Abstract

This paper discusses possible contributions of psychologists to sustainable transportation. It is argued that in order to reach sustainable transportation, among others, behaviour changes of individual car users are needed. As transport policies will be more effective if they target important antecedents of travel behaviour, first, factors influencing such behaviour are discussed. It is argued that car use is very attractive and sometimes even necessary for many different reasons. This implies that a combination of policies is called for, each targeting different factors that support car use and hinder the use of more sustainable modes of transport. Next, the paper elaborates on policy strategies that may be employed to achieve sustainable transportation by changing car use. Increasing the attractiveness of sustainable transport modes by means of pull measures seems not sufficient to reduce the level of car use. Besides, car use should be made less attractive by means of push measures to force drivers to reconsider their travel behaviour. The acceptability of such policies may be increased by clearly communicating the aim of these policies, and the expected positive consequences (e.g., less congestion, improved environmental quality). Moreover, possible negative effects for individual freedom may be compensated by implementing additional policies aimed at facilitating the use of sustainable transport modes. Document type: Part of book or chapter of book

Abstract

The spatial and temporal distribution of built space supply plays an important role in shaping urban form and thus the general travel pattern in an urban area. Within an integrated framework, we are interested in modeling the decisions of a builder in terms of when, where, what type, and how much built-space to build. We present a multidimensional discrete-continuous model formulation for the built space supply decisions that are based on expected profit maximization. The framework is applied to estimate a model for supply of new office space in the Greater Toronto Area (GTA) for the duration of 1986 to 2006. To our knowledge, this work is the first that models the where, when, how much, and what type of office space to supply in a single econometric framework at a fairly disaggregate spatial zoning system. The results indicate a risk taker behaviour on the builders part, while market conditions and supply of resources (labour, construction cost etc.) are also found to be important factors in decision making.

Abstract

Improved accessibility and its correlate lower generalized cost of contact, travel and transport have been sought by dynamic human societies for their economic and social benefits through- out recorded history. The paper will reflect about this process at a number of different spatial and temporal scales based on a conceptual model. Looking back at European history, it will trace the interaction between Christaller’s logic of local market areas and the idea of (low contact cost) network cities. Focusing on Switzerland since 1950 it will show how network investment changed the relative distribution of population and employment and how this in- teracted with changes in the preferences of the travelers. Using a recent snapshot of how a substantial sample of Swiss maintain their social networks over often very large areas, it will try to answer the question of what will happen in the future, if the current trend of ever lower costs of contact will persist. ISSN:1938-7849

Abstract

In the context of integrated transportation and other urban engineering infrastructure systems, there are many examples of markets, where consumers exhibit price-taking behaviour. While this behaviour is ubiquitous, the underlying mechanism can be captured in a single framework. Here, we present a microsimulation framework of a price-taker market that recognizes this generality and develop efficient algorithms for the associated market clearing problem. By abstracting the problem as a specific graph theoretic problem (i.e. maximum weighted bipartite graph), first we are able to exploit algorithms that are developed in graph theory. We then explore their appropriateness in terms of large-scale integrated urban microsimulations. Based on which, we further develop a generic and efficient clearing algorithm that takes advantage of the features specific to urban price-taker markets. This clearing solution is then used to operationalize two price-taker markets, from two different contexts, within a microsimulation of urban systems. The initial validation of results against the observed data generally shows a close match.

Abstract

A brand represents the essence of the value proposition an organisation extends to the market. It is crucial that brands are nurtured with the goal of trying to establish the brand in a top-of-mind awareness position among consumers. By means of a qualitative case study employing 25 interviews which were analysed by using Grounded Theory coding techniques, the most pertinent factors influencing the Corobrik brand were identified. The greatest challenge facing Corobrik is the growing residential sector. The study highlights how Corobrik has grappled and come to terms with the changing nature of its market, and how it has combined all functional areas, from production to distribution, marketing and finance, in promoting its brand.

Abstract

Recent court cases and news reports have focused on the effects of transit construction on business revenue and survival, yet the topic is underexplored in the scholarly literature. This paper examines whether transit construction negatively affected the revenue and survival of businesses along the second segment of the Los Angeles Metro Rail Red Line under Vermont and Hollywood Boulevards. Using National Establishment Time-Series business data, the research shows that business survival was significantly lower among businesses within 400 meters of stations, where cut and cover construction was used. A difference-in-differences technique was employed to determine whether revenue loss was the main mechanism by which businesses were displaced, but revenue loss was not found to be significant. The increased failure rate provides evidence that construction effects of mitigation programs for businesses should be standard practice when building new transit lines. Further research and data collection on business tenure are needed to understand the dynamics of business displacement around transit and to make such programs more effective.

Abstract

Long-term and mid-term mobility of people involves on the one hand decisions about their residential locations and the corresponding moves. At the same time, the places of education and employment play an important role. On the other hand the ownership of mobility tools, such as cars and different public transport season tickets, is a complementary element in this process, which also binds substantial resources. These two aspects of mobility behaviour are closely connected to one another. A longitudinal perspective on these relationships is available from people's life courses, which link different dimensions of life together. Besides the personal and familial history, locations of residence, education and employment as well as the ownership of mobility tools can be taken into account. These life course dimensions are usually not independent from one another. Events in one area are frequently connected to changes in other areas. At the same time, this longitudinal approach provides the possibility to observe developments over time. In order to study the dynamics of long-term and mid-term mobility decisions, a longitudinal survey covering the 20-year period from 1985 to 2004 was carried out at the beginning of 2005 in a stratified sample of municipalities in the Zurich region, Switzerland. The paper shows that there exists a strong interrelation between the two examined aspects of long-term and mid-term mobility. The residential mobility is influenced by the ownership of the different mobility tools, and vice versa. Thereby the mobility tool ownership remains comparably stable over longer periods of time. Concerning the ownership of the various mobility tools, the analyses indicate that car ownership and public transport season ticket ownership substitute one another. During the life course car ownership is highest among those who are 35 to 55 years old today. At the same time, men have noticeably more frequently a car at their disposal than women of the same age. Concerning the ownership of national and regional season tickets, the opposite trend is visible. ISSN:0386-1112 ISSN:2210-4240

Abstract

Tokyo’s railway station areas are models of transit-oriented design. To differentiate them from transit-oriented developments (TOD), the term rail integrated community (RIC) has been created to describe these high density, safe, mixed-use, pedestrian-friendly developments around railway stations that act as community hubs, served by frequent, all-day, rail rapid transit and are accessed primarily on foot, by bicycle, or by public transit. Japanese private railways have been instrumental in creating these RICs. Though they receive little financial support from the government, private railways in Japan achieve profitability by diversifying into real estate, retail, and numerous other businesses. Tokyu Corporation is used as the case study to exemplify how government policy and socioeconomic context contributed to the successful private railway model. Ten indicators, such as ridership, population density and mode share are used to analyze two stations created by Tokyu to demonstrate how this model is manifested in Tokyu’s rail integrated communities.

Abstract

number of public codes exist for GPS (global positioning system) positioning and baseline determination in off-line mode. However, no software code exists for DGPS (differential GPS) exploiting correction factors at base stations, without relying on double difference information. In order to accomplish it, a methodology is introduced in MATLAB environment for DGPS using C/A (course acquisition) pseudoranges on single frequency L1 only to make it feasible for low-cost GPS receivers. The base station is at accurately surveyed reference point. Pseudoranges and geometric ranges are compared at base station to compute the correction factors. These correction factors are then handed over to rover for all valid satellites observed during an epoch. The rover takes it into account for its own true position determination for corresponding epoch. In order to validate the proposed algorithm, the rover is also placed at a pre-determined location. The proposed code is an appropriate and simple to use tool for post-processing of GPS raw data for accurate position determination of a rover e.g. Unmanned Aerial Vehicle during post-mission analysis. Document type: Article

Abstract

This paper is made NOx pollution emitted by port auxiliary vessels, specifically by harbour tugs, due to its unique operating characteristics of operation, require a large propulsion power changes discontinuously, also possess some peculiar technical characteristics, large tonnage and high propulsive power, that differentiate them from other auxiliary vessels of the port. Taking into account all the above features, there are no studies of the NOx emission engines caused by different working regimes of power because engine manufacturers have not measured these emissions across the range of operating power, but usually we only report the pollution produced by its engines to a maximum continuous power. Document type: Article