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1.
So-called ‘soft’ policy instruments that respond to the psychological aspects of travel are regularly acknowledged as necessary complements to ‘hard’ infrastructure investments to effectively promote sustainable travel in cities. While studies investigating subjective orientations among travellers have proliferated, open questions remain including the role of recent technological advances, the expansion of alternative mobility services, locally specific mobility cultures and residential selection. This paper presents the methods, results and policy implications of a comparative study aiming to understand mobility attitudes and behaviours in the wider metropolitan regions of Berlin and London. We specifically considered information and communication technology (ICT), new types of mobility services such as car sharing, electric cars and residential preferences. In each region, we identified six comparable segments with distinct attitudinal profiles, socio-demographic properties and behavioural patterns. Geocoding of the home address of respondents further revealed varying contextual opportunities and constraints that are likely to influence travel attitudes. We find that there is significant potential for uptake of sustainable travel practices in both metropolitan regions, if policy interventions are designed and targeted in accordance with group-specific needs and preferences and respond to local conditions of mobility culture. We identify such interventions for each segment and region and conclude that comparative assessment of attitudinal, alongside geographical, characteristics of metropolitan travellers can provide better strategic input for realistic scenario-building and ex-ante assessment of sustainable transport policy. 相似文献
2.
The transport sector creates much environmental pressure. Many current policies aimed at reducing this pressure are not fully effective because the behavioural aspects of travellers are insufficiently recognised. Insights from behavioural economics can contribute to a better understanding of travel behaviour and choices, and the impact of these on policies. Nevertheless, few studies have examined this issue. We review these and provide a broader, more encompassing perspective on environmental policy focused on transport, and taking into account bounded rationality as well as social preferences. 相似文献
3.
Evaluating transport policy for cities in developing countries is often constrained by data availability that limits the use of conventional appraisal models. Here, we present a new ‘bottom-up’ methodology to estimate transport CO2 emission from daily urban passenger travel for Beijing, a megacity with relatively sparse data on travel behaviour. A spatial microsimulation, based on an activity diary survey and two sample population censuses, is used to simulate, for Beijing’s urban districts, a realistic synthetic population, and their daily travel and CO2 emission over 2000–2010. This approach provides greater insight into the spatial variability of transport CO2 emission than has previously been possible for Beijing, and further, enables an examination of the role of socio-demographics, urban form and transport developments in contributing to emissions over the modelled period.Using the 2000–2010 CO2 emission estimates as a baseline, CO2 emissions from passenger travel are then modelled to 2030 under scenarios exploring politically plausible strategies on transport (public transport infrastructure investment, and vehicle constraint), urban development (compaction) and vehicle technology (faster adoption of clean vehicle technology). The results showed that, compared to the trend scenario, employing both transport and urban development policies could reduce total passenger CO2 emission to 2030 by 24%, and by 43% if all strategies were applied together. The study reveals the potential of microsimulation in emission estimation for large cities in developing countries where data availability may constrain more traditional approaches. 相似文献
4.
The objective of this paper is to analyse the factors determining household car travel, and specifically the effects of household income and the prices of cars and motor fuels, and to explore the intertemporal pattern of adjustment. The question of asymmetry in the response to rising and falling income is also addressed. Such asymmetry may be caused by habit or resistance to change or the tendency to acquire habits to consume more easily than to abandon them. The impact of prices, the speed of adjustment and the resistance to change will be important in determining the possibility of influencing travel behaviour and specifically car use. The study utilises repeated cross-section data from the annual UK Family Expenditure Surveys and employs a pseudo-panel methodology. The results are compared with those for car ownership estimated on the basis of similar models. 相似文献
5.
In the past few years, the social science literature has shown significance attention to extracting information from social media to track and analyse human movements. In this paper the transportation aspect of social media is investigated and reviewed. A detailed discussion is provided about how social media data from different sources can be used to indirectly and with minimal cost extract travel attributes such as trip purpose, mode of transport, activity duration and destination choice, as well as land use variables such as home, job and school location and socio-demographic attributes including gender, age and income. The evolution of the field of transport and travel behaviour around applications of social media over the last few years is studied. Further, this paper presents results of a qualitative survey from travel demand modelling experts around the world on applicability of social media data for modelling daily travel behaviour. The result of the survey reveals positive view of the experts about usefulness of such data sources. 相似文献
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Carlos Carrion David Levinson 《Transportation Research Part A: Policy and Practice》2012,46(4):720-741
Travel time reliability is a fundamental factor in travel behavior. It represents the temporal uncertainty experienced by travelers in their movement between any two nodes in a network. The importance of the time reliability depends on the penalties incurred by the travelers. In road networks, travelers consider the existence of a trip travel time uncertainty in different choice situations (departure time, route, mode, and others). In this paper, a systematic review of the current state of research in travel time reliability, and more explicitly in the value of travel time reliability is presented. Moreover, a meta-analysis is performed in order to determine the reasons behind the discrepancy among the reliability estimates. 相似文献
8.
Interests in studying of the built environment impacts on travel behavior have proliferated from North America to other parts of the world including China. Until very recently, there has been very little research into travel behavior in China. However, during the last decade, there has been a fast growing interest in studying the built environment and travel behavior in Chinese cities, perhaps motivated by China’s unprecedented urbanization and rapid urban transport development. Case studies from China provide new insights into the impacts of built environment on travel behavior that can help to enrich existing scholarship. However, currently there is a generally poor understanding of the role played by Chinese research and how it has enriched the international literature. This paper aims to fill this gap by reviewing studies in and outside China by both Chinese and non-Chinese scholars. The focus is on the contribution of these studies to the international literature. We identify four areas of contribution: how the built environment has been developed and its implications for travel behavior; the importance of housing sources in defining residential built environment and explaining travel behavior; the unique Danwei (or work unit) perspective on jobs-housing relationships and commuting behavior; and the importance of neighborhood types in explaining travel behavior in Chinese cities. The findings from this review should be relevant for researchers interested in developing future studies that will further advance geographic knowledge of the built environment and travel behavior, specifically in China and with broader global contexts. 相似文献
9.
The purpose of this paper is to model the travel behaviour of socially disadvantaged population segments in the United Kingdom (UK) using the data from the UK National Travel Survey 2002–2010. This was achieved by introducing additional socioeconomic variables into a standard national-level trip end model (TEM) and using purpose-based analysis of the travel behaviours of certain key socially disadvantaged groups. Specifically the paper aims to explore how far the economic and social disadvantages of these individuals can be used to explain the inequalities in their travel behaviours.The models demonstrated important differences in travel behaviours according to household income, presence of children in the household, possession of a driver’s licence and belonging to a vulnerable population group, such as being disabled, non-white or having single parent household status. In the case of household income, there was a non-linear relationship with trip frequency and a linear one with distance travelled. The recent economic austerity measures that have been introduced in the UK and many other European countries have led to major cutbacks in public subsidies for socially necessary transport services, making results such as these increasingly important for transport policy decision-making. The results indicate that the inclusion of additional socioeconomic variables is useful for identifying significant differences in the trip patterns and distances travelled by low-income. 相似文献
10.
Travel information continues to receive significant attention in the field of travel behaviour research, as it is expected to help reduce congestion by directing the network state from a user equilibrium towards a more efficient system optimum. This literature review contributes to the existing literature in at least two ways. First, it considers both the individual perspective and the network perspective when assessing the potential effects of travel information, in contrast to earlier studies. Secondly, it highlights the role of bounded rationality as well as that of non-selfish behaviour in route choice and in response to information, complementing earlier reviews that mostly focused on bounded rationality only. It is concluded that information strategies should be tailor-made to an individual's level of rationality as well as level of selfishness in order to approach system-optimal conditions on the network level. Moreover, initial ideas and future research directions are provided for assessing the potential of travel information in order to improve network efficiency of existing road networks. 相似文献
11.
Concerns over transportation energy consumption and emissions have prompted more studies into the impacts of built environment on driving-related behavior, especially on car ownership and travel mode choice. This study contributes to examine the impacts of the built environment on commuter’s driving behavior at both spatial zone and individual levels. The aim of this study is threefold. First, a multilevel integrated multinomial logit (MNL) and structural equation model (SEM) approach was employed to jointly explore the impacts of the built environment on car ownership and travel mode choice. Second, the spatial context in which individuals make the travel decisions was accommodated, and spatial heterogeneities of car ownership and travel mode choice across traffic analysis zones (TAZs) were recognized. Third, the indirect effects of the built environment on travel mode choice through the mediating variable car ownership were calculated, in other words, the intermediary nature of car ownership was considered. Using the Washington metropolitan area as the study case, the built environment measures were calculated for each TAZ, and the commuting trips were drawn from the household travel survey in this area. To estimate the model parameters, the robust maximum likelihood (MLR) method was used. Meanwhile, a comparison among different model structures was conducted. The model results suggest that application of the multilevel integrated MNL and SEM approach obtains significant improvements over other models. This study give transportation planners a better understanding on how the built environment influences car ownership and commuting mode choice, and consequently develop effective and targeted countermeasures. 相似文献
12.
In most developed countries motorized transportation is the dominant form of travel for long and short journeys. Transport-related
physical activity (TPA), however, is advocated as an appropriate transport mode for traveling short distances. The purpose
of this study is to explore the associations between private automobile availability, overall physical activity levels, and
TPA engagement in the adult population. A population-representative telephone survey assessed socio-demographics, private
automobile availability, overall physical activity levels, and travel to place of work/study and the convenience shop with
an adult sample (n = 2,000) residing in North Shore City, Auckland, New Zealand in April 2005. The majority of respondents reported unrestricted
(80%) or frequent (12%) private automobile availability. After controlling for covariates, binary logistic regression analyses
revealed those with no private automobile available were less likely to be classified as sufficiently active for health benefits
when compared to respondents with unrestricted private automobile availability. However, this finding was based on a small
minority (4%). Also, those reporting no private automobile availability were more likely to walk or cycle to place of employment
and the convenience shop when compared to those with unrestricted private automobile availability. Similar to other self-report
travel and physical activity survey tools, the questionnaire used potentially did not adequately capture TPA engagement. Future
TPA research needs to incorporate objective measures to address this issue.
相似文献
Hannah M. BadlandEmail: |
13.
This paper investigates the impact of a variety of travel information types on the quality of travel choices. Choice quality
is measured by comparing observed choices made under conditions of incomplete knowledge with predicted choice probabilities
under complete knowledge. Furthermore, the potential impact of travel information is considered along multiple attribute-dimensions
of alternatives, rather than in terms of travel time reductions only. Data is obtained from a choice experiment in a multimodal
travel simulator in combination with a web-based mode-choice experiment. A Structural Equation Model is estimated to test
a series of hypothesized direct and indirect relations between a traveler’s knowledge levels, information acquisition behavior
and the resulting travel-choice quality. The estimation results support the hypothesized relations, which provides evidence
of validity and applicability of the developed measure of travel-choice quality. Furthermore, found relations in general provide
some careful support for the often expected impact of information on the quality of travel choices. The effects are largest
for information services that generate previously unknown alternatives, and lowest for services that provide warnings in case
of high travel times only.
Caspar Chorus holds a PhD in Technical Sciences (cum laude) from Delft University of Technology, and is currently an Assistant Professor at Eindhoven University of Technology’s Urban Planning Group. His general interests include traveler behavior research / decision making under knowledge limitations / discrete choice analysis. Theo Arentze received a Ph.D. in Decision Support Systems for urban planning from the Eindhoven University of Technology. He is now an Associate Professor at the Urban Planning Group at the same university. His main fields of expertise and current research interests are decision support systems, activity-based modeling, discrete choice modeling, knowledge discovery and learning-based systems with applications in urban and transport planning. Harry Timmermans received a Ph.D. in Spatial Sciences from the University of Nijmegen. He is Chair of the Urban Planning Group and Director of the European Institute of Retailing and Consumer Services. His main fields of expertise concern behavioral modeling, consumer studies and computer systems in a variety of application contexts including transportation. 相似文献
Caspar G. ChorusEmail: |
Caspar Chorus holds a PhD in Technical Sciences (cum laude) from Delft University of Technology, and is currently an Assistant Professor at Eindhoven University of Technology’s Urban Planning Group. His general interests include traveler behavior research / decision making under knowledge limitations / discrete choice analysis. Theo Arentze received a Ph.D. in Decision Support Systems for urban planning from the Eindhoven University of Technology. He is now an Associate Professor at the Urban Planning Group at the same university. His main fields of expertise and current research interests are decision support systems, activity-based modeling, discrete choice modeling, knowledge discovery and learning-based systems with applications in urban and transport planning. Harry Timmermans received a Ph.D. in Spatial Sciences from the University of Nijmegen. He is Chair of the Urban Planning Group and Director of the European Institute of Retailing and Consumer Services. His main fields of expertise concern behavioral modeling, consumer studies and computer systems in a variety of application contexts including transportation. 相似文献
14.
This paper focuses on the interrelationships between ICT, activity fragmentation and travel behaviour. The concept of fragmentation relates to how activities are spatiotemporally reorganized, by subdividing activities into smaller components that are then performed at different times and/or locations, in connection with ICT use. The association between ICT, activity fragmentation and travel relationships remains uncharted. Based on a two-day Dutch communication-activity-travel diary different associations between ICT use, paid work spatiotemporal fragmentation indicators and frequency of travel are specified and tested with Path Analysis Modelling accounting for sociodemographic and land use factors. The results demonstrate that the interrelationships between fragmentation, ICT and travel are quite complex. ICT and fragmentation apparently have a reciprocal relationship with mobile ICT use influencing the degree of spatial fragmentation whereas the usages of sedentary ICT are influenced by the degree of temporal fragmentation. Person-ICT attributes and ICT use mediate the participation in non-work activities, and can replace work and non-work travel. Fragmentation reduces work trips but at the same time restricts non-work personal travel possibilities and can reallocate time for leisure activity and travel. 相似文献
15.
This paper explores the potential role of individual trip characteristics and social capital network variables in the choice of transport mode. A sample of around 100 individuals living or working in one suburb of Madrid (i.e. Las Rosas district of Madrid) participated in a smartphone short panel survey, entering travel data for an entire working week. A Mixed Logit model was estimated with this data to analyze shifts to metro as a consequence of the opening of two new stations in the area. Apart from classical explanatory variables, such as travel time and cost, gender, license and car ownership, the model incorporated two “social capital network” variables: participation in voluntary activities and receiving help for various tasks (i.e. child care, housekeeping, etc.). Both variables improved the capacity of the model to explain transport mode shifts. Further, our results confirm that the shift towards metro was higher in the case of people “helped” and lower for those participating in some voluntary activities. 相似文献
16.
In this study, the market potential of car sharing has been evaluated using multiple alternative scenarios which examine the geographic, financial and environmental factors influencing car sharing adoption. The scenarios are applied to the available and collected travel information of the Irish population to estimate the potential impact of introducing car sharing in Ireland. The analysis identified that car owners who travel predominantly on alternative modes, could make significant cost and CO2 savings through car sharing. A reduction of yearly CO2 emissions of 86 kt is readily achievable through car sharing, with reductions up to 895 kt possible with appropriate policy and financial support. These figures are comparable to other measures proposed under the Irish National Climate Change Strategy. 相似文献
17.
Tilly Line Kiron ChatterjeeGlenn Lyons 《Transportation Research Part D: Transport and Environment》2012,17(3):270-276
Transport policy in the UK is seeking to promote the development of low carbon transport technology and to encourage people to choose to use low carbon travel options. This paper draws on existing behavioural theories to study young people’s travel behaviour intentions and the influence on these from their knowledge of, and willingness to act on, climate change. The study involved a series of focus groups with young people aged 11-18 years, where attitudes to transport modes, attitudes towards climate change and travel behaviour intentions were discussed. Knowledge and values are established as the key determinants of young people’s attitudes and behaviour intentions towards transport in the context of climate change. More specifically it is established that young people’s values emphasise speed and freedom and that it is important to young people that the mode of transport they choose is reflective of the image they want to portray. 相似文献
18.
Despite mounting evidence that car use is a prime culprit of global warming, our love affair with the car persists. General awareness of the environmental consequences of car usage is high but fails to correspond to moderated car use. This paper contributes to an understanding of how university students’ environmental beliefs affect decisions to engage in continued car use (persistence) and/or to discontinue or reduce car use (desistance). The aim of the research presented here was to explore the range of neutralizations and counter-neutralizations (affirmations) employed by students and to examine the ways in which they are used to justify and maintain either persistence or desistance in car use. The research consisted of six focus group sessions with thirty-four UK-based Higher Education students. Analysis of the study’s data highlights the range of neutralizations and counter-neutralizations employed by students in social settings. The article discusses the usefulness of neutralization theory in accounting for actual and/or intended non-environmentally friendly behaviour such as car use. In addition, the study’s findings are discussed in relation to prior research and to potential implications for public policy interventions which favour moderating car usage. 相似文献
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Using time-use data from Canada, Norway, and Sweden, this study briefly outlines the essence of the activity setting approach
and illustrates one aspect of its usefulness by exploring the impact of social contact on travel behaviour. The activity system
approach views behaviour in context. Activity settings are generic components of the activity system and studying them using
time-use diaries can provide major insights into travel behaviour. Focusing on social contact, this paper characterizes the
social environment in terms of social circle (interaction partners) and social space (location). The analysis shows that there
are clear differences in the levels of social interaction across various groups, including those who work at home. The 1992
Canadian data showed people working at the workplace spend relatively more time with others, about 50% of total time awake.
Working at home reduced the time with others to a low of 15.7%. when people worked at home the family benefited, almost doubling
the time spent with them compared to those working at the workplace. Persons working at home only spend the most time alone.
There is a tendency for persons with low social interaction to travel more. It is argued that individual need, or want, social
contact and if they cannot find it at the workplace they will seek it elsewhere thus generating travel. Whether this is the
result of need or opportunity is of minor relevance, what it does suggest is that working in isolation at home will not necessarily
diminish travel but rather may simply change its purpose.
This revised version was published online in June 2006 with corrections to the Cover Date. 相似文献