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• Intra-household interactions are captured in first and last mile travel mode choice. • This article reflects heterogeneity of group decision-making. • Car-oriented households have more young children and cars. • Households with fewer young children are likely to adopt walking for joint travel. In the context of public transport, the first and last mile (FLM) travel refers to access to or egress from public transport stations. The poor connection between trip origins and destinations impedes the transition towards sustainable transport by requiring commuters to initially use their cars to travel the FLM. Existing literature identifies that the built and natural environment characteristics influence the travel mode choice for FLM travel. However, this literature has yet to consider how individual FLM travel mode choices are influenced by other household members, i.e., intra-household interactions. Here, this study draws on the notion of household modality style (i.e., reflecting heterogeneity in group decision-making) to account for intra-household interactions in FLM travel mode choice. For broadening the understanding of intra-household interactions, the decision of joint travel is also considered in the current study when understanding FLM travel mode choice. By defining the latent class structure at the household level using a household travel survey for Brisbane, Australia, the latent class nested logit models identify two household modality styles: (1) car-oriented; and (2) multimodal. When considering the decision of joint travel, each household modality style group has a specific preference towards FLM travel time, public transport accessibility, station density, and road network intersection density. These findings provide evidence for policymakers aiming to develop transport integration policies targeting specific household types. The results also have implications in practice through prioritisations of distinct household modality styles more likely to shift towards sustainable transport modes. [ABSTRACT FROM AUTHOR]

This paper presents an investigation of the open-system Bus Rapid Transit (BRT) network on property values. An open-system BRT is one where bus feeder lines can enter and leave the BRT system, depending on their origin or destination so the BRT system infrastructure is shared by multiple routes. Brisbane, Australia is the empirical setting where smartcard (GoCard) data shows that 43% of bus passengers accessed the BRT system from feeder line stops. The paper investigates whether feeder line stops are important for increasing network accessibility in Brisbane's open-system BRT. The hypothesis underpinning the study is that the improved accessibility resulting from an open-system BRT network results in higher property values within feeder line corridors in addition to simply around the BRT system. A Geographically Weighted Generalized Linear Model (GWGLM) is used to investigate property value premiums and their spatial distribution. GWGLM makes an improvement over Geographically Weighted Regression Model (GWR) by providing flexible local and global variable settings that decrease the risk of multi-collinearity in local models. The results identify property value uplift of up to 1.64% for every 100 m closer to feeder bus stops with frequent services in western and eastern Brisbane suburbs. Future studies should pay attention to the type of BRT operation (whether open- or closed-) in investigating the value of accessibility from BRT implementation. The results are policy relevant for the debate between whether BRT systems should be open or closed. [ABSTRACT FROM AUTHOR]