Abstract In April 1983, the “Fourth World Conference on Transport Research” was held in Hamburg. For a period of four days, experts from all parts of the world discussed transport research and planning problems. The discussions were divided into eight so‐called ‘sub‐topics’. Fortunately, one of the sub‐topics, ‘Man and his Transport Behaviour’ (chaired by Moshe Ben‐Akiva, U.S.A. and Werner Brög, Federal Republic of Germany) dealt with the individual and his behaviour. This complemented the traditionally supply‐oriented thinking of the transport planners by introducing the demand component which had frequently been neglected in the past. Since the view has become increasingly widespread that transport is meant to serve people and thus that research should emphasize the (potential) users of the transport system, the number of papers submitted and presented on this sub‐topic was especially large. However, the number of papers which could be included in the ‘Conference Proceedings’ was limited and this would have meant that a number of interesting documents could not be published. Therefore, papers on four special areas within this sub‐topic arc being published in four consecutive issues of Transport Reviews. The areas which will be dealt with are ‘Telecommunications’, ‘Non‐Motorised Transport’, ‘Special Problems in Third World Countries’ and ‘Fare Structures in Public Transport’. The papers were selected strictly according to their contents. A brief commentary in each issue explains in turn the reasons for choosing each of the four subject areas.
Nicht erst seit der Wiedervereinigung der beiden deutschen Staaten wächst der Konkurrenzkampf zwischen den Kommunen um die Ansiedlung von Unternehmen, wissenschaftlichen Einrichtungen, Arbeitskräften, Touristen usw. immer mehr. Zugenommen haben in diesem Zusammenhang auch entsprechende werbliche Aktivitäten. In einer Reihe von Städten hat sich dabei die Einsicht durchgesetzt, daß es mit unkoordinierten und sporadischen Einzelaktionen nicht getan ist, sondern daß ein erfolgreiches "Stadtmarketing" ein langfristig angelegtes Ziel-, Handlungs- und Maßnahmenkonzept braucht.
Over the past 40 years, significant resources have been spent on collecting data for transportation planning. Often transportation agency staff and their consultants struggle with the difficulties of collecting and analyzing the survey data. The transportation planning and data communities have become increasingly concerned about declining response rates and potential sample biases in transportation surveys. Resources are potentially wasted because standards are lacking in both survey methods and assessment procedures. This report contains an assessment of the aspects of personal travel surveys that could be standardized, resulting in improvements to the quality, consistency, and accuracy of the resulting data. The results of this research will be useful to transportation practitioners in state departments of transportation (DOTs) and in Metropolitan Planning Organizations (MPOs) for preparing statistically sound data collection and management programs.
In times of increasing travel demand urban transport systems are under continuous stress. Knowledge on the impact of weather on any given day needs to be obtained in order to efficiently operate such system. While it is expected that weather related impact will not dominate travel demand (e.g work trips cannot be easily omitted), trips may be delayed or different modes may be chosen. It is well known that transport systems that operate close to capacity react highly nonlinearly to an addition in demand. Thus changes in weather might lead to totally different settings for the management of the transport systems. This paper provides evidence for the influence of weather on travel demand for the greater Vienna region. Long term household mobility surveys are used for a descriptive analysis of the influence of weather on travel behavior. Statistical modeling of smaller mobility surveys allows extrapolation to new situations as well as an analysis of the joint influence of several variables. We provide significant evidence that weather has a strong influence on the mobility choices of a large part of the population. The results emphasize that the weather impact depends heavily on mode and purpose of the trip and the characteristics of the traveler. The results of the paper can be used on the aggregate level to predict the impact of weather on traffic demand. This information is important for the management of transport systems both in terms of supply management and demand management for ensuring efficiency of urban transportation systems. Rudloff et al. Page 3
The problem of traveling on public transportation during the morning peak hours is well known but has not been solved. This is because peak-hour traffic volume can only be reduced if the individuals who have the option of starting work at different times actually make use of this option. However, changing work and school schedules has an impact not only on the transport system but also on an individual's private life. The results of a study conducted by the Stuttgart Transit and Tariff Authority are described. The characteristics of public transit use in the morning peak hours are shown. The potential of transit users who have flexible schedules is indicated and a number of policies to deal with the problem are suggested. Furthermore, the potential number is determined of those who can react to the negative conditions of public transit in peak hours by switching to other modes of transportation.
Abstract The notion of improving or increasing public participation in transport planning has led a number of those working in the field to borrow attitude research methods developed in marketing in other sectors of the economy. Such research can be helpful at either the design or the evaluation stages of planning a change in transport supply. But it can give spurious results unless those employing the research understand fully the advantages and disadvantages of the techniques that have been chosen. This paper outlines the main elements of theory of attitude structure which must be borne in mind when employing such research. Firstly, researchers must understand the difference between belief and evaluation and be clear about which they are trying to measure and what it will tell them. Secondly, the object to which the attitude is being measured should be both very specific and salient to those being interviewed. Thirdly, the situation of the respondent will interact with attitude as articulated in a survey and should be as thoroughly taken account of as possible. This will define the nature of the interest he or she has in the policy or outcome under discussion. This having been said, there are numerous variants on the way in which these prerequisites can be taken into account. This can be done either during the questioning process, at the stage of sample selection, or through multi‐phase survey. The authors illustrate this point by reference to work undertaken in Munich and in the Strathclyde region.
Abstract In April 1983, the “Fourth World Conference on Transport Research” was held in Hamburg. For a period of four days, experts from all parts of the world discussed transport research and planning problems. The discussions were divided into eight so‐called ‘sub‐topics’. Fortunately, one of the sub‐topics, ‘Man and his Transport Behaviour’ (chaired by Moshe Ben‐Akiva, U.S.A. and Werner Brog, Federal Republic of Germany) dealt with the individual and his behaviour. This complemented the traditionally supply‐oriented thinking of the transport planners by introducing the demand component which had frequently been neglected in the past. Since the view has become increasingly widespread that transport is meant to serve people and thus that research should emphasize the (potential) users of the transport system, the number of papers submitted and presented on this sub‐topic was especially large. However, the number of papers which could be included in the ‘Conference Proceedings’ was limited and this would have meant that a number of interesting documents could not be published. Therefore, papers on four special areas within this sub‐topic are to be published in four consecutive issues of Transport Reviews. The areas which will be dealt with are ‘Telecommunications’, ‘Non‐Motorised Transport’, ‘Special Problems in Third World Countries’ and ‘Fare Structures in Public Transport’. The papers were selected strictly according to their contents. A brief commentary in each issue explains in turn the reasons for choosing each of the four subject areas.
The problem of nonreported has become the subject of substantive basic research activities. This has occurred in line with increasing concern about potential artifacts in the development of travel-behavior data attributable to the specific survey method used. In that context, three types of have to be distinguished, namely, (a) that were not reported by the respondents due to increasing lack of care in case of survey periods of several days' length, (b) that were not reported by the respondents because they forgot or considered them redundant, and (c) that the respondents did not want to report on the basis of their own deliberate decisions. It is relatively simple to check the loss of accuracy caused by type-a trips. A methodological experiment was conducted to disclose errors of type b and to gain at least a certain idea about errors of type c. The results confirm previous findings from the analysis of reporting losses for multiple-day surveys. Accordingly, in the analysis of trip volumes, a distinction has to be made first between the nonhome share and the number of for mobile persons. Use of the (artificial) measure trips per person would cover up important relationships. In addition, the level of underreporting of measured by this means can be set between 5 and 15 percent. This underreporting is not equally distributed across all transportation modes and trip purposes, but it occurs to a disproportionately large degree for discretionary and recreation travel, especially by nonmotorized modes.
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