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Understanding inequality in ride-hailing service: an investigation of matching and pickup time 了解打车服务中的不平等现象:对匹配和取车时间的调查
IF 4.3 2区 工程技术 Q1 ENGINEERING, CIVIL Pub Date : 2024-06-26 DOI: 10.1007/s11116-024-10495-4
Fan Gao, Jingjing Hao, Zhitao Li, Chunyang Han, Jinjun Tang, Chuyun Zhao

Waiting Time (WT) stands as a pivotal indicator of the accessibility and equality of ride-hailing service. WT is broken down into two parts: the time taken to match passengers with drivers (matching time), and the time for drivers to pick up passengers (pickup time). Prior research merged the two components, leading to biased results. We aim to individually examine the factors influencing each component, considering demographic attributes of drivers and users, trip characteristics, traffic conditions, and neighborhood built environment (BEs). Using two-week ride-hailing orders collected in Shenzhen, our study reveals that: 1) Trip originating from or arriving at tourist attractions and airports exhibit a shorter matching time but an extended pickup time. 2) Female passengers face bias during the matching process, while female drivers tend to experience prolonged durations in both the matching and pickup phases. 3) Matching time is predominantly determined by trip characteristics, whereas pickup time is more influenced by the neighborhood BEs. 4) The impact of matching time on pickup duration varies across trips, influenced by factors such as passenger gender, idle distance, applied discounts, and additional dispatch fees.

等候时间(WT)是衡量打车服务是否方便和平等的关键指标。等待时间分为两部分:乘客与司机匹配所需的时间(匹配时间)和司机接载乘客所需的时间(接载时间)。之前的研究将这两部分合并,导致结果有失偏颇。我们的目标是单独研究影响每一部分的因素,考虑司机和用户的人口属性、行程特征、交通状况和周边建筑环境(BEs)。利用在深圳收集到的两周打车订单,我们的研究揭示了以下几点:1)从旅游景点和机场出发或到达旅游景点和机场的行程匹配时间较短,但接单时间较长。2)女性乘客在匹配过程中面临偏差,而女性司机在匹配和接单阶段往往会经历较长的时间。3) 匹配时间主要由行程特征决定,而接送时间则更多地受到周边环境的影响。4) 在不同的行程中,匹配时间对取车时间的影响各不相同,受乘客性别、空闲距离、应用折扣和额外调度费等因素的影响。
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引用次数: 0
Let’s walk! The fallacy of urban first- and last-mile public transport 让我们步行!城市一英里和最后一英里公共交通的谬误
IF 4.3 2区 工程技术 Q1 ENGINEERING, CIVIL Pub Date : 2024-06-25 DOI: 10.1007/s11116-024-10505-5
Jeppe Rich

In recent years, there has been an upsurge in intelligent mobility solutions that provide door-to-door services. Although these services offer convenience to certain individuals, it is frequently overlooked that they can lead to welfare losses when accounting for the reduced health benefits that result from reduced physical activity. In this paper, we derive a welfare function of introducing first- and last-mile public transport services. By comparing possible health gains from walking with corresponding accessibility losses, we identify the distance boundaries under which the service fails to be socially beneficial. The results are based on a simulation study and draw on further insights from a recent agent-based model from Copenhagen focusing on first- and last-mile public transport. Although the model is intentionally stylized and may not apply universally to all scenarios featuring diverse population densities, demographic profiles, or transport network layouts, the fundamental conclusion presented in the paper is that first-mile services have minimal welfare impact for average trip distances below 1 km, appears robust even under conservative assumptions. In this case, the probability of failure is almost 100% for any realistic parametrization. This finding implies that planners and researchers should focus on the design of main transit networks and the access and egress of active modes to and from the stations. In particular, door-to-door services covering shorter distances should not be the priority of public funding unless in particular situations or contexts.

近年来,提供门到门服务的智能移动解决方案激增。虽然这些服务为某些人提供了便利,但人们经常忽视的是,如果考虑到体育锻炼减少带来的健康益处减少,这些服务可能会导致福利损失。在本文中,我们推导了引入首末两英里公共交通服务的福利函数。通过比较步行可能带来的健康收益和相应的可达性损失,我们确定了服务无法产生社会效益的距离界限。研究结果以模拟研究为基础,并借鉴了哥本哈根最近一个基于代理的模型的进一步见解,该模型重点关注首末两英里的公共交通。尽管该模型有意进行了风格化处理,可能无法普遍适用于所有具有不同人口密度、人口结构或交通网络布局的情景,但本文得出的基本结论是,对于平均出行距离低于 1 公里的情况,一英里服务对福利的影响微乎其微,即使在保守的假设条件下也是稳健的。在这种情况下,对于任何现实的参数化,失败的概率几乎都是 100%。这一发现意味着,规划者和研究人员应重点关注主要公交网络的设计以及主动交通方式进出车站的问题。特别是,除非在特殊情况或背景下,否则公共资金不应优先考虑覆盖较短距离的门到门服务。
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引用次数: 0
Complementing or competing with public transit? Evaluating the parameter sensitivity of potential Mobility-as-a-Service (MaaS) urban users in Germany, the Czech Republic, Poland, and the United Kingdom with a mixed choice model 与公共交通互补还是竞争?用混合选择模型评估德国、捷克共和国、波兰和英国潜在移动即服务(MaaS)城市用户的参数敏感性
IF 4.3 2区 工程技术 Q1 ENGINEERING, CIVIL Pub Date : 2024-06-20 DOI: 10.1007/s11116-024-10501-9
Michal Matowicki, Pavla Pecherkova, Marco Amorim, Mira Kern, Nicolaj Motzer, Ondrej Pribyl

In this study, we conducted a comprehensive survey involving a substantial sample size (n = 6,405) of urban daily commuters across four European nations (Germany, the United Kingdom, Poland, and the Czech Republic). Our investigation contributes to an enriched comprehension of the user dynamics associated with Mobility-as-a-Service alternatives and their interrelation with public transit modalities in the context of travel preferences. Specifically, we researched the responsiveness of participants to variations in pricing and travel durations. Additionally, we examine the tendencies of various participant categories, stratified into distinct segments based on shared attributes, toward the adoption of public transportation, MaaS solutions, or private vehicular transport. Our findings highlight the essential role fundamental mobility determinants, such as price and travel time, play in influencing the likelihood of opting for a specific transportation modality. This phenomenon was particularly discernible within the "Unspecified Users" group, which gives us options to alter their behavior. The analytical framework used in our study that combined several mathematical modeling tools provided insight into the choices people make when choosing between different travel options, and our findings may be used by decision makers to create better and more informed approaches to promote sustainable alternatives to the use of cars in urban settings.

在这项研究中,我们对欧洲四个国家(德国、英国、波兰和捷克共和国)的城市日常通勤者进行了一次全面调查,涉及大量样本(n = 6405)。我们的调查有助于丰富对移动即服务替代方案相关用户动态及其与公共交通模式在出行偏好方面相互关系的理解。具体来说,我们研究了参与者对价格和旅行时间变化的反应能力。此外,我们还研究了根据共同属性划分的不同参与者类别在采用公共交通、MaaS 解决方案或私人车辆交通方面的倾向。我们的研究结果凸显了价格和旅行时间等基本交通决定因素在影响人们选择特定交通方式的可能性方面所起的重要作用。这一现象在 "未指定用户 "群体中尤为明显,这为我们改变他们的行为提供了选择。我们在研究中使用的分析框架结合了多种数学建模工具,让我们深入了解了人们在选择不同出行方式时所做出的选择,我们的研究结果可供决策者使用,以制定更好、更明智的方法,在城市环境中推广可持续的汽车使用替代方案。
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引用次数: 0
Forecasting the commuting generation using metropolis-informed GCN and the topological commuter portrait 利用大都市信息 GCN 和拓扑通勤者肖像预测通勤生成量
IF 4.3 2区 工程技术 Q1 ENGINEERING, CIVIL Pub Date : 2024-06-17 DOI: 10.1007/s11116-024-10504-6
Yuting Chen, Pengjun Zhao, Qi Chen

Understanding commuter traffic in transportation networks is crucial for sustainable urban planning with commuting generation forecasts operating as a pivotal stage in commuter traffic modeling. Overcoming challenges posed by the intricacy of commuting networks and the uncertainty of commuter behaviors, we propose MetroGCN, a metropolis-informed graph convolutional network designed for commuting forecasts in metropolitan areas. MetroGCN introduces dimensions of metropolitan indicators to comprehensively construct commuting networks with diverse socioeconomic features. This model also innovatively embeds topological commuter portraits in spatial interaction through a multi-graph representation approach capturing the semantic spatial correlations based on individual characteristics. By incorporating graph convolution and temporal convolution with a spatial–temporal attention module, MetroGCN adeptly handles high-dimensional dependencies in large commuting networks. Quantitative experiments on the Shenzhen metropolitan area datasets validate the superior performance of MetroGCN compared to state-of-the-art methods. Notably, the results highlight the significance of commuter age and income in forecasting commuting generations. Statistical significance analysis further underscores the importance of anthropic indicators for commuting production forecasts and environmental indicators for commuting attraction forecasts. This research contributes to technical advancement and valuable insights into the critical factors influencing commuting generation forecasts.

了解交通网络中的通勤交通对于可持续城市规划至关重要,而通勤生成预测则是通勤交通建模的关键阶段。为了克服通勤网络的复杂性和通勤者行为的不确定性所带来的挑战,我们提出了 MetroGCN,这是一种针对大都市地区通勤预测而设计的大都市信息图卷积网络。MetroGCN 引入了大都市指标维度,以全面构建具有不同社会经济特征的通勤网络。该模型还创新性地将拓扑通勤者肖像嵌入空间交互中,通过多图表示方法捕捉基于个体特征的语义空间关联。通过将图卷积和时间卷积与空间-时间注意模块相结合,MetroGCN 能够很好地处理大型通勤网络中的高维依赖关系。在深圳大都市区数据集上进行的定量实验验证了 MetroGCN 优于最先进方法的性能。值得注意的是,实验结果突出了通勤者年龄和收入在预测通勤世代中的重要性。统计显著性分析进一步强调了人类指标对通勤生产预测和环境指标对通勤吸引力预测的重要性。这项研究有助于技术进步,并对影响通勤世代预测的关键因素提出了有价值的见解。
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引用次数: 0
Impact of autonomous vehicles on discretionary activities: an agent-based model with space–time accessibility constraints 自动驾驶汽车对自由活动的影响:基于时空可达性约束的代理模型
IF 4.3 2区 工程技术 Q1 ENGINEERING, CIVIL Pub Date : 2024-06-10 DOI: 10.1007/s11116-024-10502-8
Lewen Feng, John M. Betts, Liton Kamruzzaman, Hai L. Vu

The extensive development of autonomous vehicles (AVs) is set to revolutionise the way of travelling. Research suggests that the introduction of AVs may affect travel behaviour and choices, resulting in long-term changes in land use. Accessibility is an important concept that connects transportation and land use, providing a holistic performance measure for the transport-land use system. However, this concept has not been adequately capitalised in studies that attempt to understand the impact of AVs on location choice decisions. To explore this knowledge gap, we proposed an agent-based simulation framework that integrates with accessibility constraints to study how AVs influence behavioural and location choices. The framework consists of an activity-based travel demand model with accessibility constraints and a dynamic transport assignment model. The accessibility constraints are derived from individuals’ travel time budgets based on activity-travel survey data. We applied the agent-based simulation framework to Clayton, Australia, and focused on discretionary activity location choices. Various values of travel time and vehicle running costs underpinned by the use of AVs were examined. While most studies have concluded that AVs can significantly increase trip lengths for daily activities, our results demonstrate that even when AVs are used, the movement of individuals is still limited by spatio-temporal constraints of accessibility. As a result, we predict that the increase in discretionary trip lengths and their impact on traffic congestion is modest.

自动驾驶汽车(AVs)的广泛发展将彻底改变人们的出行方式。研究表明,自动驾驶汽车的引入可能会影响人们的出行行为和选择,从而导致土地利用的长期变化。可达性是一个重要的概念,它将交通与土地利用联系在一起,为交通-土地利用系统提供了一个整体的绩效衡量标准。然而,在试图了解自动驾驶汽车对地点选择决策的影响的研究中,这一概念尚未得到充分利用。为了探索这一知识空白,我们提出了一个基于代理的模拟框架,该框架与可达性约束相结合,以研究自动驾驶汽车如何影响行为和地点选择。该框架由一个基于活动的出行需求模型和一个动态交通分配模型组成。可达性约束是根据活动-旅行调查数据得出的个人旅行时间预算。我们将基于代理的模拟框架应用于澳大利亚的克莱顿,重点关注自由活动地点的选择。我们研究了使用自动驾驶汽车所需的各种旅行时间和车辆运行成本。虽然大多数研究都认为,自动驾驶汽车会显著增加日常活动的出行时间,但我们的研究结果表明,即使使用了自动驾驶汽车,个人的出行仍然会受到可达性的时空限制。因此,我们预测随意出行时间的增加及其对交通拥堵的影响不大。
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引用次数: 0
Improving the understanding of mobility in cross-border areas using a pooled travel survey 利用联合旅行调查增进对跨境地区流动性的了解
IF 4.3 2区 工程技术 Q1 ENGINEERING, CIVIL Pub Date : 2024-06-06 DOI: 10.1007/s11116-024-10488-3
Justin Delloye, Sylvain Klein, Olivier Klein, Guillaume Drevon, Mathieu Jacquot, Viviane Rapp, Eric Cornelis, Joanna Rousseaux, Julien Schiebel, Guy Besch, Stéphane Godefroy, Philippe Gerber

Understanding mobility behaviour in cross-border regions is a major challenge for transport policies and the wellbeing of people living near national borders. However, the available relevant information is often limited to a collection of unharmonized national sources. To overcome this limitation, we propose a methodology for building a pooled travel survey, by merging microdata from travel surveys conducted independently in different cross-border areas of the same cross-border region. Anchored in the Luxembourg functional cross-border region as a study area, this paper provides a general, ready-to-use harmonization methodology for pooling travel surveys. It critically discusses the resulting harmonized values of standard daily mobility indicators in regard to the specificities of the study area. Lastly, it shows that the values for the proportions of trip purposes computed with the pooled survey exhibit substantial differences from values obtained using only local travel surveys (up to 6 percentage points, and up to 33 per cent in the total number of trips). This illustrates the added value of a pooled travel survey compared with an unharmonized collection of local surveys.

了解跨境地区的流动行为对交通政策和生活在国界附近的人们的福祉来说是一项重大挑战。然而,现有的相关信息往往仅限于收集未经协调的国家信息来源。为了克服这一局限性,我们提出了一种方法,通过合并在同一跨境地区不同跨境区域独立开展的旅行调查微观数据,建立集合旅行调查。本文以卢森堡功能性跨境区域为研究对象,为汇集旅行调查提供了一种通用的、随时可用的协调方法。本文针对研究区域的特殊性,批判性地讨论了标准日常交通指标的统一值。最后,本文还表明,通过集合调查计算出的出行目的比例值与仅使用当地出行调查得出的值存在很大差异(最多相差 6 个百分点,出行总数最多相差 33%)。这说明,与未经协调的地方调查相比,集合旅行调查具有附加值。
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引用次数: 0
Freight-transit tour synthesis entropy-based formulation: sharing infrastructure for buses and trucks 基于熵的货运巡回综合方案:公共汽车和卡车共享基础设施
IF 4.3 2区 工程技术 Q1 ENGINEERING, CIVIL Pub Date : 2024-06-05 DOI: 10.1007/s11116-024-10499-0
Diana P. Moreno-Palacio, Carlos A. Gonzalez-Calderon, Hector Lopez-Ospina, Jhan Kevin Gil-Marin, John Jairo Posada-Henao

The freight system’s complexity and significant impact on urban areas necessitate carefully considering sustainable transportation options. The proposed freight transit tour synthesis (FTTS) model, using fuzzy logic and entropy maximization, analyzes freight and transit systems as a multiclass category, exploring scenarios where buses and trucks share infrastructure. The experiments demonstrate that capacity and maximum cost significantly influence the solutions obtained using fuzzy parameters, with ε-values indicating the best solution. Results may vary depending on available data, highlighting the need to explore solutions for different capacity levels if exceeded. The impact of the maximum cost constraint on tour flows is significant, emphasizing the importance of considering cost in optimizing tour flows. The model’s robustness is evident across various subjective value of time (SVT) scenarios. The application of the FTTS model offers a novel approach to estimating tour flows, incorporating traffic counts and fuzzy parameters for immediate, relevant results. The model's multiclass formulation accurately represents real-world traffic conditions, considering congestion in traffic assignments. Overall, the FTTS model holds promise for optimizing tour flows and shared infrastructure between freight and transit systems, aiding decision-makers in urban transportation planning and resource allocation, ultimately leading to improved traffic management and infrastructure usage efficiency.

由于货运系统的复杂性和对城市地区的重大影响,有必要认真考虑可持续的运输方案。所提出的货运运输线路综合(FTTS)模型采用模糊逻辑和熵最大化方法,将货运和运输系统作为一个多类别类别进行分析,探索公共汽车和卡车共享基础设施的情景。实验证明,运力和最大成本对使用模糊参数获得的解决方案有显著影响,ε 值表示最佳解决方案。结果可能会因可用数据的不同而有所变化,这突出表明,如果超过了不同的容量水平,则有必要探索不同容量水平的解决方案。最大成本约束对旅游流量的影响很大,强调了在优化旅游流量时考虑成本的重要性。在各种主观时间价值(SVT)情况下,该模型的稳健性显而易见。FTTS 模型的应用为估算旅游流量提供了一种新方法,它结合了交通流量和模糊参数,可立即得出相关结果。该模型的多类别表述准确地反映了现实世界的交通状况,并考虑到了交通分配中的拥堵问题。总之,FTTS 模型有望优化货运和公交系统之间的旅游流量和共享基础设施,帮助决策者进行城市交通规划和资源分配,最终改善交通管理和提高基础设施的使用效率。
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引用次数: 0
Self-loop analysis based on dockless bike-sharing system via bike mobility chain: empirical evidence from Shanghai 基于无桩共享单车系统的自行车流动链自循环分析:来自上海的经验证据
IF 4.3 2区 工程技术 Q1 ENGINEERING, CIVIL Pub Date : 2024-06-05 DOI: 10.1007/s11116-024-10500-w
Yancun Song, Li Zhang, Kang Luo, Chenyan Wang, Chengcheng Yu, Yonggang Shen, Qing Yu

Self-loop is a unique phenomenon observed in the daily operations of bike-sharing systems, characterized by bike returning to its original starting point after several trips within the bike mobility chain. The bike mobility chain concept involves forming new bike chains with a minimal fleet size. By understanding self-loop behavior, we can optimize fleet management and reduce operational costs. This study specifically investigates the self-loop behavior within the bike mobility chain while considering potential demand, using the case of the dockless bike-sharing system in Shanghai, China. An advanced multiply censored Tobit model is utilized to incorporate potential demand into origin–destination (O–D) data and reconstruct the bike mobility chain. The formation mechanisms of self-loop chains based on the land use and geographic location are analyzed. Our model achieved an R2 of 0.871, significantly outperforming the baseline model. The results indicate that 76% of the bike chains can form self-loops within a 2-week period. Campus areas exhibit the highest self-loop rates, while suburban campuses can sustain operations with minimal or no scheduling required. This study not only reveals the back-and-forth behavior but also provides insights for scheduling and deployment strategies to enhance the environmental sustainability of bike-sharing systems.

自循环是共享单车系统在日常运营中观察到的一种独特现象,其特点是单车在单车流动链中行驶数次后会返回其原始起点。自行车流动链概念涉及以最小的车队规模形成新的自行车链。通过了解自循环行为,我们可以优化车队管理,降低运营成本。本研究以中国上海的无桩共享单车系统为例,在考虑潜在需求的同时,专门研究了自行车流动链中的自循环行为。利用先进的多重删减 Tobit 模型,将潜在需求纳入出发地-目的地(O-D)数据,并重建自行车流动链。分析了基于土地利用和地理位置的自循环链的形成机制。我们的模型 R2 为 0.871,明显优于基线模型。结果表明,76% 的自行车链可在两周内形成自循环。校园区域的自循环率最高,而郊区校园只需极少或无需调度即可维持运营。这项研究不仅揭示了前后行为,还为调度和部署策略提供了启示,以提高共享单车系统的环境可持续性。
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引用次数: 0
The impact of relocations on distances traveled for commuting and grocery shopping: structural equation models of panel data 搬迁对通勤和购物距离的影响:面板数据的结构方程模型
IF 4.3 2区 工程技术 Q1 ENGINEERING, CIVIL Pub Date : 2024-06-03 DOI: 10.1007/s11116-024-10498-1
Katja Schimohr, Eva Heinen, Joachim Scheiner

Residential relocations open a window of opportunity to decrease distances to work and other important daily destinations, such as grocery stores. This study investigates changes in trip distances after residential relocation, using data from a panel survey of 435 movers in Germany. We estimate two structural equation models for changes in commute and shopping trip distance. These models additionally allow us to draw insights into the relationships between spatial structure, travel attitudes, satisfaction with the accessibility of the workplace or shopping facilities, and housing preferences in residential location search. We find that there is a weak indication of an association between residential location choice and changes in trip distances. However, the analysis suggests that especially long trip distances are shortened through relocation. While residents in urban areas travel on average shorter distances, both for working and grocery shopping, only the shopping distance decreases after a move to a more urban location. A preference for urban structures leads to an increase in urbanity after relocation only in the model for grocery shopping trips. Even though long trips before relocation lead to dissatisfaction with the commute, we do not observe a direct effect of dissatisfaction with trips or reasons for moving on trip distances after a move.

住宅搬迁为缩短与工作地点和杂货店等其他重要日常目的地的距离打开了一扇机会之窗。本研究利用对德国 435 名搬迁者的面板调查数据,研究了住宅搬迁后出行距离的变化。我们估计了通勤和购物出行距离变化的两个结构方程模型。通过这些模型,我们还可以深入了解空间结构、出行态度、对工作场所或购物设施便利性的满意度以及在住宅选址过程中的住房偏好之间的关系。我们发现,居住地点的选择与出行距离的变化之间存在微弱的关联。然而,分析表明,搬迁会缩短特别长的出行距离。虽然城市地区居民的平均出行距离较短,无论是工作还是购物,但只有购物距离在搬迁到更城市化的地点后才会缩短。对城市结构的偏好导致搬迁后城市化程度的提高,这只体现在杂货购物旅行模型中。尽管搬迁前的长途旅行会导致对通勤的不满,但我们并没有观察到对旅行的不满或搬迁原因对搬迁后旅行距离的直接影响。
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引用次数: 0
Everything has changed: the impacts of the COVID-19 pandemic on the transit market in Montréal, Canada 一切都变了:COVID-19 大流行病对加拿大蒙特利尔过境市场的影响
IF 4.3 2区 工程技术 Q1 ENGINEERING, CIVIL Pub Date : 2024-05-30 DOI: 10.1007/s11116-024-10497-2
Thiago Carvalho, Ahmed El-Geneidy

The COVID-19 pandemic has significantly impacted the transit market leading to ridership loss and service cuts. Most of the post-pandemic transit market literature has focused on how to attract those who stopped using transit services, however little attention has been given to how rider profiles have changed. To address this gap, we examine 2019 and 2022 data regarding transit commuters from Montréal, Canada. We apply factor and k-means cluster analyses to derive market segments at both points in time considering satisfaction levels, telecommuting rates, and frequency of transit use. We build upon these analyses to report on overall and mode group-level changes in the transit market. Our market segmentation reveals that captive, captive-by-choice, and choice riders still exist in the current public transit market. However, the share of these groups in the market has changed. The proportion of captive and choice riders has increased while captive-by-choice riders have shrunk in size. Moreover, the post-pandemic market has become mostly composed of infrequent riders and higher rates of telecommuting. We further explore these trends by commute mode (i.e., bus only, metro only, and bus and metro users). The findings from this research can be of interest to practitioners and policymakers as they shed light on the evolution of the perceptions and behaviours of segments of transit riders from before to after pandemic.

COVID-19 大流行严重影响了公交市场,导致乘客流失和服务削减。大流行后的公交市场文献大多关注如何吸引那些不再使用公交服务的乘客,但很少有人关注乘客特征是如何变化的。为了填补这一空白,我们研究了加拿大蒙特利尔市 2019 年和 2022 年的公交乘客数据。考虑到满意度、远程通勤率和公交使用频率,我们运用因子和 K 均值聚类分析得出了这两个时间点的细分市场。在这些分析的基础上,我们报告了公交市场整体和模式组层面的变化。我们的市场细分显示,在当前的公共交通市场中,仍然存在 "被俘 "乘客、"选择被俘 "乘客和 "选择被俘 "乘客。但是,这些群体在市场中所占的比例已经发生了变化。圈养乘客和自选乘客的比例增加了,而圈养自选乘客的规模缩小了。此外,"大流行 "后的市场主要由不经常乘车的乘客和较高的远程办公率组成。我们按通勤方式(即仅乘坐公交车、仅乘坐地铁以及公交车和地铁用户)进一步探讨了这些趋势。这项研究的结果对从业人员和政策制定者很有意义,因为它们揭示了从大流行前到大流行后部分公交乘客的观念和行为的演变。
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引用次数: 0
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