Relationship between mode choice and the location of supermarkets – empirical analysis in Austria
Summary. Main goal of the study work is to gain data about shopping and mobility behaviour at small local supermarkets with sales floor space less than 1.000 m 2 . Four location types have been defined and discussed; rural − peripheral location, rural − central location, urban – central location and urban – peripheral location. 200 shoppers each location were interviewed at the exit of the supermarket, which means a total of 800 interviews were carried out during all day times and working days of the supermarket. As expected, the mode choice is strongly dependent on the location of the supermarket. In car oriented settlements, which can be found at rural peripheral locations, nearly all shoppers accessed the supermarket with their cars. If weighting the expenditure per visit with the frequency of visits, the average expenditure per month and mode can be derived. The average purchase per month between the modes is more or less balanced. A difference in behaviour lies in the fact that cyclists and pedestrians go shopping more frequently but are spending less per visit. Additionally, the results of this study are indicating the existence of a potential mode shift, especially if there is better land use planning for supermarket locations. Furthermore, considering the given situation and a given threshold of less than 5 kilograms of weight of the goods purchased, more than fifty percent of all shoppers could use non motorised modes with insignificant loss of travel quality. Combined with short travel distances to the next shop (the average distance is 4.9 km), a change to alternative means of transport would be relatively easy for a significant number of shoppers. different food shops within the city of Salzburg. Main results were: (1) Shopping trips are usually very short: 34% of all shoppers interviewed, who approached the supermarket by car, travel less than 1 kilometre, 84% travel less than 5 kilometres. (2) Approximately half of the shoppers argued, they would not be able to use a bicycle because of the weight of their purchased goods. (3) The expenses of the purchased products is independent from mode used, especially private car and bicycle. (4) The
Geschäftsumsatz und Verkehrssystem in Klein- und Mittelstädten
This report deals with the question of who creates business for shops and how this process can be supported by proper planning. Pedestrians go shopping almost every day and spend a relatively small amount of money, yet their habit of shopping frequently tends to create an appreciable level of expenditure overall. Investigations have shown that pedestrians spend as much as people using their cars. If these factors are related to the distances covered by road users and pedestrians during shopping sprees, and to the amount of money spent in local shops, pedestrians play an important role. Taking distance into account, pedestrians tend to spend nine times more money than car users and four times more than cyclists. Pedestrians need considerably less public space while the business turnover remains the same. If it is intended to revive and safeguard the support for local shops and stimulate sustainable demand, this is deemed possible only within built-up areas with easy access for pedestrians.
Implementation of the Australian roundabout analysis method in SIDRA
Progress towards the development of a comprehensive Australian method for the analysis of capacity and performance of roundabouts is reported. The new Australian roundabout design guide to be produced during 1991 will include a significant revision of the current capacity analysis method by the incorporation of the results of Australian research. This method allows for the effects of circulating flows, entry flows and roundabout geometry on gap acceptance parameters. The new Australian roundabout analysis method will be implemented in the SIDRA package which was originally developed for signalised intersection analysis. As a computerised method, SIDRA will provide some significant advantages in the implementation of the capacity and performance analysis method for roundabouts. These include an iterative method to calculate circulating flows with capacity limitation for oversaturated approaches, and techniques for estimating entry lane flows, shared lane capacities and time-dependent delays.