The Svealand line opened in 1997 and the services areoperated with regional high speed trains. While the Svealandline was being built, the slow trains that had been inoperation on the old railway between Eskilstuna and Stockholm(a distance of 115 km) were replaced by buses with a highfrequency of service. In a case study of the effects of regional high speed trainservices, field surveys were made of residents and publictransport passengers along the line, and in a reference centreof population, before and after the Svealand line opened.Changes in knowledge, valuations and travel behaviour have beenanalysed, as have changes in accessibility. The supply and thedemand for regional journeys by car, bus and train have alsobeen examined. The results show that the Svealand line has meant anincrease of up to seven times in regional travel by railcompared to the old railway between Eskilstuna and Stockholm,and the market share has risen from 6% to 30%. Those who travelmost are people who have access to a car at times. Habitualmotorists, on the other hand, account for the largest increasein travel by public transport. In areas close to the railwaystations in Strängnäs and Eskilstuna new patterns ofcar ownership, travel behaviour, choice of transport mode andchoice of destination have been found since the regional highspeed trains began operating on the Svealand line. Commuting towork has also shown a marked increase. Travelling times arevalued highly and especially motorists value the high speedtrain mode of transport highly. Poorer train services and busservices are not attractive to motorists other than as areserve alternative to their own cars. A general conclusion is that the regional high speed trainservices have had a major impact on the travel market, travelbehaviour and accessibility. The improved accessibility toStockholm in particular is especially noticeable amongresidents close to the railway stations. Keywords:The Svealand line, high speed trains, regionaltravel, travel behaviour, choice of transport mode,accessibility / QC 20100608

Despite the significant advances that have been made in traffic sensor technologies, there are only a few systems that provide measurements at the trip level and fewer yet that can do so for all travel modes. On the other hand, traditional methods of collecting individual travel behavior (i.e. manual or web-based travel diaries) are resource intensive and prone to a wide range of errors. Moreover, although dedicated GPS loggers provide the ability to collect detailed travel behavior data with less effort, their use still faces several challenges including the need to distribute and retrieve the logger; the potential need to have the survey participants upload data from the logger to a server; and the need for survey participants to carry another device with them on all their trips. The widespread adoption of smart phones provides an opportunity to acquire travel behavior data from individuals without the need for participants to record trips in a travel diary or to carry dedicated recording devices with them on their travels. The collected travel data can then be used by municipalities and regions for forecasting the travel demand or for analyzing the travel behavior of individuals. In the current research, a smart phone based travel behavior surveying system is designed, developed, and pilot tested. The custom software written for this study is capable of recording the travel characteristics of individuals over the course of any period of time (e.g. days or weeks) and across all travel modes. In this system, a custom application on the smart phone records the GPS data (using the onboard GPS unit) at a prescribed frequency and then automatically transmits the data to a dedicated server. In the server, the data are stored in a dedicated database to be then processed using trip characteristics inference algorithms. The main challenge with the implemented system is the need to reduce the amount of energy consumed by the device to calculate and transmit the GPS fixes. In order to reduce the power consumption from the travel behavior data acquisition software, several techniques are proposed in the current study. Finally, in order to evaluate the performance of the developed system, first the accuracy of the position information obtained from the data acquisition software is analyzed, and then the impact of the proposed methods for reducing the battery consumption is examined. As a conclusion, the results of implemented system shows that collecting individual travel behavior data through the use of GPS enabled smart phones is technically feasible and would address most of the limitations associated with other survey techniques. According to the results, the accuracy of the GPS positions and speed collected through the implemented system is comparable to GPS loggers. Moreover, proposed battery reduction techniques are able to reduce the battery consumption rate from 13.3% per hour to 5.75% per hour (i.e. 57% reduction) when the trip maker is non-stationary and from 5.75% per hour to 1.41% per hour (i.e. 75.5% reduction) when the trip maker is stationary.

The literature on the travel market has focused on the motivations and activities of different market segments, destination attributes, evaluation of well-being, travel behaviour and characteristics, and demographic information. Some work has been undertaken on seniors’ travel motivations but the majority of this worked reported for North America. Few comparisons have been made between baby boomers’ and seniors’ travel motivations and preferences for domestic trip. This study investigated the domestic travel motivations of baby boomer (age 50 to 60) and senior (age 61 and over) citizens in Tainan, Taiwan. The study objectives were: (1) to present demographic information on senior and baby boomer domestic travelers; (2) to examine the travel motivations, destination attributes, and well-being of senior and baby boomer travelers; (3) to determine the differences in travel-related characteristics between senior and baby boomer travelers; and (4) to investigate whether those who travel more domestically also travel more internationally. A total of 184 citizens (100 baby boomers and 84 seniors) in Tainan, Taiwan, participated in this study. The data were analyzed using simple descriptive statistics, t-tests, cross-tabulations, chi-squared tests and correlation analyses. The open-ended questions were recorded and analyzed for themes. The demographic data revealed that marital status, employment status, education, income and major source of income were significantly different between baby boomer and senior respondents, as were travel motivations. The destination attributes sought and evaluations of well-being were not significantly different between the groups. Some differences were found in travel behaviours and characteristics reported by baby boomer and senior respondents, especially in the likelihood of traveling with an organized party, spending of money on traveling, joining an all-inclusive package tour, willingness to spend extra money on recreation, perceiving that seniors should stay at home or in silver town, and perceiving that travel improves their quality of life. In addition, traveling on overnight international trips influences the frequency of taking domestic trips for both groups. This study contributes to the tourism literature by comparing baby boomer and senior respondents’ travel motivations and preferences in domestic trips. The findings provided new insights into the understanding of tourist motivations, destination attributes, positive/negative affects and tourists’ behaviors, particularly as experienced in domestic trip taken by baby boomers and seniors in Tainan, Taiwan.

The literature on the travel market has focused on the motivations and activities of different market segments, destination attributes, evaluation of well-being, travel behaviour and characteristics, and demographic information. Some work has been undertaken on seniors’ travel motivations but the majority of this worked reported for North America. Few comparisons have been made between baby boomers’ and seniors’ travel motivations and preferences for domestic trip. This study investigated the domestic travel motivations of baby boomer (age 50 to 60) and senior (age 61 and over) citizens in Tainan, Taiwan. The study objectives were: (1) to present demographic information on senior and baby boomer domestic travelers; (2) to examine the travel motivations, destination attributes, and well-being of senior and baby boomer travelers; (3) to determine the differences in travel-related characteristics between senior and baby boomer travelers; and (4) to investigate whether those who travel more domestically also travel more internationally. A total of 184 citizens (100 baby boomers and 84 seniors) in Tainan, Taiwan, participated in this study. The data were analyzed using simple descriptive statistics, t-tests, cross-tabulations, chi-squared tests and correlation analyses. The open-ended questions were recorded and analyzed for themes. The demographic data revealed that marital status, employment status, education, income and major source of income were significantly different between baby boomer and senior respondents, as were travel motivations. The destination attributes sought and evaluations of well-being were not significantly different between the groups. Some differences were found in travel behaviours and characteristics reported by baby boomer and senior respondents, especially in the likelihood of traveling with an organized party, spending of money on traveling, joining an all-inclusive package tour, willingness to spend extra money on recreation, perceiving that seniors should stay at home or in silver town, and perceiving that travel improves their quality of life. In addition, traveling on overnight international trips influences the frequency of taking domestic trips for both groups. This study contributes to the tourism literature by comparing baby boomer and senior respondents’ travel motivations and preferences in domestic trips. The findings provided new insights into the understanding of tourist motivations, destination attributes, positive/negative affects and tourists’ behaviors, particularly as experienced in domestic trip taken by baby boomers and seniors in Tainan, Taiwan.

This research presents the first North American route-choice model for cyclists developed from a large sample of GPS data. These findings should encourage all interested municipalities to implement cycling as part of their transportation planning by determining key designing and planning factors to encourage cycling. The analysis is based on processing revealed preference data obtained from 415 self-selected cyclists in Waterloo, Ontario, which corresponded to 2000 routes. Cyclists' route decisions were modeled using multinomial logit framework of discrete choice theory. The main finding involved in capturing two different behaviour groups, namely experienced and inexperienced cyclists. This was subsequently reflected in the two developed models. The key factors impacting route-choice were found to be trip length, speed, volume, bicycle lane presence and percent of uphill gradient that cyclists face. The predictive power of the best model was 65%. The outlier analysis found that the relative significance of uphill gradient coefficient in one circumstances and perhaps the exclusion of unobserved variables, in other circumstances could be the cause why probability of actual choice was not predicted by both models all the time. In addition, this research involved in the development of a transferability study involving route-choice modeling for cyclists. The analysis is based on the revealed preference data obtained from 255 self-selected cyclists in Peel Region, Ontario, which corresponded to 425 unique routes. The choice set contained actual routes and a combination of alternatives obtained by labeling and impedance rules. The transferability of Waterloo's model to Peel Region was 37%. This means that cyclists behaviour in the Peel Region can be predicted correctly by travel length, bicycle lane presence and percent of uphill gradient for every third cyclist.

The student market is a large and growing segment of the tourism industry that contributes approximately one billion rand annually to the tourism economy Unfortunately, despite the apparent profitability of this market, students are still disregarded by the South African tourism industry This may be explained by the perception and ignorance by the industry and that little is known about the characteristics, travel motivations and behaviour of this market The literature review revealed that students have specific characteristics which influence their travel behaviour such as money, time, social factors, personal characteristics, motives, special interests and especially cultural or ethnic backgrounds. Thus it is clear that although the student market seems homogeneous, heterogeneous differences do exist In order to capitalise on this market and to comprehensively understand student behaviour, information is needed about the activities which the students pursue, with whom and where these activities are pursued and even more importantly , how the students make the decision to purchase the product to go on holiday Thus the main purpose of this study was to determine the travel behaviour of students at the NWU, Potchefstroom Campus. This was achieved firstly by analysing motivation (Chapter 2) and conceptualising travel behaviour (Chapter 3) by means of extensive literature reviews. Motivation is understood as the underlying forces that arouse and direct the behaviours in which students engage, in order to realise certain benefits Behaviour can be viewed as a process of internal psychological factors (e.g. needs, wants and goals) which generate tension to some extent Different students have different needs; their purchase decision may be influenced by individual preference and social circumstances at the least The aim of conducting a literature review concerning the total concept of travel behaviour was to analyse the process of travel behaviour and effecting factors including travel motives, in order to understand and how best to attract the student market. In order to determine the travel behaviour of students at the NWU, Potchefstroom Campus, a survey was conducted between the 5th and 14th of October 2010 The survey was conducted by means of distributing a Questionnaire among third -year students during contact sessions in each of the different Faculties. From the data obtained from the questionnaire; a profile of the third-year students could be compiled and through factor analyses, the travel behaviour of the students could be determined. ANOVAs and Chi-square tests were used to determine whether the student travel behaviour in the different faculties differed from each other as well as to what extent These analyses were conducted in Chapter 4. Evidently convenience was considered as the most important factor with regard to the travelling characteristics of the students, Relaxation and Having fun as the most important factors influencing the travel motivation of students and Finance was the most important factor influencing the travel behaviour of the third-year students at the NWU, Potchefstroom_ Overall it was clear that the students in each faculty differed in their travel characteristics, activities influencing the holiday experience, motives to go on holiday and factors influencing the choice of destination as well as holiday preferences The Faculty of Theology stood out as the faculty which differed the most with regard to the afore-mentioned, whereas the Faculty of Health Sciences indicated the least differences This research therefore revealed that the third-year student market at the NWU, Potchefstroom Campus cannot be seen as a homogenous market since there are definite heterogeneous differences with regard to their travel behaviour. This market is also very complex since the Faculty to which the student belongs, contributes to these heterogeneous differences Knowledge of the travel behaviour of students can aid in segmentation of the student market in order to refine the marketing strategies of the destination as well as the development of target specific marketing messages. / Thesis (M.Com. (Tourism))--North-West University, Potchefstroom Campus, 2011.

The student market is a large and growing segment of the tourism industry that contributes approximately one billion rand annually to the tourism economy Unfortunately, despite the apparent profitability of this market, students are still disregarded by the South African tourism industry This may be explained by the perception and ignorance by the industry and that little is known about the characteristics, travel motivations and behaviour of this market The literature review revealed that students have specific characteristics which influence their travel behaviour such as money, time, social factors, personal characteristics, motives, special interests and especially cultural or ethnic backgrounds. Thus it is clear that although the student market seems homogeneous, heterogeneous differences do exist In order to capitalise on this market and to comprehensively understand student behaviour, information is needed about the activities which the students pursue, with whom and where these activities are pursued and even more importantly , how the students make the decision to purchase the product to go on holiday Thus the main purpose of this study was to determine the travel behaviour of students at the NWU, Potchefstroom Campus. This was achieved firstly by analysing motivation (Chapter 2) and conceptualising travel behaviour (Chapter 3) by means of extensive literature reviews. Motivation is understood as the underlying forces that arouse and direct the behaviours in which students engage, in order to realise certain benefits Behaviour can be viewed as a process of internal psychological factors (e.g. needs, wants and goals) which generate tension to some extent Different students have different needs; their purchase decision may be influenced by individual preference and social circumstances at the least The aim of conducting a literature review concerning the total concept of travel behaviour was to analyse the process of travel behaviour and effecting factors including travel motives, in order to understand and how best to attract the student market. In order to determine the travel behaviour of students at the NWU, Potchefstroom Campus, a survey was conducted between the 5th and 14th of October 2010 The survey was conducted by means of distributing a Questionnaire among third -year students during contact sessions in each of the different Faculties. From the data obtained from the questionnaire; a profile of the third-year students could be compiled and through factor analyses, the travel behaviour of the students could be determined. ANOVAs and Chi-square tests were used to determine whether the student travel behaviour in the different faculties differed from each other as well as to what extent These analyses were conducted in Chapter 4. Evidently convenience was considered as the most important factor with regard to the travelling characteristics of the students, Relaxation and Having fun as the most important factors influencing the travel motivation of students and Finance was the most important factor influencing the travel behaviour of the third-year students at the NWU, Potchefstroom_ Overall it was clear that the students in each faculty differed in their travel characteristics, activities influencing the holiday experience, motives to go on holiday and factors influencing the choice of destination as well as holiday preferences The Faculty of Theology stood out as the faculty which differed the most with regard to the afore-mentioned, whereas the Faculty of Health Sciences indicated the least differences This research therefore revealed that the third-year student market at the NWU, Potchefstroom Campus cannot be seen as a homogenous market since there are definite heterogeneous differences with regard to their travel behaviour. This market is also very complex since the Faculty to which the student belongs, contributes to these heterogeneous differences Knowledge of the travel behaviour of students can aid in segmentation of the student market in order to refine the marketing strategies of the destination as well as the development of target specific marketing messages. / Thesis (M.Com. (Tourism))--North-West University, Potchefstroom Campus, 2011.

The City of Toronto has done much to reduce congestion through transportation system management and travel demand measures. Yet, while measures to eliminate the traffic congestion problem have been necessary, they simply have not been sufficient to accommodate over 2.5 million residents and the many more who find their way into the area from points beyond particularly from other regions in the Greater Toronto Area (GTA). In addition, the transportation improvements certainly do not provide capacity adequate to address the needs of the future predicted residents and added economic activity. Congestion pricing is an untapped transportation strategy that can reduce traffic congestion, improve air quality, and raise the revenue essential to implement needed transportation measures that are effective in improving transportation services and facilities. While experience with congestion pricing is limited, there are sufficient examples and experiences around the world to demonstrate that, when implemented properly, it virtually never fails to be an effective tool to curb congestion. Yet, when initially proposed, it never fails to be controversial. This is due in part to the lack of research on the equity impacts on different socio-economic groups. This is the dichotomy and the dilemma of congestion pricing that every city must face in seeking this new approach to congestion management. The main goal of the research is to provide empirical research that enhances our understanding of the equity implications of cordon pricing for the urban region of Toronto, Canada. Three research objectives are identified to address the research goal. The first objective is to examine the ways that the GTA is moving toward or away the principles of sustainable transportation, and thus to make a case that Downtown Toronto is a candidate for cordon pricing. The second objective is to investigate if particular socio-economic groups would be disproportionately affected by the implementation of cordon pricing in Downtown Toronto, as one way of approaching the equity dimensions of such a policy. The third objective is to explore some of the policy aspects associated with implementing cordon pricing in Toronto, including public perceptions of such a policy as well as probable responses to the policy. The major findings of this analysis are that the GTA is not moving in the direction of sustainable transportation, which provides a concrete justification for demand-management interventions and that Downtown Toronto is a candidate for cordon pricing. A Downtown Toronto cordon pricing scheme would be progressive in its effects on the various socio-economic groups, and that the progressivity holds up even when travel is disaggregated by demographic factors such as age, gender, household size and occupational category. Full-time workers account for a larger proportion of the affected trips and the percentage of trips that would be affected is highest for those in the full-time high-income neighborhoods. The analyses show that toll charge is an important factor that would trigger some income groups to change their travel behaviour. People from high-income neighborhoods are more willing to pay the charges and drive as usual than people from other income neighborhoods. Revenue redistribution is critical to assess and achieve equity of congestion pricing.

Despite the significant advances that have been made in traffic sensor technologies, there are only a few systems that provide measurements at the trip level and fewer yet that can do so for all travel modes. On the other hand, traditional methods of collecting individual travel behavior (i.e. manual or web-based travel diaries) are resource intensive and prone to a wide range of errors. Moreover, although dedicated GPS loggers provide the ability to collect detailed travel behavior data with less effort, their use still faces several challenges including the need to distribute and retrieve the logger; the potential need to have the survey participants upload data from the logger to a server; and the need for survey participants to carry another device with them on all their trips. The widespread adoption of smart phones provides an opportunity to acquire travel behavior data from individuals without the need for participants to record trips in a travel diary or to carry dedicated recording devices with them on their travels. The collected travel data can then be used by municipalities and regions for forecasting the travel demand or for analyzing the travel behavior of individuals. In the current research, a smart phone based travel behavior surveying system is designed, developed, and pilot tested. The custom software written for this study is capable of recording the travel characteristics of individuals over the course of any period of time (e.g. days or weeks) and across all travel modes. In this system, a custom application on the smart phone records the GPS data (using the onboard GPS unit) at a prescribed frequency and then automatically transmits the data to a dedicated server. In the server, the data are stored in a dedicated database to be then processed using trip characteristics inference algorithms. The main challenge with the implemented system is the need to reduce the amount of energy consumed by the device to calculate and transmit the GPS fixes. In order to reduce the power consumption from the travel behavior data acquisition software, several techniques are proposed in the current study. Finally, in order to evaluate the performance of the developed system, first the accuracy of the position information obtained from the data acquisition software is analyzed, and then the impact of the proposed methods for reducing the battery consumption is examined. As a conclusion, the results of implemented system shows that collecting individual travel behavior data through the use of GPS enabled smart phones is technically feasible and would address most of the limitations associated with other survey techniques. According to the results, the accuracy of the GPS positions and speed collected through the implemented system is comparable to GPS loggers. Moreover, proposed battery reduction techniques are able to reduce the battery consumption rate from 13.3% per hour to 5.75% per hour (i.e. 57% reduction) when the trip maker is non-stationary and from 5.75% per hour to 1.41% per hour (i.e. 75.5% reduction) when the trip maker is stationary.

The City of Toronto has done much to reduce congestion through transportation system management and travel demand measures. Yet, while measures to eliminate the traffic congestion problem have been necessary, they simply have not been sufficient to accommodate over 2.5 million residents and the many more who find their way into the area from points beyond particularly from other regions in the Greater Toronto Area (GTA). In addition, the transportation improvements certainly do not provide capacity adequate to address the needs of the future predicted residents and added economic activity. Congestion pricing is an untapped transportation strategy that can reduce traffic congestion, improve air quality, and raise the revenue essential to implement needed transportation measures that are effective in improving transportation services and facilities. While experience with congestion pricing is limited, there are sufficient examples and experiences around the world to demonstrate that, when implemented properly, it virtually never fails to be an effective tool to curb congestion. Yet, when initially proposed, it never fails to be controversial. This is due in part to the lack of research on the equity impacts on different socio-economic groups. This is the dichotomy and the dilemma of congestion pricing that every city must face in seeking this new approach to congestion management. The main goal of the research is to provide empirical research that enhances our understanding of the equity implications of cordon pricing for the urban region of Toronto, Canada. Three research objectives are identified to address the research goal. The first objective is to examine the ways that the GTA is moving toward or away the principles of sustainable transportation, and thus to make a case that Downtown Toronto is a candidate for cordon pricing. The second objective is to investigate if particular socio-economic groups would be disproportionately affected by the implementation of cordon pricing in Downtown Toronto, as one way of approaching the equity dimensions of such a policy. The third objective is to explore some of the policy aspects associated with implementing cordon pricing in Toronto, including public perceptions of such a policy as well as probable responses to the policy. The major findings of this analysis are that the GTA is not moving in the direction of sustainable transportation, which provides a concrete justification for demand-management interventions and that Downtown Toronto is a candidate for cordon pricing. A Downtown Toronto cordon pricing scheme would be progressive in its effects on the various socio-economic groups, and that the progressivity holds up even when travel is disaggregated by demographic factors such as age, gender, household size and occupational category. Full-time workers account for a larger proportion of the affected trips and the percentage of trips that would be affected is highest for those in the full-time high-income neighborhoods. The analyses show that toll charge is an important factor that would trigger some income groups to change their travel behaviour. People from high-income neighborhoods are more willing to pay the charges and drive as usual than people from other income neighborhoods. Revenue redistribution is critical to assess and achieve equity of congestion pricing.