cometadata/datacite-titles-descriptions-related-identifiers huggingface dataset:
DOI: 10.5905/ethz-1009-3
title: Thurgau_2003

description: Within the project, a six week travel survey has been conducted among 230 persons from 99 households in Frauenfeld and the surrounding areas in Canton Thurgau from August until December 2003. The design built on the questionnaire used in the German project Mobidrive, but developed the set of questions further. All trip destinations of the survey have been geocoded. Moreover, route alternatives for private motorised transport and public transport have been calculated. Moreover, the collected data has been compared with the National Travel Survey 2000 (Mikrozensus zum Verkehrsverhalten 2000), whereas differences in terms of sociodemographic characteristics of the respondents and particularly their travel behaviour couldn't be observed except for an higher proportion of GA and Halbtax ownership. For example, the average trip frequency per person and day is almost the same. In order to check for possible fatigue effects of the amount of reported trips, several GLM (Generalised Linear Model) and poisson regression models have been estimated besides descriptive analysis. No fatigue effects could be observed in the data set. The continuous support to the respondents and the increasing routine of the self responsible reporting of the respondents were consequently sufficient to restrain potential fatigue effects in the multi-week, longitudinal travel survey. Besides descriptive analysis of the data set, the focus has been on analysis of temporal stability and variability of travel behaviour by hazard models. The analyses of the variability and of the rhythms as well as that of the innovation have revealed that travel behaviour is highly conditioned by habits and routines. Nevertheless, new trip destinations are added continuously, particularly for leisure travel. The majority of trips have been planned at least one or more days in advance. Moreover, it could be shown that the rhythms and therefore the temporal structure are partly dependent on the socio-demographic characteristics of the respondents, although it is just one determinant within the demand structure. The activities themselves can be divided into groups with daily, bi-daily and weekly rhythms and without a temporal structure. In addition, the spatial dimension and distribution of trip destinations as well as the extent of activity spaces over the reporting period has been analysed through confidence ellipses, a two-dimensional version of the well-known confidence interval, and kernel density estimates of activity density. The data base generated within the project is an important prerequisite to better understandand model the complex connection of transport supply, activity planning and execution as well as destination, mode and route choice. With this knowledge it is possible to better assess the effects of measures, particularly those which have a direct impact on daily routines.
DOI: 10.5905/ethz-iis-60
title: Raw Data (NMC_94wt_300bar)

description: Project "X-ray Tomography of Porous, Transition Metal Oxide Based Lithium Ion Battery Electrodes"
DOI: 10.5905/ethz-iis-78
title: Raw Data (NMC_96wt_0bar)

description: Project "X-ray Tomography of Porous, Transition Metal Oxide Based Lithium Ion Battery Electrodes"
DOI: 10.5905/ethz-iis-89
title: Binary Data (NMC_96wt_600bar)

description: Project "X-ray Tomography of Porous, Transition Metal Oxide Based Lithium Ion Battery Electrodes"
DOI: 10.5905/ethz-1007-92
title: ITMIX dataset

description: The dataset provides the input data, results, and validation data for ITMIX, the Ice Thickness Models Intercomparison eXperiment
DOI: 10.5905/ethz-1009-13
title: DATELINE

description: Within the DATELINE project (Fifth Framework Programme, Competitive and Sustainable Growth, funded by the European Commission - Directorate General for Transport and Energy) a survey design for long-distance mobility was developed which can be applied and implemented in all Member States of the European Union. In order to ensure the application of the survey design in each Member State, the survey design has to be flexible. Therefore the DATELINE project group proposes in fact a mail-out/mail-back survey but developed a survey design for different methods (for postal survey, for telephone survey and for face-to-face-interviews). The proposed concept is a two-phase design in order to be respondent friendly and at the same time to enable the selection of particular journeys, e.g. very long-distance journeys. In the first phase journeys are surveyed; in the second phase journeys are observed at the trip level. The advantages for the respondents of this two phase survey are: - avoid confusing the respondents with too many papers and questions; save the respondent reporting every long-distance journey at a trip level; - allow the researchers to make the selection of the journeys which should be reported at the trip level, thereby improving the sample scheme. The DATELINE design with different journey and trip forms and the two-phase survey allows the collection of more information than a survey with one questionnaire in one phase for all cases. The journeys are collected by three different journey forms (Holiday Journeys, Other Private Journeys and Business Journeys)and the reporting period varies according to journey type, being a 12-month period for Holiday Journeys and a 3-month period for Business and Other Private Journeys. The journeys to be reported on a trip level are selected by the researcher according to a special selection rule, in order to gain satisfactory numbers of longer trips thereby achieving a good representation of all movements. Within the DATELINE project a co-operation between the project Consortium and the national official Institutions (Statistical Offices or Ministries of Transport) was sought. This is reflected in the effort to set up a survey network with the active participation of these institutions. Some of them are in charge of the survey in their own countries, most of them are supporting DATELINE.
DOI: 10.5905/ethz-1009-20
title: SBB_Benzinpreis_Bahnnutzung

description: Selbst nachdem im Zuge der aktuellen Wirtschaftskrise die massiven Ölpreissteigerungen der vergangenen Monate gebremst worden sind, sind in mittelbarer Zukunft Benzinpreise von 4.- CHF pro Liter und mehr durchaus vorstellbar. Dies warf zum Zeitpunkt des Beginns der Studie die Frage auf, wie sich die Nachfrage im motorisierten Individualverkehr sowie im öffentlichen Verkehr als Reaktion auf diese vorher nie dagewesenen Preisstrukturen verändern würde. Die Studie ergänzt und erweitert die Ergebnisse, welche bereits im Rahmen der Studien zur Verkehrsmittelwahl, zum Mobility in der Schweiz sowie zu den Zahlungsbereitschaften im Personenverkehr erzielt wurden. Die Erweiterung besteht darin, dass wie erwähnt weitaus höhere Preise als noch vor einigen Jahren angenommen vorstellbar sind. Die resultierenden Benzinpreiselastizitäten liegen beim heutigen Preisniveau zwischen -0.1 und -0.5. bei einem Benzinpreis von 5 CHF/l zwischen -0.2 und -1.5. Auch Effekte auf die langfristigen Entscheidungen, also die Ausstattung der Befragten mit Mobilitätswerkzeugen, konnten nachgewiesen werden. Even after the heavy increases in fuel prices have been slowed by the current worldwide economic crisis, fuel prices of 4.- CHF per litre and more are quite imaginable in the mid-term future. At the beginning of the present study, the unusually high prices raised the question of how private and public transport demand would react to further changes. The study complements and extends the results that have been previously established in the Mode Choice, Mobility Pricing and Swiss Value of Travel Time Savings studies. The extension is the above mentioned larger bandwidth for travel. The resulting fuel price elasticities were found to be between -0.1 and -0.5 at the current price levels, and between -0.2 and -1.5 at a 5 CHF/l fuel price. Effects on long-term decisions, i.e. the respondents' mobility tool ownership, were also found to be significant.
DOI: 10.5905/ethz-iis-59
title: Binary Data (NMC_94wt_300bar)

description: Project "X-ray Tomography of Porous, Transition Metal Oxide Based Lithium Ion Battery Electrodes"
DOI: 10.5905/ethz-iis-66
title: Raw Data (NMC_94wt_600bar)

description: Project "X-ray Tomography of Porous, Transition Metal Oxide Based Lithium Ion Battery Electrodes"
DOI: 10.5905/ethz-1007-20
title: critical-exponents
DOI: 10.5905/ethz-1007-71
title: Experimental Data
DOI: 10.5905/ethz-1007-80
title: Urban Oman GIS maps 3 - Settlement Area

description: Urbanisation, Oman, Muscat, Settlement Area, GIS shape files
DOI: 10.5905/ethz-1007-94
title: Full manuscript backup for published paper CEC 2017 (IEEE Congress on Evolutionary Computation)
DOI: 10.5905/ethz-1009-1
title: Mobidrive99

description: The recent shift in transport policy to emphasise travel demand management has directed the attention of transport planning research towards the dynamic processes in travel behaviour: learning and change on the one side and rhythms and routines on the other. Progress in the understanding of these processes requires data over long durations, from observation or selfreports. The survey reported here provides for the first time in 30 years a data source suitable to address these issues. The project Mobidrive, funded by the German ministry of Research and Education, conducted a six-week continuous travel diary, with the aim to analyse the rhythms in the behaviour of the respondents. The travel dairy survey was Karlsruhe and Halle, two German cities of about 300'000 inhabitants, in the fall of 1999. A total of 317 persons over 6 years of age in 139 households participated in the main study. The description covers the development of the forms, the design of the survey protocol, the screening experiences (including participation rates) and an assessment of the data quality in terms of item/unit non-response and reporting fatigue. The paper closes with an outlook for the analyses planned by the project team.
DOI: 10.5905/ethz-1009-6
title: 12_weeks_leisure_travel
DOI: 10.5905/ethz-iis-72
title: Raw Data (NMC_94wt_2000bar)

description: Project "X-ray Tomography of Porous, Transition Metal Oxide Based Lithium Ion Battery Electrodes"
DOI: 10.5905/ethz-iis-97
title: Labeled Particles (NMC_96wt_2000bar)

description: Project "X-ray Tomography of Porous, Transition Metal Oxide Based Lithium Ion Battery Electrodes"
DOI: 10.5905/ethz-1007-79
title: Urban Oman GIS maps 2 - Development of Buildings 1984 - 2014
DOI: 10.5905/ethz-1009-12
title: Alp_mobility_survey

description: Within the framework of the National Research Programme 48 "Landscapes and Habitats of the Alps" the Institute for Transport Planning and Systems is working on the research project "Transport Infrastructure, Tourist Behaviour and Spatial Structure in the Landscapes and Habitats of the Alps" which aims at analysing the relationships between the land use, the transport system and the tourist facilities, and their usage by tourists. The approach of the project is to look at these relationships at two different levels, namely at the national and at the regional level. At the regional level six different tourist regions within Switzerland are chosen as case study areas, which include the Aletsch-area, Verbier, St. Moritz, Scuol, Wengen and Engelberg. These areas are selected to represent contrary characteristics concerning location, national and regional accessibility, style, price level, etc. At both levels the transport infrastructure and spatial structure are analysed by their provision of large scale and small scale accessibility. The behaviour of tourists is at the national level characterised by destination and mode choices as well as frequencies of visits. At the regional level tourists and their actual behaviour at the destination are described. In order to collect data about tourist behaviour a survey was carried out in collaboration with the tourism organisations on location. A pretest took place in Engelberg during the winter 2003 whereas the main survey in all six case study areas took place during the following winter season. The survey concentrated on overnight tourists staying in hotels, guesthouses and holiday homes. Through their accommodation the tourists received a self-completion written questionnaire and a self-addressed envelope. The questionnaire consisted of different parts. On the one hand demographic, socio-demographic and socio-economic characteristics of the respondents were collected. On the other hand people were asked to give general information about the ongoing stay at the location and to complete an activity-based diary for one day of this stay. Furthermore data on preferences in winter vacations and on the general travel behaviour were collected. The time required to fill in the questionnaire amounted to approximately ten to fifteen minutes. Altogether 763 questionnaires of a total of 3000 distributed questionnaires were returned. This equals a return rate of 25.4%, which seems to be relatively low. However, it needs to be taken into account that the tourists were not contacted directly but indirectly through their accommodation.
DOI: 10.5905/ethz-1009-14
title: Japan_travelsurvey_1990

description: All kinds of Japanese citizens who traveled from one region to another region on a day in October 1990 are covered. Only inter-regional travel for private and business purposes is observed. Region is defined as the daily-life activity area in which people commute to workplae and go to school. All over Japan is divided into 207 traffic zones. Not included the daily travel such as home-to-work, work-to-home, home-to-school, school-to-home.
DOI: 10.5905/ethz-1009-18
title: Long_term_fuelprice_elasticity

description: The study analyzes how mobility tool usage and ownership as well as residence location choice are affected by rising fuel costs. Based on econometric models, long-term fuel price elasticities are derived. Based on data collected in stated choice and stated adaptation experiments that were conducted as computer-based face-to-face surveys, a structural equation model was estimated. The resulting fuel price elasticities are primarily dependent on fuel type and fuel price level, but sociodemographic variables, such as income, also have significant effects on elasticity. The price elasticity of gasoline for a prices of 1.5 CHF/l and 5 CH/l ranges between -0.31 and -0.60. For diesel and natural gas, the elasticities range between 0.32 and -0.67 and 2.74 and -0.93 whereas the positive elasticity values are caused by substitution effects. The mainly observed demand reactions given higher fuel prices are the reduction of mileage and the consideration of smaller engine and diesel cars. As natural gas and electric engined cars were hardly considered in the survey, the results of the natural gas model can only serve as trend whereas no stable model could be estimated for the demand and usage of electric cars. Although the results presented herein are based on the for this topic novel stated adaption approach, the results are comparable to other studies, namely to the recent time series based fuel price elasticity study of Baranzini et al. (2009). They report a long term price elasticity of -0.27 for all fuels and -0.34 for gasoline. In terms of a possible impact of fuel prices on residence location choice, the results suggest a high aversion to moving away from the current type of residence location. The willingness to pay more before moving to a more central location that has lower mobility costs is dependent on income and the spatial types of both the old and envisaged residence location. For an average income, mobility costs range between 463 CHF/month in the case of a residence location change from an agglomeration to an urban area and 2040 CHF/month when moving from a rural area to the city center. In addition, differences in the valuations of housing, car and public transport costs are identified, in which car costs are generally the least negatively valued. The first of three stated preference experiments is designed as a stated adaption experiment. Given today’s residence, but a new price regime of mobility costs, the respondent has to indicate the respective choice and usage of mobility tools for all household members. Each respondent is confronted with six such situations, which are predefined by the experiment plan. The experiment plan is constructed by orthogonal design and combines three variables with different levels. For each situation, only one incentive type is considered.
DOI: 10.5905/ethz-1009-2
title: Influence of Parking on Location and Mode Choice

description: The survey was conducted with a sample of more than 1’200 pre-recruited respondents in Switzerland. Several characteristics of the respondents’ regular travel were recorded during a recruitment interview, which the stated choice experiments were based on. The overall response rate was over 80 percent, and more than 14’000 observations were used for the estimation of the choice models presented here. Two different modeling approaches were tested: one with a deterministic model of taste heterogeneity (using interaction terms for trip distance, duration and income, as has been the practice in earlier studies), and one applying a random parameters approach. Both models were estimated in willingness-to-pay space. The model results indicate that parking characteristics have a significant effect on mode and location choice. The sample distributions for the relevant willingness-to-pay measures and the sample average demand elasticities inferred by the two models, as well as the overall model fit statistics, are slightly different. The deterministic assessment of taste heterogeneity is preferable for application in forecasting models, as it allows the direct computation of the expected effects of a policy on market shares.
DOI: 10.5905/ethz-1009-25
title: SVI_Neuverkehr

description: Neuverkehr oder induzierter Verkehr, ein Phänomen welches hier als zusätzliche durch Verbesserungen der Verkehrsbedingungen erzeugte Verkehrsnachfrage definiert ist, ist in der Verkehrsmodellierung seit Jahren Thema verschiedener Forschungsprojekte. Diese konzentrierten sich bisher hauptsächlich auf die Bewertung der Nebeneffekte einzelner Massnahmen, welche solche Verbesserungen erzeugen. Im Vergleich zu früheren Studien, welche sich meist mit spezifischen und lokalen Veränderungen, wie z.B. dem Bau neuer Strassen oder Bahnlinien in bestimmten Korridoren, und vor allem mit deren Nebeneffekten, beschäftigten, weichen die Zielsetzungen im hier beschriebenen Projekt methodisch und thematisch ab. Es soll aufgezeigt werden, wie sich Veränderungen in den generalisierten Kosten der Verkehrsteilnahme auf die Erzeugung der Verkehrsnachfrage auswirken. Die interessierenden Dimensionen der Nachfrage liegen hier auf der Seite derer Erzeugung auf Individuen- bzw. Kohortenebene: die Wahrscheinlichkeit, an einem bestimmten Tag eine oder mehrere Aktivitäten ausser Haus zu unternehmen, also mobil zu sein; die Anzahl der unternommenen Aktivitäten und der damit einhergehenden Wege, Wegeketten und Reisen; und die daraus resultierenden gesamthaft ausser Haus verbrachten Dauern und zurückgelegten Entfernungen. Die zentralen Hypothesen betreffen hier Nachfrageveränderungen als Reaktion auf Veränderungen der generalisierten Kosten. Wenn die generalisierten Kosten der Verkehrsteilnahme sinken, steigen sowohl die Zeit- als auch die monetären Ressourcen zum Unternehmen von Wegen und Aktivitäten. Es wird angenommen, dass diese Verschiebung der Ressourcenverfügbarkeit in den hier relevanten Dimensionen zu einer Anzahl von nachfrageerzeugenden Reaktionen führt: - Zunahme der Wahrscheinlichkeit, an ausser-Haus-Aktivitäten teilzunehmen, also mobil zu sein - Zunahme der Anzahl und Dauer der ausser Haus durchgeführten Aktivitäten und Wege - Zunahme der Nachfrage nach Verkehrsleistungen (zurückgelegte Distanzen)
DOI: 10.5905/ethz-1009-26
title: Swissmetro

description: The SwissMetro is a proposed major innovation to the Swiss transport system: an underground mag-lev system to connect the major urban centres in Switzerland. As part of the various assessment studies carried out so far, Abay (1999) conducted a substantial RP/SP survey of longdistance road and rail travellers using a two-stage survey method. First, the respondents were interviewed or observed about a current trip. Based on this trip SP exercises were generated, which the respondent answered in turn. This dataset consists of survey data collected on the trains between St. Gallen and Geneva, Switzerland, during March 1998. The respondents provided information in order to analyze the impact of the modal innovation in transportation, represented by the Swissmetro, a revolutionary mag-lev underground system, against the usual transport modes represented by car and train. The Swissmetro is a true innovation. It is therefore not appropriate to base forecasts of its impact on observations of existing revealed preferences (RP) data. It is necessary to obtain data from surveys of hypothetical markets/situations, which include the innovation, to assess the impact. Survey data were collected on rail-based travels, interviewing 470 respondents. Due to data problems, only 441 are used here. Nine stated choice situations were generated for each of 441 respondents, offering three alternatives: rail, Swissmetro and car (only for car owners). A similar method for relevant car trips with a household or telephone survey was deemed impractical. The sample was therefore constructed using license plate observations on the motorways in the corridor by means of video recorders. A total of 10529 relevant license plates were recorded during September 1997. The central Swiss car license agency had agreed to send up to 10000 owners of these cars a survey-pack. Until April 1998, 9658 letters were mailed, of which 1758 were returned. A total of 1070 persons filled in the survey completely and were willing to participate in the second SP survey, which was generated using the same approach used for the rail interviews. 750 usable SP surveys were returned, from the license-plate based survey.
DOI: 10.5905/ethz-1009-27
title: Swiss_VTTS

description: This study was conducted by the Institute of Transport Planning and Systems (IVT), ETH Zurich and Rapp Trans AG, Zurich on behalf of the Swiss Association of Transport Engineers. It implements the recommendation of the scoping study on Swiss value of travel time savings (VTTS) (Abay und Axhausen, 2000) by estimating VTTS for private motorised and public travel by trip purpose on the basis of new stated-choice (SC) surveys. The survey participants were recruited as part of the continuous passenger travel survey (KEP) of the Swiss Federal Railways (SBB). The designs of the SC experiments were tested in two pre-tests. The experiments were customised and were based on one of the trips reported in the KEP survey. The final estimates are derived from a set of complex models, which were carefully developed from a whole series of models. The recommended choice model considers inertia variables, random parameters for travel costs and elasticity parameters of income and distance besides the attributes of the alternatives. The trip purpose specific estimates are obtained by interacting the travel time variable with trip purpose (commuting, shopping and leisure travel). The valuation of travel time savings for business trips was determined by ratios taken from other studies. The values relate to 2003.