Abstract

Travel patterns of people across Australian cities have been dominated by private cars. As noted by transport researchers, a sustainable transportation system encourages people to make the shift towards non-motorised transport (i.e. public and active transport) and emerging types of transport (i.e. ride-hailing and shared bikes). Using an online questionnaire survey (n = 410), this research reports on the determinants of people’s transition to more sustainable modes of transport in Adelaide, Australia. Further analysis undertaken using a discrete choice model, found that home relocation and job changes were strongly associated with the modal shift of respondents. Younger cohorts were likely to shift away from car usage despite the significant influence in the change in participants’ family composition (i.e. birth of a child), level of education, driving license, dwelling tenure, perceived safety and costs. The significance of this study is that it determined that car dominance can be reduced since there is a willingness of people to opt for non-motorised transport options and other new shared mobility services. The chapter concludes with a varied set of transport policies and strategies addressing different socio-economic groups to increase the share of sustainable mobility, a critical step in moving towards a ‘smarter’ city. Refereed/Peer-reviewed

Abstract

Car sharing is one the pillars of an innovative transportation infrastructure, as it is expected to reduce traffic"br" congestion, parking demands and pollution in our cities. However, drawbacks in terms of high deployment and"br" operational costs (from the car sharing operators’ perspective), as well as unreliable vehicle availability (from the"br" customers’ perspective), are currently hindering their massive deployment and popularity. In this work, we discuss"br" the solutions proposed with the H2020 ESPRIT project to address the above issues, with special focus on what it"br" can be done in terms of demand and operational modelling.

Abstract

In passenger transport, hub-and-spoke networks allow the transportation of small passenger flows with competitive frequencies, in a way that direct line networks cannot. Equivalently, in freight transport, it can be expected that small shipper-receiver flows of high added value commodities transit through hub and spoke networks, while larger shipper-receiver flows of less expensive commodities are transported directly, without transhipment. The objective of this paper is first to present an analytical model, based on inventory theory, explaining how for a given commodity flow, the organisation of freight transport operations is closely related to the characteristics of the shipper-receiver relationship; second to assess empirically this model. Special emphasis is put on the number of transhipments in the transport operation, as an indication of organisation of the transport operations. The theoretical model is a simplified microeconomic model, built on principles of inventory theory. The empirical assessment of this model is based on the French shipment survey ECHO, which provides both the details of the transport operation and of the shipper-receiver relationships. With this database, we first provide a straightforward, graphical verification of the prediction of the theoretical model; secondly, we estimate it econometrically. © 2016, Editorial Board EJTIR. All rights reserved.