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Assessment of the demand potential is made on the basis of spatial data from the urban network, and subject to a number of assumptions as 2 ICCTP 2010: Integrated Transportation Systems— Green•Intelligent•Reliable © 2010 ASCE detailed below. Assumption 1: Shuttle bus users wish to access a waiting point on the road link as quickly as possible from an origin point. Assumption 2: The passengers will choose the nearest possible waiting point for which the departure time of shuttle bus should not be earlier than each passenger’s expected departure time.
SERVICE PATTERNS OF AIR-RAIL INTER-MODALITY When we talk about service patterns of Air-rail inter-modality, we must be very clear that we are not trying to establish an advanced and high-level system. What we want to do is serve passengers better. The service patterns could be diversified. It could be very simple and direct, but must be efficient. When infrastructure is integrated, it is a good basis for mode shift. But it is not enough to ensure a stable mode shift. The service of Air and Rail must be integrated together in order to ensure the continuity of travel.
Conclusions following can be made based on the results of our model. 5, and 23 percent of the users is not satisfied with the shuttle bus stop location. The result show that access time from home to shuttle bus station, access cost and vehicle ownership have marked influences on the result of mode choices. The accuracy of the model is high and the results from this study can provide a basis for optimizing the design of shuttle bus route. For future research, we 2 ICCTP 2010: Integrated Transportation Systems— Green•Intelligent•Reliable © 2010 ASCE would take advantage of SP (Stated Preference) survey data to establish choice behavior models.