We have established new values of time (VOTs) and values of travel time reliability (VORs) for use in cost-benefit analysis (CBA) of transport projects in The Netherlands. This was the first national study in The Netherlands (and one of the first world-wide) to investigate these topics empirically in a joint framework.Stated preference (SP) questionnaires were designed for interviewing travellers, where the hypothetical alternatives were described in terms of travel time, travel costs and travel time reliability, the latter being presented to the respondents in the form of five possible travel times having equal probability.For passenger transport, we first collected interviews using an existing internet panel. Additional data collection recruitment was done by asking travellers at petrol stations/service areas, parking garages, stations, bus stops, airports and ports to participate in the survey. One important conclusion is that the SP survey using members of this internet panel leads to substantially lower VOTs than the SP survey with en-route recruitment, probably because of self-selection bias in the internet panel.We estimated discrete choice models in which the values of time differ between trips with different time and costs levels, different time and costs changes offered in the SP, and different observed characteristics of the respondents (e.g. education, income, age, household composition). By using a panel latent class model, we also account for unobserved differences between respondents in the value of time and for repeated measurements/panel effects. The reference values of time and the reference reliability ratios were estimated on the 2011 sample only, but the effect of time and cost level, time and cost changes offered and socio-economic attributes was estimated on both the 2009 and 2011 samples.

This paper discusses the methods used in a study on the values of time and reliability in freight transport in the Netherlands. SP surveys were carried out among more than 800 shippers and carriers. A novel feature is that both for the value of time and reliability two additive components are distinguished: a transport cost and a cargo component. Specific instructions were given to make sure that the carriers provide the former and shippers that contract out the latter component. The resulting values that will be used in CBA in The Netherlands are presented and compared against the international literature. Highlights Two components in the VOT and VOR are distinguished: the transport cost and the cargo component. Specific instructions are given to shippers that contract out and carriers in the SP so that their values of time and reliability will be the cargo and the transport cost component respectively and become additive.  Presentation of reliability in the form of five equi-probable transport and arrival times.  Estimation of a VOR in using the standard deviation of transport time in the utility function, which has been uncommon in freight transport, but can relatively easily be included in forecasting models.  New SP context for sea and inland waterway transport.  The data set used possibly is the largest SP survey carried out in freight transport (in terms of number of interviews).  Presentation of new values for The Netherlands (which other countries can use for comparison, benchmarking or even value transfer) and comparison with the existing literature.

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.

No abstract

This is a repository copy of Value of Travel Time as a Function of Comfort.

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This paper presents work, undertaken for the UK Department for Transport, to help determine how policy could affect motorcycle usage. There are two important choices that determine potential motorcycle use: the decision to own a motorcycle and, contingent on that, the decision to use a motorcycle for a particular trip. This research has addressed both of these, and this paper describes the development of models that represent these decision processes. The motorcycle ownership model predicts the number of motorcycles that a person owns and the engine sizes of these motorcycles, depending on the characteristics of the person and the average purchase cost. The structure of the ownership model is a disaggregate nested logit model, with structural parameters used to measure the sensitivity of the choice of engine size relative to motorcycle ownership. Existing travel surveys contained insufficient information with which to model the mode choice decisions of motorcycle owners. Therefore, new surveys that incorporated stated preference discrete choice experiments were designed. This also allowed the collection of data to examine how motorcycle usage may change as a result of policy and the impacts of other important influences, such as weather. The data were used to develop nested logit models of mode choice. These models also give some insight into how the ability to interlane filter influences mode choice. This is the first study from the United Kingdom that models both motorcycle ownership and mode choice. It provides useful insights for policy makers and illustrates the potential for the modeling of motorcycles within the same framework used other transport modes.

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).