Showing papers in "Travel behaviour and society in 2021"

COVID-19, activity and mobility patterns in Bogotá. Are we ready for a ‘15-minute city’?

Abstract: Social distancing and economic lockdown measures implemented in Global North countries have been mimicked in the Global South to contain the spread of COVID-19. However, the consequences of such measures on activity and mobility patterns among social groups in Global South cities remain unclear. This paper seeks to provide reliable evidence from changes in behaviors across income groups at the urban scale. We report a detailed analysis from a web-based survey to understand the effects of the early and complete lockdown adopted to contain the COVID-19 spread on activity and travel patterns in Bogota. We also performed a geographical proximity analysis of non-work services and facilities located around surveyed households to challenge the rhetoric about the ‘15-minute’ city. We found that low-income people are more socially exposed to contagion being forced to go out to find their daily sustenance and having adverse economic and travel effects than other income groups. However, even though Bogota is not so far from meeting the goal of 15 min proximity, particularly for non-work-related activities, we found marked inequalities among income groups regarding access to essential services in proximity. The paper’s findings serve as a reminder that travel behavior and accessibility are not the remits of only urban transport planning and that land-use and urban planning play a determining role in redressing social and spatial inequalities in a city.

Spatial Accessibility Assessment of COVID-19 Patients to Healthcare Facilities: A Case Study of Florida.

Abstract: During the COVID-19 pandemic, healthcare facilities worldwide have been overwhelmed by the amount of coronavirus patients needed to be served. Similarly, the U.S. also experienced a shortage of healthcare resources, which led to a reduction in the efficiency of the whole healthcare system. In order to evaluate this from a transportation perspective, it is critical to understand the extent to which healthcare facilities with intensive care unit (ICU) beds are available in both urban and rural areas. As such, this study aims to assess the spatial accessibility of COVID-19 patients to healthcare facilities in the State of Florida. For this purpose, two methods were used: the two-step floating catchment area (2SFCA) and the enhanced two-step floating catchment area (E2SFCA). These methods were applied to identify the high and low access areas in the entire state. Furthermore, a metric, namely the Accessibility Ratio Difference (ARD), was developed to evaluate the spatial access difference between the models. Results revealed that many areas in the northwest and southern Florida have lower access compared to other locations. The residents in central Florida (e.g., Tampa and Orlando cities) had the highest level of accessibility given their higher access ratios. We also observed that the 2SFCA method overestimates the accessibility in the areas with a lower number of ICU beds due to the "equal access" assumption of the population within the catchment area. The findings of this study can provide valuable insights and information for state officials and decision makers in the field of public health.

Why travelers trust and accept self-driving cars: An empirical study

Abstract: Automated vehicle technology is becoming increasingly mature with the development of Artificial Intelligence and information communications technology. It is important to understand the factors affecting the use of automated vehicles. This study investigates user acceptance and the willingness to use fully driverless cars (self-driving cars). Based on Social Cognitive Theory (SCT), we developed a new acceptance model to explore the impact of mass media on adopting self-driving cars. A survey was designed and distributed, and 173 responded. The results show that 84.4% of the respondents are willing to accept driverless cars. At this early stage, the reports from mass media significantly influence people’s perception of self-driving cars. The media affect self-efficacy and subjective norms, and thereby people’s trust and behavior change. Moreover, subjective norms, self-efficacy, and trust significantly influence their intention to use self-driving cars. This article provides practical guidance to promote self-driving cars: positive media reports will significantly enhance people’s trust and intention to use driverless cars.

A big data approach to understanding pedestrian route choice preferences: Evidence from San Francisco

Abstract: Big data from smartphone applications are enabling travel behavior studies at an unprecedented scale. In this paper, we examine pedestrian route choice preferences in San Francisco, California using a large, anonymized dataset of walking trajectories collected from an activity-based smartphone application. We study the impact of various street attributes known to affect pedestrian route choice from prior literature. Unlike most studies, where data has been constrained to a particular destination type (e.g. walking to transit stations) or limited in volume, a large number of actual trajectories presented here include a wide diversity of destinations and geographies, allowing us to describing typical pedestrians’ preferences in San Francisco as a whole. Other innovations presented in the paper include using a novel technique for generating alternative paths for route choice estimation and gathering previously hard-to-get route attribute information by computationally processing a large set of Google Street View images. We also demonstrate how the estimated coefficients can be operationalized for policy and planning to describe pedestrian accessibility to BART stations in San Francisco using ‘perceived distance’ as opposed to traversed distance.

Modelling work- and non-work-based trip patterns during transition to lockdown period of COVID-19 pandemic in India

Abstract: COVID-19 pandemic has significantly affected the transportation sector across the world. Implementation of lockdown (that includes restricted travel activities) is a prevention strategy executed by various governments to minimize the spread of COVID-19. India went into complete lockdown from 25th March 2020; however, change in commuter’s travel behavior was observed from the third week of March (termed as transition to lockdown) due to pandemic fear. In total 1945 participants participated in the travel behaviour survey and their responses with respect to work-based and non-work-based trips during transition period were analysed to understand their adaptation towards COVID-19. The study also attempted to quantify the effects of influencing factors which can explain change in the commuters’ travel behaviour. The findings revealed that one-year increment in traveller’s age had 2% reduced probability of no travel during transition than pre-transition. For non-work-related travel, chances of lower travel frequency were significantly greater during the transition period as compared to pre-transition. Compared to the non-essential trips, the chances of reduced travel frequency for the essential trips were found to be lower by 92%. By examining these behavioural changes, the present study aims to assist the policymakers in understanding the dynamics of fluctuating travel demand with respect to trip purpose during pandemic situations like COVID-19.

Factors influencing consumer acceptance of vehicle-to-grid by electric vehicle drivers in the Netherlands

Abstract: The objective of this study is to identify factors that influence actual electric vehicle (EV) drivers’ acceptance of Vehicle-to-Grid (V2G) charging. The study takes a qualitative approach in order to provide insight into actual EV users’ perceptions of V2G technology and their underlying motivation to accept or not accept V2G. The Theory of Planned Behaviour is adopted to create a basic conceptual model of the potential factors influencing users’ acceptance of V2G. Twenty semi-structured interviews are conducted among Dutch EV drivers, including both regular EV drivers, as well as participants who had previously taken part in V2G projects. The factors that are found to be most important for fostering acceptance are financial compensation, transparent communication and reliable control of the system by the user. On the other hand, the factors that are found to have a negative effect on acceptance are range anxiety, discomfort experienced while participating and battery degradation. Our study shows that the majority of our interview participants accept V2G albeit with some reservations and caution. As EVs and V2G are new technologies, our sample of twenty actual EV users consists of early adopters. As such, their attitudes may not reflect those of the majority of future users. However, our study suggests that there are EV users who are willing to use V2G charge points and will continue to do so. The reasons behind such user acceptance are further described in the study together with additional insights and ideas for future research.

Perception of the built environment and walking in pericentral neighbourhoods in Santiago, Chile

Abstract: Walking is important as a sustainable and healthy transport mode Yet, walking is strongly influenced by the built environment and the socio-cultural characteristics of the walker However, the impact of the built environment on walking and “walkers” has scarcely been studied in a Latin American context, such as Chile This research explores which elements of the built environment ease and, contrarily, which elements hinder walking in six pericentral neighbourhoods in Santiago, Chile, according to self-reported walking experiences of local residents of different socioeconomic backgrounds, ages and genders Through “walking interviews” with one hundred and twenty residents conducted during spring 2018, this article examines how walkers perceive elements of the built environment and how those elements elicit emotions, affecting people's travel behaviour Self-reports from walkers reveal that the presence of trees, wide sidewalks and active uses ease walking, eliciting wellbeing and happiness On the contrary, residents declare that traffic noise, motorized traffic, narrow and deteriorated sidewalks, and difficult crossings hinder walking, especially for older adults and women, causing them stress, fear and anger Finally, this article reflects upon how walking can be promoted through a more pedestrian-friendly design of the built environment, by considering self-reported walking experiences of local residents

Who are the potential users of shared e-scooters? An examination of socio-demographic, attitudinal and environmental factors

Abstract: Shared e-scooter systems are operating across hundreds of cities worldwide. However, limited understanding of the user demand, as well as how this demand varies across individuals with various transportation preferences living in different urban contexts, is a key barrier to developing policy and regulations. This paper begins to close this gap by providing preliminary but novel insights into the socio-demographic, attitudinal and built-environment characteristics of potential users of shared e-scooters. In particular, we examine the self-reported intention to consider shared e-scooters by residents in Toronto and surrounding municipalities in Canada. Based on an online survey of 1,640 adults living in 17 neighbourhoods, we found that 21% were amenable to considering e-scooters for some of their current trips, and the majority would replace their existing walking (60%) and transit (55%) trips with shared e-scooters. Weighted logistic regression models revealed that all else being equal, preference toward trip efficiency, and environment and health-consciousness, were positively associated with potential e-scooter consideration. Perceived walkability/bikability and street safety also increased the likelihood of considering shared e-scooter in future. The findings begin to identify who will likely benefit from this micro-mobility option and where the impacts will be felt the most.

Who is interested in a crowdsourced last mile? A segmentation of attitudinal profiles

Abstract: Online and omnichannel retail developments placed logistics at the front-end of consumers’ purchase journeys. Particularly the last mile of the supply chain increasingly affects consumer satisfaction, while its financial and environmental impact is critical. “Crowd logistics” is introduced as a promising solution. As consumers are increasingly driving innovation and initiatives in the last mile, it is important to know their preferences and perceptions. Our objective is to identify which type of consumer is interested in a crowdsourced last mile and which particular crowd logistics services are considered interesting. To this end, we set up a survey among a sample of one-thousand consumers that represent the Belgian population. The survey is analysed using descriptive statistics and two-step cluster analysis. Analysis shows that consumers support neighbour relays and delivery by retailers’ employees, but general interest is low. A cluster analysis identifies four attitudinal profiles. One segment, labelled the “trailblazers”, are most likely to adopt crowdsourced last mile services: they strongly prefer delivery at home and rely on their community of neighbours when a delivery fails. They are more interested in last mile innovations and sustainability enhancements. The research contributes by taking a consumer perspective on the last mile and by including three types of services and four types of crowd. Three recommendations for retailers are formulated, to focus on a crowdsourcing solution that combines collection and delivery among their employees’ local network, to target consumers that fit the identified profile and to accentuate crowd logistics’ quality of enhancing information transparency.

Investigating heterogeneity in preferences for Mobility-as-a-Service plans through a latent class choice model

Abstract: The past decade has seen the introduction and widespread availability of a number of new mobility services. These have created a transport environment that is complex to navigate for passengers. The Mobility as a Service (MaaS) concept aims to provide a solution, by offering a single digital interface through which users can plan journeys, pay for and access a variety of transport modes. MaaS can also provide users with various products, including pay-per-use access to transport modes as well as MaaS packages. The latter are bundled mobility services that combine a variety of transport modes and are offered to customers in a one-stop-shop manner. The objective of this paper is to examine individual preferences for MaaS packages, specifically addressing the question of preference heterogeneity. In doing so, a Latent Class Choice Model (LCCM) is developed, allowing us to reveal variations in individuals’ preferences. The LCCM is estimated using data from a MaaS-related market research carried out in Greater Manchester. The results imply significant heterogeneity with regards to preferences. Three latent classes emerged through the analysis, all with different MaaS package preferences and individual characteristics. Age, gender, income, education and current travel behaviour all play an important role in determining an individual’s propensity to purchase MaaS packages. The results can provide valuable insights into the types of people that should and should not be initially targeted with MaaS packages to maximise uptake.

Trends in air travel inequality in the UK: From the few to the many?

Abstract: Aviation is responsible for at least 3.5% of global warming, and demand is predicted to rise rapidly over the next few decades. To reverse this trend, air travel demand will need to be managed. An important question is: ‘who would be affected by air travel demand reduction policies’? The answer to that question largely depends on who is participating in air travel, and how unequally it is distributed. Existing analysis suggests that participation in air travel in the UK is highly unequal and driven by richer, highly educated and urban households. However, so far little is known about how these patterns of inequality have changed over time – has air travel participation increased among low income households, e.g. due to the rise of low-cost carriers and ‘normalisation’ of air travel as a social practice? Would these groups therefore now be more affected by flight taxes or frequent flyer levies? To address these questions, this paper examines trends in air travel inequality between 2001 and 2018 in the UK based on two representative surveys, providing the first micro-level analysis of air travel inequality over time for this country. We find that while disadvantaged groups have contributed to the expansion of air travel over the past two decades, they remain far less likely to be affected by air travel demand management policies because air travel inequality is still at a very high level. These findings challenge common discourses that present air travel as a widespread norm, and demand management policies as socially unfair.

Understanding electric bike riders’ intention to violate traffic rules and accident proneness in China

Abstract: As electric bicycles (e-bikes) have emerged as an important transportation mode in China in the past decade, e-bike-related accidents have increased drastically. Research suggests that the main cause of most of these accidents is traffic rule violations by e-bike riders and that some e-bike riders have a higher propensity to experience accidents (i.e., higher accident proneness) than otherwise similar individuals. To facilitate the design of safety policies, it is important to understand the factors that influence both e-bike riders’ intention to violate traffic rules and accident proneness. For this purpose, an extension of the theory of planned behavior framework (E-TPB) was developed by incorporating seven new latent psychological factors (descriptive norm, moral norm, perceived risk, self-identity, legal norm, conformity tendency, and past behavior) into the original TPB framework (O-TPB). Using self-reported survey data from over 2000 e-bike riders collected in Shanghai, China, structural equation models for the E-TPB and the O-TPB were estimated. The model estimation results show that the E-TPB provides a more intuitive explanation of e-bike riders’ intention to violate traffic rules and accident proneness and has superior predictive power compared to the O-TPB. The model estimation results also show that descriptive norm, conformity tendency, and past behavior are important factors that affect both e-bike riders’ intention to violate traffic rules and accident proneness. These findings can be used by policymakers to design safety policies such as reward programs for safe riding behavior, e-bike rider education initiatives, and behavior modification interventions to improve road safety.

A text mining approach to elicit public perception of bike-sharing systems

Abstract: Bike-sharing has globally emerged as an alternative travel mode for trips that are longer to walk but shorter to drive Previous studies have used either the actual ridership data or survey responses from users to understand the public perception about bike-sharing systems Where the actual ridership data is hard to obtain, survey-based studies limit respondents’ ability to express their views by relying on structured questionnaires (eg, Likert scale) To this end, we contribute with the first application of a text network approach by analyzing the open-ended text responses from over 700 Seattle residents regarding their perceptions about the characteristics of docked and dockless bike-sharing systems The text network approach enables the analysis of the open-ended text responses by creating a network based on the frequency and co-occurrence of keywords in a sentence Our empirical analysis shows that Seattle residents appreciate dockless bike-sharing systems for their flexibility However, they are unhappy about the blocked sidewalks due to parked bikes and less usage of helmets Additionally, the text network’s sparsity indicates that respondents have a variety of negative perceptions regarding docked bike-sharing systems, and therefore, improving these systems is challenging The method also allows us to explore the heterogeneity in user groups’ perceptions based on their bike-sharing experiences Considering the consistency of our findings with those obtained using econometric approaches, we suggest that a hybrid approach can leverage the advantages of both econometric and text-based analysis The approach would lead into reliable policy recommendations in the context of new services and technologies

Online grocery shopping for the elderly in Quebec, Canada: The role of mobility impediments and past online shopping experience

Abstract: Adult customers switch to online grocery shopping (OGS) to save time and to buy specialized products. Less is known about whether and under what circumstances elderly will switch to OGS. Building on the theory of planned behavior (TPB), this study examined how decision making, online shopping habits for edible and non-edible items, and active and motorized mobility limitations are associated with elderly’s OGS behaviour. An online survey of 560 older individuals from two metropolitan regions in Quebec, Canada was conducted. We collected data on online shopping habits, difficulties walking, intentions to cease driving, and current frequency of grocery trips, together with related TPB constructs (intentions, self-reported OGS behavior, behavioral, normative and control beliefs, attitudes, subjective norms and perceived behavioral control). After verifying the basic TPB model, difficulties walking, driving cessation, frequency of grocery trips and online shopping habits for edible and non-edible items were integrated in structural equation models. Results support physical and motorized mobility loss and acquired OGS habits as decisive conditions for future OGS, along with attitudes and subjective norms as strong drivers of OGS intention formation. Shopping online for non-edible items did not predict OGS behavior. Getting past a first trial seemed much more important than technological difficulties in transitioning to OGS in our sample. OGS can successfully replace grocery trips as mobility declines. The recent COVID-19 related surges in forced OGS might trigger wider longer-term adoption in this population segment. Driving cessation programs should consider integrating OGS training to replace grocery trips prior to mobility loss.

Why individuals choose dockless bike sharing services

Abstract: This study investigates dockless bike sharing service (DBS) users’ behavior; particularly, why individuals choose DBS. A latent segmentation-based logit (LSL) model is developed using data from a DBS user survey conducted in Kelowna, Canada. The model is developed considering the following reasons for choosing DBS: cheapest option, fastest option, exercise purposes, recreational purposes, parking constraint, and unavailability of other modes or other reasons. The LSL model captures unobserved heterogeneity by assigning individuals into discrete latent segments. The model is estimated for two segments. Results suggest that segment 1 can be identified to include older, lower-income, frequent bike rider, females; whereas, segment 2 includes higher income, younger, non-frequent bike user, males. The parameter estimation results suggest that built environment attributes such as bike index, land use diversity index, transit accessibility, density of destinations, and length of bike infrastructure might influence the choice of DBS. The model confirms significant heterogeneity across the segments. Individuals residing in mixed land use areas with longer active transportation infrastructure are more likely to use DBS for recreational purposes in segment 1. In contrast, higher-income individuals in segment 2 show a negative relationship. The elasticity effects suggest that transit accessibility, length of bike lanes and cycle tracks, dwelling density, and vehicle ownership reveal substantial impact in segment 1. In contrast, bike index, land use diversity index, and personal vehicle ownership reveal significant impact in segment 2. This study offers important behavioral insights; specifically, the heterogeneity addressed in this research needs to be accommodated within the policy-making for efficient operation and expansion of DBS.

China’s millennial car travelers’ mode shift responses under congestion pricing and reward policies: A case study in Beijing

Abstract: This paper investigates the potential impacts of congestion pricing and reward policies on migrant and resident millennial car travelers’ morning commute mode shift responses in China. A stated-preference survey developed for this study was conducted in 2017 among millennial car travelers living or working in Beijing’s inner district, from which approximately 2000 responses were collected. Separate random parameters bivariate ordered probit models were estimated for migrant and resident millennial car travelers to capture the differences between their mode shift responses, unobserved heterogeneity, and correlation between their mode shift responses to congestion pricing and reward policies. Sociodemographic characteristics, travel behavior and needs, residential location accessibility to and by transit, attitudes towards travel and congestion pricing and reward policies were found to affect millennial car travelers’ mode shift responses. In addition, the impacts of the contributing factors on the mode shift responses were very different between the congestion pricing and reward policies and between the migrant and resident millennial car travelers. The findings from the model estimation and descriptive statistics suggest that the implementation of pricing and reward policies, along with other unique regional (e.g., rapid increase in residential property price) and institutional (e.g., household registration system) characteristics, may potentially bring new challenges to migrant car travelers that may add to their economic burden and reduce their quality of life, particularly under congestion pricing policies. This study also provided insights for the design of future congestion pricing and reward policies and complementary measures that could address the travel needs of all travelers.

A comparative analysis of the users of private cars and public transportation for intermodal options under Mobility-as-a-Service in Seoul

Abstract: The expected convenience of mobility-as-a-service (MaaS), which integrates travel modes and related services into a single platform, has generated considerable research interest Maas could bring attention to intermodal options that involve transfers between transport modes, and users’ preference depends on the level-of-service of the transport mode and their daily travel behavior This study aims to explore whether and how users’ preference to intermodal options under MaaS is heterogeneous between private car users and public transportation users To achieve the goal, we design a stated preference survey assuming daily commute trips in the Seoul metropolitan area An integrated choice latent variable model is used to gain a comprehensive understanding of individuals’ psychological attitudes The results show that people’s latent attitudes toward MaaS significantly vary depending on socio-economic characteristics (gender and household income) and workplace environments (worktime flexibility and dress code flexibility) Moreover, even if consumers are of the same socio-demographics, the preference for MaaS could be different by the transportation mode they habitually use In the end, the comparative analysis in this study provides new insights to better understand demand of MaaS To make the intermodal options attractive to the private car users, the operator should try to minimize the resistance to transfers in the intermodal options under MaaS Otherwise, for the public transportation users, it would be important for them to propose shorter travel time in the intermodal options under MaaS

Public transport users versus private vehicle users: Differences about quality of service, satisfaction and attitudes toward public transport in Madrid (Spain)

Abstract: This paper aims to further understand the main factors influencing the behavioural intentions (BI) of private vehicle users towards public transport to provide policymakers and public transport operators with the tools they need to attract more private vehicle users. As service quality, satisfaction and attitudes towards public transport are considered the main motivational forces behind the BI of public transport users, this research analyses 26 indicators frequently associated with these constructs for both public transport users and private vehicle users. Non-parametric tests and ordinal logit models have been applied to an online survey asked in Madrid’s metropolitan area with a sample size of 1025 respondents (525 regular public transport users and 500 regular private vehicle users). In order to achieve a comprehensive analysis and to deal with heterogeneity in perceptions, 338 models have been developed for the entire sample and for 12 users’ segments. The results led to the identification of indicators with no significant differences between public transport and private vehicle users in any of the segments being considered (punctuality, information and low-income), as well as those that did show significant differences in all the segments (proximity, intermodality, save time and money, and lifestyle). The main differences between public transport and private vehicle users were found in the attitudes towards public transport and for certain user segments (residents in the city centre, males, young, with university qualification and with incomes above 2700€/month). Findings from this study can be used to develop policies and recommendations for persuading more private vehicle users to use the public transport services.

Surveying and analysing mode and route choices in Switzerland 2010-2015.

Abstract: Every five years, the Mobility and Transport Microcensus (MTMC), a one-day CATI diary survey representative of the Swiss population in terms of socio-economics and trip characteristics, is carried out In the year 2015, for the second time after 2010, an additional stated preference (SP) survey on respondents’ mode and route choices was linked to the MTMC The combination of revealed preferences (RP) from the MTMC interview and stated preferences from the follow-up survey provides a valid set of parameters for a new generation of regional and national transport demand models in Switzerland that are sensitive in terms of trip purposes, target groups and spatial patterns These models, in turn, are needed for reliable transport forecasts and thus build the foundation of future transport policy in Switzerland Willingness-to-pay indicators savings are found to be rather stable over time, which bodes well for their use in cost-benefit analyses

The formation of passenger loyalty: Differences between ride-hailing and traditional taxi services

Abstract: Background Taxi services have played an essential role in the transport system as they contribute to urban mobility. With the rapid development of information and communication technologies, ride-hailing services, one of the typical sharing economy forms of road transport, have become increasingly popular. The uptake of app-based technologies that support the sharing economy for transport is considered to threaten the future of traditional taxi services directly. Aim This study aims to compare the direct and indirect effects of factors such as perceived benefits of booking method, perceived safety, involvement and satisfaction on the loyalty of passengers to ride-hailing and traditional taxi services. Method A structural equation model of the relationships among these constructs was tested using data collected from 545 respondents (263 ride-hailing passengers and 282 traditional taxi passengers) who have used these services at least once a month in Vietnam. Results The results have confirmed that there was a strong relationship between satisfaction and loyalty for ride-hailing as well as traditional taxi services. It was also evident that the variable describing the perceived benefits of booking method was the second strongest factor influencing traditional taxi passengers’ loyalty while the perception of safety was the second most important determinant of ride-hailing passengers’ loyalty. Conclusions Results from this investigation offer insights for the development of strategies aiming at increasing the loyalty of ride-hailing as well as traditional taxi users. By focusing on the strengths and improving the weaknesses of each transport service, these two services can be complementary and co-existing without cannibalising each other. In turn this will lead to a transport system capable to serve all types of users.

What role does free-floating car sharing play for changes in car ownership? Evidence from longitudinal survey data and population segments in Copenhagen

Abstract: Free-floating car sharing (FFCS) offers greater flexibility than station-based car sharing but seems to affect car ownership less. This study looks into characteristics of people who changed or did not change car ownership over time and how an increase or decrease relates to FFCS membership, demographic and attitudinal factors. The study is based on FFCS users (n = 776) and non-users (n = 720) in Copenhagen surveyed two times within a 2.5-year period. Five population segments were created: car dependents, car avoiders, and car limiters who showed constant but different levels of car ownership; car aspirers who increased, and car sellers who decreased car ownership over time. The segments' profiles range from car dependents who show high affective car motives, high perceived mobility necessities and car dependency at the one end, and car avoiders who seem more driven by environmental norms and an instrumental relation to the car, at the other end of the scale. A multinomial regression predicting whether car owners increased or decreased the number of cars in the household during the project period found a positive effect of FFCS membership for decreasing car ownership. However, the effect was no longer significant when adding the intention to reduce car ownership at the time of the first survey. Main factors that remained significant for changed car ownership included a change in household composition, access to a private parking space and the initial number of cars in the household. The paper discusses strategies to increase the contribution of FFCS to car ownership reduction.

Taking the bus? Barriers and facilitators for adolescent use of public buses to school

Abstract: Transport to school can contribute significantly to adolescents’ physical activity but in New Zealand – as in many other countries around the world – many adolescents are driven to school. Public transport offers an opportunity to integrate incidental active transport into school commutes. In this paper, we bring together multiple sources of data into a multi-method study to elucidate the barriers to and facilitators of public transport use by adolescents for school travel in Dunedin, New Zealand, a city with low rates of public transport use. The data include a public bus survey from Otago School Students Lifestyle Survey (OSSLS, 1391 adolescents); the Built Environment Active Transport to School (BEATS) Study parental survey (350 parents), focus groups (54 adolescents, 25 parents, 12 teachers) and semi-structured interviews (12 principals); interviews with three policy-makers from local/regional/national agencies; and analysis of 10 relevant local/regional/national strategies/transport plans. The findings show how distance to school, cost, parental trip chaining, built environment features, the weather, convenience, and safety perceptions are major barriers to using public transport to school. Moreover, current transport planning documents do not favour public health. A number of recommendations that could increase public transport use are made including: raising parking prices to discourage parents driving and trip-chaining; improving bus infrastructure and services; providing subsidies; and changing perceptions of public transport use and users. These actions, however, require collaboration between government authorities across the local, regional and national scale.

User interest in on-demand, shared, and driverless mobility: Evidence from stated preference choice experiments in Southern Ontario

Abstract: Understanding how new technologies such as on-demand ride hailing and vehicle automation may affect travel behavior is important to craft better policy. This study uses a 2018 survey of 1,684 employed respondents from vehicle-holding households residing in Southern Ontario, Canada. Stated preference choice experiments are administered and mixed logit models are estimated to explore consumer interest in adopting driverless on-demand vehicles, shared on-demand vehicles, transit plus on-demand vehicles, and driverless public transit shuttles. Monetized generalized costs of each of these choice attributes are estimated. Results indicate generalized costs from combining transit with on-demand ride hailing (a frequently contemplated “last-mile” solution), while users are relatively ambivalent about the generalized cost of shared on-demand ride-hailing. Results indicate that consumers view driverless public transit shuttles and driverless cars as conferring higher generalized costs than vehicles with drivers. Overall, results suggest that the market shares of these modes depend on the potential for service providers to capitalize on heterogenous preferences among consumers. As such, insofar that public transit agencies and the public sector appear less well-suited to nimbly meet heterogeneous consumer demand, the private sector appears poised to play the most direct role in leveraging these new technologies towards meeting user needs. In turn, these findings suggest that the best role for the public sector with respect these new services lies in establishing incentives by engaging with private industry and/or regulating downstream impacts of new mobility services.

Climate change concern and the desire to travel: How do I justify my flights?

Abstract: There is an urgent need to reduce emissions from the aviation sector. Although awareness of climate change is growing, few are willing to alter their flight behaviour. Through a qualitative analysis of interview materials collected from Reykjavik Capital Region residents, this study explores how globally affluent, highly mobile young urbanites justify their international travel by plane, despite their climate change awareness, and if they are willing to change their behaviour. Six themes of justifications to continue air travel were identified; shifting responsibility, compensatory behaviours, lack of knowledge or awareness, lack of other options, benefits outweighing impacts, and carbon offsetting. Their use differed depending on respondents’ level of climate change awareness and willingness to reduce air travel, but willingness to reduce travel did not differ between awareness level scores. None were willing to quit flying regardless of their level of awareness. Compared with previous literature, we found a greater emphasis placed on the benefits of air travel. We suggest policy uptake for both individual and collective realms, such as kerosene tax and mandatory carbon offsetting, as shifting responsibility can delay action regardless of the way in which it is shifted, and reductions in these realms can only happen in concert. Other sources of well-being should be emphasized and the social norm around frequent travel actively challenged. Knowledge on the specific climate impacts of flights should be better communicated to the public and put into perspective with the global fair share of emissions and steep mitigation curves to keep warming below 1.5°.

Effect of London cycle hire scheme on bicycle safety

Abstract: This study evaluates the effect of London Cycle Hire scheme (LCH) on bicycle crashes, based on the data from 333 Lower Layer Super Output Areas (LSOAs) in the period 2011–2012. The Propensity Score Matching method (PSM) is applied to evaluate the effects of policy interventions (‘treatment’) on bicycle safety, with which the effects of confounding factors on the treatment effects are accounted, using the systematically established untreated groups. Covariates including land use, traffic and population characteristics are considered when selecting the untreated group for each treated unit. Results of PSM indicated that numbers of overall and slight injury bicycle crashes increased by 37.7% and 31.8% when LCH was introduced. Additionally, the interaction by another transport management policy – London Congestion Charging scheme (LCC) – on the effects of LCH on bicycle crash was estimated. Numbers of overall and slight injury bicycle crash further increased by 59.1% and 57.8% because of the implementation of LCC. For the killed or seriously injured (KSI) bicycle crashes, increases were observed in both cases (i.e. 81% for LCH and 66% for LCC), despite that they are not statistically significant. Results are indicative to the design and planning of bicycle infrastructure that could enhance the overall bicycle safety in London.

Ride-hailing, a new mode to commute? Evidence from Tehran, Iran

Abstract: In the last decade, ride-hailing services have spread all over the world. While these technology-enabled services account for a small part of the modal split in many Western cities, the situation is different in the developing world, where many people use ride-hailing on a daily basis. To better understand the role of ride-hailing in the mobility system and to confirm the hypothesis that ride-hailing is a new mode of commuting, we constructed, tested, and administered a questionnaire on travel behavior and ride-hailing practices in Tehran, Iran. 601 questionnaires were completed in February 2019. Descriptive analysis is combined with correlation tests and a frequency model. The findings show substantial adoption of ride-hailing in the population, used by people from all social backgrounds as it is the most versatile and flexible mode of transportation in the metropolitan area. While there is a high rate of adoption, frequency of use is mainly determined by smartphone use and income level. Ride-hailing presents the comfort and speed of the private car to those who can afford this new mode on a daily basis, especially for university students, workers in the formal sector and women. Local authorities might consider ride-hailing as an alternative to the private car, in complement to public and semi-public transportation systems.

Are travellers willing to adopt MaaS? Exploring attitudinal and personality factors in the case of Madrid, Spain

Abstract: Mobility as a Service (MaaS) is expected to significantly change our mobility patterns. However, it is still not clear who will accept this new mobility paradigm and how it will affect travellers’ behaviours. In this study, we identify a set of attitudinal and personality factors relevant for MaaS adoption based on a survey comprising 1,000 respondents in the metropolitan area of Madrid (Spain). The results show strong positive attitudes towards MaaS after being validated through a structural equation model. The higher the percentage of multimodal travellers, the more they are open to “new mobilities”, the greater their technological capabilities and curiosity, and the lower their cost sensitivity, then the higher the adoption potential for MaaS. Our analysis reveals four clusters in terms of individuals’ intention to use MaaS technologies (technological car-followers, unimodal travellers, MaaS-lovers and active public-transport supporters). Motivated by a significant environmental sensibility, MaaS-lovers appear to be the most likely to reduce their private car usage in favour of alternative modes. Overall, we recognise two main barriers that can frustrate MaaS adoption: low technology affinity and low openness to sharing-mobility services. Policies that focus on these two aspects can encourage MaaS acceptance.

Impacts of telecommuting on time use and travel: A case study of a neighborhood telecommuting center in Stockholm

Abstract: While telecommuting (TC) research heavily discusses travel impacts of home-based TC, little is known about impacts of working from a neighborhood TC center on travel and non-travel activities and their energy requirements. We conduct a case study on the impacts of the work location (employer’s office, TC center, home) on time use and travel using data collected in a neighborhood TC center in Stockholm. Our results show that telecommuters more frequently replaced working from the TC center for working from the more distant employer’s office than for working from home. On TC center and home office days, diarists spent less time traveling, and on home office days more time on chores and leisure than on employer office days. When working from the TC center instead of the employer’s office, telecommuters frequently used the same or more energy-efficient commute modes, e.g. biking instead of the car, which was feasible because the TC center is in the local neighborhood. However, when working from home, diarists mainly used the car for private travel. Thus, energy savings of TC can be increased by providing energy-efficient transport options or local access to non-work destinations to telecommuters. TC energy impacts depend also on changes to energy requirements for non-travel activities, for space heating/cooling/lighting at all work locations, and systemic TC effects (e.g. residential relocation), which can only be observed in the long term. Thus, future TC assessments should take an even broader perspective in terms of travel and non-travel activities, their energy requirements, and systemic effects.

Does real-time and perceived environmental exposure to air pollution and noise affect travel satisfaction? evidence from Beijing, China

Abstract: Poor air quality and noise pollution have become major environmental risks in urban China. However, the effect of personal exposure to air pollution and noise in various traffic microenvironments on individuals’ daily travel satisfaction has rarely been investigated. Drawing upon real-time data collected using portable sensors and GPS tracking devices in Beijing from December 2017 to February 2018, this paper explores the variations in the co-exposure to real-time air pollution and noise among various transportation modes. It then employs structural equation models to investigate whether and how the objectively measured and subjectively perceived exposure to air pollution and noise in different traffic microenvironments influences individuals’ daily travel satisfaction. Findings show that travel satisfaction and co-exposure to real-time air pollution and noise vary greatly among different transportation modes. People travelling by public transport experience high personal noise exposure and tend to have lower levels of travel satisfaction. While perceived air pollution and noise have significant direct effects on travel experiences, the pathways between objective pollution and travel satisfaction differ for air pollution and noise. Objective air pollution negatively affects travel satisfaction indirectly by influencing perceived air pollution, whereas objective noise has a positive and direct effect on travel satisfaction. Moreover, people with different socio-economic backgrounds tend to bear unequal burdens of air pollution and noise during their daily travels. These findings indicate that more research should be conducted to enhance our understanding of the relationships between personal micro-environmental exposures and subjective wellbeing.

Investigating the motivation for pedestrians’ risky crossing behaviour at urban mid-block road sections

Abstract: Pedestrians crossing roads at unprotected mid-block sections is a common behaviour associated with traffic accidents. It is a calculated risk that pedestrians take based on prevailing traffic conditions and their motivation. However, there is limited understanding of these factors. This paper investigates the motivational factors associated with pedestrians’ risky crossing behaviour at unprotected, urban mid-block road sections. An on-site survey is conducted at four different locations in Auckland, New Zealand. It includes questions related to the constructs of the Theory of Planned Behaviour, habit and their relationships considering the effects of gender. Motivational factors are analysed using factor analysis and structural equation modelling. Results show that pedestrians’ intention to cross a road at mid-block sections is mainly driven by habit and attitude. Some pedestrians, however, internalise the belief that risky crossing behaviour is an acceptable act in society from friends and important referents which is mediated through habit. Women’s decisions are highly influenced by their attitude while men’s’ risky behaviour is influenced by their friends’ perceptions. Crossing at mid-block sections is also perceived as a necessary risk worth taking, which is mentally linked to convenience gain, including saving travel time and reducing walking distances. The paper offers some insights into pedestrians’ motivation to cross at mid-block. Findings are expected to assist in developing effective measures to reform the social acceptance of such behaviours and compliment engineering practices to reduce traffic accidents at unprotected mid-block sections.