CVEN3031: PROJECT#2 –

LITERATURE REVIEW

Hong-Sanh Hua
Z5076315 UNSW
Z5076315 Hong-Sanh Hua

1a)
Before new transportation modes are implemented, careful consideration is necessary to
determine the effects a new transportation mode would have on the existing modes of
transport. Mackett et al. (1996) states that the most common objective of creating a new
transportation mode would be to alleviate existing traffic congestion. It is implied that when
more efficient forms of transportation are introduced to the network, car users will be inclined
to switch over. The reduction of car users on the road would result in a decrease in traffic
congestion. In theory, a new form of transportation such as light rail could be more attractive
in comparison to travelling by car if conditions are undesirable. However, in practice, studies
have shown that this expectation is unrealistic as there have been many cities that have
unsuccessfully implemented public transport into their network (Pickrell 1992). For example,
a comparison between forecast and actual ridership showed that actual ridership was less
than half of the predicted values. Hence, it can be inferred that while some users may switch
over to newer forms of transportation, this expectation may be overestimated.
Many of these studies revolve around the assumption that as ridership on new forms of
transportation increase, there will be less cars on the road. A monitoring study in Manchester
demonstrated that 11% of car users found the new light rail system more attractive, which
resulted in approximately 1.32 million car trips being converted to the light rail system
(Mawhinney 1995). Although, this change seems relatively significant, this new mode of
transportation failed to alleviate traffic conditions where congestion and car flows were not
affected greatly. While this influx in ridership on the light rail may have been initially high, a
light rail system in Newcastle experienced a decline in ridership steadily over time as car
ownership and decentralization occurs (Hall & Hass-Klau 1985). Since newer forms of
transportation such as light rail possess such a limited share of the market, it is difficult for
newer systems to inflict a considerable difference on the environment created by car users.
This accentuated the fact that since cars possess such a large share of the transportation
market, it would be difficult to disrupt the existing mode share in a city.
Furthermore, many of the models fail to capture that as car users begin to user newer forms
of transportation, other users from different modes of transportation may begin to make new
car trips (Mackett et al. 1996). This insinuates an equilibrium in the system that while users
may switch over to newer modes of transportation, other users may be inclined to switch
over to existing modes of transportation, balancing the number of users on each mode.
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1b)
For a significant mode switch to occur, there are factors including political and financial that
provide the basis for a successful form of transportation mode. For instance, many of these
studies have shown that while ridership in newer forms of transportation occur, these
increases have no direct influence over traffic congestion which ultimately defeats the
purpose of introducing new systems. There is a stigma associated with public transport
where customers perceive the transportation quality to be unsatisfactory (Grotenhuis et al.
2006), leading customers to prefer travelling via private car. Furthermore, ease of use is a
key component in modal choice as users prefer to use existing modes of transportation if the
transition to a new system proves to be too difficult. Hence, the introduction of ‘Integrated
Multimodal Travel Information (IMTI) aims to minimise the difficulty and time effort in
acquiring information on different types of mode choices which allows the user to be
informed on their options whilst saving the customer time in the process (Grotenhuis et al.
2006). The main issues new modes of transportation will need to solve before they can
compete with existing modes are the needs to save time, reliability and effort.
When compared to private transport, studies have also shown that comfort and ‘flexibility of
reaching multiple destinations’ an important variable in mode choice. According a survey
conducted in Malaysia (Chee 2013), 87.69% of the sample stated that comfort was a
deciding factor in their mode choice along with 81.91% of the sample choosing ‘flexibility of
reaching multiple destinations’ as another important reason for their mode choice. Based on
these statistics, there was a strong preference to private transportation as both important
factors were able to be satisfied. Based on the factors including time saving, effort saving,
reliability, comfort and ‘flexibility’, a new transportation mode can cause a significant mode
shift if they can surpass private transportation in most of these areas. By analysing these
relationships between these factors and commute satisfaction, it is evident that many private
transport users have a negative connotation regarding certain aspects of public transport.
According to a study observing these relationships (Cantwell et al. 2009), commute
satisfaction level was reduced when ‘travel time’, ‘crowding’, and ‘At-Stop Wait Time’ were
increased as well as when reliability decreased. Therefore, significantly improving these
aspects of public transport can help mitigate the negative connotations individuals have and
can enable more individuals to consider a significant mode switch.
However, the price of a new mode of transport can also deter users from considering a
mode switch depending on income readily available to them. The effect of income on mode
choice would be an important factor for lower-income individuals as their choice may be
more sensitive based on the cost of using a new mode. Because lower-income individuals
may have different values of time, their need for time-savings may not be as significant as
those who have higher-income. Thus, cost of transportation should suffice both parties to
ensure both parties can benefit without compromise.
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Z5076315 Hong-Sanh Hua

References

Mackett, R. L., Edwards, M., 1996, ‘The impact of New Urban Public Transport Systems: Will the expectations
be met?’, Pergamon, vol. 32, No.4, pp. 231-245.

Pickrell, D.H., 1990, ‘Urban Rail Transit Projects: Forecast Versus Actual Ridership and Cost’, Urban Mass
Transportation Administration. U. S. Department of Transportation, Washington DC.

Grotenhis, J-W, Wiegmans, B. W., Rietveld, P, 2006, ‘The desired quality of integrated multimodal travel
information in public transport: Customer needs for time and effort savings’, Transport Policy, vol. 14, pp. 27-
38.

Chee, W.L., Fernandez, J.L., 2013, ‘Factors that influence the choice of mode of transport in Penang: A
preliminary analysis’, Procedia, vol. 91, pp. 120-127.

Asensio, J., 2002, ‘Transport Mode Choice By Commuters to Barcelona’s CBD’, Urban Studies, vol. 39, No.
10.