thus insights into self-selection mechanisms can be gained. Moreover, we compared the results of a model with and without these subjective influences. The results show that subjective characteristics at various model levels are important decisive factors of modal choices for leisure travel.
Most studies on the link between the built environment and modal choice characterize and model this relationship by objectively measureable characteristics such as density and diversity. Recently, within the debate on residential self-selection, attention has also been paid to the importance of subjective influences such as the individual’s perception of the built environment and his/her residential attitudes and preferences, resulting in models that take account of both the objective and subjective characteristics of the built environment. However, self-selection might occur on other points than residential location as well. Expanding the analysis to also include both objective and subjective characteristics at other model levels (i.e., not only stage of life characteristics but also personal lifestyles; not only car availability but also travel attitudes, not only modal choice but also mode specific attitudes) is the purpose of this paper. To this end, a modal choice model...
Most studies on the link between the built environment and modal choice characterize and model this relationship by objectively measureable characteristics such as density and diversity. Recently, within the debate on residential self-selection, attention has also been paid to the importance...
Veronique van Acker, Patricia L. Mokhtarian, Frank Witlox -
The long-term growth in the volume of international trade poses considerable economic and sustainability challenges for freight transport, not least for the landward movement of deep sea containers. Rail freight plays a major role in the inland transport of containers passing through the main British container ports, and potentially could play a more significant role in the future. However, there is little detailed understanding of the nature of this particular rail market, especially in terms its current operating efficiency. To improve knowledge in this area, the paper focuses specifically on an analysis of container train service provision and load factors to/from the four main ports, based on a representative survey in 2007 of almost 600 container trains. The extent to which the existing capacity is utilised is presented, and scenarios by which the number of containers carried could be increased without requiring additional train service provision are modelled, to identify the theoretical potential for greater rail volumes. Substantial existing spare capacity was evident, with considerable variability by port and rail freight operator. If all existing services were fully loaded, a 38 per cent increase in container traffic by rail would result and if all services were operated with 24 fully loaded standard wagons, there would be 65 per cent growth. Finally, the paper identifies the challenges involved in achieving higher load factors, emphasising the importance both of wider supply chain considerations and government policy decision-making.
The long-term growth in the volume of international trade poses considerable economic and sustainability challenges for freight transport, not least for the landward movement of deep sea containers. Rail freight plays a major role in the inland transport of containers passing through the main British container ports, and potentially could play a more significant role in the future. However, there is little detailed understanding of the nature of this particular rail market, especially in terms its current operating efficiency. To improve knowledge in this area, the paper focuses specifically on an analysis of container train service provision and load factors to/from the four main ports, based on a representative survey in 2007 of almost 600 container trains. The extent to which the existing capacity is utilised is presented, and scenarios by which the number of containers carried could be increased without requiring additional train service provision are modelled, to identify...
The long-term growth in the volume of international trade poses considerable economic and sustainability challenges for freight transport, not least for the landward movement of deep sea containers. Rail freight plays a major role in the inland transport of containers passing through the main...
Allan Woodburn -
Dynamic traffic simulation models are frequently used to support decisions when planning an evacuation. This paper focuses on limitations in the modelling of travellers’ behaviour with respect to traffic information and compliance to evacuation instructions. More specifically, we propose a model framework where the traffic simulation is executed only once (instead of many times within an iterative traffic flow convergence framework, e.g., yielding a user-equilibrium assignment). Within this one-time execution of the traffic simulation (or dynamic network loading procedure), travellers are initially assigned to their instructed route (and destination), yet may continuously update their destination and route during their trip – while accounting for the possibly disutility associated with non-compliance – thereby responding to the changing (traffic) conditions (but not anticipating these conditions, as otherwise assumed by an iterative userequilibrium assignment). This way, the realized departure time, destination and route decisions are a result of the trade-off that travellers make between complying with the prescribed travel behaviour and following their preferred travel behaviour (i.e., the travel decisions that would have been made in absence of an active evacuation plan). Also, this approach allows modelling full compliance, no compliance, and any state in between. The face-validity of the model characteristics are illustrated using a hypothetical test example. The results show the importance of capturing compliance and information levels in the traffic simulation model, as they have a large impact upon the evacuation efficiency.
Dynamic traffic simulation models are frequently used to support decisions when planning an evacuation. This paper focuses on limitations in the modelling of travellers’ behaviour with respect to traffic information and compliance to evacuation instructions. More specifically, we propose a model framework where the traffic simulation is executed only once (instead of many times within an iterative traffic flow convergence framework, e.g., yielding a user-equilibrium assignment). Within this one-time execution of the traffic simulation (or dynamic network loading procedure), travellers are initially assigned to their instructed route (and destination), yet may continuously update their destination and route during their trip – while accounting for the possibly disutility associated with non-compliance – thereby responding to the changing (traffic) conditions (but not anticipating these conditions, as otherwise assumed by an iterative userequilibrium assignment). This way,...
Dynamic traffic simulation models are frequently used to support decisions when planning an evacuation. This paper focuses on limitations in the modelling of travellers’ behaviour with respect to traffic information and compliance to evacuation instructions. More specifically, we propose a...
Adam Pel, Michiel Bliemer, Serge Hoogendoorn -
Reference-dependent theory of riskless choice assumes that carriers of utility are gains and losses relative to a reference point and that individuals are loss averse, i.e. losses are valued more highly than gains. Reference-dependent money measures of the attributes in the utility functions are defined: the willingness to pay, the willingness to accept, the equivalent gain and the equivalent loss. Experimental evidence has been provided which supports reference-dependent theory for riskless route choice. A natural next development is the application of the theory to network analysis. This is an under-researched area. In the paper, the multi-class reference-dependent stochastic user equilibrium (RDSUE) problem under the status-quo assumption for the reference point is formulated. Conditions that guarantee the properties of existence and uniqueness of RDSUE are considered. The property of reflexivity of RDSUE is also considered to verify if the equilibrium is maintained when the reference point is updated to the new status quo. A methodology for the reference-dependent valuation of travel time changes over a network is provided. Data from a survey are used to estimate a reference-dependent route choice model and the attendant reference-dependent values of time. The estimation results are in agreement with econometric literature supporting loss aversion. The application to the case of a town bypass with toll illustrates the reference-dependent approach to network analysis and the implications of its use for policy making. It is shown that, if the interventions on the supply are phased, it is possible to exploit loss aversion and obtain advantages in terms of toll revenues and travel time spent.
Reference-dependent theory of riskless choice assumes that carriers of utility are gains and losses relative to a reference point and that individuals are loss averse, i.e. losses are valued more highly than gains. Reference-dependent money measures of the attributes in the utility functions are defined: the willingness to pay, the willingness to accept, the equivalent gain and the equivalent loss. Experimental evidence has been provided which supports reference-dependent theory for riskless route choice. A natural next development is the application of the theory to network analysis. This is an under-researched area. In the paper, the multi-class reference-dependent stochastic user equilibrium (RDSUE) problem under the status-quo assumption for the reference point is formulated. Conditions that guarantee the properties of existence and uniqueness of RDSUE are considered. The property of reflexivity of RDSUE is also considered to verify if the equilibrium is maintained when the...
Reference-dependent theory of riskless choice assumes that carriers of utility are gains and losses relative to a reference point and that individuals are loss averse, i.e. losses are valued more highly than gains. Reference-dependent money measures of the attributes in the utility functions...
Paolo Delle Site, Francesco Filippi -
The objective of this research was to establish and evaluate a strategy for attending to the takeoffs and landings at congested airports, in order to reduce aircraft operating costs and passenger delay times. The continuous growth of air transport activity has created congestion at many major airports worldwide. As a consequence, aircraft must often remain in waiting lines before they could be attended onto the runways for takeoff or landing. This in turn increases the aircraft operating costs and passenger discomfort. In the strategy proposed the traditional rule for attending to aircraft, on a first-come-first-served basis, was substituted with a sequence that reduces operating costs and passenger delays. The order of attention given to each aircraft was obtained using a heuristic algorithm that did not require enumeration of all the possible sequences. Consequently, the solution could be obtained in a short time. Results when using this strategy showed that significant reductions of up to 47.6% in operating costs and 73.2% in passenger delays could be achieved. The main contribution of this paper is the establishment of a strategy that makes possible these savings. The amount of benefits achieved depends on the proportion of aircraft wake turbulence classes that operate in a given airport. In general, the largest benefits are obtained when there is a mixture of different classes and when they are in a proportion of 40% small and 60% heavy. By utilizing the strategy proposed herein it is possible to obtain significant benefits for both airlines and passengers.
The objective of this research was to establish and evaluate a strategy for attending to the takeoffs and landings at congested airports, in order to reduce aircraft operating costs and passenger delay times. The continuous growth of air transport activity has created congestion at many major airports worldwide. As a consequence, aircraft must often remain in waiting lines before they could be attended onto the runways for takeoff or landing. This in turn increases the aircraft operating costs and passenger discomfort. In the strategy proposed the traditional rule for attending to aircraft, on a first-come-first-served basis, was substituted with a sequence that reduces operating costs and passenger delays. The order of attention given to each aircraft was obtained using a heuristic algorithm that did not require enumeration of all the possible sequences. Consequently, the solution could be obtained in a short time. Results when using this strategy showed that significant...
The objective of this research was to establish and evaluate a strategy for attending to the takeoffs and landings at congested airports, in order to reduce aircraft operating costs and passenger delay times. The continuous growth of air transport activity has created congestion at many major...
Alfonso Herrera García, Eric Moreno Quintero -
In this paper, we introduce a new duration dependent parking fee regime based on the travel cost for an entire day, rather than a single commute trip. Commuters are assumed to reside at one end of a linear city and work in a business center at the other end. A two-stage differential method is used to derive user equilibrium travel patterns for both morning and evening rush hour commutes. Both individual travel cost and system travel cost are derived as functions of travel demand. We then compare the efficiency of the duration dependent parking fee regime with that of three previously proposed pricing regimes in the context of elastic travel demand. Results show that a pricing regime with both time-varying road tolls and location dependent parking fees is most efficient, followed by a regime with time-varying road tolls alone. Depending on the parking fee rate, a uniform duration-based parking fee regime may or may not be more efficient than a no-pricing regime. Under the duration dependent parking fee regime, an optimal parking fee rate can be obtained by minimizing system cost or maximizing social surplus, which gives rise to a system-wide performance no worse than that in the no-pricing regime.
In this paper, we introduce a new duration dependent parking fee regime based on the travel cost for an entire day, rather than a single commute trip. Commuters are assumed to reside at one end of a linear city and work in a business center at the other end. A two-stage differential method is used to derive user equilibrium travel patterns for both morning and evening rush hour commutes. Both individual travel cost and system travel cost are derived as functions of travel demand. We then compare the efficiency of the duration dependent parking fee regime with that of three previously proposed pricing regimes in the context of elastic travel demand. Results show that a pricing regime with both time-varying road tolls and location dependent parking fees is most efficient, followed by a regime with time-varying road tolls alone. Depending on the parking fee rate, a uniform duration-based parking fee regime may or may not be more efficient than a no-pricing regime. Under the duration...
In this paper, we introduce a new duration dependent parking fee regime based on the travel cost for an entire day, rather than a single commute trip. Commuters are assumed to reside at one end of a linear city and work in a business center at the other end. A two-stage differential method is...
Xiaoning Zhang, Bert van Wee -
To have knowledge about the acceptability of Intelligent Transport systems (ITS) is most beneficial for the development of supported implementation strategies. So far, different theories and methods, also stemming from other domains, have been used to define and conceptualize the notion of acceptability. In a previous paper, we developed a theoretical concept to define acceptability of ISA based on different theories and methods used in ITS & ISA research. In the current paper we aim to find out which predefined indicators are relevant to define the acceptability of ISA. Background factors, contextual issues and ISA-device related factors are used as indicators to predict the level of acceptability. Structural Equation Modelling (SEM) is used to define the direct and indirect effects.
To have knowledge about the acceptability of Intelligent Transport systems (ITS) is most beneficial for the development of supported implementation strategies. So far, different theories and methods, also stemming from other domains, have been used to define and conceptualize the notion of acceptability. In a previous paper, we developed a theoretical concept to define acceptability of ISA based on different theories and methods used in ITS & ISA research. In the current paper we aim to find out which predefined indicators are relevant to define the acceptability of ISA. Background factors, contextual issues and ISA-device related factors are used as indicators to predict the level of acceptability. Structural Equation Modelling (SEM) is used to define the direct and indirect effects.
To have knowledge about the acceptability of Intelligent Transport systems (ITS) is most beneficial for the development of supported implementation strategies. So far, different theories and methods, also stemming from other domains, have been used to define and conceptualize the notion of...
Sven Vlassenroot, Eric Molin, Dimokritos Kavadias, Vincent Marchau, Karel Brookhuis, Frank Witlox -
This book contains a selection of contributions from the second Dynamic Traffic Assignment (DTA) Symposium held at the Katholieke Universiteit Leuven, Belgium, in June 2008. The nineteen individual chapters of the book are suitably classified in four distinct parts, providing a coherent state-of-the-art overview of fundamental DTA research and practice. The international experts that contribute to the book are leading researchers in the field, and provide both wide-spread reviews and fresh looks on the various issues related to DTA.
This book contains a selection of contributions from the second Dynamic Traffic Assignment (DTA) Symposium held at the Katholieke Universiteit Leuven, Belgium, in June 2008. The nineteen individual chapters of the book are suitably classified in four distinct parts, providing a coherent state-of-the-art overview of fundamental DTA research and practice. The international experts that contribute to the book are leading researchers in the field, and provide both wide-spread reviews and fresh looks on the various issues related to DTA.
This book contains a selection of contributions from the second Dynamic Traffic Assignment (DTA) Symposium held at the Katholieke Universiteit Leuven, Belgium, in June 2008. The nineteen individual chapters of the book are suitably classified in four distinct parts, providing a coherent...
Shlomo Bekhor