Redland Shire Council (RSC) has recently completed the preparation of Integrated Local Transport Plan (ILTP) and started its implementation and monitoring program. One of the major thrusts of the ILTP is to reduce the car dependency in the Shire and increase the shares of sustainable environmental-friendly travelling modes, such as walking, cycling and public transport. To achieve these objectives, a mathematical model is needed that is capable of modelling and forecasting the travelling mode choice behaviour in the multi modal environment of Redland Shire. Further, the model can be employed in testing the elasticity of various level-of-service attributes, under a virtual travel environment, as proposed in the ILTP, and estimating the demand for the new travelling alternatives to private car, namely the bus on busway, walking on walkway and cycling on cycleway. The research estimated various nested logit models for different trip lengths and trip purposes, using the data from a stated preference (SP) survey conducted in the Shire. A unique computer assisted personal interviewing (CAPI) instrument was designed, using both the motorised (bus on busway) and non-motorised travelling modes (walking on walkway and cycling on cycleway) in the SP choice set. Additionally, a unique set of access modes for bus on busway was also generated, containing hypothetical modes, such as secure park and ride facilities and kiss and ride drop-off zones at the busway stations, walkway and cycleway facilities to access the busway stations and a frequent and integrated feeder bus network within the Shire. Hence, this study created a totally new virtual travel environment for the population of Redland Shire, in order to record their perceived observations under these scenarios and develop the mode choice models. From the final model estimation results, it was found that the travel behaviour forecasted for regional trip-makers is considerably different from that of local trip-makers. The regional travellers for work, for instance, were found not to perceive the non-motorised modes as valid alternatives to car, possibly due to longer trip lengths. The value of time (VoT) determined for local work trip-makers (16.50 A$/hr) was also found to be higher than that of regional work trip-makers (11.70 A$/hr). From the survey analysis, a big part of the targeted population was found to be car captives, who are not likely to switch from cars to public transport; even if a more efficient transit infrastructure is implemented. In the past, the models have been generally calibrated using the mode choice survey data only, while that of the captive users were ignored. This yields a knowledge gap in capturing the complete travel behaviour of a region, since the question of what particular biases can be involved with each model estimation parameter by the captives remain unresolved. In this research, various statistical analyses were performed on the car captive users' data by categorising them into various trip characteristics and household parameters, in order to infer the relative influence of the car captive population on the travel behaviour of the study area. The outcomes of the research can assist the policy makers in solving the strategic issues of transit planning, including the future development of a busway corridor, with an efficient transit access mode network. The research findings can also be utilised in evaluating the feasibility of developing walkways and cycleways in the Shire, along with appraising the relative influence of car captive users on the travel behaviour forecasts for the study area.

Today’s logistics practices are moving from inventory-based push supply chains to replenishment-based pull supply chains, leading to a lower and less centralized inventory, smaller shipment sizes, and more just-in-time deliveries. As a result, industries are now demanding greater reliability in freight transportation. Delays and uncertainty in freight transportation translate directly into additional inventory, higher manufacturing costs, less economic competitiveness for businesses, and higher costs of goods that are being passed on to the consumers. Given the growing demand in freight transportation, the emerging needs to better understand freight behavior for better policy and investment decisions, and the increasing role of reliability in freight transportation, this research aims at providing a) better understanding of how the freight system users value travel time reliability in their transportation decisions, and b) advanced methods in quantifying the user’s willingness to pay for the improvement of transportation related attributes, particularly travel time reliability. To understand how the freight industry values travel time reliability in their transportation decisions, and particularly the presence of user heterogeneity, this research designed and conducted a stated preference (SP) survey for freight users in road transportation. Based on the feedback received during the pilot stage, reliability was measured as the standard deviation of travel time and presented as a frequency of on-time and late delivery in the choice scenarios. The survey collected 1,226 responses from 159 firms in Florida between January and May 2016 via online and paper methods. Various modeling approaches were explored to estimate the willingness to pay (WTP) measures among freight users, including multinomial logit (MNL) and mixed logit model. Market segmentation and interaction modeling techniques were employed to investigate preference variations among user groups, commodity groups, product type, and various other shipment characteristics, including shipping distance and weight. In general, across all groups in the sample, values of $37.00 per shipment-hour ($1.53 per ton-hour) for travel time savings and $55.00 per shipment-hour ($3.81 per ton- hour) for improvements of reliability were found in this research. Furthermore, while investigating the effects of shipping characteristics on the user’s preference in WTP, the results suggested that shipping distance and weight were the two most important variables. The results of the study help advance the understanding of the impact of the performance of transportation systems on freight transportation, which will lead to policy and investment decisions that better serve the needs of the freight community.

京都大学 / 新制・課程博士 / 博士(工学) / 甲第24217号 / 工博第5045号 / 新制||工||1788(附属図書館) / 京都大学大学院工学研究科都市社会工学専攻 / (主査)教授 山田 忠史, 教授 藤井 聡, 准教授 SCHMOECKER Jan-Dirk / 学位規則第4条第1項該当 / Doctor of Philosophy (Engineering) / Kyoto University / DFAM

No description available.

No description available.

Improving intersection safety and efficiency are the primary goals of alternative intersection designs. These designs seek to improve on traditional traffic control methods, often by reducing intersection conflict points, reducing or eliminating time-wasting signal phases, or both. However, public opposition to these new designs can be a large barrier to implementation of alternative intersections despite their known safety and efficiency benefits.<br><br>This study evaluated current public perception and factors influencing that perception for four alternative intersection designs - the roundabout, the restricted crossing U-turn (also known as J-turn and reduced conflict intersection), the displaced left turn (also known as the continuous flow intersection), and the diverging diamond interchange (also known as the double crossover diamond interchange). <br><br>To achieve this objective, a survey instrument was designed and distributed to a target sample of 1,000 adults residing in the State of Indiana. The survey solicited participant awareness of these designs, acceptance of a potential implementation of the design in their community, and driver confidence using the design along with participant socio-demographic data. Descriptive and inferential statistical analysis was then conducted. <br><br>The survey results indicate that residents of Indiana are not aware of designs not currently widely implemented in the state, that opposition to these rarer designs is prominent, and that drivers were generally less confident in their ability to safely navigate these unfamiliar designs. Younger respondents, male respondents, more highly educated respondents, respondents who travel more often or for farther distances, and respondents who rate their own driving ability highly are more likely to be aware, accepting, and confident using alternative designs. <br><br>The results of this study will inform future outreach efforts pertaining to alternative intersections by improving transportation agency understanding of public opinions and primary concerns regarding these designs and provide potential paths for improving public perception. <br>

<div>Technology is rapidly transforming both vehicles and transportation systems. The nature of this transformation will depend on how fast the technology resulting from three related revolutions, those in automated, electric, and shared vehicles, will diffuse. At the same time, the ‘sharing’ economy is growing and affecting mobility in urban areas that includes additional travel alternatives, such as car-sharing services, ride-hailing services, bike-sharing services, and other micro-transit services. It is evident that to prepare for these large-scale operations involving autonomous vehicles (AVs), researchers and transportation professionals need the useful insights on people’s attitudes toward and on acceptance of AVs that can be gained through behavioral experiments. In addition to this, it is also important to understand how the deployment of AVs will impact vehicle ownership and mode choice decisions.</div><div><br></div><div>The goal of this dissertation is to assess the public acceptance of AVs and shared autonomous vehicles (SAVs) via a behavioral experiment (stated preference survey) and offer insights on the potential implications of AVs and SAVs on mode choices. The following four overarching research objectives were formulated: (a) identifying the factors influencing the behavioral intention to ride in AVs; (b) identifying the characteristics of the AV market segments; (c) evaluating the attributes impacting personal vehicle ownership decisions (i.e., decisions to postpone the purchase of a non-AV due to the emergence of AVs); and (d) assessing the factors affecting mode choice decisions after the emergence of autonomous ride-sharing services operated through AVs, and evaluating the corresponding value of travel time savings. The results of each part of the research framework are integrated in the last chapter of the dissertation in order to provide the final conclusions and recommendations of the study.</div><div><br></div><div>To achieve these research objectives, a survey of the general population was distributed online in a major urban area with an advanced multimodal transportation system and captive users of ride-sharing users (Chicago, Illinois) and in an urban area with a more automobile-oriented culture (Indianapolis, Indiana). The survey sample included 400 responses of adults, representative of age and gender on each area. </div><div><br></div><div>One of the contributions of this dissertation is a theoretical model to assess the behavioral intention to ride in AVs that includes components of the theory of Planned Behavior, the theory of Diffusion of Innovation and additional factors derived from the literature while evaluating possible interrelationships between these components. A more holistic approach along these lines can help explain whether the emerging AV technology can diffuse by identifying the factors and key determinants that influence the behavioral intention to ride in AVs. The market segmentation analysis can further provide knowledge of the socio-demographic characteristics of potential AV users and an accurate classification of these groups of potential users in terms of their willingness to ride in AVs. The findings can provide insights into perceptions of and attitudes toward AVs that can help transportation and urban planners, as well as original equipment manufacturers, to prepare for the deployment of AVs by designing marketing strategies to improve people’s perceptions of AVs and increase market penetration.</div><div><br></div><div>Moreover, this dissertation provides a well-documented and easy-to-use framework that can support both planning and policy decisions in urban areas in an era of emergent automated transportation technologies. In urban areas with advanced multimodal transportation networks, the framework can be applied to identify the impact attributes affecting shared mobility in urban settings. In urban areas with a more car-oriented culture, the framework can be applied to explore the potential impacts of the emergence of AVs on personal vehicle ownership patterns. Finally, the survey that was designed to fulfill the goal of this dissertation can be replicated and distributed in metropolitan areas outside the US with more advanced multimodal transportation systems or areas within the US with traditionally higher rates of affinity to innovativeness and areas where AVs have been pilot-tested in real-world road conditions.</div><div><br></div>

<p>  </p> <p>The trucking industry seems to be resistant to electrification, even though truck electrification can lead to large societal as well as user benefits. This dissertation develops a framework to inform policy making and enhance electric vehicle (EV) preparedness in the trucking industry through the study of two interrelated elements: (a) the adoption of electric trucks and (b) the appropriate implementation of electric truck technology. These two elements cover the user perspective, which is not adequately studied, and the agency perspective, which is pivotal in the decision-making process. Specifically, this study addressed the following research questions: (i) which factors affect the purchase decisions of truck fleet managers or owners for electric trucks? (ii) what is the ranking of and interrelationships between the barriers to the adoption of electric trucks? (iii) which location criteria should be considered for the strategic implementation of dynamic wireless charging (DWC) in a freight transportation network and where should this technology be located based on these criteria, and (iv) what is the impact of electric truck adoption on highway revenue and potential of alternative funding mechanisms to recover the revenue loss?</p> <p>For the adoption of electric trucks, a stated preference survey was designed and distributed online to truck fleet managers/owners in the U.S., gathering 200 completed responses. Statistical and multi-criteria decision-making approaches were employed to identify the factors that affect the purchase intentions of truck fleet managers and explore the barriers to electric truck adoption. The results showed that the purchase intentions of truck fleet managers are affected by trucking firm and truck fleet characteristics, behavioral factors/opinions regarding electric trucks, and awareness of innovative charging technologies. Furthermore, electric truck adoption would be accelerated if stakeholders focused on the barriers related to the business model, product availability, and charging time. Additionally, electric truck adopters and non-adopters may not be viewed as one homogenous group, since differences were found in the ranking and interrelationships of barriers to electric truck adoption between these two groups. </p> <p>The implementation of electric truck technology was examined based on the truck fleet managers’ survey, secondary data sources and the case of Indiana, U.S. A multi-criteria decision-making spatial approach was proposed to identify the candidate locations for the deployment of DWC. It was concluded that the most suitable locations for DWC lanes were on interstates, near airports and ports and away from EV charging stations. A data-driven framework was also developed to quantify the impact of electric truck adoption and estimate the optimal fee for each truck to recover the revenue loss. Using the market penetration levels estimated based on the survey data collected, the average annual fuel tax revenue loss for Indiana was approximately $349M. To maintain the same tax revenue per vehicle, annual fees ranging from $969 (in 2021) to $1,243 (in 2035) for single-unit trucks and $6,192 to $7,321 for combination trucks would be needed. To address public relations problems of EV fee implementation, this study also discussed alternative mitigation measures: a vehicle-miles-traveled fee and a pay-as-you-charge fee.</p> <p>In summary, this dissertation contributes to the body of literature by providing significant insights regarding the perspectives of truck fleet managers for electric trucks as well as a comprehensive list of all the location criteria for DWC. The proposed frameworks and study findings can be used by policymakers and other major stakeholders of the EV ecosystem to frame certain strategies to accelerate electric truck adoption, identify the most suitable locations for charging infrastructure, better understand the impact of electric trucks on the highway revenue, and provide the groundwork for developing EV roadmaps.</p>