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  • 1.
    Ahmad Termida, Nursitihazlin
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science.
    Susilo, Yusak
    KTH, School of Architecture and the Built Environment (ABE), Transport Science.
    Franklin, Joel P.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science.
    Examining the effects of out-of-home and in-home constraints on leisure activity participation in different seasons of the year2016In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435, 1-25 p.Article in journal (Refereed)
    Abstract [en]

    Using multi-day, multi-period travel diaries data of 56 days (four waves of two-week diaries) for 67 individuals in Stockholm, this study aims to examine the effects of out-of-home and in-home constraints (e.g. teleworking, studying at home, doing the laundry, cleaning and taking care of other household member[s]) on individuals’ day-to-day leisure activity participation decisions in four different seasons. This study also aims to explore the effects of various types of working schedules (fixed, shift, partial- and full-flexible) on individuals’ decisions to participate in day-to-day leisure activities. A pooled model (56 days) and wave-specific models (14 days in each wave) are estimated by using dynamic ordered Probit models. The effects of various types of working schedules are estimated by using 28 days of two waves’ data. The results show that an individual’s leisure activity participation decision is significantly influenced by out-of-home work durations but not influenced by in-home constraints, regardless of any seasons. Individuals with shift working hours engage less in day-to-day leisure activities than other workers’ types in both spring and summer seasons. The thermal indicator significantly affects individuals’ leisure activity participation decisions during the autumn season. Individuals exhibit routine behaviour characterized by repeated decisions in participating in day-to-day leisure activities that can last up to 14 days, regardless of any seasons.

  • 2. Anderstig, C.
    et al.
    Mattsson, Lars-Göran
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport and Location Analysis.
    Appraising large-scale investments in a metropolitan transportation system1992In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435, Vol. 19, 267-283 p.Article in journal (Refereed)
  • 3.
    Börjesson, Maria
    KTH, School of Architecture and the Built Environment (ABE), Centres, Centre for Transport Studies, CTS.
    Inter-temporal variation in the travel time and travel cost parameters of transport models2014In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435, Vol. 41, no 2, 377-396 p.Article in journal (Refereed)
    Abstract [en]

    The parameters for travel time and travel cost are central in travel demand forecasting models. Since valuation of infrastructure investments requires prediction of travel demand for future evaluation years, inter-temporal variation of the travel time and travel cost parameters is a key issue in forecasting. Using two identical stated choice experiments conducted among Swedish drivers with an interval of 13 years, 1994 and 2007, this paper estimates the inter-temporal variation in travel time and cost parameters (under the assumption that the variance of the error components of the indirect utility function is equal across the two datasets). It is found that the travel time parameter has remained constant over time but that the travel cost parameter has declined in real terms. The trend decline in the cost parameter can be entirely explained by higher average income level in the 2007 sample compared to the 1994 sample. The results support the recommendation to keep the travel time parameter constant over time in forecast models, but to deflate the travel cost parameter with the forecasted income increase among travellers and the relevant income elasticity of the cost parameter. Evidence from this study further suggests that the inter-temporal and the cross-sectional income elasticities of the cost parameter are equal. The average elasticity is found to be -0.8 to -0.9 in the present sample of drivers, and the elasticity is found to increase with the real income level, both in the cross-section and over time.

  • 4.
    Cats, Oded
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering. Delft University of Technology, The Netherlands.
    Susilo, Yusak O.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Reimal, T.
    The prospects of fare-free public transport: evidence from Tallinn2016In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435, 1-22 p.Article in journal (Refereed)
    Abstract [en]

    The subsidy level of public transport systems varies considerably among systems worldwide. While limited-scale free-fare public transport (FFPT) services such as limited campaigns and fare evasion for special groups or specific services are prevalent, there is only limited evidence on the consequences of introducing a full-fledged FFPT. The case of Tallinn, Estonia offers a full-scale experiment that provides a unique opportunity to investigate the impacts of FFPT. This study examines travel pattern changes based on individual travel habit survey shortly before and almost 1 year after the introduction of FFPT policy in Tallinn based on interviews and travel diaries of a random sample of 1500 household. We analyse modal shift effects and whether they are driven by trip generation or trip substitution, travel attitudes and satisfactions as well as impacts on equity, employment prospects, and trip destination choices. Almost a year after the introduction of FFPT, public transport usage increased by 14 % and there is evidence that the mobility of low-income residents has improved. The effect of FFPT on ridership is substantially lower than those reported in previous studies due to the good level of service provision, high public transport usage and low public transport fees that existed already prior to the FFPT.

  • 5.
    de Jong, Gerard
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Centres, Centre for Transport Studies, CTS.
    Vierth, Inge
    KTH, School of Architecture and the Built Environment (ABE), Centres, Centre for Transport Studies, CTS.
    Tavasszy, L.
    Ben-Akiva, M.
    Recent developments in national and international freight transport models within Europe2013In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435, Vol. 40, no 2, 347-371 p.Article in journal (Refereed)
    Abstract [en]

    The past decade has seen many new freight transport models for use in transport planning by public authorities. Some of these models have developed new concepts, such as logistics modules, inclusion of transshipments, storage and sourcing and the determination of shipment size. This paper provides a review of the European literature on freight transport models that operate at the national or international level and have been developed since 2004. The introduction of elements of logistics thinking is identified as a common theme in recently developed models, and further worked out. Furthermore, ideas on what might be the next key developments in freight transport modelling are presented.

  • 6.
    Dharmowijoyo, Dimas B. E.
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Susilo, Yusak O.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Karlström, Anders
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Day-to-day variability in travellers' activity-travel patterns in the Jakarta metropolitan area2016In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435, Vol. 43, no 4, 601-621 p.Article in journal (Refereed)
    Abstract [en]

    Using four consecutive days of SITRAMP 2004 data from the Jakarta metropolitan area (JMA), Indonesia, this study examines the interactions between individuals’ activity-travel parameters, given the variability in their daily constraints, resources, land use and road network conditions. While there have been a significant number of studies into day-to-day variability in travel behaviour in developed countries, this issue is rarely examined in developing countries. The results show that some activity-travel parameter interactions are similar to those produced by travellers from developed countries, while others differ. Household and individual characteristics are the most significant variables influencing the interactions between activity-travel parameters. Different groups of travellers exhibit different trade-off mechanisms. Further analyses of the stability of activity-travel patterns across different days are also provided. Daily commuting time and regular work and study commitments heavily shape workers’ and students’ flexibility in arranging their travel time and out-of-home time budget, leading to more stable daily activity-travel patterns than non-workers.

  • 7.
    Dziekan, Katrin
    KTH, School of Architecture and the Built Environment (ABE), Transport and Economics, Traffic and Logistics.
    What do people know about their public transport options?: Investigating the memory representation of public transport through telephone interviews in a residential area of Stockholm, Sweden2008In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435, Vol. 35, no 4, 519-538 p.Article in journal (Refereed)
    Abstract [en]

    This paper studies the memory representations of residents regarding the public transport system in their city. Telephone interviews were conducted with a representative sample of 204 inhabitants in a selected residential inner-city area in Stockholm. Route knowledge questions, recognition tasks, free-recall tasks and estimations of service frequency were used to explore memory representations. The results showed that, in general, residents in metropolitan areas have good knowledge of the public transport options along well-known transport corridors. The memory representation of lesser-known transport corridors tends to be of a poorer quality. In the results presented here, the variables gender, age, employment status, level of education and car availability had no correlation with the quality of the memory representation, but experience increased knowledge. Although frequent users of public transport had a more detailed representation of the system, the less frequent users also had a considerable- and good-memory representation. An explorative hierarchy for representation of public transport lines in the memory is proposed. It is hypothesised that memory representations of a transport line can be affected by the following three factors: the extent to which a line is visible in the urban area, the straightness of the routes and whether or not stops are labelled, for example, by destination area. Simply put, these factors determine how well a person knows a line. It was found that people first remember a commuter train and a trunk bus line, followed by metro lines and suburban buses and finally normal inner-city buses with the poorest anchorage in memory.

  • 8.
    Kristoffersson, Ida
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering. VTI.
    Engelson, Leonid
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Estimating preferred departure times of road users in a large urban network2016In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435Article in journal (Refereed)
    Abstract [en]

    In order to reliably predict and assess effects of congestion charges and other congestion mitigating measures, a transportation model including dynamic assignment and departure time choice is important. This paper presents a transport model that incorporates departure time choice for analysis of road users’ temporal adjustments and uses a mesoscopic traffic simulation model to capture the dynamic nature of congestion. Departure time choice modelling relies heavily on car users’ preferred times of travel and without knowledge of these no meaningful conclusions can be drawn from application of the model. This paper shows how preferred times of travel can be consistently derived from field observations and conditional probabilities of departure times using a reverse engineering approach. It is also shown how aggregation of origin–destination pairs with similar preferred departure time profiles can solve the problem of negative solutions resulting from the reverse engineering equation. The method is shown to work well for large-scale applications and results are given for the network of Stockholm.

  • 9.
    Liu, Chengxi
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science.
    Susilo, Yusak O
    KTH, School of Architecture and the Built Environment (ABE), Transport Science.
    Karlström, Anders
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, System Analysis and Economics.
    Measuring the impacts of weather variability on home-based trip chaining behaviour: a focus on spatial heterogeneity2015In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435Article in journal (Refereed)
    Abstract [en]

    Using the 2011 Swedish national travel survey data, this paper explores the influence of weather characteristics on individuals’ home-based trip chaining complexity. A series of panel mixed ordered Probit models are estimated to examine the influence of individual/household social demographics, land use characteristics, and weather characteristics on individuals’ home-based trip chaining complexity. A thermal index, the universal thermal climate index (UTCI), is used in this study instead of using directly measured weather variables in order to better approximate the effects of the thermal environment. The effects of UTCI are segmented into different seasons to account for the seasonal difference of UTCI effects. Moreover, a spatial expansion method is applied to allow the impacts of UTCI to vary across geographical locations, as individuals in different regions have different weather/climate adaptions. The effects of weather are examined in subsistence, routine, and discretionary trip chains. The results reveal that the ‘ground covered with snow’ condition is the most influential factor on the number of trips chained per trip chain among all other weather factors. The variation of UTCI significantly influences trip chaining complexity in autumn but not in spring and winter. The routine trip chains are found to be most elastic towards the variation of UTCI. The marginal effects of UTCI on the expected number of trips per routine trip chain have considerable spatial variations, while these spatial trends of UTCI effects are found to be not consistent over seasons.

  • 10.
    Susilo, Yusak
    et al.
    OTB Research Institute for Housing, Urban and Mobility Studies, Delft University of Technology, Netherlands.
    Maat, Kees
    The Influence of Built Environment to the Trends in Commuting Journeys in the Netherlands2007In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435, Vol. 34, no 5, 589-609 p.Article in journal (Refereed)
    Abstract [en]

    In this paper we describe commuting trends in the Netherlands in the past decade and examine the influence of urban form and travel accessibility on commuting journeys over time on the basis of data from the Dutch National Travel Survey. Exploratory analysis is performed to identify changes in commuting participation, departure time, commuting time, commuting distance and the modal split. Regression analysis and choice models are used to examine the influence of the built environment on commuting parameters over time. The results indicate that urban form has consistently influenced the parameters of commuting journey in the Netherlands in the last 10 years. However, the trend of the influence is unique for each commuting model. Some influences have become less significant in the last decade and some have become stronger.

  • 11.
    Susilo, Yusak O.
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport and Location Analysis.
    Axhausen, Kay W.
    Repetitions in individual daily activity-travel-location patterns: a study using the Herfindahl-Hirschman Index2014In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435, Vol. 41, no 5, 995-1011 p.Article in journal (Refereed)
    Abstract [en]

    Using Herfindahl-Hirschman Index and the Mobidrive and Thurgau six-week travel diary datasets this paper examines the degree of repetition of individuals' choices of their daily activity-travel-location combinations. The results show that the repetitiveness of individual activity-travel-mode-location combinations is highly influenced by the individuals' out-of-home commitments, the intra-household conditions and the availability and the accessibility of the activity locations. Different types of activity have different pattern of repetition. The level of repetition of individual's daily activity-travel pattern is less correlated to travel mode choice, but more to the individuals' commitments and obligations. The repetitiveness of mode choices is more related to the conditions or the accessibilities of the activity location, but not directly to the activity itself.

  • 12.
    Susilo, Yusak O.
    et al.
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    Liu, Chengxi
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering.
    The influence of parents' travel patterns, perceptions and residential self-selectivity to their children travel mode shares2016In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435, Vol. 43, no 2, 357-378 p.Article in journal (Refereed)
    Abstract [en]

    Using the UK National Travel Survey from 2002 to 2006, this paper investigates the influence of households' residential self-selectivity, parents' perceptions on accessibilities and their travel patterns on their children daily travel mode share. In doing this, this study introduces a model structure that represents the complex interactions between the parents' travel patterns, their perceptions on public transport services and their reported residential self-selectivity reasons and the children travel mode shares. This structure is analysed with structural equation modelling. The model estimation results show that parents' residential self-selectivity, parents' perceptions and satisfactions on accessibilities and their daily travel patterns significantly influence the children's daily travel mode shares. However, the effects are not uniform across household members. This study has revealed that households' residential self-selectivity behaviours have more correlations with the children's non-motorised mode shares, whilst the parents' perceptions and satisfactions on transport infrastructure and public transport service qualities have more correlations with parents' mode shares. The results also confirm that parents' non-motorised modes use in travelling is highly correlated with the children's physically active travel mode shares. However, at the same time, the results also show that the effects of mothers' car use to the children travel mode shares is more apparent than fathers'.

  • 13. Swärdh, Jan-Erik
    et al.
    Algers, Staffan
    KTH, School of Architecture and the Built Environment (ABE), Transport Science, Transport Planning, Economics and Engineering. Centre Transport Studies, Stockholm, Sweden.
    Willingness to accept commuting time within the household: stated preference evidence2016In: Transportation, ISSN 0049-4488, E-ISSN 1572-9435, Vol. 43, no 2, 219-241 p.Article in journal (Refereed)
    Abstract [en]

    In this study, stated preference data is used to derive estimated values of commuting time (VOCT). Both spouses in two-earner households are individually making trade-offs between commuting time and wage; both with regard to their own commuting time and wage only, as well as when both their own commuting time and wage and their spouse's commuting time and wage are simultaneously changed. Thus, we are able to compare how male spouses and female spouses value each other's commuting time. When only ones own commuting time and wage are attributes, the empirical results show that the estimated VOCT is plausible with a tendency towards high values compared to other studies, and that VOCT does not differ significantly between men and women. When decisions affecting commuting time and wage of both spouses are analyzed, both spouses value the commuting time of the wife highest. Further analysis show that this result is driven by households where the man has the highest income. If VOCT were to be gender specific in policy implications, the value might be higher for women than for men in two-earner households.

  • 14.
    Tornberg, Patrik
    KTH, School of Architecture and the Built Environment (ABE), Urban Planning and Environment, Urban and Regional Studies.
    Sensemaking in Swedish national transport planningIn: Transportation, ISSN 0049-4488, E-ISSN 1572-9435Article in journal (Other academic)
    Abstract [en]

    Whereas different theoretical perspectives on transport planning often represent demarcated academic strands, transport planners involved in planning practices rely on different kinds of knowledge and procedures to make sense of the situations they find themselves in, on which their subsequent actions are based. The overall aim of this paper is to explore how transport planning practices can be analysed from a sensemaking perspective, a perspective which has not had a salient role in the transport planning literature. The paper is empirically focused on the development of the current Swedish National Plan for Transport Investments, describing the preparatory phases of the prioritization process. It shows how the different elements of the process have contributed to the ways planners have made sense of various regional contexts and the political guidelines for the process. A conclusion of the paper is that a sensemaking perspective opens up the potential for alternative ways to frame particular spatial contexts or situations, and the scope for different approaches is widened. An implication of such a conclusion is that the political dimension of the planning process could be made more explicit. It is therefore suggested that a more prominent role for political visions as tools for sensegiving in the planning process could strengthen the degree to which outcomes of planning processes are grounded in political commitments to approved plans, as well as the democratic legitimacy of these processes.

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