Full Version - Issue 7 | November 2011 - LTA Academy

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Urban Sustainability and Transportation: Research Framework for Medium and Long Term Transport Planning ...the design phase needs to be complemented with local information. A series of qualitative interviews will be undertaken with service providers in the industries of interest. The interview results will detail the software design and provide initial estimates for the necessary parameters... In addition to the literature review, the design phase needs to be complemented with local information. A series of qualitative interviews will be undertaken with service providers in the industries of interest. The interview results will detail the software design and provide initial estimates for the necessary parameters (e.g., minimum store sizes, minimum-maximum catchment areas, investment costs, labour pool preferences, etc.). The software design of the service provider agent will be rather generic so that the concept can also be adapted for the medium term model. In that spirit, agents will be implemented to manage and optimise, for example, the taxi fleet. Following on the design phase, the agents will be implemented and tested in isolation to see that the code performs as designed. The capabilities will include the definition of chains, the addition and removal of locations, choice of service and price levels for each location of a chain. Once the software runs stable and delivers meaningful results, a joint test will be performed in order to understand the interactions better and various future scenarios will be tested. 14 JOURNEYS | November 2011 • Social Networks As pointed out above, the second element missing for a destination choice at the parcel level is the understanding of the social network structures influencing these choices. In this context, an original survey will be undertaken in Singapore to capture the structure of local social networks and investigate the impact of social networks in joint decision-making. The survey will feature a name generator, as this methodology has a long history in sociology (Marsden 1990). However, so far the geographic spread of the contacts has normally been omitted or downplayed (Frei and Axhausen 2007) in such surveys. Recent work in transportation has three directions: building models of the dynamics of social networks, generating spatially distributed social networks in agent-based simulations (Hackney 2009) and, finally, capturing the geography of the social networks (Mok and Wellman 2007), (Carrasco 2006), (Carrasco et al. 2008), (van den Berg et al. 2009), (Frei and Axhausen 2011b) (Figure 5). While Axhausen et al. (2006) had focussed on the interaction with the mobility biography Most work so far has centred the social networks on the contacts, which are relevant for joint leisure, but has omitted the fact that people also have attachments to particular places and firms. (Lanzendorf 2003), the survey planned here will combine the capture of the
Urban Sustainability and Transportation: Research Framework for Medium and Long Term Transport Planning social network with the network of links and preferences to particular places and brands. Most work so far has centred the social networks on the contacts, which are relevant for joint leisure, but has omitted the fact that people also have attachments to particular places and firms. The survey will be conducted as an egocentric survey of contacts with whom the respondents spend their leisure time and fulfil the priority of obtaining a general and broad understanding of the network geographies. Special care will be taken to involve both citizens and foreign residents to get as complete an overview as possible. The survey will give insights, as discussed above, in the number and geography of social networks of the Singapore residents and of the frequency of their interactions. The uses of ‘clique’, an item tested in the current work at ETH Zurich (Kowald and Axhausen 2010), will allow us to characterise the internal structure of the Figure 5: Residential locations of the respondents (Zurich only) and acquaintances, as reported in Frei and Axhausen (2011b) JOURNEYS | November 2011 networks in a first approximation. The information about the place and firm attachments complements the social geography. Information about the mobility biography will place the current situation into the biographical context of the respondents. Implication Of Social Network On Location Choice The survey results will allow to do two things, firstly, generalise the social networks to the population as a whole (Arentze and Timmermans 2006), (Hackney and Marchal 2008), (Frei and Axhausen 2011b), (Arentze, Kowald and Axhausen 2011) by linking the agents via a probabilistic model, and secondly, establish new model structures to capture joint decision-making in destination choice (Frei and Axhausen 2011a). Based on the substantial literature on joint household decision-making in transport (Zhang et al. 2007) and on-going work within the SustainCity project (SustainCity 2011), suitable model structures will be developed to capture the joint choice of locations within social networks, in particular, for leisure The survey will be conducted as an ego-centric survey of contacts with whom the respondents spend their leisure time and fulfil the priority of obtaining a general and broad understanding of the network geographies. Special care will be taken to involve both citizens and foreign residents to get as complete an overview as possible. 15
Page 2 and 3: JOURNEYS Publisher LTA Academy Land
Page 5 and 6: Mohinder Singh Dean LTA Academy A s
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MADRID Population: 3.1 million Land
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PRAGUE Population: 1.2 million Land
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References VIENNA Population: 1.6 m
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References Functional Area Affordab
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References Toei - Tokyo Tokyo Metro
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References Toei - Tokyo Tokyo Metro
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The LTA Academy was launched in Sep
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