ReuseUnless indicated otherwise, fulltext items are protected by copyright with all rights reserved. The copyright exception in section 29 of the Copyright, Designs and Patents Act 1988 allows the making of a single copy solely for the purpose of non-commercial research or private study within the limits of fair dealing. The publisher or other rights-holder may allow further reproduction and re-use of this version -refer to the White Rose Research Online record for this item. Where records identify the publisher as the copyright holder, users can verify any specific terms of use on the publisher's website. TakedownIf you consider content in White Rose Research Online to be in breach of UK law, please notify us by emailing eprints@whiterose.ac.uk including the URL of the record and the reason for the withdrawal request. AbstractThere is growing interest in the use of models that recognise the role of individuals' attitudes and perceptions in choice behaviour. Rather than relying on simple linear approaches or a potentially bias-inducing deterministic approach based on incorporating stated attitudinal indicators directly in the choice model, researchers have recently recognised the latent nature of attitudes. The uptake of such latent attitude models in applied work has however been slow, while a number of overly simplistic assumptions are also commonly made. In this paper, we present an application of jointly estimated attitudinal and choice models to a real world transport study, looking at the role of latent attitudes in a rail travel context. Our results show the impact that concern with privacy, liberty and security, and distrust of business, technology and authority have on the desire for rail travel in the face of increased security measures, as well as for universal security checks. Alongside demonstrating the applicability of the model in applied work, we also address a number of theoretical issues. We first show the equivalence of two different normalisations discussed in the literature. Unlike many other latent attitude studies, we explicitly recognise the repeated choice nature of the data. Finally, the main methodological contribution comes in replacing the typically used continuous model for attitudinal response by an ordered logit structure which more correctly accounts for the ordinal nature of the indicators.

Trips longer than 50 mi account for less than one-fortieth of all trips but nearly one-third of all distance traveled within Great Britain. Because of the small proportion of all travel that they form, long-distance trips may not be adequately represented in national databases and models. However, because they account for a substantial proportion of total distance traveled, particularly on motorways and rail, these trips are important for transport policy and have a substantial impact on congestion. Moreover, study of existing data indicates that travelers’ behavior in longdistance journeys differs substantially from that in routine journeys. Not only is the set of available modes different, but the profile of travelers is also substantially different, with income playing an important role in both travel frequency and mode choice. In addition, model responsiveness and values of time vary significantly with journey length. For these reasons, treatment of the specific properties of long-distance travel is essential for appraising the impact of transport policy aimed at this market, such as high-speed rail, highway construction and management policies, and policies directed toward domestic air travel. This paper describes the development of a model to address these policy issues. The specific aim of the modeling work is to provide empirical evidence on the relative importance of mode, destination, and frequency responses for long-distance travel models. The models that have been developed form the basis for a forecasting model that can be used for the appraisal of a wide range of transport policy aimed at long-distance journeys.

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RAND Europe is a not-for-profit organisation whose mission is to help improve policy and decisionmaking through research and analysis. RAND's publications do not necessarily reflect the opinions of its research clients and sponsors.All rights reserved. No part of this book may be reproduced in any form by any electronic or mechanical means (including photocopying, recording, or information storage and retrieval) without permission in writing from the client. Published by the RAND Corporation, Santa Monica, Calif., and Cambridge, UK Support RAND

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This paper presents a pan-European application of a stated preference dicrete choice experiment for eliciting respondents' preferences for various data-privacy settings in the context of security and surveillance of train/metro facilities in Europe. Results show that respondents across the 27 European Union Member States (EU27) prefer some Closed Circuit Television Cameras (CCTV) surveillance across in all countries, except Sweden where the most advanced type of CCTV with face recognition capabilities is preferred. Most respondents prefer that CCTV data is stored for future use rather than just being used for real-time monitoring, with the exception of respondents in Greece. However, an intermediate period of storage (15 days) is preferred over a shorter or longer duration (45 days). Respondents across the EU27 are averse to police force outside their home country having access to CCTV data. Respondents prefer the presence of unarmed security personnel over absence of security personnel. The majority of respondents are averse to any kind of security checks. However, in Belgium, France, Italy, Spain and the UK there is a preference for randomly selected people to go through a metal detector or full body scanner. Further this study shows that preferences also vary by age and gender. Overall, analysis of the data illustrates the complexity of the privacy over security debate as it pertains to transportation infrastructures.In particular, the increased use of transportation user data for various reasons (efficiency, safety and security) can pose complex social and ethical challenges to users, especially around perceptions of consent, accountability and transparency.

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RAND Europe is a not-for-profit organisation whose mission is to help improve policy and decision making through research and analysis. RAND's publications do not necessarily reflect the opinions of its research clients and sponsors.All rights reserved. No part of this book may be reproduced in any form by any electronic or mechanical means (including photocopying, recording, or information storage and retrieval) without permission in writing from the European Commission.Support RAND Make a tax-deductible charitable contribution at www.rand.org/giving/contribute www.rand.org www.rand.org/randeurope For more information on this publication, visit www.rand.org/t/RR2405