Long-distance and intercity travel generally make up a small portion of the total number of trips taken by an individual, while representing a large portion of aggregate distance traveled on the transportation system. While some research exists on intercity travel behavior between large metropolitan centers, this thesis addresses a need for more research on travel behavior between non-metropolitan areas and large metropolitan centers. This research specifically considers travel from home locations in northern New England, going to Boston, New York City, Philadelphia, and Washington, DC. These trips are important for quality of life, multimodal planning, and rural economies. This research identifies and quantifies factors that influence people's mode choice (automobile, intercity bus, passenger rail, or commercial air travel) for these trips. The research uses survey questionnaire data, latent factor analysis, and discrete choice modeling methods. Factors include sociodemographic, built environment, latent attitudes, and trip characteristics. The survey, designed by the University of Vermont Transportation Research Center and the New England Transportation Institute, was conducted by Resource Systems Group, Inc. in 2014, with an initial sample size of 2560. Factor analysis was used to prepare 6 latent attitudinal factors, based on 70 attitudinal responses from the survey statements. The survey data were augmented with built environment variables using geographic information systems (GIS) analysis. A set of multinomial logit models, and a set of nested logit models, were estimated for business and non-business trip mode choice. Results indicate that for this type of travel, factors influencing mode choice for both business and non-business trips include trip distance; land use; personal use of technology; and latent attitudes about auto dependence, preference for automobile, and comfort with personal space and safety on public transportation. Gender is a less significant factor. Age is only significant for non-business trips. The results reinforce the importance and viability of modeling long-distance travel from less populated regions to large metropolitan areas, and the significant roles of trip distance, built environment, personal attitudes, and sociodemographic factors in how people choose to make these trips for different purposes. Future research should continue to improve these types of long-distance mode choice models by incorporating mode specific travel time and cost, developing more specific attitudinal statements to expand latent factor analysis, and further exploring built environment variables. Improving these models will promote better planning, engineering, operations, and infrastructure investment decisions in many regions and communities across the United States which have not yet been well studied, possibly impacting levels of service.

Dans la pratique de la planification urbaine, la prévision de la demande de transport fait en général appel au modèle à quatre étapes (génération, distribution, répartition modale et affectation), malgré des avancées théoriques considérables dans le domaine. Cette persistance s’explique par une facilité relative de mise en oeuvre, liée notamment à la forme des données disponibles et susceptibles d’alimenter les modèles. Cependant, la nature statique de l’approche pose des interrogations quant à sa pertinence pour faire des prévisions de moyen-long terme. Cette thèse étudie, la validité de l’hypothèse de stabilité temporelle des trois premières étapes du modèle de prévision. Pour ce faire, en prenant l’agglomération lyonnaise comme terrain d’étude, nous avons codifié des réseaux routiers et de transports en commun à différentes dates (1985, 1995 et 2006). Cette donne, généralement indisponible, combinée aux enquêtes ménages déplacements correspondantes, nous permet de calibrer les trois premières étapes du modèle traditionnel et de tester leur capacité prédictive. Pour les modèles de génération, on note des prévisions acceptables à un horizon de 10 ans. À 20 ans, certaines évolutions dans les styles de vie se sont traduites par une baisse du nombre moyen de sorties pour le motif travail, que les modèles traditionnels ne permettent pas de prévoir complètement. Au niveau de la distribution, l’allongement des distances entre lieux de réalisation de certaines activités et le lieu de domicile peut être relativement bien reproduit par des modèles gravitaires avec des paramètres stables dans le temps. Au niveau de la répartition modale, les paramètres ne sont pas stables et les modèles estimés n’auraient pas permis de prévoir le regain de parts de marché des transports en commun observé ces dernières années. / In the practice of urban planning, travel demand forecasts are generally obtained by using the four-step model (generation, distribution, modal split and assignment), despite considerable theoretical advances in the field. This persistence can be explained by the relative ease of implementation of the four-step modelling sequence, which is related, in particular, to the kind of data available that could be used as an input in a model. However, the static nature of the approach raises questions as it pertains to its relevance in producing medium and long range forecasts. This thesis investigates the validity of the hypothesis of temporal stability of the parameters of the first three stages of the traditional forecasting sequence. To do this, taking the Lyon conurbation as our case study, we coded the road and transit networks at different points in time (1985, 1995 and 2006). We then combine this temporal data, which is generally unavailable, with the corresponding household travel surveys in order to calibrate the first three steps of the traditional model and test their predictive ability. For the generation models tested, we note acceptable performance for a 10-year forecast. For a 20-year forecast, some changes in lifestyles have resulted in a decrease in the average number of work trips that traditional models do not predict accurately. Regarding trip distribution, the increase in travel distances observed for certain purposes is reproduced fairly well by the gravity model. At the modal split level, the parameters are not stable and the estimated models would be unable to predict accurately the recent increase in the market share of public transport.

Submitted by Odilio Hilario Moreira Júnior (odilio@espm.br) on 2016-11-29T13:38:15Z No. of bitstreams: 1 Gabriel Vouga Chueke.pdf: 825689 bytes, checksum: 64d1ae02b5330a8522c1bc2c76a53cd8 (MD5) / Approved for entry into archive by Odilio Hilario Moreira Júnior (odilio@espm.br) on 2016-11-29T13:38:46Z (GMT) No. of bitstreams: 1 Gabriel Vouga Chueke.pdf: 825689 bytes, checksum: 64d1ae02b5330a8522c1bc2c76a53cd8 (MD5) / Approved for entry into archive by Debora Cristina Bonfim Aquarone (deborabonfim@espm.br) on 2016-11-29T13:51:55Z (GMT) No. of bitstreams: 1 Gabriel Vouga Chueke.pdf: 825689 bytes, checksum: 64d1ae02b5330a8522c1bc2c76a53cd8 (MD5) / Made available in DSpace on 2016-11-29T13:52:15Z (GMT). No. of bitstreams: 1 Gabriel Vouga Chueke.pdf: 825689 bytes, checksum: 64d1ae02b5330a8522c1bc2c76a53cd8 (MD5) Previous issue date: 2012-03-30 / The purpose of this master thesis is to identify the factors influencing Brazilian multinationals enterprises‟ choice between acquisition and Greenfield investment - establishment mode choice. To reach this goal, we proposed a multilevel framework to investigate the relationship of firm, industry and host country (formal and informal institutions) factors on the establishment mode choice. The concepts behind the framework come from the Transaction Cost Theory and Institutional Theory. The methodology adopted is quantitative with an exploratory approach. Different sources of information are used to compose the database. For the analysis, we used the multivariate technique of binomial logistic regression. The sample of the study is composed of 129 Brazilians subsidiaries in 30 countries. The results show that formal and informal institutions have a different relationship regarding the entry mode strategy. Moreover, the results suggest a possible association between entry by acquisition, and factors related to the firm-level and formal institution. The Greenfield investments should be related with informal institution and the industry-level factors. / O objetivo desta dissertação consiste em identificar os fatores que influenciam na escolha dos establishment mode choice - escolha entre ingressar no exterior por meio de aquisições e investimentos greenfield. Para o alcance deste objetivo foi elaborado um modelo analítico multinível, que buscou identificar a influência dos fatores associados à firma, à indústria e ao país-anfitrião nesse processo de escolha estratégica. A elaboração do modelo analítico teve como base a adoção de conceitos pertencentes à Teoria dos Custos de Transação e à Teoria Institucional. Como metodologia de pesquisa adotou-se a abordagem quantitativa-descritiva, de caráter exploratório. Os dados do estudo foram coletados através de diversas fontes secundárias e analisados através da técnica estatística multivariada de regressão binomial logística. A amostra do estudo foi composta por 129 subsidiárias de empresas brasileiras presentes em 30 países. Os resultados da investigação indicam que as instituições formais e informais poderiam estar relacionadas, de diferentes formas, com o modo de entrada escolhido pelas multinacionais brasileiras. Além disso, sugerem que existiria uma possível associação entre a entrada por meio de aquisição e os fatores relacionados à firma e às instituições formais. E, que os investimentos greenfield estariam associados às instituições informais e ao setor de atuação da firma.

High levels of personal car use have negative effects on the environment and on human health. This thesis presents four empirical studies that aimed to develop our knowledge of personal travel choices, focussing on the malleability of attitudes and their sensitivity in relation to specific contexts and goals. The first study (Chapter 2) presents a systematic review and meta-analysis of mechanisms of travel mode choice. The study provides a comprehensive overview of antecedents of car use and non-car use, including sub-group analyses of different contextual factors. Results also highlight the need for standardised measures and consideration of implicit thought processes. The second study (Chapter 3) employs a repertory grid technique to elicit perceptions of seven different transport modes from high mileage car users and non-car users. Comparisons between car users and non-car users highlight potentially effective and ineffective intervention targets. Findings show how sustainable transport might be promoted amongst a portfolio of travel choices. The third study (Chapter 4) utilises qualitative methods to explore the extent to which individuals’ attitude expressions are changeable. The study demonstrates that all participants hold ambivalent and conflicting attitudes, highlighting specific situations in which those attitudes are more likely to be unstable. Two related priming experiments are presented in the final empirical chapter (Chapter 5). Both use survey methodology to investigate whether manipulating the salience of car-use-incongruent goals can lead to more positive attitudes towards and increased willingness to use non-car travel modes. The study confirms that people who are motivated to make changes are a potentially optimal target group for interventions based on subliminal messages. Overall, the research presented in this thesis introduces context sensitivity into the transport literature and offers novel insights into perceptions of a range of travel modes. Recommendations include relevant avenues for future research, findings are discussed in light of implications for transport policy and practice.

With this dissertation, it is intended to improve our understanding of the effects of urban rail systems on the mobility of women, their accessibility and their extent of experiencing the city they live in, that is their urban geography. The main aim is to understand whether women who live nearby an urban rail system and who use this system have higher levels of mobility and wider urban geography when compared with those who live in places without an urban rail access and those who do not use urban rail systems. In search for the effects of metro usage on mobility, as well as the factors affecting metro usage, the study is built on four main fields in transportation studies: mode choice theory, activity based travel theory, time-geography theory and women studies. Women living on Ankara metro line and in Ke&ccedil / i&ouml / ren constitute the main case study in this thesis. With the help of a comprehensive questionnaire, applied on captive public transport women riders, it is assessed whether the Ankara metro has positive effects on the mobility of women living nearby the metro stations, whether women who use the metro have higher mobility and wider urban geography, and whether the metro can be effective in enhancing the mobility and urban geography of women who are identified as particularly vulnerable in the literature. Understanding the factors, in cases where expected positive impacts on mobility have not been realized, is also important to contribute to the theoretical discussions that the study is built on.

<p>The Stockholm Congestion Tax Trial is one of the few projects where an automatic system was implemented to tax road vehicles in order to reduce congestion. The taxation period lasted from January until July 2006 and vehicles going in or out of the inner city during daytime were taxed with 10 to 20 SEK (1.07 to 2.14 Euro). The project included improved public transportation and more park & ride sites. The trial was limited to a half year and the public was able to vote on the congestion tax afterwards. A large research package was set up in order to inform everybody about the effects of the tax. The referendum was positive and the congestion tax is permanent today, but the data collected for research purposes is not fully analyzed yet. This thesis focuses on travel behavior of the population in Stockholm County and uses a household panel survey with 24,000 individuals. The waves took place in September 2004 and March 2006.The main idea is to use the advantages of the panel survey and keep track of how the individuals behaved during the two waves. The analysis is done separately for each trip purpose and examines the change of mode choice during the second wave in comparison to the individual’s choice before the congestion tax. This can be even specified for different socio-demographic groups.The cross-sectional comparison shows that avoiding trips to and from the inner city is not an option. The number of trips of the individuals passing through the congestion tax cordon is reduced to a lower extend by seasonal influences than the trips in all other parts of the county. Therefore the inner city has become more attractive as a origin or destination or the trips passing through the cordon can not be substituted by trips free of tax.Public transportation is the mode which benefits most from the congestion tax in terms of modal split. The importance of it increases in the whole county, but the gain is a lot higher for trips through the cordon. The modes foot and bike are not a relevant alternative for trips through the cordon because of long distances in general and cold weather during the survey. The panel analysis shows that many more people doing cordon passages to work, home and shopping change from car to public transportation in comparison to the rest of the county. Changes from public transport to car occur less often for cordon passages than for trips not being taxed.Certain socio-demographic groups adapt differently to the congestion tax. Compared to men, up to 30 percent point fewer women continue to use the car depending on the trip purpose. This may be related to personal income, but the variables household income has proofed to have a smaller impact. Only really poor households use the car a lot less often and the highest income group tends to continue to drive by car.The main limiting factor of the analysis is the seasonal and weather influence because of unusual cold weather during the second wave. It is not possible to take this completely into account because the control group of the cordon passages has different trip characteristics.The thesis provides better knowledge how a congestion tax affects the behavior of the people. It allows checking the reasonability of transportation modeling results and shows that certain socio-demographic variables should be used if modeling is done for areas with a different composition of the population than Stockholm.</p> / <p>Der Versuch der Stockholmer Innenstadtmaut ist eines der wenigen Projekte, bei dem ein automatisches Mauterhebungssystem für Fahrzeuge zur Stauminderung eingeführt wurde. Der Versuchszeitraum mit Mauterhebung reichte von Januar bis Juli 2006. Alle Fahrzeuge, die in und aus der Innenstadt fuhren, mussten tagsüber 10 bis 20 SEK (1,07 bis 2,14 Euro) bezahlen. Das Projekt beinhaltete einen verbesserten öffentlichen Personennahverkehr und mehr Park&Ride-Stellplätze.Der Versuch war auf ein halbes Jahr begrenzt und im Anschluss wurde eine Volksabstimmung durchgeführt. Zur Information der Bevölkerung über die Auswirkungen der Maut wurde ein großes Forschungspaket aufgelegt. Die Volkabstimmung verlief positiv und die Maut ist heute dauerhaft eingeführt, aber die gesammelten Daten aus dem Forschungsprojekt sind noch nicht vollständig ausgewertet. Diese Arbeit konzentriert sich auf das Mobilitätsverhalten der Bevölkerung im Bezirk Stockholm und verwendet eine Panelbefragung in Haushalten mit 24.000 Teilnehmern. Die Befragungswellen fanden im September 2004 und März 2006 statt.Die Untersuchung verfolgt das Verhalten einzelner Individuen während der beiden Wellen und nutzt somit die Vorteile, die die Panelbefragung bietet. Die Analyse wird separat für jeden Wegezweck durchgeführt und betrachtet die Änderung der Verkehrmittelwahl während der zweiten Welle im Vergleich zur ursprünglichen Wahl vor der Maut. Dies wird durch die Auswertung einzelner soziodemographischer Gruppen ergänzt.Die Querschnittsuntersuchung zeigt, dass die Maut nicht zu einer Vermeidung von Wegen in oder aus der Innenstadt führt. Die Anzahl an Wegen durch den Mautgürtel nimmt leichter durch saisonale Einflüsse ab als in anderen Teilen des Bezirkes. Somit ist die Stadt entweder als Quell- oder Zielgebiet attraktiver geworden oder die Wege durch den Mautgürtel können nicht durch kostenfreie Fahrten ersetzt werden.Der öffentliche Personennahverkehr profitiert im Sinne vom Modal Split am meisten von der Maut. Die Bedeutung steigt im gesamten Bezirk, aber das Wachstum ist deutlich stärker für Wege durch den Mautgürtel. Die Verkehrsmittel Fuß und Fahrrad sind keine Alternative für die kostenpflichtigen Wege, da die Reiseweiten zu hoch sind und das Wetter zu kalt war. Die Panelanalyse zeigt, dass deutlich mehr Personen mit Wegen durch den Mautgürtel zur Arbeit, nach Hause und zum Einkaufen vom Auto zum öffentlichen Verkehr umsteigen als im Rest des Bezirks. Wechsel vom öffentlichen Verkehr zum Auto treten seltener bei Wegen in oder aus der Innenstadt auf als bei kostenfreien Fahrten.Einzelne soziodemographische Gruppen passen sich besonders an die Maut an. Frauen ersetzen je nach Wegezweck im Vergleich zu Männern bis zu 30 % häufiger das Auto durch alternative Verkehrsmittel. Dies kann mit geringerem persönlichen Einkommen zusammenhängen, aber die Variable Haushaltseinkommen hat in der Untersuchung einen eher geringen Einfluss bewiesen. Nur sehr arme Haushalte nutzen das Auto deutlich weniger und die Haushalte in der höchsten Einkommensgruppe behalten die Autonutzung bei.Die gesamte Analyse wird durch saisonale Einflüsse und das Wetter eingeschränkt, das während der zweiten Welle ungewöhnlich kalt war. Dieser Einfluss kann nicht vollständig berücksichtigt werden, da die Kontrollgruppe für die Wege durch den Mautgürtel Unterschiede bei der Wegecharakteristik aufweist.Die Studienarbeit verbessert das Wissen über Verhaltensänderungen der Menschen durch eine Maut. Sie ermöglicht die Überprüfung von Ergebnissen der Verkehrsmodellierung und zeigt, dass einzelne soziodemographische Merkmale für die Modellierung in anderen Regionen genutzt werden sollten, wenn die Zusammensetzung der Bevölkerung von Stockholm abweicht.</p> / <p>Stockholmsförsöket är ett av de få projekten som brukar ett automatik systemet för beskatta fordon med trängselskatt. Syftet är att minska trängseln på gatorna. Försöksperioden låg mellan januari och juli 2006. Fordon som åkte in eller ut i innerstaden måste betala 10 till 20 SEK under dagtid. Försöket omfattade förbättrad kollektivtrafik samt fler infartsparkeringar.Försöket var begränsat till ett halvt år och allmänhet hade folkomröstning om skatten senare. En stort  paket med många forskningsprojekt startas för att informera alla om effekter av skatt. Folkomröstning gav ett jakande svar och trängselskatt är idag permanent. Men all samlad data är ännu inte analyserad. Det här examensarbetet koncentrerar på resvanor av alla invånare i Stockholms Län och använder kohortstudier med 24 000 personer. Vågor uppstod i september 2004 och mars 2006.Huvudideen var att  använda sig av kohortstudier och studera beteendet i båda vågorna. Alla ärenden analyserades separat och skillnaderna på färdmedelna undersötes mellan förre och efter trängselskatt. Det kan även bli specificerad för flera olika sociala bakgrundsgrupper.Tvärsnittstudiens analys visar att förhindra resor till och från innerstaden inte är ett alternativ. Antal av resenärer som passerat avgiftssnittet har inte minskat så mycket av väder än alla andra resor i länet. Innerstaden är mer attraktiv som utgångspungt eller destination. De kan inte ersättnas med resor som kostar ingen skatt.Färdmedelfördelning har förbättrats för kollektivtrafiken på grund av trängselskatt. Kollektivtrafiken ökar i hela länet, men vinsten är störst för resor som passerat avgiftnittet. Färdmedeln fot och cykel är inget alternativ på grund av långt avstånd och dåligt väder under andra vågor. Kohortstudier visar att många resenärer byter från bil till kollektivtrafiken när man resan till jobbet, hemmet och inför shoping om man jämför med hela länet. Växling från kollektivtrafiken till bil är mindre för resorna som måste betala skatt.Några sociala grupper anpassar sig annorlunda till trängselskatten. Kvinnor åker bil ner till 30 procent mindre än men. Orsak är kanske lägre personlig inkomst, men variabel hushållinkomst har mindre effekt. Fattiga hushåll andvänder  bil mycket mindre än rika hushåll, som åker bil mycket mer.Huvudbegränsningen av analysen är årstiderna och vädret,, som tillexempel ovanlig kallt väder under andra vågoen. Man kan inte förklara hela effekten därför att kontrollgruppen av har olika egenskaper.Examensarbetet  bättre kunskap hur trängselskatten påverkar beteendet av människor. Det möjliggör att kontrollera transportmodellerings resultat och visar att några variabler skulle användas om modellering skulle göras i annan region med en annan typ av  sammansättning av befolkning  än i Stockholm.</p>

Recent research suggests that, besides traditional socio-demographic and built environment attributes, the attitudes and perceptions of parents toward walking and bicycling play a crucial role in deciding their children’s mode choice to school. However, very little is known about the factors that shape these parental attitudes toward their children actively commuting to school. The current study aims to investigate this unexplored avenue of research and identify the influences on parental attitudes toward their children walking and bicycling to school, as part of a larger nationwide effort to make children more physically active and combat rising trends of childhood obesity in the US. Through the use of a multivariate ordered response model (a model structure that allows different attitudes to be correlated), the current study analyses five different parental attitudes toward their children walking and bicycling to school, based on data drawn from the California add-on sample of the 2009 National Household Travel Survey. In particular, the subsample from the Los Angeles – Riverside – Orange County area is used in this study to take advantage of a rich set of micro-accessibility measures that is available for this region. It is found that school accessibility, work patterns, current mode use in the household, and socio-demographic characteristics shape parental attitudes toward children walking and bicycling to school. The study findings provide insights on policies, strategies, and campaigns that may help shift parental attitudes to be more favourable toward their children walking and bicycling to school. / text

This dissertation focuses on the relationship between accessibility to job opportunities, travel mode choices and employment outcomes of the disadvantaged. In past research examining the impact of accessibility on employment outcomes of the underprivileged, it has been an implicit assumption that a poor individual's employment status is directly connected to accessibility to transport modes and job opportunities. This dissertation challenges such a fundamental assumption and argues that due to unique travel needs of the poor, a high level of access to transportation means or job accessibility provided by a given travel mode does not automatically determine the choice of that particular travel mode. What is missing in the existing literature is examination of how accessibility affects travel mode choices for low-income individuals, and how travel mode preferences subsequently influence their employment outcomes. The objective of this dissertation is to shed new light on current understanding of the relationship between transportation and employment of the disadvantaged. The study focuses on explaining what factors influence low-income individuals in their choice of a transportation mode, and more importantly, how modal preferences, along with job accessibility, affect employment of the poor. Household travel survey data from the San Francisco Bay Area and the Atlanta Metropolitan Region were used to examine this interrelationship. The research findings show that higher modal and job accessibility do not always determine the choice of a particular travel mode, defying the assumption of the previous studies. What is important for enhancing one's employment is whether or not a low-income person has regular access to cars and an individual circumstance allows the poor to utilize existing automobiles rather than the efficiency of highway network. In terms of public transportation, higher job accessibility by transit network is associated with better employment outcomes for transit users. Nonetheless, when transit riders had to access transit systems by walking, job accessibility did not have meaningful impact on employment. It is important to note that the impact that job accessibility by transit has on employment is found only in a transit-friendly Bay Area. Policy implication from this dissertation is discussed. / text

This thesis jointly models the 24 hour work trip timing and mode choice decisions of commuters in the Greater Toronto Area. A discrete-continuous specification, with a multinomial logit model for mode choice and an accelerated time hazard model for trip timing, is used to allow for unrestricted correlation between these two fundamental decisions. Statistically significant correlations are found between mode choice and trip timing for work journeys with expected differences between modes. Furthermore, the joint models have a wide range of policy sensitive statistically significant parameters of intuitive sign and magnitude, revealing expected differences between workers of different occupation groups. Furthermore, the estimated models have a high degree of fit to observed cumulative departure and arrival time distribution functions and to observed mode choices. Finally, sensitivity tests have demonstrated that the model is capable of capturing peak spreading in response to increasing auto congestion.

This thesis jointly models the 24 hour work trip timing and mode choice decisions of commuters in the Greater Toronto Area. A discrete-continuous specification, with a multinomial logit model for mode choice and an accelerated time hazard model for trip timing, is used to allow for unrestricted correlation between these two fundamental decisions. Statistically significant correlations are found between mode choice and trip timing for work journeys with expected differences between modes. Furthermore, the joint models have a wide range of policy sensitive statistically significant parameters of intuitive sign and magnitude, revealing expected differences between workers of different occupation groups. Furthermore, the estimated models have a high degree of fit to observed cumulative departure and arrival time distribution functions and to observed mode choices. Finally, sensitivity tests have demonstrated that the model is capable of capturing peak spreading in response to increasing auto congestion.