- Email: [email protected]
Travel behavior
408
Book Reviews
magnitude of the inclusive value in the models for nonbusiness trips confirmed the validity of the structure chosen a priori. The sequential estimation procedure did not produce reliable results for models beyond the first stage, that is, the no-trip versus one/more-trips model. Results of the study indicated that the structure used in this study could be applied for intercity travel demand modelling. However, some limitations of the data base have been identified. It is believed that, with some modifications, the CTS data could be used for predicting intercity travel demand. Future research can identify the factors affecting intercity travel behaviour which will facilitate collection of useful data for intercity travel prediction and policy analysis. The effects of household characteristics on the multi-day time allocations and travel/activity patterns of households and their members. Townsend, Trevor Anthony, Ph.D. Northwestern University, 1987. 497 pp. Order Number DA8723720 Households generate periodic travel needs which must be satisfied. The travel/activity behaviour of individuals fulfills some mixture of household and individual needs. To understand the travel/activity behaviour of individuals it is necessary to understand how the relationships between household members influence the multi-day travel/activity patterns of individual household members. The overall objective of this research is to conceptualize and explore how household members allocate household tasks given the interdependencies within the household. The conceptualization includes the development of an integrated theory of household task allocation which postulates that households attempt to maximize their utility, a positive function of the utilities of their members, by the allocation of the household members’ time to various activities. The individual’s utility is a function of the consumption of home goods, satisfaction from activity participation and altruism towards other household members. A multi-method research design is used which allows the conceptualization to be examined from different analysis perspectives involving (i) an analytical development and structuring of the theory which shows how the interrelationships between household members and the effects of these relationships as well as the skills, habits and biases of household members can be related to the household task allocation (ii) the development and testing of hypotheses relating differences in travel/activity patterns of individuals and households to differences in the individual and household characteristics and (iii) the analysis and classification of individuals and households on the basis of their travel/ activity patterns, the relating of pattern cluster membership to individual and household characteristics and the exploration of the hierarchical relation between individual and household patterns. The empirical results confirm the theoretical expectation that household interdependency, defined by three constructs (i) efficiency (ii) companionship and (iii) altruism/ power, affects the intra-person and interperson time allocation trade-offs and the travel-activity patterns of households and their members. Factors related to travel mode choices in the Dallas-Fort Worth metropolitan area. Karimpour, Abdolmehdi, Ph.D. University of North Texas, 1988. 90 pp. Order Number DA8817031 This study examined the factors related to travel mode choices in the Dallas-Fort Worth Metropolitan Area. Changes in population, life-style and economy of the Dallas-Fort Worth region over the last few decades demand a careful reexamination of travel demand tools and methods.
The purpose of the study was to provide an understanding of transportation modal choice in the region. Those demographic variables best predicting the choices were identified. The Home Interview Survey, a set of disaggregate data from the 1984 North Central Texas Council of Governments (NCTCOG) Regional Travel Survey, was analyzed using logistic regression. The major findings of the research indicate that about 97% of the travelers in the study area used private cars and 3% used public transit. Household income and carsvans were significant explanatory variables. The impact of househotd income and number of car-vans available upon an individual’s decision for travel mode choice were very important. The number of car-vans available in the household, and age of respondents were significant predictors in travel mod< Household members wGh incomes of $30,000 to $39,000 and those with incomes of at least $50.000 tended to use more private cars than did other income groups. Also, household members with incomes below $9,000 used more public transportation. People reporting a lower preference for cars were younger than 26 years or older than 55 years of age. Individual choice behaviour and urban commuting. Torchinsky, Raymon Lev, Ph.D. The (InilIersiry ofBritish Columbia (Canada), 1987. Supervisor: Ken G. Denike Urban commuting patterns can be viewed as the spatial manifestation of the outcome of labour market processes. Recent theoretical and empirical work investigating urban labour markets has emphasized the role of spatial wage differentials in mediating the interrelationship between labour supply and demand distributions and the dynamics of land-use change. This thesis represents an extension of such research. A simulation approach to commuting modelling, based on the explicit characterization of the interrelationship between urban location and interaction in terms of labour market processes, is developed. The solution path logic of the simulation model is designed to provide normative commuting outcomes, given the spatial pattern of labour supply and demand, under a wide range of assumptions concerning labour market processes and choice-making behaviour of market participants. An explicit characterization of the labour market, based on the specification of an endogenous behavioural assumption set, defines a model version. Thus, the model may be used to test the ability of various behavioural constructs to explain empirical commuting patterns. The justification and internal logic underlying the development of a specific model version is presented. This version is based on the assumption that the decision by a worker to apply for a job is objectively rational, given that the market environment does not provide certainty as to the outcome of an application. It is shown that such choice behaviour is analogous to the game-theoretic mixed strategy solution to noncooperative games under uncertainty. The algorithm of the operational model incorporating this approach is detailed. The model was tested on empirical commuting patterns derived from Vancouver Census data, and model results were compared with those obtained from a positive entropy-based model. Commuting predictions exhibited a level of accuracy comparable to that achieved by the calibrated entropy model. Modelling travel patterns and attitudes towards intercity transportation system for a developing country using multivariate techniques. Al-Beldawi, A. H., Phi1.D. University College of North Wales, Bangor (United Kingdom), 1988. Order Number BRDX83391 226 pp. The use of attitudinal data for investigating intercity travelers’ behaviour is seldom carried out in transportation
Book Reviews planning for a developing country. This study is an attempt to establish how people’s attitude, in general, not just their job, income or class, affect their behaviour towards intercity transportation, and also to identify socio-economic variables, system attributes and trip characteristics that influence attitudes and changes in attitudes. A survey was carried out on a stratified random sample of 842 intercity travellers using road transport at peak times between Baghdad and 16 major centers of population in Iraq, and 23 attitudinal and situational (explanatory) variables obtained. Three main statistical techniques were used to analyse the data. They are discriminant analysis which correctly classified about 98% of the cases into appropriate classes (modes of transport). The results show that attitudes towards the system attributes: waiting time, comfort and convenience, modal frequency, travel cost, travel time and modal safety are the most important in explaining modal choice. Principal component analysis indicated that structural simplification can be achieved through reducing the dimensionality from 10 attitudinal variables to five components which have meaningful practical interpretation and together explained 72% of the total variability in the data. Stepwise regression analysis showed that household income. particularly, mode of travel and travel cost are highly significant variables for explaining travellers perceived importance of the transportation system attributes. The models developed have high explanatory and predictive powers and also are highly sensitive to changes in income and travel cost. The main recommendations for planning and determining policy for improving intercity transport system in the study area are given in the final chapter.
Shopping destination choice: A case study of Riyadh, Saudi Arabia. Al Dousary, Ibrahim Salih, Ph.D. University of Cincinnnfi, 1987. 173 pp. Adviser: Robert McNee Order No. DA8712705 This study explains consumers’ behavior in Riyadh, Saudi Arabia. Three general hypotheses (which contain thirtynine subhypotheses) were established to test the variables of the consumers’ attributes, destination attributes, and the trip attributes. The tests were aimed at discovering which group of variables has the greatest effect on the consumer’s behavior when choosing their shopping destinations. The data gathered by means of questionnaires were analyzed in three sections. First was-the descriptive analysis of all the variables: second was the ANOVA and the Newman-Kuels test; and finally the discriminant analysis technique. The results of the previous tests revealed the significance of five consumers’ attributes, seventeen destination attributes, and four trip attributes. At the same time six consumers’ attributes, five destination attributes, and two trip attributes were found not to be significant. The tests also revealed that the destination attributes were the most influential factors determining the consumers’ behavior. The trip attributes came in second in importance to the consumers when making their decision of where to shop. Consumer’s attributes were the least significant force to the consumers when making their decisions.
A transport economic investigation into staggered working hours. Shahia, Mrad, D.Com. University of South Africa (South Africa), 1986. Promoter: W. F. Potgieter Urban peak-hour congestion and the necessity for low-cost solutions to this problem provided the stimulus for this study. Thus far little research on staggered working hours has
409
been undertaken in the RSA. For this reason employees, scholars and enterprises in the Pretoria area were approached. The most important objectives of this study are to: (i) define staggered working hours in the urban traffic situation; (ii) determine employee attitudes towards staggered working hours and the influence of the interaction between household members; (iii) evaluate employers attitudes towards staggered working hours; (iv) investigate the possibility of its use as instrument for the relief of traffic congestion; and (v) present an outline for its implementation. The test sample for the study consists of: (a) Households in the Pretoria Area. interviews were conducted with 634 White and 404 Black households during which 115 White and 128 Black scholars were also questioned. (b) Empfoyers in the Preforia Area. A sample of 1465 employers were questioned by post with a response rate of 25.3% being realised. It appears from the study that the present working schedules of employees contributes significantly to the peak traffic problem but, where Whites are concerned, a positive attitude is revealed and no serious obstacle exists to prevent the staggering of working hours. As far as Blacks are concerned a high positive attitude was also found but problems are anticipated centering onlong working hours and distances which confine the involvement of Blacks to specific groups. Research findings revealed that school times also contribute towards traffic congestion and that scholars comprise a distinct target group for staggered hours. Despite the fact that the majority of enterprises (70%) are not amenable to staggered working hours, it is concluded that restraints in this connection are negotiable and that presently between 22% and 34% of enterprises are open to negotiation on the introduction of such a system whilst the potential could reach 71% provided the reservations of enterprises can be appeased. Research findings indicate that a system of staggered working hours can be introduced in Pretoria on the basis of a theoretical feasibility formulation and an outline for implementation as exposed in this study. Travel behavior of the elderly and handicapped in Lawrence, Massachusetts and Allegheny County, Pennsylvania. Alexander, Terry, Ph.D. University of California, Irvine, 1988. 281 pp. Chair: Roger Teal Order Number DA8811210 This dissertation investigates the travel behavior of the elderly and handicapped (E & H) and evaluates the effectiveness of specialized transit services on the travel of these individuals in Lawrence, Massachusetts and Allegheny County, Pennsylvania. The transportation disadvantaged (TD) are defined in this research as those individuals without access to automobiles in their households. Transportation handicapped (TH) individuals are defined using a scale which sums the number of handicaps experienced by an individual. This research compares travel behavior of the transportation disadvantaged, the able bodied elderly, and the transportation handicapped. Travel behavior of users and nonusers of special transit is examined and a comparison of the E & H in Lawrence and Allegheny County is also made. Results of the analyses indicate that the TD and the TH are less mobile and were more frequent users of public transit. The severely handicapped traveled less than those individuals who were moderately handicapped. A cornparison of Lawrence and Allegheny County individuals indicate that the Lawrence group is more active in terms of trip making, and walk more frequently to their destinations. Allegheny County residents travel more by public bus. These differences are a result of the transportation environments found in each location. The effect of spec-
Book Reviews
magnitude of the inclusive value in the models for nonbusiness trips confirmed the validity of the structure chosen a priori. The sequential estimation procedure did not produce reliable results for models beyond the first stage, that is, the no-trip versus one/more-trips model. Results of the study indicated that the structure used in this study could be applied for intercity travel demand modelling. However, some limitations of the data base have been identified. It is believed that, with some modifications, the CTS data could be used for predicting intercity travel demand. Future research can identify the factors affecting intercity travel behaviour which will facilitate collection of useful data for intercity travel prediction and policy analysis. The effects of household characteristics on the multi-day time allocations and travel/activity patterns of households and their members. Townsend, Trevor Anthony, Ph.D. Northwestern University, 1987. 497 pp. Order Number DA8723720 Households generate periodic travel needs which must be satisfied. The travel/activity behaviour of individuals fulfills some mixture of household and individual needs. To understand the travel/activity behaviour of individuals it is necessary to understand how the relationships between household members influence the multi-day travel/activity patterns of individual household members. The overall objective of this research is to conceptualize and explore how household members allocate household tasks given the interdependencies within the household. The conceptualization includes the development of an integrated theory of household task allocation which postulates that households attempt to maximize their utility, a positive function of the utilities of their members, by the allocation of the household members’ time to various activities. The individual’s utility is a function of the consumption of home goods, satisfaction from activity participation and altruism towards other household members. A multi-method research design is used which allows the conceptualization to be examined from different analysis perspectives involving (i) an analytical development and structuring of the theory which shows how the interrelationships between household members and the effects of these relationships as well as the skills, habits and biases of household members can be related to the household task allocation (ii) the development and testing of hypotheses relating differences in travel/activity patterns of individuals and households to differences in the individual and household characteristics and (iii) the analysis and classification of individuals and households on the basis of their travel/ activity patterns, the relating of pattern cluster membership to individual and household characteristics and the exploration of the hierarchical relation between individual and household patterns. The empirical results confirm the theoretical expectation that household interdependency, defined by three constructs (i) efficiency (ii) companionship and (iii) altruism/ power, affects the intra-person and interperson time allocation trade-offs and the travel-activity patterns of households and their members. Factors related to travel mode choices in the Dallas-Fort Worth metropolitan area. Karimpour, Abdolmehdi, Ph.D. University of North Texas, 1988. 90 pp. Order Number DA8817031 This study examined the factors related to travel mode choices in the Dallas-Fort Worth Metropolitan Area. Changes in population, life-style and economy of the Dallas-Fort Worth region over the last few decades demand a careful reexamination of travel demand tools and methods.
The purpose of the study was to provide an understanding of transportation modal choice in the region. Those demographic variables best predicting the choices were identified. The Home Interview Survey, a set of disaggregate data from the 1984 North Central Texas Council of Governments (NCTCOG) Regional Travel Survey, was analyzed using logistic regression. The major findings of the research indicate that about 97% of the travelers in the study area used private cars and 3% used public transit. Household income and carsvans were significant explanatory variables. The impact of househotd income and number of car-vans available upon an individual’s decision for travel mode choice were very important. The number of car-vans available in the household, and age of respondents were significant predictors in travel mod< Household members wGh incomes of $30,000 to $39,000 and those with incomes of at least $50.000 tended to use more private cars than did other income groups. Also, household members with incomes below $9,000 used more public transportation. People reporting a lower preference for cars were younger than 26 years or older than 55 years of age. Individual choice behaviour and urban commuting. Torchinsky, Raymon Lev, Ph.D. The (InilIersiry ofBritish Columbia (Canada), 1987. Supervisor: Ken G. Denike Urban commuting patterns can be viewed as the spatial manifestation of the outcome of labour market processes. Recent theoretical and empirical work investigating urban labour markets has emphasized the role of spatial wage differentials in mediating the interrelationship between labour supply and demand distributions and the dynamics of land-use change. This thesis represents an extension of such research. A simulation approach to commuting modelling, based on the explicit characterization of the interrelationship between urban location and interaction in terms of labour market processes, is developed. The solution path logic of the simulation model is designed to provide normative commuting outcomes, given the spatial pattern of labour supply and demand, under a wide range of assumptions concerning labour market processes and choice-making behaviour of market participants. An explicit characterization of the labour market, based on the specification of an endogenous behavioural assumption set, defines a model version. Thus, the model may be used to test the ability of various behavioural constructs to explain empirical commuting patterns. The justification and internal logic underlying the development of a specific model version is presented. This version is based on the assumption that the decision by a worker to apply for a job is objectively rational, given that the market environment does not provide certainty as to the outcome of an application. It is shown that such choice behaviour is analogous to the game-theoretic mixed strategy solution to noncooperative games under uncertainty. The algorithm of the operational model incorporating this approach is detailed. The model was tested on empirical commuting patterns derived from Vancouver Census data, and model results were compared with those obtained from a positive entropy-based model. Commuting predictions exhibited a level of accuracy comparable to that achieved by the calibrated entropy model. Modelling travel patterns and attitudes towards intercity transportation system for a developing country using multivariate techniques. Al-Beldawi, A. H., Phi1.D. University College of North Wales, Bangor (United Kingdom), 1988. Order Number BRDX83391 226 pp. The use of attitudinal data for investigating intercity travelers’ behaviour is seldom carried out in transportation
Book Reviews planning for a developing country. This study is an attempt to establish how people’s attitude, in general, not just their job, income or class, affect their behaviour towards intercity transportation, and also to identify socio-economic variables, system attributes and trip characteristics that influence attitudes and changes in attitudes. A survey was carried out on a stratified random sample of 842 intercity travellers using road transport at peak times between Baghdad and 16 major centers of population in Iraq, and 23 attitudinal and situational (explanatory) variables obtained. Three main statistical techniques were used to analyse the data. They are discriminant analysis which correctly classified about 98% of the cases into appropriate classes (modes of transport). The results show that attitudes towards the system attributes: waiting time, comfort and convenience, modal frequency, travel cost, travel time and modal safety are the most important in explaining modal choice. Principal component analysis indicated that structural simplification can be achieved through reducing the dimensionality from 10 attitudinal variables to five components which have meaningful practical interpretation and together explained 72% of the total variability in the data. Stepwise regression analysis showed that household income. particularly, mode of travel and travel cost are highly significant variables for explaining travellers perceived importance of the transportation system attributes. The models developed have high explanatory and predictive powers and also are highly sensitive to changes in income and travel cost. The main recommendations for planning and determining policy for improving intercity transport system in the study area are given in the final chapter.
Shopping destination choice: A case study of Riyadh, Saudi Arabia. Al Dousary, Ibrahim Salih, Ph.D. University of Cincinnnfi, 1987. 173 pp. Adviser: Robert McNee Order No. DA8712705 This study explains consumers’ behavior in Riyadh, Saudi Arabia. Three general hypotheses (which contain thirtynine subhypotheses) were established to test the variables of the consumers’ attributes, destination attributes, and the trip attributes. The tests were aimed at discovering which group of variables has the greatest effect on the consumer’s behavior when choosing their shopping destinations. The data gathered by means of questionnaires were analyzed in three sections. First was-the descriptive analysis of all the variables: second was the ANOVA and the Newman-Kuels test; and finally the discriminant analysis technique. The results of the previous tests revealed the significance of five consumers’ attributes, seventeen destination attributes, and four trip attributes. At the same time six consumers’ attributes, five destination attributes, and two trip attributes were found not to be significant. The tests also revealed that the destination attributes were the most influential factors determining the consumers’ behavior. The trip attributes came in second in importance to the consumers when making their decision of where to shop. Consumer’s attributes were the least significant force to the consumers when making their decisions.
A transport economic investigation into staggered working hours. Shahia, Mrad, D.Com. University of South Africa (South Africa), 1986. Promoter: W. F. Potgieter Urban peak-hour congestion and the necessity for low-cost solutions to this problem provided the stimulus for this study. Thus far little research on staggered working hours has
409
been undertaken in the RSA. For this reason employees, scholars and enterprises in the Pretoria area were approached. The most important objectives of this study are to: (i) define staggered working hours in the urban traffic situation; (ii) determine employee attitudes towards staggered working hours and the influence of the interaction between household members; (iii) evaluate employers attitudes towards staggered working hours; (iv) investigate the possibility of its use as instrument for the relief of traffic congestion; and (v) present an outline for its implementation. The test sample for the study consists of: (a) Households in the Pretoria Area. interviews were conducted with 634 White and 404 Black households during which 115 White and 128 Black scholars were also questioned. (b) Empfoyers in the Preforia Area. A sample of 1465 employers were questioned by post with a response rate of 25.3% being realised. It appears from the study that the present working schedules of employees contributes significantly to the peak traffic problem but, where Whites are concerned, a positive attitude is revealed and no serious obstacle exists to prevent the staggering of working hours. As far as Blacks are concerned a high positive attitude was also found but problems are anticipated centering onlong working hours and distances which confine the involvement of Blacks to specific groups. Research findings revealed that school times also contribute towards traffic congestion and that scholars comprise a distinct target group for staggered hours. Despite the fact that the majority of enterprises (70%) are not amenable to staggered working hours, it is concluded that restraints in this connection are negotiable and that presently between 22% and 34% of enterprises are open to negotiation on the introduction of such a system whilst the potential could reach 71% provided the reservations of enterprises can be appeased. Research findings indicate that a system of staggered working hours can be introduced in Pretoria on the basis of a theoretical feasibility formulation and an outline for implementation as exposed in this study. Travel behavior of the elderly and handicapped in Lawrence, Massachusetts and Allegheny County, Pennsylvania. Alexander, Terry, Ph.D. University of California, Irvine, 1988. 281 pp. Chair: Roger Teal Order Number DA8811210 This dissertation investigates the travel behavior of the elderly and handicapped (E & H) and evaluates the effectiveness of specialized transit services on the travel of these individuals in Lawrence, Massachusetts and Allegheny County, Pennsylvania. The transportation disadvantaged (TD) are defined in this research as those individuals without access to automobiles in their households. Transportation handicapped (TH) individuals are defined using a scale which sums the number of handicaps experienced by an individual. This research compares travel behavior of the transportation disadvantaged, the able bodied elderly, and the transportation handicapped. Travel behavior of users and nonusers of special transit is examined and a comparison of the E & H in Lawrence and Allegheny County is also made. Results of the analyses indicate that the TD and the TH are less mobile and were more frequent users of public transit. The severely handicapped traveled less than those individuals who were moderately handicapped. A cornparison of Lawrence and Allegheny County individuals indicate that the Lawrence group is more active in terms of trip making, and walk more frequently to their destinations. Allegheny County residents travel more by public bus. These differences are a result of the transportation environments found in each location. The effect of spec-