Suchergebnisse

1. Activity spaces, biographies, social networks and their welfare gains and externalities : some hypotheses and empirical results / Kay W. Axhausen -- 2. Qualitative interviews on the formation and maintenance of social networks as foundation for quantitative survey instruments / Timo Ohnmacht -- 3. Egocentric networks in Zurich : quantitative survey development, data collection and analysis / Andreas Frei and Timo Ohnmacht -- 4. Personal networks in a population-wide network structure / Matthias Kowald -- 5. Country specific characteristics matter / Andreas Frei. [et al.] -- 6. Personal characteristics, social contacts and transport systems / Juan A. Carrasco -- 7. Dynamic social networks and travel / Fariya Sharmeen, Theo Arentze and Harry J.P. Timmermans.

healthy economy, diversified and well managed transportation system needs in place. As part of the first GTP, the Federal government has built international and national railway networks. The city of Addis Ababa has gain an opportunity to have 34km of Light Rail Transport line. In order to keep any transportation systems fully functional during its service years, appropriate transport planning and modeling needed. The first step of transport planning and modeling it is to identify the needs for transportation, usually called travel demand modeling. The main objective of this research is to determine Addis Ababa East - West Light Rail travel demand by using the conventional statically oriented and trip based approach of the four step travel demand modeling technique. This modeling principle needs data of, transportation network, city level socio-economic indicators, transportation cost, travel time cost, available means of transport, and other relevant data that dictate mobility and choice of transportation mode. In order to facilitate modeling procedures TransCAD 4.5 modeling tool was utilized. In the course of modeling, Addis Ababa Transport Master Plan study serve as a basic platform for modeling by updating its input variable with 2012 base year data. The 99 Kebels of Addis Ababa used as TAZ's, transportation network developed, regression equations of trip production and attraction with updated variables used. The balanced trip production of the four trip categories, Home Based Work, Home Based Education, Home Based Others, and Non Home Based trips distributed over TAZ's. By deducting percentage of none public transport users, total number of traffics split over the three modes of public transports; Taxi, Bus and Medium Bus; and assigned over the network. By considering LRT as the fourth means of transport in the East - West corridor, traffic modal share recalculated using generalized cost, and percentage share of the four means of transport identified. As the modeling results showed, 3.5 million people reside in Addis Ababa, total number of traffic in the study corridor is 644,400, with 25.9 percentage share 167,200 passengers use LRT per day. Of all the segments, Mexico, Coca, Torhayloch and Stadium area has the highest number LRT user. These and other findings of this research compared with design document of LRT and it is concluded that the base year of 2012 traffic by itself surpass both initial and short term expected design traffic. Therefore, it is highly recommended a quick review of LRT traffic forecast is needed in order to alleviate the current over crowded in East – West LRT line.

From a team of international experts comes this analysis of the role, nature and effects of modern business travel. Issues addressed include the relationships between airlines and business travellers, the role of mobility in business, and the opportunities and challenges created by mobile workforces. The study combines theoretical advances with comprehensive analysis, and will provoke debate across the social sciences on the nature, organization and space of work in the twenty-first century.

Worry on nine different means of transport was measured in a Norwegian sample of 853 respondents. The main aim of the study was to investigate differences in worry about accidents and worry about unpleasant incidents, and how these two sorts of worry relate to various means of transport as well as transport behavior. Factor analyses of worry about accidents suggested a division between rail transport, road transport, and nonmotorized transport, whereas analyses of worry about unpleasant incidents suggested a division between transport modes where you interact with other people and "private" transport modes. Moreover, mean ratings of worry showed that respondents worried more about accidents than unpleasant incidents on private transport modes, and more about unpleasant incidents than accidents on public transport modes. Support for the distinction between worry about accidents and unpleasant incidents was also found when investigating relationships between both types of worry and behavioral adaptations: worry about accidents was more important than worry about unpleasant incidents in relation to behavioral adaptations on private means of transport, whereas the opposite was true for public means of transport. Finally, predictors of worry were investigated. The models of worry about accidents and worry about unpleasant incidents differed as to what predictors turned out significant. Knowledge about peoples' worries on different means of transport is important with regard to understanding and influencing transport and travel behavior, as well as attending to commuters' welfare.

Lit.

In this paper, changes in travel behaviour in Sheffield-Rotherham (1972-1981) and Manchester-Salford (1976–1982) are compared with special reference to the effect of bus fare levels in real terms, which fell by about 70% in Sheffield-Rotherham but remained constant in Manchester-Salford. The analysis is directed to seven distinct household types, and overall changes in bus trip rates, estimated elasticities, effects on traffic congestion, city centre use, mobility of low mobility groups, and income redistribution are examined. The conclusion is made that although reducing real fares resulted in higher levels of bus patronage, evidence for the other beneficial effects was absent.

The central premise of Design for Transport is that the designer's role is to approach design for transport from the point of view of the user. People have a collection of wants and needs and a significant proportion of them are to do with their requirements for mobility. Design for Transport shows how creative designers can take a user-focused approach for a wide range of types of transport products and systems. In so doing their starting point is one of creative dissatisfaction with what is currently available, and their specialist capability is in imagining and developing new solutions whic.