Dissertations / Theses: '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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11

Maher, Patricia. "Florida Adult Trauma Scorecard Methodology and Scene Transportation Choice." ScholarWorks, 2019. https://scholarworks.waldenu.edu/dissertations/7694.

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Prehospital management of patients who are traumatically injured within the state of Florida starts with the use of the Florida Adult Trauma Scorecard Methodology. The scorecard methodology may indicate that a patient is a Trauma Alert based on applied physiological and other judgment criteria. However, patients may be transported via Helicopter Emergency Medical Services (HEMS) without justified physiological needs. Rawls’ theory of justice posits that a fair and equal distribution of social resources is essential to public wellbeing. To evaluate this premise regarding prehospital trauma transports, archival 2015 data from the Florida Department of Health Trauma Registry was obtained. Using logistic regression, each trauma scorecard assessment criteria was individually and collectively evaluated regarding its predictive likelihood of a scene responder requesting HEMS versus ground ambulance transport. Controlling for trauma center locations, all five of the triage classifications illustrated a significant likelihood (p = 0.000) of HEMS transportation requests. Category 4 (EMS Judgment) predicted the highest likelihood of HEMS transport requests (b = 2.39, Wald X2(1) = 2026.88, OR = 10.9, p = .000, CI [9.83, 12.09]). Categories 4 (14.7%) and 6 (Local Criteria; [25.8%]) illustrated unexpectedly high percentages of emergency department discharge when Trauma Alert patients were HEMS transported. Over triage of patients to HEMS without meeting physiologic criteria provides less than an equal and fair distribution of public and private resources. State-level social change can be realized through HEMS transport criteria modifications applying more stringent application of physiologic patient condition scoring when determining the mode of prehospital scene response transport.

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12

Heljedal, Martin. "Factors Influencing the Choice between Road and Multimodal Transportation." Licentiate thesis, Linköpings universitet, Kommunikations- och transportsystem, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-102169.

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Non-sustainable transportation is a great part of the stress that human activities put on the environment. Road transportation constituted 74% of the total inland tonne-kilometres in the EU during 2009, to be compared to rail transportation at 15%. In Sweden the numbers are slightly more in favour of rail transportation, but still a small share despite the fact that the European Committee promotes sustainable modes of transport. To reduce the environmental impact from the transport sector, and be able to promote the use of sustainable transport modes, it is important to gain an understanding of why the modal balance is disposed this way. By case studies and a survey, four factors, viz costs, environmental impact, attitudes and risks, and their impact on the choice of mode of transportation for companies located in the vicinity of a rail terminal are studied. The results clearly show that the environmental impact of rail transportation is only a fraction of that of the road transportation and could possibly influence the choice of rail transportation in a positive way. However, rail transportation is less cost efficient, flexible and reliable and these aspects – despite the advantageous conditions in terms of infrastructure and geographical vicinity to a rail terminal – contribute to a negative bias towards rail transportation among companies in the study. Thus, the cost and attitudes factors counteract the choice of rail transportation. In addition, risks, as the final factor, also counteracts the choice, since it is found that respondents consider the risks of disturbances such as delays, theft and accidents to be important when considering mode of transportation and that rail transportation is viewed as lacking compared to road transportation. This thesis contributes to the existing theory about the costs-related issues and the environmental impact of rail transportation, as well as how companies with beneficial conditions to employ rail transportation consider the mode with regards to e.g. reliability and safety, and how these factors influence the modal choice among buyers of transportation services that are located close to a rail terminal. With this knowledge, policymakers are informed of which areas to concentrate taxes, subsidizations and information to. These things are in all probability necessary if a large scale modal shift is desired. The contribution of the effect a modal shift could have on the environmental impact of the transportation might make certain practitioners that compete on a market where a low environmental footprint is a strong competitive weapon to rethink their modal choice.

In the printed version is the Licentiate series number and ISSN is incorrect. In the electronic version is the correct series number changed to 1635 and the ISSN to the correct one.

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Shaw, Shih-lung 1958. "A constrained attitudinal model of urban travel mode-choice behavior /." The Ohio State University, 1987. http://rave.ohiolink.edu/etdc/view?acc_num=osu1487267546982637.

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Lu, Qingying. "Mode Choice Methodology in TRANSIMS." Thesis, Virginia Tech, 2002. http://hdl.handle.net/10919/36073.

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TRANSIMS is a disaggregate, behavioral transportation planning package developed under US DOT's and EPA funding at the Los Alamos National Laboratory (LANL). It is an integrated system of travel forecasting models designed to give transportation planners accurate, complete information on traffic impacts, congestion, and pollution by simulating second-by-second movements of every person and every vehicle through the transportation network of a large metropolitan area. There is no built-in module for travellers' mode choices In TRANSIMS. The modes going with the shortest path are always taken. In Portland Study, a mode choice methodology implemented by a series of feedback processes is proposed. However, it uses aggregate, deterministic mode choice model. There is little solid theoretic ground for the format and coefficients of the generalized costs used in the calibration process. The accessibility to a mode, especially to Transit, was also not included in the model. In the thesis, a disaggregate and deterministic mode choice methodology in TRANSIMS is developed. The accessibility to each mode is analyzed and included in the model. The methodology is then implemented on the Blacksburg transportation planning study, namely Blacksburg_Lite. The analysis of the result is based on the indicator of mode choice, mode split between Transit and Auto. The indicator is close to that in survey data and converged fast. Therefore, this mode choice methodology could be used within TRANSIMS framework.
Master of Science

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Ng, Wei-Shiuen. "Assessing the Impact of Parking Pricing on Transportation Mode Choice and Behavior." Thesis, University of California, Berkeley, 2015. http://pqdtopen.proquest.com/#viewpdf?dispub=3685971.

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This dissertation examines the impact of parking pricing on travel demand and behavior, using the University of California (UC), Berkeley campus as a study site. Parking pricing is often implemented to recover costs or to serve as a source of revenue for cities or private parking operators. However, parking pricing can also be an effective transportation demand management tool. Parking price can be set at market rates or can be set to meet other objectives, such as reducing emissions or traffic. In either case, by increasing the direct cost of driving, parking pricing can lead travelers to shift to public transportation or non-motorized modes. Parking pricing can also help to reduce total distance traveled through cruising reduction, and through trip reduction or consolidation, and in so doing can decrease congestion, air pollution and other transportation externalities. Understanding the role of parking pricing in influencing travel demand and behavior is crucial for determining whether a flexible and variable pricing structure can be effective in managing parking demand and scarce land resources, yet at the same time, generating adequate economic revenue.

The main objective of this dissertation is to analyze whether and to what extent changes in parking policies can alter transportation mode choice and parking preferences given different travel constraints, options and needs. Changes in parking policies examined in this dissertation not only include price, but also payment type (i.e. monthly, daily, or hourly), proximity of parking location to workplace and other incentives bundled together with specific parking options. Therefore, parking preference is defined as the pricing type and location of the chosen parking space. The types of parking pricing analyzed in this dissertation include paying by month, day, or hour, together with transit incentives bundled with different types of parking pricing options, while parking location is broadly divided into on-campus and off-campus parking. In order to better evaluate the impact of parking pricing and other transportation policies on travel behavior and demand, it is also necessary to understand how travel and parking behavior can be influenced by employment type and its respective flexibility of work schedule. In addition to accounting for the socioeconomic characteristics of the employees, this dissertation therefore investigates their job characteristics and the flexibility of their work schedule, both of which affect transportation mode choice and parking location because of their effects on time of travel, time, duration of stay at the workplace and frequency of commute trips.

The UC Berkeley campus was selected as a study site to reevaluate current parking policies and to improve parking pricing to lower transportation demand and to reduce cruising for parking. The University is situated adjacent to the City of Berkeley's downtown, in the inner suburban ring of the San Francisco Bay Area. The campus is served directly by several AC Transit bus routes and a Bay Area Rapid Transit (BART) station. UC Berkeley is one of the largest employers and trip generators in the region, with more than 36,000 students, 1,377 faculty members, and more than 12,000 non-academic staff. As a result, it generates more than 50,000 trips per day, whereas there are only approximately 5,000 parking spaces available on campus. There is a clear constraint on parking availability and transportation demand management tools are vital in maintaining a relatively low driving mode share. Current parking policies are designed to cover current operating costs, but fall well short of replacement costs, with an annual budget of approximately $13 million, except for bond payments. Furthermore, there is a wide range of employment types, job levels, work schedules, residential locations, and socioeconomic characteristics at UC Berkeley, which reflect varying employee attitudes, commute and parking choices. Therefore, findings from this dissertation can be applied to other regions. UC Berkeley students are excluded in this study. Campus parking regulations restrict parking permits to students who live off campus at a distance of two miles or more, and only 26 percent of students meet this criterion. As a result, only eight parking lots or garages are available for student parking. The study focuses instead on faculty and staff transportation demand and parking behavior.

A total of four different research methods were used to investigate attitudes and behavior, namely, open-ended interviews, focus groups, a transportation and parking survey, and discrete choice analysis. The combination of quantitative and qualitative methods provides complementary yet independent observations, as each method examines different facets of the research question. The survey was designed to examine current transportation demand and parking behavior, as well as potential changes in behavior under various parking pricing scenarios. Hence, it was used to collect both revealed preference (RP) and stated preference (SP) data. (Abstract shortened by UMI.)

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Woo, Kwong-ming William, and 胡廣明. "The stated preference technique for estimating the modal split inhome-work journey in the mid-levels." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1994. http://hub.hku.hk/bib/B31951041.

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Patterson, Paul Edward. "Methodologies and potential benefits of integrating aggregate and disaggregate transportation models with geographic information." Thesis, Georgia Institute of Technology, 1990. http://hdl.handle.net/1853/21592.

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Hole, Arne Risa. "Modelling commuters' mode choice in Scotland." Thesis, University of St Andrews, 2005. http://hdl.handle.net/10023/14115.

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This thesis contributes to the literature on the choice of transport mode for commuting trips, with special focus on the difference between urban and rural commuting in Scotland. The thesis begins by giving an overview of discrete choice theory and some empirical models consistent with this theory, before reviewing the literature on empirical applications of mode choice models for commuting trips. In the following, multinomial, nested and mixed logit models using data from a survey of commuters in the University of St Andrews are developed. The models are used to estimate aggregate mode-choice elasticities that can assist the development of efficient car reduction policies in St Andrews and other small towns in rural areas. The direct elasticities of the car mode are found to be comparable to estimates reported in studies of urban commuting, while the demand for public transport is found to be considerably more elastic. The value of in-vehicle travel time is found to be lower than in most studies of urban commuting, reflecting that the roads in the St Andrews area are relatively uncongested. Subsequently, current car drivers' willingness to use a Park and Ride service prior to the implementation of such a service are examined. The results show that the modal shift away from parking on-site will be small unless the new service is accompanied by measures aimed at making parking on-site less attractive such as introducing parking charges. Finally, the effect of the 'compact city' on modal split and congestion are examined. As well as making urban transport more sustainable as a result of an increase in the use of public transport, making cities more compact is found to contribute to lower levels of congestion in urban areas through a reduction in complex trip chains.

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Kim, Hyun Chan. "Developing a mode choice model for New Zealand freight transportation." Thesis, University of Canterbury. Civil and Natural Resources Engineering, 2014. http://hdl.handle.net/10092/10031.

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The aim of this research was to construct a freight mode choice model, from the perspective of New Zealand freight shippers, identifying the possibility of mode substitution effects. Shipper’s freight modal choice depends on freight demand and infrastructure as well as the quality of service characteristics of alternative modes, such as transport cost, delivery time, reliability, damage and loss and frequency of service. Freight logistics characteristics, such as the attributes of the shipper, the attributes of the commodities to be transported, and the spatial attributes of shipments, strongly influence modal choice. In New Zealand, due to the heterogeneity of firms and issues of confidentiality and reliability of data, relatively little research has been done on modelling freight mode choice. This research involved revealed preference (RP) and stated preference (SP) surveys of representative freight shippers and agents. User-specific data make it possible to better identify the dependence between shipper’s mode shift behaviour and freight logistics in New Zealand circumstances. Moreover, by applying a discrete choice approach, the possibility of mode substitution effects was investigated. This research approach was prompted by substantial changes in New Zealand’s freight transport patterns due to the increasing use of logistic processes, and previously developed models using a four-stage approach fail to model elements of firms’ characteristics (i.e. size of shipments, delivery distance, export volume, product shelf-life, size and location of firm, number of road fleets, and relationship with contracted carriers). The outcomes of this research have shown that many of the operational and logistical influences that affect mode choice vary with the shipper and the industry. As a result, public policy makers should recognize that effective policy must consider both the needs of the transportation service provider and user. In particular, the public policy maker should recognize that freight transport mode choice results from an array of interactions among transportation characteristics, logistics characteristics and product characteristics.

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Kim, Sook Han. "The economic choice of the transportation routes for logistics materiels." Thesis, Monterey, California. Naval Postgraduate School, 1991. http://hdl.handle.net/10945/26503.

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Kim, Eun Hie, and Michael Nsiah-Gyimah. "The impact of fuel price volatility on transportation mode choice." Thesis, Massachusetts Institute of Technology, 2009. http://hdl.handle.net/1721.1/53542.

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Thesis (M. Eng. in Logistics)--Massachusetts Institute of Technology, Engineering Systems Division, 2009.
Includes bibliographical references (leaves 43-45).
In recent years, the price of oil has driven large fluctuations in the price of diesel fuel, which is an important cost component in freight logistics. This thesis explores the impact of fuel price volatility on supply chains by examining the sensitivity of decisions under various scenarios. Specifically, we analyze the transportation mode choice decision between truckload and intermodal (truck combined with rail) transportation using a model to calculate the total relevant cost, consisting of transportation cost and inventory holding cost. We use input from the North American operations for a global retail company regarding annual demand, product characteristics, load size, lead time, transportation rates, fuel surcharges, inventory policies and holding cost to perform sensitivity analysis of the mode choice decision to fuel price and the value density of the product. For several origin-destination pairs we identify the diesel price at which intermodal offers lower total cost than truckload as well as the magnitude of savings that can be achieved by switching modes. We then generalize the insights from this case by providing an equation to calculate the fuel price for this mode choice tradeoff.
by Eun Hie Kim [and] Michael Nsiah-Gyimah.
M.Eng.in Logistics

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Lin, Hongzhi. "Activity-based travel demand modeling system in suburban area /." access full-text access abstract and table of contents, 2009. http://libweb.cityu.edu.hk/cgi-bin/ezdb/thesis.pl?phd-ms-b30082341f.pdf.

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Thesis (Ph.D.)--City University of Hong Kong, 2009.
"Submitted to Department of Management Sciences in partial fulfillment of the requirements for the degree of Doctor of Philosophy." Includes bibliographical references (leaves 112-124)

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Xu, Yuanquan. "A discrete choice based facility location model for inland container depots." Morgantown, W. Va. : [West Virginia University Libraries], 1999. http://etd.wvu.edu/templates/showETD.cfm?recnum=1113.

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Thesis (Ph. D.)--West Virginia University, 1999.
Title from document title page. Document formatted into pages; contains x, 126 p. : ill. (some col.), maps (some col.). Includes abstract. Includes bibliographical references (p. 98-103).

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Blom, Västberg Oskar. "Five papers on large scale dynamic discrete choice models of transportation." Doctoral thesis, KTH, Systemanalys och ekonomi, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-219882.

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Travel demand models have long been used as tools by decision makers and researchers to analyse the effects of policies and infrastructure investments. The purpose of this thesis is to develop a travel demand model which is: sensitive to policies affecting timing of trips and time-space constraints; is consistent with microeconomics; and consistently treats the joint choice of the number of trips to perform during day as well as departure time, destination and mode for all trips. This is achieved using a dynamic discrete choice model (DDCM) of travel demand. The model further allows for a joint treatment of within-day travelling and between-day activity scheduling assuming that individuals are influenced by the past and considers the future when deciding what to do on a certain day. Paper I develops and provides estimation techniques for the daily component of the proposed travel demand model and present simulation results provides within sample validation of the model. Paper II extends the model to allow for correlation in preferences over the course of a day using a mixed-logit specification. Paper III introduces a day-to-day connection by using an infinite horizon DDCM. To allow for estimation of the combined model, Paper III develops conditions under which sequential estimation can be used to estimate very large scale DDCM models in situations where: the discrete state variable is partly latent but transitions are observed; the model repeatedly returns to a small set of states; and between these states there is no discounting, random error terms are i.i.d Gumble and transitions in the discrete state variable is deterministic given a decision. Paper IV develops a dynamic discrete continuous choice model for a household deciding on the number of cars to own, their fuel type and the yearly mileage for each car. It thus contributes to bridging the gap between discrete continuous choice models and DDCMs of car ownership. Infinite horizon DDCMs are commonly found in the literature and are used in, e.g., Paper III and IV in this thesis. It has been well established that the discount factor must be strictly less than one for such models to be well defined.Paper V show that it is possible to extend the framework to discount factors greater than one, allowing DDCM's to describe agents that: maximize the average utility per stage (when there is no discounting); value the future greater than the present and thus prefers improving sequences of outcomes implying that they take high costs early and reach a potential terminal state sooner than optimal.
Modeller för reseefterfrågan har länge använts av besultsfattare såväl somforskare för att analysera effekterna av transportpolitiska åtgärder. Avhandlingenshuvudsakliga syfte har varit att bidra till utvecklandet av modellerför reseefterfrågan som är: känsliga för åtgärder som påverkar tidsvalför resor eller tids-rums begränsningar; och konsistent behandlar valet avantalet resor, avresetid, destination och färdmedel för en individ. Dettauppnås genom användandet av en dynamisk diskret valmodell (DDCM) förreseefterfrågan. Modellen klarar vidare av att gemensamt modellera bådedagligt resande med hänsyn till hur det påverkar behovet av andra resoröver en längre tidshorisont, där individer antas ta hänsyn till både när desenaste utfört olika aktiviteter samt framtida effekter av sina besult. Papper I utvecklar den dagliga komponenten i den föreslagna modellenför reseefterfrågan, presenterar en estimeringsteknik samt resultat från simuleringarmed valideringsresultat. Papper II förbättrar modellen genom attinkludera korrelation i preferenser under dagen med hjälp av en mixed-logitspecifikation. Papper III introducerar en koppling mellan dagar genom enDDCM med oändlig tidshorisont. För att den kombinerade modellen skullevara möjlig att estimera härleddes vilkor under vilka sekvensiell estimeringvar möjlig. Dessa vilkor möjligör därmed estimering av en specific typ avstorskaliga DDCM modeller i situationer när: den diskreta tillståndsvariabelnär delvis latent men där val observeras; där modellen återkommer tillett mindre tillståndrum; och där det mellan återkomsten till detta mindretillståndrum inte sker någon diskontering, nyttofunktionernas feltermer gesav i.i.d Gumble termer och övergångarna mellan disrekta tillståndsvariablerär deterministisk givet valet. Papper IV utvecklar en dynamiskt diskret-kontinuerlig valmodell för etthushålls beslut gällande antalet bilar att äga, deras bränsletyp samt årligamiltal för varje bil. Det därmed till att komibinera dynamiska och diskretkontinulerligavalmodeller för bilägande. DDCM med oändliga tidshorisonter är vanligt förekommande och användsi bland annat Papper III och IV i den här avhandlingen. Det harvarit väl etablerat att diskonteringsfaktorn måste vara strikt mindre än ettför att sådana modeller ska vara väldefinerade. Papper V visar hur det ärmöjligt tillåta diskonteringsfaktorer större än eller lika med ett, och därmedbeskriva agenter som: maximerar den genomsnittliga nyttan per steg (närdet inte sker någon diskontering); värderar framtiden högre än nutiden ochdärmed föredrar förbättrande sekvenser vilket också implicerar att de tarhöga kostnader så tidigt som möjligt och når ett potentiellt sluttillståndtidigare än optimalt.

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Jeffs, V. P. "A behavioural analysis of modal choice in freight transport." Thesis, University of Newcastle Upon Tyne, 1985. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.355073.

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Ng, So-fun Enid. "The affect of transportation options on shopping behavior in Hong Kong /." View the Table of Contents & Abstract, 2007. http://sunzi.lib.hku.hk/hkuto/record/B38027689.

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Xu, Tianze. "Variational Inequality Based Dynamic Travel Choice Modeling." University of Cincinnati / OhioLINK, 2009. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1234999856.

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Rosa, Andrea. "Probit based methods in traffic assignment and discrete choice modelling." Thesis, Edinburgh Napier University, 2003. http://researchrepository.napier.ac.uk/Output/4168.

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Thomson, Lisa, and FRANCISandLISA@bigpond com. "Clerical Workers, Enterprise Bargaining and Preference Theory: Choice & Constraint." La Trobe University. School of Social Sciences, 2004. http://www.lib.latrobe.edu.au./thesis/public/adt-LTU20050801.172053.

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This thesis is a case study about the choices and constraints faced by women clerical workers in a labour market where they have very little autonomy in negotiating their pay and conditions of employment. On the one hand, clerical work has developed as a feminised occupation with a history of being low in status and low paid. On the other hand, it is an ideal occupation for women wanting to combine work and family across their life cycle. How these two phenomena impact upon women clerical workers ability to negotiate enterprise agreements is the subject of this thesis. From a theoretical perspective this thesis builds upon Catherine Hakim�s preference theory which explores the choices women clerical workers� make in relation to their work and family lives. Where Hakim�s preference theory focuses on the way in which women use their agency to determine their work and life style choices, this thesis gives equal weighting to the impact of agency and the constraints imposed by external structures such as the availability of part-time work and childcare, as well as the impact of organisational culture. The research data presented was based on face-to-face interviews with forty female clerical workers. The clerical workers ranged in age from 21 to 59 years of age. The respondents were made up of single or partnered women without family responsibilities, women juggling work and family, and women who no longer had dependent children and were approaching retirement. This thesis contends that these clerical workers are ill placed to optimise their conditions of employment under the new industrial regime of enterprise bargaining and individual contracts. Very few of the women were union members and generally they were uninformed about their rights and entitlements.

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Cheung, Yuk Wai. "Adaptive routing strategy for freight transportation networks /." View abstract or full-text, 2004. http://library.ust.hk/cgi/db/thesis.pl?IEEM%202004%20CHEUNG.

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Tse, Yu-yuk. "A study of public passenger transport integration : with special reference to rail services /." Hong Kong : University of Hong Kong, 2002. http://sunzi.lib.hku.hk/hkuto/record.jsp?B25263080.

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Phonphitakchai, Thanawat. "Modelling the usage rate of a DRT service : a discrete choice model with latent variables." Thesis, University of Aberdeen, 2011. http://digitool.abdn.ac.uk:80/webclient/DeliveryManager?pid=165208.

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Demand Responsive Transport (DRT) is a relatively new form of public transport provision; it is an intermediate form somewhere between conventional bus and taxi services. Over the last decade, DRT services have grown in popularity mainly influenced by the development of transport telematics. The telematics-based DRT system, which forms the focus of this research, allows new generation DRT services to have greater flexibility in time and route design, and to enable immediate advance booking and response to travel requests. These DRT services have shown important advantages and benefits in several European cities and regions particularly as an alternative solution of public transport in low/dispersed demand areas and times. Moreover, DRT services have an important role to tackle social exclusion. However, several previous works reveal that many existing DRT services are still not performing to their true potential and there is still a research need to investigate DRT services from the passengers’ perspective. Therefore, this research studies DRT services from the passengers’ perspective by selecting the LinkUp DRT scheme as the case study. LinkUp is a telematics-based DRT scheme which operates as a public transport service in Tyne and Wear, UK with fully flexible routes in defined operating areas. A discrete choice model with latent variables is applied to model the passengers’ usage rate of the LinkUp DRT services. The assumption of the usage rate model developed in this research is that each passenger has an underlying utility for using the LinkUp services and the passengers who use LinkUp at different levels of frequencies have different levels of utility. The individual’s utility has an underlying latent variable and his usage rate of LinkUp in terms of number of trips per week serves as choice indicators. This study hypothesises that characteristics, and attitude and perception towards the LinkUp services of the passenger affect his utility. The passengers’ attitude and perception are constructed as latent variables (models) in the usage rate model. Therefore, the usage rate model consists of two sub-models: latent variable and discrete choice models which are specified as Multiple Indicators and MultIple Causes (MIMIC) and ordered probit models respectively. Three latent variables are proposed to quantify the passengers’ attitude and perception, which are latent Awareness, Satisfaction, and Relative Advantage. Consequently, the usage rate model is represented by the utility, which is hypothesised to be the function of the individual passenger’s characteristics and three latent variables. The results provide useful information for improving the LinkUp DRT scheme, implementing and developing telematics-based DRT services, further developing the travel behaviour model for DRT passengers, as well as for the DRT operators and policy makers.

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Weaver, Christopher Scott. "Transportation technology choice and fuel consumption in Egypt : an engineering-economic model." Thesis, Massachusetts Institute of Technology, 1985. http://hdl.handle.net/1721.1/44650.

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Thesis (M.S.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 1985.
MICROFICHE COPY AVAILABLE IN ARCHIVES AND ENGINEERING.
Bibliography: leaves 274-279.
by Christopher Scott Weaver.
M.S.

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Kristoffersson, Ida. "Incorporation of Departure Time Choice in a Mesoscopic Transportation Model for Stockholm." Licentiate thesis, Stockholm : Transport- och samhällsekonomi, Kungliga Tekniska högskolan, 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-10516.

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Broach, Joseph. "Travel Mode Choice Framework Incorporating Realistic Bike and Walk Routes." PDXScholar, 2016. https://pdxscholar.library.pdx.edu/open_access_etds/2702.

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For a number of reasons--congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few--the importance of walking and bicycling as transportation options will only continue to increase. Currently, policy interest and infrastructure funding for nonmotorized modes far outstrip our ability to model bike and walk travel. To ensure scarce resources are used most effectively, accurate models sensitive to key policy variables are needed to support long-range planning and project evaluation, and to continue adding to our growing understanding of key factors driving walk and bike behavior. This research attempts to synthesize and advance the state of the art in trip-based, nonmotorized mode choice modeling. Over the past fifteen years, efforts to model the decision to walk or bike on a given trip have been hampered by the lack of a comprehensive behavioral framework and inconsistency in measurement scales and model specification. This project develops a mode choice behavioral framework that acknowledges the importance of attributes along the specific walk and bike routes that travelers are likely to consider, in addition to more traditional area-based measures of travel environments. The proposed framework is applied to a revealed preference, GPS-based travel dataset collected from 2010-2013 in Portland, Oregon. Measurement of nonmotorized trip distance, built environment, tour-level variables, and attitudinal attributes as well as mode availability are explicitly addressed. Route and mode choice models are specified using discrete choice techniques, and predicted walking and bicycling routes are tested as inputs to various mode choice models. Results suggest strong potential for predicted route measures to enhance walk and bicycle mode choice modeling. Findings also support the specific notion that bicycle and pedestrian infrastructure contribute not only to route choice but also to the choice of whether to bike or walk. For decisions to bicycle, availability of low-traffic routes may be particularly important to women. Model results further indicate that land use and built environments around trip ends and a person’s home still have important effects on nonmotorized travel when controlling for route quality. Both route and area travel environment impacts are mostly robust to the inclusion of residential self-selection variables, consistent with the idea that built environment differences matter even for households that choose to live in a walkable or bikeable neighborhood. The combination of area and route-based built environment measures alongside trip context, sociodemographic, and attitudinal attributes provides a new perspective on nonmotorized travel behavior relevant to both policy and practice.

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Wong, Kwok-yiu. "Passengers' choice between the West Rail and buses." Click to view the E-thesis via HKUTO, 2005. http://sunzi.lib.hku.hk/hkuto/record/B31584287.

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Singleton, Patrick Allen. "Exploring the Positive Utility of Travel and Mode Choice." PDXScholar, 2017. https://pdxscholar.library.pdx.edu/open_access_etds/3780.

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Why do people travel? Underlying most travel behavior research is the derived-demand paradigm of travel analysis, which assumes that travel demand is derived from the demand for spatially separated activities, traveling is a means to an end (reaching destinations), and travel time is a disutility to be minimized. In contrast, the "positive utility of travel" (PUT) concept suggests that travel may not be inherently disliked and could instead provide benefits or be motivated by desires for travel-based multitasking, positive emotions, or fulfillment. The PUT idea assembles several concepts relevant to travel behavior: utility maximization, motivation theory, multitasking, and subjective well-being. Despite these varied influences, empirical analyses of the PUT concept remain limited in both quantity and scope. There is a need for more fundamental development and classification of the PUT idea and its multifaceted nature. The wide variety and quality of ways to measure PUT attributes are further research challenges. Additionally, few studies investigate both major aspects of the PUT concept--travel activities and travel experiences--simultaneously. Finally, research is only beginning to examine empirical associations between PUT measures and travel behaviors such as mode choice. This dissertation addresses many of these gaps in conceptualizing, measuring, and modeling the PUT concept. First, a literature review strengthens the definition, classification, and empirical support for a PUT, defined as "any benefit(s) accruing to a traveler through the act of traveling." The two primary PUT categories are travel activities (travel-based multitasking) and travel experiences (travel subjective well-being), and the most useful PUT measures involve gathering self-reported assessments of these topics. Based on this review, an online questionnaire is designed and administered to nearly 700 commuters in the Portland, OR, region. The survey includes detailed questions about commute mode choice, activity participation, travel usefulness, positive emotions and fulfillment, and travel liking for a recent home-to-work trip. Next, these PUT measures are empirically examined using factor analyses, finding groupings of activities and common unobserved constructs of hedonic ("Distress," "Fear," "Attentiveness," "Enjoyment") and eudaimonic ("Security," "Autonomy," "Confidence," "Health") subjective well-being. Many of these factors exhibit large variations among travel modes--walking and bicycling commuters are the most satisfied and appear to value time spent exercising--and are predicted (somewhat less strongly) by other trip and traveler characteristics in ordered logit regression and structural equation models. Finally, integrated choice and latent variable models are estimated to examine relationships between measures of the PUT concept and commute mode choice. This is made possible by the unique dataset that collects PUT measures for not only the chosen mode but also modal alternatives. Measures of travel-based multitasking are significantly related to mode choice, suggesting people may be doing things more to pass the time than to be productive. A validated measure of travel subjective well-being is also a significant and positive factor, suggesting people are more likely to choose a mode that makes them happier. Overall, PUT measures greatly increase the explanatory power of the mode choice model. These findings make significant contributions to travel behavior research methods and knowledge. They also offer important implications for transportation policies around promoting nonautomobile travel and planning for autonomous vehicles.

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Zuehlke, Kai M. "Impossibility of Transit in Atlanta: GPS-Enabled Revealed-Drive Preferences and Modeled Transit Alternatives for Commute Atlanta Participants." Thesis, Atlanta, Ga. : Georgia Institute of Technology, 2007. http://hdl.handle.net/1853/19788.

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39

Gacic, Dragic. "The choice of international entry mode : an empirical investigation of Australian firms." Thesis, Queensland University of Technology, 1998. https://eprints.qut.edu.au/36334/1/36334_Gacic_1998.pdf.

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Over the last few years, considerable publicity has been generated about the need for increasing the international expansion of Australian firms. The existing literature about foreign activities of Australian firms is mainly descriptive in its scope and therefore a number of aspects have remained empirically unexplored. To shed light on this issue, this study empirically examines the international entry mode behaviour of Australian manufacturing firms. In particular, the research problem addressed in this paper is: RP: How do Australian firms make selection among entry mode alternatives for organising and conducting their international business activities? Based on a comprehensive review of the existing literature in chapter 2, we propose a conceptual decision framework that describes how firm-, assets-, host country- and global strategic-related factors affect a firm's decision on how to enter the foreign market. The twelve research propositions developed with respect to those factors were as follows: RP1: Larger Australian firms are likely to have a larger proportion of their foreign affiliates organised as majority JVs or WOSs. RP2: Internationally experienced Australian firms are likely to have a larger proportion of their foreign affiliates organised as majority JVs or WOSs. RP3: Australian firms that possess capability to develop proprietary technological know-how are likely to favour WOSs over licensing or JVs. RP4: Australian firms that possess advanced marketing know-how are likely to favour WOSs over licensing or JVs. RPS: Australian firms are likely to favour WOSs over licensing or JVs when assigning relatively complex assets to the foreign operation. RP6: Australian firms are likely to favour WOSs over licensing or JVs when assigning relatively tacit assets to the foreign operation. RP7: In countries with relatively higher market potential Australian firms are likely to favour majority JVs or WOSs over other entry modes. RPB: In countries where perceived risk is relatively high Australian firms are likely to favour licensing or JVs over WOSs. RP9: In socio-culturally distant countries Australian firms are likely to favour licensing or JVs over WOSs. RP10: In countries that are characterised with restrictive ownership policies Australian firms are likely to depend more on licensing and JVs than on WOSs. RP11: Australian firms that pursue a strategy of global integration are likely to favour WOSs over licensing or JVs. RP12: Australian firms that pursue a strategy of global competition are likely to favour WOSs over licensing or JVs. A case study methodology was used for data collection. Two pilot studies were conducted prior to the major stage of data collection to refine the research protocol and the data collection instrument. Ten Queensland-based firms were then interviewed and examined to generate the data for the test of the research propositions. Chapter 3 provides the full explanation regarding the choice of research methodology, research design, participants' selection criteria and the methods of data analysis. The description of the participants and the pattern of results for each research proposition are presented in chapter 4. The final part of this study discusses the findings in the context of the previous literature and provides the concluding comments about the impact of underlying factors on the entry mode choice of Australian firms as well as some other potentially relevant factors discovered during the data collection process. The implications for theorists and managers are presented along with recommendations for future research.

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40

Mould, Catherine. "Childbirth, choice and culture : the politics of birth in South Australia /." Title page, abstract and contents only, 2000. http://web4.library.adelaide.edu.au/theses/09AR/09arm9259.pdf.

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41

Pötschke, Manuela. "Dissonanzprovozierende Interventionen im Verkehrsmittelwahlbereich : Möglichkeiten und Chancen von Multimedia /." Aachen : Shaker, 2001. http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&doc_number=009323015&line_number=0001&func_code=DB_RECORDS&service_type=MEDIA.

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42

Eid, Mahmoud M. "Public schools or Islamic colleges? : factors impacting on parental choice of schooling for Muslim children." Thesis, Edith Cowan University, Research Online, Perth, Western Australia, 2008. https://ro.ecu.edu.au/theses/192.

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This portfolio focuses on issues associated with the education of Muslim children in Western Australia, within the broader national context. Based on ABS 1996 Census, Clyne (2001) states "there is a considerable potential demand for education within the Muslim community with at least 60 000 children within the compulsory years of schooling (5-15 years)" (pp. 118-119). However, according to the Islamic schools' principals, "approximately 10 percent of these children are enrolled in Islamic schools" (p 119). This means 90% of Muslim school children are enrolled in non-Islamic schools despite the fact that the community has 30 full time Islamic schools nation wide. At the moment, most Islamic schools are relatively small. In this respect, Buckley (1997) states: If we accept a total figure of 300,000 Muslims in Australia, and we estimate that 70% of them are school-age students, then these Muslim schools are catering for less than 2.5% of the total Muslim student population (p. 6)

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43

Ho, Wai-hung. "Demand responsive transportation system for the disabled : route planning and scheduling with GIS /." Hong Kong : University of Hong Kong, 1999. http://sunzi.lib.hku.hk/hkuto/record.jsp?B21041957.

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44

Cheuk, Ching-ping Jacqueline. "Spatial interaction of land use with transporation in Hong Kong and the Pearl River Delta /." View the Table of Contents & Abstract, 2005. http://sunzi.lib.hku.hk/hkuto/record/B35085009.

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45

Cole, Peter. "Urban rail perspectives in Perth, Western Australia: modal competition, public transport, and government policy in Perth since 1880." Thesis, Cole, Peter (2000) Urban rail perspectives in Perth, Western Australia: modal competition, public transport, and government policy in Perth since 1880. PhD thesis, Murdoch University, 2000. https://researchrepository.murdoch.edu.au/id/eprint/660/.

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The decline of public transport in Western Australia is observed in four separate historical studies which narrate the political and administrative history of each major urban transport mode. Perth's suburban railway system is examined as part of the State's widespread rail network, including the extravagantly-equipped short-lived suburban railway in Kalgoorlie. Political interference in early railway operations is studied in detail to determine why Perth's rail-based public transport systems were so poorly developed and then neglected or abandoned for much of the twentieth century. The llnique events in Kalgoorlie at the turn of the century are presented as potent reasons for the early closure of Perth's urban tramway system and the fact that no purpose-built suburban railways were constructed in Perth until 1993. The road funding arrangements of the late nineteenth century are considered next, in order to demonstrate the very early basis for the present lavish non-repayable grants of money for road construction and maintenance by all three layers of government. The development of private and government bus networks is detailed last, with particular attention paid to the failure of private urban bus operators in the 1950s and the subsequent formation of a government owned and operated urban bus monopoly. The capital structure and accounting practices of public transport modes are analysed to provide a critique of popular myths concerning the merits of each. In order to obtain an impression of the changing political view of different transport modes, the attitude of politicians to public transport and the private motor car over the last one hundred and twenty years is captured in summary narrations of some of the more important parliamentary transport debates. Two possible explanations of public transport decline are discussed in conclusion; one relying a neoclassical economic theory of marginal pricing, and the other on an observation on the fate of large capital investments in the modern party-based democratic system of government.

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46

Cole, Peter. "Urban rail perspectives in Perth, Western Australia : modal competition, public transport, and government policy in Perth since 1880." Murdoch University, 2000. http://wwwlib.murdoch.edu.au/adt/browse/view/adt-MU20061122.125641.

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The decline of public transport in Western Australia is observed in four separate historical studies which narrate the political and administrative history of each major urban transport mode. Perth's suburban railway system is examined as part of the State's widespread rail network, including the extravagantly-equipped short-lived suburban railway in Kalgoorlie. Political interference in early railway operations is studied in detail to determine why Perth's rail-based public transport systems were so poorly developed and then neglected or abandoned for much of the twentieth century. The llnique events in Kalgoorlie at the turn of the century are presented as potent reasons for the early closure of Perth's urban tramway system and the fact that no purpose-built suburban railways were constructed in Perth until 1993. The road funding arrangements of the late nineteenth century are considered next, in order to demonstrate the very early basis for the present lavish non-repayable grants of money for road construction and maintenance by all three layers of government. The development of private and government bus networks is detailed last, with particular attention paid to the failure of private urban bus operators in the 1950s and the subsequent formation of a government owned and operated urban bus monopoly. The capital structure and accounting practices of public transport modes are analysed to provide a critique of popular myths concerning the merits of each. In order to obtain an impression of the changing political view of different transport modes, the attitude of politicians to public transport and the private motor car over the last one hundred and twenty years is captured in summary narrations of some of the more important parliamentary transport debates. Two possible explanations of public transport decline are discussed in conclusion; one relying a neoclassical economic theory of marginal pricing, and the other on an observation on the fate of large capital investments in the modern party-based democratic system of government.

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47

Gregory, Aaron L. "Prediction of commuter choice behavior using neural networks." [Tampa, Fla.] : University of South Florida, 2004. http://purl.fcla.edu/fcla/etd/SFE0000239.

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Kwan, Kwok-yan. "A study of change of passenger travel behaviour in relation to the commencement of new railway systems in North-West and North-East NT." View the Table of Contents & Abstract, 2005. http://sunzi.lib.hku.hk/hkuto/record/B31573277.

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Wong, Pui-shan. "The influence of new railway lines on travel behaviour of local residents a case study of the Shatin-Central link /." Click to view the E-thesis via HKUTO, 2006. http://sunzi.lib.hku.hk/hkuto/record/B36633628.

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Dickey-Griffith, Meg. "The choice to cycle the efficacy of the theory of planned behavior in transportation decisions /." Diss., Connect to the thesis, 2009. http://hdl.handle.net/10066/3732.

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

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