Costs of Interchange: A Review of the Literature.

Interchange within mode influences the demand for that mode through the effect it has on time spent waiting, time spent transferring between vehicles and the inconvenience and risks involved, whilst interchange between modes has additional implications in terms of information provision, through ticketing and co-ordination. The valuation and behavioural impact of each of these factors will vary with an individual’s socio-economic and trip characteristics as well as with the precise features of the interchange. A reduction in the costs of interchange brought about by an improvement to any of the above factors will lead to increasingly ‘seamless journeys’ and such benefits which must be quantified. Indeed, this issue has been identified as an area of key importance in the Government’s Transport White Paper (DETR, 1998a) which states: Quick and easy interchange is essential to compete with the convenience of car use. This message was reiterated by the draft guidance for Local Transport Plans (DETR, 1998b), which called for: more through-ticketing, better connections and co-ordination of services, wider availability of information and improved waiting facilities. Rather than being perceived simply as a barrier to travel, quality interchange is now also being regarded as an opportunity to create new journey opportunities. A recent report on the subject of interchange (Colin Buchanan and Partners, 1998) claimed that : It will become more sensible and economic to base public transport networks around the concept of interchange rather than the alternative of trying to avoid it. whilst in response to the diffuse travel patterns made possible by increased car availability, CIT (1998) commented: people should readily be able to complete a myriad of journeys by changing services (and modes) if a through facility is not available. Ease of interchange should be something we take for granted. Regardless of the precise direction in which transport policy and public transport provision develop, practical constraints and the fact that the most heavily trafficked routes tend to have through services places limitations on the extent to which the need to interchange can be reduced whilst no matter how fully integrated different modes of transport are the need to transfer between them cannot be removed. In contrast, the need to change would inevitably increase with the adoption of a practice of building networks around interchange to create new journey opportunities. However, there is considerable scope to improve existing interchange situations or to design new ones which impose minimum costs. Although previous empirical research has focused on the need to interchange or not, and this remains important, it is essential that research is also directed at improvements which facilitate interchange.The aims of this study, as set out in the terms of reference, are centred around the demand side response to interchange rather than the technical supply side issues relating to improving interchange and integration which have been covered in other studies (Colin Buchanan and Partners, 1998; CIT, 1998). The objectives are: to explore the extent to which the reality and perception of interchange deters public transport use, absolutely and in relation to other deterrents to investigate how public transport users perceive interchange; how they make choices and trade-offs in travel cost and time and the influence of interchange attributes (e.g. information, through ticketing) on those choices to assess which components of interchange act as the greatest deterrent to travel to investigate the extent to which interchange penalties vary according to journey purpose, distance and time of travel (or other factors)

Game Theory Models for the Verification of the Collective Behaviour of Autonomous Cars

The collective of autonomous cars is expected to generate almost optimal traffic. In this position paper we discuss the multi-agent models and the verification results of the collective behaviour of autonomous cars. We argue that non-cooperative autonomous adaptation cannot guarantee optimal behaviour. The conjecture is that intention aware adaptation with a constraint on simultaneous decision making has the potential to avoid unwanted behaviour. The online routing game model is expected to be the basis to formally prove this conjecture.Comment: In Proceedings FVAV 2017, arXiv:1709.0212

Assessing the Value of Time Travel Savings – A Feasibility Study on Humberside.

It is expected that the opening of the Humber Bridge will cause major changes to travel patterns around Humberside; given the level of tolls as currently stated, many travellers will face decisions involving a trade-off between travel time, money outlay on tolls or fares and money outlay on private vehicle running costs; this either in the context of destination choice, mode choice or route choice. This report sets out the conclusions of a preliminary study of the feasibility of inferring values of travel time savings from observations made on the outcomes of these decisions. Methods based on aggregate data of destination choice are found t o be inefficient; a disaggregate mode choice study i s recommended, subject to caveats on sample size

What May I Hope? Why It Can Be Rational to Rely on One’s Hope

In hoping, what is important to us seems possible, which makes our life appear meaningful and motivates us to do everything within our reach to bring about the things that we hope for. I argue that it can be rational to rely on one’s hope: hope can deceive us, but it can also represent things correctly to us. I start with Philip Pettit’s view that hope is a cognitive resolve. I reject this view and suggest instead that hope is an emotion: hope is a felt evaluation for which we can define a corresponding character trait which in its turn qualifies as a virtue if it is felt whenever its correctness conditions are satisfied. For religious hope in particular it follows from my analysis that, if I believe, I may hope

Beach Quality and Recreational Values: A Pictorialized Stated Preference Analysis of Residents and Tourists

Much of Hawaii’s economy relies on its unique marine environments, which are threatened by degradation from stormwater runoff. Using a stated preference method of choice-based conjoint (CBC) analysis, based on stylized photographs, this study examines both residents’ and visitors’ marginal value for levels of attributes associated with Hawaiian beach recreation. Each attribute (sand quality, water quality, congestion and water safety conditions) was significant for both residents and tourists, with water quality being the single most important attribute. There is little distinction between resident and tourist marginal value, except for a greater value lost for below average water quality among tourists.Nonmarket Valuation, WTP, Beach, Environmental Economics and Policy, Resource /Energy Economics and Policy,

HABIT FORMATION AND VARIETY SEEKING IN A DISCRETE CHOICE MODEL OF RECREATION DEMAND

The recreational site choice decision modeled in most economic analyses seldom contains previous experience with the site as a characteristic or attribute. A rational dynamic model is used to incorporate previous experience with the site in a model of the choice of recreation sites. Based on the comparison of dynamic and static models, it is apparent that dynamic elements influence choice. The use of previous consumption as an attribute (either in a naïve or rational form) is an improvement over static models of choice. In welfare analysis, this effect may be a significant factor. For example, a change in prices or quality attributes may have a much larger impact on those individuals who have developed habits.Resource /Energy Economics and Policy,