Relevant bibliographies by topics / Choice of transportation Australia

Academic literature on the topic 'Choice of transportation Australia'

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Published: 10 December 2022
Last updated: 28 January 2023

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Journal articles on the topic "Choice of transportation Australia"

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Iftekhar, Sayed, and Sorada Tapsuwan. "Review of transportation choice research in Australia: Implications for sustainable urban transport design." Natural Resources Forum 34, no. 4 (November 2010): 255–65. http://dx.doi.org/10.1111/j.1477-8947.2010.01310.x.

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Keshavarzian, Pedram, and Cheng-Lung Wu. "Exploring the Effect of Sequentially Receiving Airline and Destination Information on the Choice Behavior of Tourism Destinations." Journal of Travel Research 60, no. 2 (March 5, 2020): 251–66. http://dx.doi.org/10.1177/0047287520904781.

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This article reports the results of a holiday destination choice model of domestic travelers in Australia. Although destination choices have been studied before, travelers’ behavior when choosing an airline ticket is less well investigated, in particular the effect of the choice of airline ticket and tourism features on each other and on the final destination choice. Multinomial logit (MNL) models were estimated using data from a Stated Preference (SP) choice experiment based on a D-Efficient design. Following the leader-driven primacy phenomenon, the article also tests whether destination choices are influenced by sequentially receiving information about airline tickets and tourism features. Results show that when airline ticket information is presented first, the destination choice behavior could be affected. In this context, the information sequencing effect is clear. However, the influence of tourism features is not as clear on the final choice when travelers are first exposed to tourism features and then airline tickets.
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Harling, Philip. "The Trouble with Convicts: From Transportation to Penal Servitude, 1840–67." Journal of British Studies 53, no. 1 (January 2014): 80–110. http://dx.doi.org/10.1017/jbr.2013.213.

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AbstractThis article makes three points about the death throes of convict transportation. First, the quarrel over transportation shows the double-edged nature of the moral critique of empire in the early Victorian era. Metropolitan criticism of transportation had its roots in the same effort to moralize the empire that was seen in the almost contemporaneous assault on slavery. But transportation was deemed too convenient a means of getting rid of criminals for Britons safely to do without it. Second, the Whig government of 1846–52 sought to save transportation by moralizing the convict before shipping him off. By this point, however, the moral objections to transportation in eastern Australia had become so strong as to make the plan untenable. Third, colonial opposition to transportation ultimately left the British government with no choice but to replace it with penal servitude at home, and the debate over crime and punishment that played out over the next decade revealed a waning of faith in convict rehabilitation that manifested itself in a harsher prison regime. In necessitating the rise of penal servitude, the end of transportation makes it clear that the empire mattered very much indeed to the reshaping of British penal policy in the mid-Victorian era.
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Tanko, Michael, Matthew I. Burke, and Barbara Yen. "Water transit and excess travel: discrete choice modelling of bus and ferry trips in Brisbane, Australia." Transportation Planning and Technology 42, no. 3 (February 20, 2019): 244–56. http://dx.doi.org/10.1080/03081060.2019.1576382.

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Leao, Simone, and Hisham Elkadi. "The Use of Public Transport in Coastal Australia: Modes of Travel to Work and Greenhouse Emissions." Advanced Materials Research 347-353 (October 2011): 4034–44. http://dx.doi.org/10.4028/www.scientific.net/amr.347-353.4034.

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Commuting to work is one of the most important and regular routines of transportation in towns and cities. From a geographic perspective, the length of people’s commute is influenced, to some degree, by the spatial separation of their home and workplace and the transport infrastructure. The rise of car ownership in Australia from the 1950s to the present was accompanied by a considerable decrease of public transport use. Currently there is an average of 1.4 persons per car in Australia, and private cars are involved in approximately 90% of the trips, and public transportation in only 10%. Increased personal mobility has fuelled the trend of decentralised housing development, mostly without a clear planning for local employment, or alternative means of transportation. Transport sector accounts for 14% of Australia’s net greenhouse gas emissions. Without further policy action, Australia’s emissions are projected to continue to increase. The Australian Federal Government and the new Department of Climate Change have recently published a set of maps showing that rising seas would submerge large parts of Victoria coastal region. Such event would lead to major disruption in planned urban growth areas in the next 50 years with broad scale inundation of dwellings, facilities and road networks. The Greater Geelong Region has well established infrastructure as a major urban centre and tourist destination and hence attracted the attention of federal and state governments in their quest for further development and population growth. As a result of its natural beauty and ecological sensitivity, scenarios for growth in the region are currently under scrutiny from local government as well as development agencies, scientists, and planners. This paper is part of a broad research in the relationship between transportation system, urban form, trip demand, and emissions, as a paramount in addressing the challenges presented by urban growth. Progressing from previous work focused on private cars, this present paper investigates the use of public transport as a mode for commuting in the Greater Geelong Region. Using a GIS based interaction model, it characterises the current use of the existing public transportation system, and also builds a scenario of increased use of the existing public transportation system, estimating potencial reductions in CO2 emissions. This study provides an improved understanding of the extent to which choices of transport mode and travel activity patterns, affect emissions in the context of regional networks. The results indicate that emissions from commuting by public transportation are significantly lower than those from commuting by private car, and emphasise that there are opportunities for large abatment in the greenhouse emissions from the transportation sector related to efforts in increasing the use of existing public transportation system.
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Zhou, Heng, Richard Norman, Jianhong(Cecilia) Xia, Brett Hughes, Keone Kelobonye, Gabi Nikolova, and Torbjorn Falkmer. "Analysing travel mode and airline choice using latent class modelling: A case study in Western Australia." Transportation Research Part A: Policy and Practice 137 (July 2020): 187–205. http://dx.doi.org/10.1016/j.tra.2020.04.020.

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Stopher, Peter R., and David A. Hensher. "Are More Profiles Better Than Fewer?: Searching for Parsimony and Relevance in Stated Choice Experiments." Transportation Research Record: Journal of the Transportation Research Board 1719, no. 1 (January 2000): 165–74. http://dx.doi.org/10.3141/1719-22.

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Transportation planners increasingly include a stated choice (SC) experiment as part of the armory of empirical sources of information on how individuals respond to current and potential travel contexts. The accumulated experience with SC data has been heavily conditioned on analyst prejudices about the acceptable complexity of the data collection instrument, especially the number of profiles (or treatments) given to each sampled individual (and the number of attributes and alternatives to be processed). It is not uncommon for transport demand modelers to impose stringent limitations on the complexity of an SC experiment. A review of the marketing and transport literature suggests that little is known about the basis for rejecting complex designs or accepting simple designs. Although more complex designs provide the analyst with increasing degrees of freedom in the estimation of models, facilitating nonlinearity in main effects and independent two-way interactions, it is not clear what the overall behavioral gains are in increasing the number of treatments. A complex design is developed as the basis for a stated choice study, producing a fractional factorial of 32 rows. The fraction is then truncated by administering 4, 8, 16, 24, and 32 profiles to a sample of 166 individuals (producing 1, 016 treatments) in Australia and New Zealand faced with the decision to fly (or not to fly) between Australia and New Zealand by either Qantas or Ansett under alternative fare regimes. Statistical comparisons of elasticities (an appropriate behavioral basis for comparisons) suggest that the empirical gains within the context of a linear specification of the utility expression associated with each alternative in a discrete choice model may be quite marginal.
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Merkert, Rico, Michiel C. J. Bliemer, and Muhammad Fayyaz. "Consumer preferences for innovative and traditional last-mile parcel delivery." International Journal of Physical Distribution & Logistics Management 52, no. 3 (February 15, 2022): 261–84. http://dx.doi.org/10.1108/ijpdlm-01-2021-0013.

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PurposeThe purpose of this research is to reveal consumer preferences towards innovative last-mile parcel delivery and more specifically unmanned aerial delivery drones, in comparison to traditional postal delivery (postie) and the recent rise of parcel lockers in Australia. The authors investigate competitive priorities and willingness to pay for key attributes of parcel delivery (mode, speed, method and time window), the role of contextual moderators such as parcel value and security and opportunities for logistics service providers in the growing e-commerce market.Design/methodology/approachA survey involving stated choice experiments has been conducted among 709 respondents in urban Australia. The authors estimated panel error component logit models, derived consumer priorities and deployed 576 Monte Carlo simulations to forecast potential delivery mode market shares.FindingsThe study results suggest that people prefer postie over drone delivery, all else equal, but that drone deliveries become competitive with large market shares if they live up to the premise that they can deliver faster and cheaper. Both drone and postie become less attractive relative to parcel lockers when there is no safe place to leave a parcel at a residence, highlighting the importance of situational context and infrastructure at the receiving end of last-mile delivery. The authors identified opportunities for chargeable add-on services, such as signature for postie and 2-h parcel deliveries for drones.Originality/valueThe authors offer timely and novel insights into consumers preferences towards aerial drone parcel deliveries compared to postie and lockers. Going beyond the extant engineering/operations research literature, the authors provide a starting point and add new dimensions/moderators for last-mile parcel delivery choice analysis and empirical evidence of market potential and competitive attributes of innovative versus traditional parcel delivery alternatives.
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Hough, Gary, and Ahmed Hassanien. "Transport choice behaviour of Chinese and Australian tourists in Scotland." Research in Transportation Economics 26, no. 1 (January 2010): 54–65. http://dx.doi.org/10.1016/j.retrec.2009.10.008.

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Hensher, David A., Camila Balbontin, Matthew J. Beck, and Edward Wei. "The impact of working from home on modal commuting choice response during COVID-19: Implications for two metropolitan areas in Australia." Transportation Research Part A: Policy and Practice 155 (January 2022): 179–201. http://dx.doi.org/10.1016/j.tra.2021.11.011.

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Dissertations / Theses on the topic "Choice of transportation Australia"

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Radbone, Ian. "A history of land transport regulation in South Australia : the relevance of public choice theory." Title page, contents and summary only, 1989. http://web4.library.adelaide.edu.au/theses/09PH/09phr124.pdf.

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King, Carolyn. "The relationship between transportation mode choice and well-being: An ecological perspective." Thesis, Edith Cowan University, Research Online, Perth, Western Australia, 1999. https://ro.ecu.edu.au/theses/1211.

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The present study is based on an ecological analysis of transport and wellbeing as devised by Stokols and Novaco (1981). This study seeks to examine the link between transport mode and well-being. One hundred and eight Participants (N= 1 08) filled out a questionnaire that contained the psychological well-being scales of self-efficacy, general health and perceived stress; and the organizational scales of job satisfaction and absenteeism. The participants were divided into groups of 18 according to which transport mode they used. The transport mode groups were drive alone, train, bus, car pool, walk or cycle. It was hypothesized that there would be a significant difference in well-being between transport modes, that alternative modes of transport would score better than the drive alone category and that transport mode had an effect on psychological and organizational well-being. Findings supported that there was a difference in well-being between transport modes with the cycle and drive alone categories being significantly different to the bus, car pool and walk categories. Only the alternative mode of cycle performed better on the well-being scales than the drive alone category which did not support our second hypothesis. Transport mode did have an effect across both the psychological and organizational categories. Research and practical implications are discussed and directions for future research are highlighted.
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Pearce, Prafula. "Using tax and regulatory measures to reform choice and usage of motor vehicles for personal transportation in Australia for the sustainability of oil." Thesis, Curtin University, 2012. http://hdl.handle.net/20.500.11937/1823.

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This thesis has been motivated by the need to preserve the scarce oil resources used by motorists for their personal transportation. The inquiry for this research was whether the government of Australia bears some responsibility for influencing Australian motorists’ choice and usage of motor vehicles, in order to reduce oil consumption and preserve this scarce commodity, and whether this responsibility is being achieved within the current regulatory and tax environment.This qualitative research has been conducted by using interpretive description and legal methodology. A tax policy solution has been suggested after investigating the problem by deconstructing prior knowledge in three areas: the status of oil reserves; the characteristics of motor vehicles that impact upon the consumption of oil; and the tax and regulatory measures that have been adopted by other countries to influence the choice and usage of passenger motor vehicles.A critical examination of the various policy options for Australia was conducted to suggest a solution for this identified problem and this thesis proposes that the best option for Australia is to conduct a comprehensive reform of the motor vehicle taxes and charges and introduce a Luxury Energy Tax (LET) system for motor vehicles based on the precautionary principle and the polluter-pays principle.The diagnosis of the problem and the design of a solution has been undertaken in this thesis using a step-by-step approach as follows: 1. Investigate the reported data on Australian and global oil resources. 2. Explore the need to focus on reducing oil use by passenger motor vehicles in Australia. 3. Explore the growth of passenger motor vehicle use, both globally and in Australia. 4. Explore the design and choice of passenger motor vehicles in terms of power and weight. 5. Investigate whether future car designs can resolve the oil problem. 6. Examine the current Australian regulatory and tax framework and its failure to promote oil efficiency in passenger motor vehicles. 7. Examine the regulatory and fiscal policies implemented by other countries to promote oil efficiency in passenger motor vehicles. 8. Explore specific studies on motor vehicle taxation undertaken by the Netherlands, Norway and the State of Oregon in the USA. 9. Analyse the criteria to develop a framework for Australia to promote energy-efficient passenger motor vehicles. 10. Design an interventional strategy for Australia, being a tax framework for the Luxury Energy Tax (LET).In order to design the LET criteria, it was necessary to examine the motor vehicle characteristics that cause increased oil use and emissions and to ensure that these characteristics are taken into consideration in the design of the LET. The administration, operation and implementation of the LET system are explained in detail in this thesis. The proposed LET is then evaluated in terms of various criteria including its net revenue generation potential, the known criteria of a good tax and the ability of the tax to change behaviour. It is proposed that the revenues from the LET be directed towards building public transport infrastructure. The LET provides a new policy approach directed at resolving the problem of how passenger motor vehicles are perceived and reducing the demand for large and powerful motor vehicles that consume and diminish the limited oil resources.This thesis identifies the opportunities that could arise through the introduction of a LET, including the design of a new micro-light LET motor vehicle and modernisation of the public transport system. The message from this thesis is that a new way of thinking is required regarding passenger vehicle transportation, and the application of this new way of thinking might bring about benefits and opportunities. This thesis also identifies that without a strong political will, these regulatory and fiscal reforms would only end up as a window-dressing exercise.
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Siddique, Sharif Rayhan. "Development of policies to ameliorate the environmental impact of cars in Perth City, using the results of a stated preference survey and air pollution modelling." University of Western Australia. Faculty of Business, 2007. http://theses.library.uwa.edu.au/adt-WU2007.0165.

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[Truncated abstract] Air pollution is increasingly perceived to be a serious intangible threat to humanity, with air quality continuing to deteriorate in most urban areas. The main sources of inner city pollution are motor vehicles, which generate emissions from the tail pipe as well as by evaporation. These contain toxic gaseous components which have adverse health effects. The major components are carbon monoxide (CO), nitrogen dioxide (NO2), nitric oxide (NO), sulphur dioxide (SO2), particulates (PM10), and volatile organic compounds (VOC). CO and oxides of nitrogen (NOx) are major emissions from cars. This study focuses on pollutant concentration in Perth city and has sought to develop measures to improve air quality. To estimate concentrations, the study develops air pollution models for CO and NOx; on the basis of the model estimates, effective policy is devised to improve the air quality by managing travel to the city. Two peaks, due to traffic, are observed in hourly CO and NOx concentrations. Unlike traffic, however, the morning peak does not reach the level of the afternoon peak. The reasons for this divergence are assessed and quantified. Separate causal models of hourly concentrations of CO and NOx explain their fluctuations accurately. They take account of the complex effects of the urban street canyon and winds in the city. The angle of incidence of the wind has significant impact on pollution level; a wind flow from the south-west increases pollution and wind from the north-east decreases it. The models have been shown to be equivalent to engineering and scientific models in estimating emission rate in the context of street canyons. However the study models are much more precise in the Perth context. ... The models are used to calculate the marginal effects for all attributes and elasticity for fuel price. In almost all attributes the non-work group is more responsive than the work group. Finally, the SP model results are integrated into an econometric model for the purpose of prediction. The travel behaviour prediction is used to estimate the policy impact on air quality. The benefit from the air quality improvement is reported in terms of life saved. The estimated relationships between probability of death and air pollution determines the number of lives that could be saved under various policy scenarios. A ratio of benefits to the financial and perceived sacrifices by drivers is calculated to compare the effectiveness of the suggested policies. A car size charge policy was found to be the most cost effective measure to ameliorate the environmental impact of cars in Perth, with a morning peak entry time charge being almost as cost effective. The study demonstrates the need for appropriate modelling of air pollution and travel behaviour. It brings together analytical methods at three levels of causality, vehicle to air pollution, charge to travel response, and air pollution to health.
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Veitch, William Andrew. "Transportation out of South Australia, 1837-1851 /." Title page, contents and conclusion only, 1992. http://web4.library.adelaide.edu.au/theses/09AR/09arv429.pdf.

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Kothapalli, Sai. "Route choice characteristics of truckers in Southern California." Thesis, California State University, Long Beach, 2017. http://pqdtopen.proquest.com/#viewpdf?dispub=10252580.

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This research study presents results from two independent surveys. The objective of the first survey is to determine and rank the factors that influences owner operators and truck companies of Southern California in route selection. The second surveys objective is to determine the value of time (VOT) and the value of reliability (VOR) for owner operators and truck companies of Southern California. The two surveys require responses that were obtained via phone calls and interviews at numerous truck companies, truck stops, and distribution centers of Los Angeles County. Respondents of both the surveys are classified into 48 categories based on their load type, trip distance, and truck axles and this resulted in 48 distinctive results for the two surveys.

For the first survey results, the techniques of fuzzy Analytical Hierarchical Process (AHP) is used on 91 owner operators and 45 truck company responses to rank 19 factors that contributes the most in route selection. The 19 factors are identified through literature studies. Results indicate that travel time, travel time reliability, and safety are the most influencing factors regarding the route selection.

Furthermore, in the second study, a modern Stated Preference (SP) survey is conducted on 517 owner operators and 248 truck companies of southern California to determine the VOT and VOR by applying linear regression. The average VOT is $58/hr. and the average VOR is $14/hr. 48 other distinctive VOT and VOR results gives a wider scope.

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Adkins, Arlie Steven. "Determinants of Recent Mover Non-work Travel Mode Choice." PDXScholar, 2014. https://pdxscholar.library.pdx.edu/open_access_etds/1919.

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Active transportation modes of walking and bicycling have the potential to help mitigate environmental and health concerns ranging from growing greenhouse gas emissions to increasing rates of obesity. This dissertation investigates how new movers make decisions about active transportation, particularly non-work utilitarian walking, in the context of a new home and neighborhood. New movers are an important, yet often overlooked, population in travel behavior research because they provide an opportunity to observe behavior adoption in new contexts, but also because the roughly one-in-ten Americans who move each year are more likely to consider changes to daily routines, including travel behavior, making them prime targets for voluntary travel behavior change programs. Using data from a two-wave survey of recent movers in six U.S. cities, psychological and social mechanisms essential to the built environment travel behavior relationship. The research is divided into three stand-alone papers (chapters 4, 5 and 6). First, to isolate the built environment effect on active travel mode adoption, the relative influence of the built environment and a robust set of self-selection variables is quantified. Second, the psychological constructs that facilitate the built environment travel behavior relationship are identified. And in light of increasing market demand for housing in walkable urban neighborhoods and the observed importance of self-selection, the final paper quantifies the extent to which low-income households face are able to realize preferences for walkable housing locations. The key findings of this dissertation are that 1) the built environment plays a key role in determining recent mover adoption of utilitarian walking even after controlling for self-selection; 2) the influence of the built environment on post-move adoption of utilitarian walking largely mediated by perceived behavior control, as expected, and, unexpectedly, by descriptive social norms; and 3) low-income movers who prioritized moving to a walkable place were about half as likely as higher-income movers to be able to realize this preference. These findings have practical and theoretical implications which are discussed in each paper and in the final chapter.
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Young, Rhonda. "Multimodel investment choice analysis : application of goal programming for selection of transportation projects /." Thesis, Connect to this title online; UW restricted, 2002. http://hdl.handle.net/1773/10206.

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Lee, Kwok-hing. "Analysing the impact on modal choice and modal co-ordination of a new rail line : a case study of Ma On Shan Rail /." Hong Kong : University of Hong Kong, 2002. http://sunzi.lib.hku.hk/hkuto/record.jsp?B25248212.

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Rice, Lorien Alane. "Transportation as a determinant of education and employment outcomes /." Diss., Connect to a 24 p. preview or request complete full text in PDF format. Access restricted to UC campuses, 2004. http://wwwlib.umi.com/cr/ucsd/fullcit?p3158464.

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Books on the topic "Choice of transportation Australia"

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Convicts: Transportation & Australia. Sydney: Historic Houses Trust of New South Wales, 2008.

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Australia. London: Scholastic, 2010.

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Transport, Canada Parliament House of Commons Standing Committee on. Freedom to move: Change, choice, challenge. Ottawa [Ont.]: Published under authority of the Speaker of the House of Commons by the Queen's Printer of Canada, 1985.

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Young, Rhonda. Multimodal investment choice analysis. [Olympia, Wash.]: Washington State Dept. of Transportation, 2002.

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Wadhwa, Lal C. Transportation software in Australia: A sourcebook. Townsville, Qld., Australia: James Cook University of North Queensland, 1987.

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Erlander, Sven B. Cost-Minimizing Choice Behavior in Transportation Planning. Berlin, Heidelberg: Springer Berlin Heidelberg, 2010. http://dx.doi.org/10.1007/978-3-642-11911-8.

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Transport law in Australia. Alphen aan den Rijn, The Netherlands: Kluwer Law International, 2011.

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Transport law in Australia. Alphen aan den Rijn, The Netherlands: Kluwer Law International, 2014.

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Broad, Nan. Stock movements in Australia. [Longreach, Qld.?]: Australian Stockman's Hall of Fame and Outback Heritage Centre, 1999.

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Bourassa, Steven C. A model of housing tenure choice in Australia. Canberra, ACT: Urban Research Program, Research School of Social Sciences, Australian National University, 1993.

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Book chapters on the topic "Choice of transportation Australia"

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Xie, Feng, and David M. Levinson. "Governance Choice - A Theoretical Analysis." In Evolving Transportation Networks, 179–98. New York, NY: Springer New York, 2011. http://dx.doi.org/10.1007/978-1-4419-9804-0_13.

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Xie, Feng, and David M. Levinson. "Governance Choice - A Simulation Model." In Evolving Transportation Networks, 199–221. New York, NY: Springer New York, 2011. http://dx.doi.org/10.1007/978-1-4419-9804-0_14.

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Ran, Bin, and David Boyce. "Ideal Dynamic Route Choice Models." In Modeling Dynamic Transportation Networks, 87–116. Berlin, Heidelberg: Springer Berlin Heidelberg, 1996. http://dx.doi.org/10.1007/978-3-642-80230-0_5.

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Ran, Bin, and David Boyce. "Instantaneous Dynamic Route Choice Models." In Modeling Dynamic Transportation Networks, 141–62. Berlin, Heidelberg: Springer Berlin Heidelberg, 1996. http://dx.doi.org/10.1007/978-3-642-80230-0_7.

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Chen, Huey-Kuo. "Analysis of Dynamic Transportation Systems." In Dynamic Travel Choice Models, 1–17. Berlin, Heidelberg: Springer Berlin Heidelberg, 1999. http://dx.doi.org/10.1007/978-3-642-59980-4_1.

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Juul, Niels. "Transportation: Choice of Anaesthetic Drugs." In Management of Severe Traumatic Brain Injury, 37–39. Berlin, Heidelberg: Springer Berlin Heidelberg, 2012. http://dx.doi.org/10.1007/978-3-642-28126-6_6.

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Ran, Bin, and David Boyce. "Instantaneous Stochastic Dynamic Route Choice Models." In Modeling Dynamic Transportation Networks, 211–39. Berlin, Heidelberg: Springer Berlin Heidelberg, 1996. http://dx.doi.org/10.1007/978-3-642-80230-0_10.

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Ran, Bin, and David Boyce. "Combined Departure Time/Route Choice Models." In Modeling Dynamic Transportation Networks, 241–73. Berlin, Heidelberg: Springer Berlin Heidelberg, 1996. http://dx.doi.org/10.1007/978-3-642-80230-0_11.

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Ran, Bin, and David Boyce. "Extensions of Instantaneous Route Choice Models." In Modeling Dynamic Transportation Networks, 163–79. Berlin, Heidelberg: Springer Berlin Heidelberg, 1996. http://dx.doi.org/10.1007/978-3-642-80230-0_8.

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Ran, Bin, and David Boyce. "Ideal Stochastic Dynamic Route Choice Models." In Modeling Dynamic Transportation Networks, 181–209. Berlin, Heidelberg: Springer Berlin Heidelberg, 1996. http://dx.doi.org/10.1007/978-3-642-80230-0_9.

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Conference papers on the topic "Choice of transportation Australia"

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Damhus, Christina, Frederik Martiny, Or Rahbek, Christian Jauernik, Anne Katrine Bie, Manja Jensen, Gabriela Petersen, and John Brodersen. "2 The concept of informed choice during the screening process." In Preventing Overdiagnosis Abstracts, December 2019, Sydney, Australia. BMJ Publishing Group Ltd, 2019. http://dx.doi.org/10.1136/bmjebm-2019-pod.7.

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Yang, Chen, Wei Wang, Zhibin Li, and Jian Lu. "Travel Mode Choice Based on Latent Variable Enriched Discrete Choice Model." In Second International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2009. http://dx.doi.org/10.1061/41039(345)720.

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Indraratna, Buddhima. "Ground Improvement for Transportation Infrastructure in Australia." In International Conference on Ground Improvement & Ground Control. Singapore: Research Publishing Services, 2012. http://dx.doi.org/10.3850/978-981-07-3559-3_102-0001.

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He, Min, Mingwei He, Ren Dong, and Yan Hou. "Competitive Mode Choice Behavior between E-Bike and Bike Based on Discrete Choice Model." In Second International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2009. http://dx.doi.org/10.1061/41039(345)291.

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Song, Lianjun. "Robust Capacity Control Choice Based Behavior." In Second International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2009. http://dx.doi.org/10.1061/41039(345)279.

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Liu, Ming, Shuwen Liu, and Junna Shen. "Supplier Choice Based on Supplier Subdivision." In First International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2007. http://dx.doi.org/10.1061/40932(246)193.

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Jiejing, Yao, and Peng Hui. "Optimal Choice of Pharmaceutical Patent Protection Strength: China and Australia (1986-2009)." In 2012 International Conference on Business Computing and Global Informatization (BCGIN). IEEE, 2012. http://dx.doi.org/10.1109/bcgin.2012.104.

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Yin, Huanhuan, Juan Li, and Hongzheng Zhao. "Public Transportation Travel Mode Choice Behavior Research." In The Twelfth COTA International Conference of Transportation Professionals. Reston, VA: American Society of Civil Engineers, 2012. http://dx.doi.org/10.1061/9780784412442.136.

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Alina, Tarau,. "Decentralized Route Choice Control of Automated Baggage Handling Systems." In Control in Transportation Systems, edited by Chassiakos, Anastasios, chair De Schutter, and Ioannou, Petros. Elsevier, 2009. http://dx.doi.org/10.3182/20090902-3-us-2007.00012.

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Zhang, Baoyu, Weiquan Zhang, and Xiaodong Wang. "Modelling Parking Choice Behavior without Parking Information." In Second International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2009. http://dx.doi.org/10.1061/41039(345)394.

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Reports on the topic "Choice of transportation Australia"

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Read, Matthew. Estimating the Effects of Monetary Policy in Australia Using Sign-restricted Structural Vector Autoregressions. Reserve Bank of Australia, January 2023. http://dx.doi.org/10.47688/rdp2022-09.

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Existing estimates of the macroeconomic effects of Australian monetary policy tend to be based on strong, potentially contentious, assumptions. I estimate these effects under weaker assumptions. Specifically, I estimate a structural vector autoregression identified using a variety of sign restrictions, including restrictions on impulse responses to a monetary policy shock, the monetary policy reaction function, and the relationship between the monetary policy shock and a proxy for this shock. I use an approach to Bayesian inference that accounts for the problem of posterior sensitivity to the choice of prior that arises in this setting, which turns out to be important. Some sets of identifying restrictions are not particularly informative about the effects of monetary policy. However, combining the restrictions allows us to draw some useful inferences. There is robust evidence that an increase in the cash rate lowers output and consumer prices at horizons beyond a year or so. The results are consistent with the macroeconomic effects of a 100 basis point increase in the cash rate lying towards the upper end of the range of existing estimates.
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Luo, Hao, Ricardo Chahine, Arianna Rambaram, Elizabeth Theresa Rosenzweig, Konstantina Gkritza, and Hua Cai. Assessing the Travel Demand and Mobility Impacts of Transformative Transportation Technologies in Indiana. Purdue University, 2023. http://dx.doi.org/10.5703/1288284317374.

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The rapid development of transformative transportation technologies, such as bike-sharing, shared e-scooters, and ride-hailing systems, is reshaping the transportation landscape. These transformative transportation technologies have the potential to significantly change travel behavior and travel demand and affect transportation agencies’ planning, operations, and decision-making. The objective of this project is to develop a framework and models to quantify the potential travel demand and mobility impacts of transformative transportation technologies in Indiana cities. This project analyzed historical system usage data and conducted survey studies to evaluate the availability and use of transformative transportation technologies in select Indiana cities. The project also proposed a data-driven model to study the relationship between shared micro-mobility and the existing transit system and developed a simulation model to analyze the potential mode choice change under different future development scenarios. Additionally, based on a comprehensive literature review, a list of operations; environmental, health and safety; and accessibility and equity metrics were identified as the Key Performance Indicators to evaluate transformative transportation technologies. Furthermore, as this study was conducted in the midst of the COVID-19 pandemic, the impacts of the pandemic on both traditional and transformative transportation systems were also examined as documented in the literature and stated in our survey.
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Wang, Chih-Hao, and Na Chen. Do Multi-Use-Path Accessibility and Clustering Effect Play a Role in Residents' Choice of Walking and Cycling? Mineta Transportation Institute, June 2021. http://dx.doi.org/10.31979/mti.2021.2011.

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The transportation studies literature recognizes the relationship between accessibility and active travel. However, there is limited research on the specific impact of walking and cycling accessibility to multi-use paths on active travel behavior. Combined with the culture of automobile dependency in the US, this knowledge gap has been making it difficult for policy-makers to encourage walking and cycling mode choices, highlighting the need to promote a walking and cycling culture in cities. In this case, a clustering effect (“you bike, I bike”) can be used as leverage to initiate such a trend. This project contributes to the literature as one of the few published research projects that considers all typical categories of explanatory variables (individual and household socioeconomics, local built environment features, and travel and residential choice attitudes) as well as two new variables (accessibility to multi-use paths calculated by ArcGIS and a clustering effect represented by spatial autocorrelation) at two levels (level 1: binary choice of cycling/waking; level 2: cycling/walking time if yes at level 1) to better understand active travel demand. We use data from the 2012 Utah Travel Survey. At the first level, we use a spatial probit model to identify whether and why Salt Lake City residents walked or cycled. The second level is the development of a spatial autoregressive model for walkers and cyclists to examine what factors affect their travel time when using walking or cycling modes. The results from both levels, obtained while controlling for individual, attitudinal, and built-environment variables, show that accessibility to multi-use paths and a clustering effect (spatial autocorrelation) influence active travel behavior in different ways. Specifically, a cyclist is likely to cycle more when seeing more cyclists around. These findings provide analytical evidence to decision-makers for efficiently evaluating and deciding between plans and policies to enhance active transportation based on the two modeling approaches to assessing travel behavior described above.
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Shaheen, Susan, Elliot Shaheen, Adam Cohen, Jacquelyn Broader, and Richard Davis. Managing the Curb: Understanding the Impacts of On-Demand Mobility on Public Transit, Micromobility, and Pedestrians. Mineta Transportation Institute, July 2022. http://dx.doi.org/10.31979/mti.2022.1904.

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In recent years, innovative mobility and shifts in travel and consumption behavior are changing how people access and use the curb. Shared mobility—the shared use of a vehicle, bicycle, scooter, or other mode—coupled with outdoor dining, curbside pick-up, and robotic delivery are creating new needs related to the planning, management, and enforcement of curb access. This study examines curb planning and management from several angles, such as safety, social equity, and multimodal connections. This research employs a multi-method approach to identify the changing needs for curb space management and how to meet these needs through new planning and implementation policies and strategies. As part of this study, the authors conducted 23 interviews. Respondents were chosen to represent public, private, and non-profit sector perspectives. Additionally, the authors employed a survey of 1,033 curb users and 241 taxi, transportation network company (TNC), and public transportation drivers. The study finds that changes in mode choice and curbside use can result in a variety of impacts on access, social equity, congestion, device management, pick-up and drop-off, and goods delivery, to name a few. The curb also has the potential to be disrupted by emerging modes, such as robotic delivery vehicles (also known as personal delivery devices) and automated vehicles. As these emerging developments continue to impact the curb, it is becoming increasingly important for policymakers to have an appropriate framework for planning and managing curb space in urban areas.
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Jung, Paul H., Jean-Claude Thill, and Luis Armando Galvis-Aponte. State Failure, Violence, and Trade: Dangerous Trade Routes in Colombia. Banco de la República, December 2021. http://dx.doi.org/10.32468/dtseru.303.

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We investigate the effect of domestic armed violence brought about by political instability on the geography of distance frictions in freight mobility and the resulting differential access of regions to global markets. The Colombian transportation system has been found to be impeded by deficiencies in landside transport infrastructure and institutions, and by fragmented political environments. The micro-level analysis of U.S.-bounded export shipping records corroborates that export freight shipping from inland regions is re-routed to avoid exposures to domestic armed violence despite greatly extended landside and maritime shipping distances. We exploit the trajectories of freight shipping from Colombian regions and spatial patterns of violent armed conflicts to see how unstable geopolitical environments are detrimental to freight shipping mobility and market openness. The discrete choice model shows that the shipping flow is greatly curbed by the extended re-routing due to domestic armed violence and that inland regions have restricted access to the global market. The perception of risk and re-routing behavior is found heterogeneous across shipments and conditional to shipment characteristics, such as commodity type, freight value and shipper sizes. The results highlight that political stability must be accommodated for improved freight mobility and export-oriented economic development in the global South.
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Sabogal-Cardona, Orlando, Lynn Scholl, Daniel Oviedo, Amado Crotte, and Felipe Bedoya. Not My Usual Trip: Ride-hailing Characterization in Mexico City. Inter-American Development Bank, August 2021. http://dx.doi.org/10.18235/0003516.

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With a few exceptions, research on ride-hailing has focused on North American cities. Previous studies have identified the characteristics and preferences of ride-hailing adopters in a handful of cities. However, given their marked geographical focus, the relevance and applicability of such work to the practice of transport planning and regulation in cities in the Global South is minimal. In developing cities, the entrance of new transport services follows very different trajectories to those in North America and Europe, facing additional social, economic, and cultural challenges, and involving different strategies. Moreover, the determinants of mode choice might be mediated by social issues such as the perception of crime and the risk of sexual harassment in public transportation, which is often experienced by women in large cities such as Mexico. This paper examines ride-hailing in the Metropolitan Area of Mexico City, unpacking the characteristics of its users, the ways they differ from users of other transport modes, and the implications for urban mobility. Building on the household travel survey from 2017, our analytical approach is based on a set of categorical models. Findings suggest that gender, age, education, and being more mobile are determinants of ride-hailing adoption. The analysis shows that ride-hailing is used for occasional trips, and it is usually done for leisure and health trips as well as for night trips. The study also reflects on ride-hailings implications for the way women access the city.
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Kim, Joseph J., Samuel Dominguez, and Luis Diaz. Freight Demand Model for Southern California Freeways with Owner–Operator Truck Drivers. Mineta Transportation Institute, October 2020. http://dx.doi.org/10.31979/mti.2020.1931.

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This study evaluates the demand for truck-only toll lanes on Southern California freeways with owner–operator truck drivers. The study implemented the stated preference survey method to estimate the value placed by drivers on time, reliability, and safety measures using various scenarios geared towards assessing those values. The project team met face-to-face with owner- operator truck drivers near the Ports of Los Angeles and Long Beach to understand the drivers’ perspectives regarding truck-only toll lanes on Southern California freeways. A data set containing 31 survey responses is obtained and used for statistical data analysis using analysis of variable (ANOVA) and two sample t-tests. The analysis results showed that 75.27% of the owner– operator truck drivers responded are willing to pay toll fees when they choose routes. The tolerated average toll fees are $13.77/ hr and $12.82/hr for weekdays and weekends, respectively. The analysis results also showed that owner–operator truck drivers will take truck-only toll lanes when they take the routes used in four comparisons out of six comparisons according to the three measures such as values of time, reliability, and safety, despite sharing a common origin and destination. The highest toll fee per mile on any day that drivers are willing to pay when the main factor being compared is value of time is $0.31/mile or $18.35/hr. The toll fees associated with reliability and safety measures are $0.30/mile or $8.94/hr and $0.22/mile or $11.01/hr, respectively. These results are meaningful for legislators and transportation agencies as the behaviors and route choice characteristics of owner–operator truck drivers help them better understand the utility and demand for truck-only toll lanes.
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Rankin, Nicole, Deborah McGregor, Candice Donnelly, Bethany Van Dort, Richard De Abreu Lourenco, Anne Cust, and Emily Stone. Lung cancer screening using low-dose computed tomography for high risk populations: Investigating effectiveness and screening program implementation considerations: An Evidence Check rapid review brokered by the Sax Institute (www.saxinstitute.org.au) for the Cancer Institute NSW. The Sax Institute, October 2019. http://dx.doi.org/10.57022/clzt5093.

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Background Lung cancer is the number one cause of cancer death worldwide.(1) It is the fifth most commonly diagnosed cancer in Australia (12,741 cases diagnosed in 2018) and the leading cause of cancer death.(2) The number of years of potential life lost to lung cancer in Australia is estimated to be 58,450, similar to that of colorectal and breast cancer combined.(3) While tobacco control strategies are most effective for disease prevention in the general population, early detection via low dose computed tomography (LDCT) screening in high-risk populations is a viable option for detecting asymptomatic disease in current (13%) and former (24%) Australian smokers.(4) The purpose of this Evidence Check review is to identify and analyse existing and emerging evidence for LDCT lung cancer screening in high-risk individuals to guide future program and policy planning. Evidence Check questions This review aimed to address the following questions: 1. What is the evidence for the effectiveness of lung cancer screening for higher-risk individuals? 2. What is the evidence of potential harms from lung cancer screening for higher-risk individuals? 3. What are the main components of recent major lung cancer screening programs or trials? 4. What is the cost-effectiveness of lung cancer screening programs (include studies of cost–utility)? Summary of methods The authors searched the peer-reviewed literature across three databases (MEDLINE, PsycINFO and Embase) for existing systematic reviews and original studies published between 1 January 2009 and 8 August 2019. Fifteen systematic reviews (of which 8 were contemporary) and 64 original publications met the inclusion criteria set across the four questions. Key findings Question 1: What is the evidence for the effectiveness of lung cancer screening for higher-risk individuals? There is sufficient evidence from systematic reviews and meta-analyses of combined (pooled) data from screening trials (of high-risk individuals) to indicate that LDCT examination is clinically effective in reducing lung cancer mortality. In 2011, the landmark National Lung Cancer Screening Trial (NLST, a large-scale randomised controlled trial [RCT] conducted in the US) reported a 20% (95% CI 6.8% – 26.7%; P=0.004) relative reduction in mortality among long-term heavy smokers over three rounds of annual screening. High-risk eligibility criteria was defined as people aged 55–74 years with a smoking history of ≥30 pack-years (years in which a smoker has consumed 20-plus cigarettes each day) and, for former smokers, ≥30 pack-years and have quit within the past 15 years.(5) All-cause mortality was reduced by 6.7% (95% CI, 1.2% – 13.6%; P=0.02). Initial data from the second landmark RCT, the NEderlands-Leuvens Longkanker Screenings ONderzoek (known as the NELSON trial), have found an even greater reduction of 26% (95% CI, 9% – 41%) in lung cancer mortality, with full trial results yet to be published.(6, 7) Pooled analyses, including several smaller-scale European LDCT screening trials insufficiently powered in their own right, collectively demonstrate a statistically significant reduction in lung cancer mortality (RR 0.82, 95% CI 0.73–0.91).(8) Despite the reduction in all-cause mortality found in the NLST, pooled analyses of seven trials found no statistically significant difference in all-cause mortality (RR 0.95, 95% CI 0.90–1.00).(8) However, cancer-specific mortality is currently the most relevant outcome in cancer screening trials. These seven trials demonstrated a significantly greater proportion of early stage cancers in LDCT groups compared with controls (RR 2.08, 95% CI 1.43–3.03). Thus, when considering results across mortality outcomes and early stage cancers diagnosed, LDCT screening is considered to be clinically effective. Question 2: What is the evidence of potential harms from lung cancer screening for higher-risk individuals? The harms of LDCT lung cancer screening include false positive tests and the consequences of unnecessary invasive follow-up procedures for conditions that are eventually diagnosed as benign. While LDCT screening leads to an increased frequency of invasive procedures, it does not result in greater mortality soon after an invasive procedure (in trial settings when compared with the control arm).(8) Overdiagnosis, exposure to radiation, psychological distress and an impact on quality of life are other known harms. Systematic review evidence indicates the benefits of LDCT screening are likely to outweigh the harms. The potential harms are likely to be reduced as refinements are made to LDCT screening protocols through: i) the application of risk predication models (e.g. the PLCOm2012), which enable a more accurate selection of the high-risk population through the use of specific criteria (beyond age and smoking history); ii) the use of nodule management algorithms (e.g. Lung-RADS, PanCan), which assist in the diagnostic evaluation of screen-detected nodules and cancers (e.g. more precise volumetric assessment of nodules); and, iii) more judicious selection of patients for invasive procedures. Recent evidence suggests a positive LDCT result may transiently increase psychological distress but does not have long-term adverse effects on psychological distress or health-related quality of life (HRQoL). With regards to smoking cessation, there is no evidence to suggest screening participation invokes a false sense of assurance in smokers, nor a reduction in motivation to quit. The NELSON and Danish trials found no difference in smoking cessation rates between LDCT screening and control groups. Higher net cessation rates, compared with general population, suggest those who participate in screening trials may already be motivated to quit. Question 3: What are the main components of recent major lung cancer screening programs or trials? There are no systematic reviews that capture the main components of recent major lung cancer screening trials and programs. We extracted evidence from original studies and clinical guidance documents and organised this into key groups to form a concise set of components for potential implementation of a national lung cancer screening program in Australia: 1. Identifying the high-risk population: recruitment, eligibility, selection and referral 2. Educating the public, people at high risk and healthcare providers; this includes creating awareness of lung cancer, the benefits and harms of LDCT screening, and shared decision-making 3. Components necessary for health services to deliver a screening program: a. Planning phase: e.g. human resources to coordinate the program, electronic data systems that integrate medical records information and link to an established national registry b. Implementation phase: e.g. human and technological resources required to conduct LDCT examinations, interpretation of reports and communication of results to participants c. Monitoring and evaluation phase: e.g. monitoring outcomes across patients, radiological reporting, compliance with established standards and a quality assurance program 4. Data reporting and research, e.g. audit and feedback to multidisciplinary teams, reporting outcomes to enhance international research into LDCT screening 5. Incorporation of smoking cessation interventions, e.g. specific programs designed for LDCT screening or referral to existing community or hospital-based services that deliver cessation interventions. Most original studies are single-institution evaluations that contain descriptive data about the processes required to establish and implement a high-risk population-based screening program. Across all studies there is a consistent message as to the challenges and complexities of establishing LDCT screening programs to attract people at high risk who will receive the greatest benefits from participation. With regards to smoking cessation, evidence from one systematic review indicates the optimal strategy for incorporating smoking cessation interventions into a LDCT screening program is unclear. There is widespread agreement that LDCT screening attendance presents a ‘teachable moment’ for cessation advice, especially among those people who receive a positive scan result. Smoking cessation is an area of significant research investment; for instance, eight US-based clinical trials are now underway that aim to address how best to design and deliver cessation programs within large-scale LDCT screening programs.(9) Question 4: What is the cost-effectiveness of lung cancer screening programs (include studies of cost–utility)? Assessing the value or cost-effectiveness of LDCT screening involves a complex interplay of factors including data on effectiveness and costs, and institutional context. A key input is data about the effectiveness of potential and current screening programs with respect to case detection, and the likely outcomes of treating those cases sooner (in the presence of LDCT screening) as opposed to later (in the absence of LDCT screening). Evidence about the cost-effectiveness of LDCT screening programs has been summarised in two systematic reviews. We identified a further 13 studies—five modelling studies, one discrete choice experiment and seven articles—that used a variety of methods to assess cost-effectiveness. Three modelling studies indicated LDCT screening was cost-effective in the settings of the US and Europe. Two studies—one from Australia and one from New Zealand—reported LDCT screening would not be cost-effective using NLST-like protocols. We anticipate that, following the full publication of the NELSON trial, cost-effectiveness studies will likely be updated with new data that reduce uncertainty about factors that influence modelling outcomes, including the findings of indeterminate nodules. Gaps in the evidence There is a large and accessible body of evidence as to the effectiveness (Q1) and harms (Q2) of LDCT screening for lung cancer. Nevertheless, there are significant gaps in the evidence about the program components that are required to implement an effective LDCT screening program (Q3). Questions about LDCT screening acceptability and feasibility were not explicitly included in the scope. However, as the evidence is based primarily on US programs and UK pilot studies, the relevance to the local setting requires careful consideration. The Queensland Lung Cancer Screening Study provides feasibility data about clinical aspects of LDCT screening but little about program design. The International Lung Screening Trial is still in the recruitment phase and findings are not yet available for inclusion in this Evidence Check. The Australian Population Based Screening Framework was developed to “inform decision-makers on the key issues to be considered when assessing potential screening programs in Australia”.(10) As the Framework is specific to population-based, rather than high-risk, screening programs, there is a lack of clarity about transferability of criteria. However, the Framework criteria do stipulate that a screening program must be acceptable to “important subgroups such as target participants who are from culturally and linguistically diverse backgrounds, Aboriginal and Torres Strait Islander people, people from disadvantaged groups and people with a disability”.(10) An extensive search of the literature highlighted that there is very little information about the acceptability of LDCT screening to these population groups in Australia. Yet they are part of the high-risk population.(10) There are also considerable gaps in the evidence about the cost-effectiveness of LDCT screening in different settings, including Australia. The evidence base in this area is rapidly evolving and is likely to include new data from the NELSON trial and incorporate data about the costs of targeted- and immuno-therapies as these treatments become more widely available in Australia.
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Applebaum, Shalom W., Lawrence I. Gilbert, and Daniel Segal. Biochemical and Molecular Analysis of Juvenile Hormone Synthesis and its Regulation in the Mediterranean Fruit Fly (Ceratitis capitata). United States Department of Agriculture, 1995. http://dx.doi.org/10.32747/1995.7570564.bard.

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Original Objectives and revisions: (1) "To determine the biosynthetic pathway of JHB3 in the adult C. capitata CA in order to establish parameters for the future choice and synthesis of suitable inhibitors". Modified: to determine the pattern of FR-7 biosynthesis during normal reproductive maturation, and identify enzymes potentially involved in its synthesis. (2) "To correlate allatal epoxidase activity to the biosynthesis of JHB3 at different stages of reproductive maturation/vitellogenesis and evaluate the hypothesis that a specific JH-epoxidase may be rate limiting". Modified: to study the effects of epoxidase inhibitors on the pattern of allatal JH biosynthesis in vitro and on female reproduction in vive. (3) "To probe and clone the gene homologous to ap from C. capitata, determine its exon-intron organization, sequence it and demonstrate its spatial and temporal expression in larvae, pupae and adults." The "Medfly" (Ceratitis capitata) is a serious polyphagous fruit pest, widely distributed in subtropical regions. Damage is caused by oviposition and subsequent development of larvae. JH's are dominant gonadotropic factors in insects. In the higher Diptera, to which the Medfly belongs, JHB3 is a major homolog. It comprises 95% of the total JH produced in vitro in D. melanogaster, with JH-III found as a minor component. The biosynthesis of both JH-III and JHB3 is dependent on epoxidation of double bonds in the JH molecule. The specificity of such epoxidases is unknown. The male accessory gland D. melanogaster produces a Sex Peptide, transferred to the female during copulation. SP reduces female receptivity while activating specific JH biosynthesis in vitro and inducing oviposition in vive. It also reduces pheromone production and activates CA of the moth Helicoverpa armigera. In a previous study, mutants of the apterous (ap) gene of D. melanogaster were analyzed. This gene induces previteilogenic arrest which can be rescued by external application of JH. Considerable progress has been made in recombinant DNA technology of the Medfly. When fully operative, it might be possible to effectively transfer D. melanogaster endocrine gene-lesions into the Medfly as a strategy for their genetic control. A marked heterogeneity in the pattern of JH homologs produced by Medfly CA was observed. Contrary to the anticipated biosynthesis of JHB;, significant amounts of an unknown JH-like compound, of unknown structure and provisionally termed FR-7, were produced, in addition to significant amounts of JH-III and JHB3. Inhibitors of monooxygenases, devised for their effects on ecdysteroid biosynthesis, affect Medfly JH biosynthesis but do not reduce egg deposition. FR-7 was isolated from incubation media of Medfly CA and examined by various MS procedures, but its structure is not yet resolved. MS analysis is being done in collaboration with Professor R.R.W. Rickards of the Australian National University in Canberra, Australia. A homologue of the ap gene of D. melanogaster exists in the Medfly. LIM domains and the homeo-domain, important for the function of the D. melanogaster ap gene, are conserved here too. Attempts to clone the complete gene were unsuccessful. Due to the complexity of JH homologs, presence of related FR-7 in the biosynthetic products of Medfly CA and lack of reduction in eggs deposited in the presence of monooxygenase inhibitors, inhibition of epoxidases is not a feasible alternative to control Medfly reproduction, and raises questions which cannot be resolved within the current dogma of hormonal control of reproduction in Diptera. The Medfly ap gene has similar domains to the D. melanogaster ap gene. Although mutant ap genes are involved in JH deficiency, ap is a questionable candidate for an endocrine lesion, especially since the D. melanogoster gene functions is a transcription factor.
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