This article describes the first experiment on "teleworking" in the Netherlands, and presents the results of an analysis of the impact of "teleworking" on the travel behaviour of the participants in the experiment and their household members. It was concluded that teleworking has resulted in a significant decrease in the total number of trips by teleworkers (-17%). Peak-hour traffic by car has been reduced even more (-26%). An unexpected result was that the household members of the teleworkers also appeared to travel less than before the experiment.

This paper describes the results of a research project that aimed to establish passenger values of crowding on public transport services in the Paris region. Qualitative research, stated preference (SP) experiments, and passenger counts and surveys were conducted to obtain such values. A simple method was developed to quantify the passenger benefits of specific public transport projects aiming to reduce crowding on existing lines. This method was applied in a case study to the regional rail (RER) RER Line E extension project. With regard to the value of crowding, the research indicated that the perceived disutility of crowding could be more accurately described as a constant disutility per trip than as a travel time multiplier. However, for ease of application often the multiplier formulation was preferred. When the value of crowding was expressed as a travel time multiplier, values were obtained ranging from 1.0 when all passengers could be seated to 1.7 for standing bus passengers when the vehicles reached their maximum capacity. Also for seated passengers, multipliers well above 1.0 were observed for (highly) congested vehicles (maximum value 5 1.5 for bus passengers). These values were applied in a case study that estimated the effects of an extension of the regional rail line RER E in the western direction, partially running parallel to the existing RER Line A. This extension would reduce the current (very) high crowding levels on the RER A and B lines to more moderate levels and generate benefits of about �23 million per year.

This paper analyses the cost of access travel time variability for air travelers. Reliable access to airports is important since it is likely that the cost of missing a flight is high. First, the determinants of the preferred arrival times at airports are analyzed, including trip purpose, type of airport, flight characteristics, travel experience, type of check-in, need to check-in luggage. Second, the willingness to pay (WTP) for reduction in access travel time, early and late arrival time at the airport, and the probability to miss a flight is estimated using a stated choice experiment. The results indicate that the WTPs are relatively high, which is partially due to the low cost sensitivity of air travelers. Third, a model is developed to calculate the cost of variable travel times for air travelers going by car, taking into account travel time cost, scheduling cost and the cost of missing a flight. In this model, the value of reliability for air travelers is derived taking "anticipating departure time choice" into account. Results of the numerical exercise show that the cost of access travel time variability for business travelers are between 3-36% of total access travel cost, and for non-business travelers between 3-30%. These numbers depend strongly on the time of the day.

This paper analyses the cost of access travel time variability for air travelers. Reliable access to airports is important since it is likely that the cost of missing a flight is high. First, the determinants of the preferred arrival times at airports are analyzed, including trip purpose, type of airport, flight characteristics, travel experience, type of check-in, need to check-in luggage. Second, the willingness to pay (WTP) for reduction in access travel time, early and late arrival time at the airport, and the probability to miss a flight is estimated using a stated choice experiment. The results indicate that the WTPs are relatively high, which is partially due to the low cost sensitivity of air travelers. Third, a model is developed to calculate the cost of variable travel times for air travelers going by car, taking into account travel time cost, scheduling cost and the cost of missing a flight. In this model, the value of reliability for air travelers is derived taking "anticipating departure time choice" into account. Results of the numerical exercise show that the cost of access travel time variability for business travelers are between 3-36% of total access travel cost, and for non-business travelers between 3-30%. These numbers depend strongly on the time of the day.

The research project under discussion aimed to provide an operational methodology to assess the perceived benefits of investments to improve punctuality of suburban rail services to and from Paris. A literature review, train surveys and counts, and a stated preference (trade-off) experiment have been conducted to obtain values of reliability. Also, a simple tool was developed to quantify the benefits of specific projects. This was applied in a case study to the Réseau Express Régional (RER) B Nord+ punctuality improvement project. The research indicated that an improvement in punctuality, expressed as a 5% reduction in the number of trains delayed 5 to 15 min, was worth about 4.6 min of travel time for commuters and students. Comfort appeared to be important, with a particularly clear dislike of standing in crowded trains. Information was also valued as worthwhile: explicit information about the duration of delays (in addition to information about the cause of delays) was valued similarly as a 10-min reduction in travel time. The RER B Nord+ case study indicated that total annual benefits of about €10 million were expected, beyond the €31 million benefits due to travel time savings (€1 = US$1.34 in 2007).

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In this paper we present the results of a study that aims to establish the potential for high-speed train travel as a substitute for short distance air travel at Amsterdam Airport. We investigated the 13 most important destinations that offer direct flights to and from Amsterdam Airport. Almost 40% of the air passengers travelling to/from these destinations are transfer passengers. Empirical evidence reveals that high-speed trains dominate the market for journeys of 2 hours or less, such as between Paris and Brussels. However, trains claim only a tiny market share of journeys longer than 5 to 6 hours; air travel dominates that market segment. Using these findings, we developed a model to estimate the substitution of air travel with high-speed train travel. The explanatory variables in this model are travel time, daily departure options, fares, and the inconvenience associated with transferring at airports. In a “minimum” scenario, we predict that in 2030 high-speed trains could replace approximately 1.9 million air journeys. This calculation is based on feasible reductions of train travel times and increased train frequencies for part of the rail network. In this scenario, Amsterdam–London accounts for more than three-quarters of the predicted substitution. In a “maximum” scenario, substitution could increase up to 3.7 million air journeys per year, provided that inconveniences for passengers when transferring at airports from plane to train are resolved and train ticket fares are reduced by 20%. These two scenarios imply a reduction of 2.5 to 5% of all flights to/from Amsterdam Airport in 2030.

This paper presents the results of a major before-and-after study carried out to establish the short term effects of the removal of a severe bottleneck in the road network around Amsterdam. An important focus in the study was on measuring changes in the timing of travel, as well as changes in route choice, mode choice, destination choice and frequency of travel. The results of the study indicated that, in the short run, there was little or no change in mode choice, nor was there significant emergence of new "induced" trips. On the other hand, large shifts in time of travel as well as route choice were reported, emphasising the importance of alterations to the timing and routes of existing trips when congestion is relieved, and the need to consider the benefits these bring in evaluating the impact of any road investment.