Section 1
I used the search
words Air Travel Purposes
Section 2
The first article was:
Volume 46, Issue 3,
March 2012, Pages 576–587
140018||
The
determinants of long distance travel in Great Britain
Abstract
This
study analyses the determinants of long distance travel in Great Britain using
data from the 1995–2006 National Travel Surveys (NTSs). The main objective is
to determine the effects of socio-economic, demographic and geographic factors
on long distance travel. The estimated models express the distance travelled
for long distance journeys as a function of income, gender, age, employment
status, household characteristics, area of residence, size of municipality,
type of residence and length of time living in the area. A time trend is also
included to capture common changes in long distance travel over time not
included in the explanatory variables. Separate models are estimated for total
travel, travel by each of four modes (car, rail, coach and air), travel by five
purposes (business, commuting, leisure, holiday and visiting friends and
relatives (VFRs)) and two journey lengths (<150 miles and 150+ miles
one way), as well as the 35 mode-purpose-distance combinations.
Keywords:
- Travel demand modelling;
- Long distance travel;
- Income elasticity;
- National Travel Survey
Section 3
The study presented in this paper was part of a larger project
concerned with the prospects for longer distance travel in Great Britain (Dargay, 2010), which was carried
out for the Independent Transport Commission. The motivation for the project
was twofold. First, long distance travel makes up a substantial proportion of
total travel mileage. Although trips of 50 miles or more one-way make up
less than 2% of all journeys made by British residents travelling in Great
Britain, they account for about 30% of the distance travelled (the study is
limited to British residents travelling within Great Britain, so that it does
not include foreign travel nor travel to Northern Ireland). In addition, both
long distance travel and average trip length have increased over the past
decades. It is thus apparent that long distance travel and how it develops in
the future will have important implications for the environment and for
congestion. The second motive is that existing knowledge of long distance
travel in Britain is limited. A major aim of the project was to contribute to
our understanding of this important travel segment.
Findings:
As
expected, income is a major determinant of long distance travel. The aggregate
income elasticity (all modes, purposes and distance bands) is about 0.5, which
we interpret as medium-run. However, the range is very wide, from 0.0 to 1.6,
depending on mode, purpose and distance band. Regarding the modes, we find that
air is most income-elastic, followed by rail, car and finally coach. This is
the case for most journey purposes and distance bands. Air travel is the only
mode with an overall income elasticity in excess of unity, suggesting it to be
a luxury mode, based on the normal economic definition. Regarding journey
purpose, most notable is that the income elasticities for rail for business and
commuting are also greater than 1.0 and thrice as high as for holiday, leisure
and VFR. In addition, longer distance journeys have higher income elasticities
than shorter distance journeys.
On
the basis of these income elasticities, the modal shares of air and rail will
increase in comparison to car and coach as incomes rise. Road congestion
resulting from long distance journeys will increase less than proportionally to
income, as will the environmental problems associated with car travel. On the
other hand, the high income elasticities for air travel imply large increases
in air travel if incomes continue to rise and consequential environmental
impacts. The overall effects on the environment will depend, of course, on
developments in technology. The elasticities also indicate that long distance
trips will become longer as income rises.
Other
factors shown to be important for long distance travel are gender, age,
employment status and household composition. Women travel less than men, the
over-60s less than younger people and the employed and students more than those
not employed. Household size is also important, with individuals in one adult
households travelling more than those in two adult households and those in
households with three or more adults travelling less. Those in households with
children also travel fewer miles for long distance trips than those without
children. These findings are relevant for future long distance travel demand,
since the proportions of women, the over-60s and single-person households are
expected to increase over the coming decades.
There
are also geographic and regional differences in long distance travel. As might
be expected, those living in rural areas travel longer distances than those
living in more built-up areas. There are also clear regional differences: long
distance travel by all modes and by car is lowest in London and greatest in the
South West, while travel by air is greatest for those living in Scotland. The
regional variation partially reflects differences in the supply and convenience
of alternative modes. The increase in regional airports serving domestic
destinations, the introduction of high-speed rail and the rise in motorway
congestion will have implications for regional variations in long distance
travel.
It
must be stressed that these conclusions relate only to travel by British
residents within Great Britain. If foreign travel were also taken into account,
the patterns could be quite different.
Section
4:
I
think the research findings are important with regard to likely future trends
re. travel within the UK. I was more interested in foreign travel patterns so I
should have been more precise with my wording for the original search title.
I
would therefore rank this information as medium to low value.
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