Transportation最新文献

This paper introduces an innovative travel survey methodology that utilizes Google Location History (GLH) data to generate travel diaries for transportation demand analysis. By leveraging the accuracy and omnipresence among smartphone users of GLH, the proposed methodology avoids the need for proprietary GPS tracking applications to collect smartphone-based GPS data. This research utilizes the existing travel survey software, TRavel Activity Internet Survey Interface (TRAISI), which allows for the design and implementation of surveys through highly modular and customizable components. A new module was developed within this software to serve as a repository for GLH, enabling the derivation of activity-travel diaries from each respondent’s GLH. The feasibility of this data collection approach is showcased through the Google Timeline Travel Survey (GTTS) conducted in the Greater Toronto Area, Canada. The resultant dataset from the GTTS is demographically representative and offers detailed and accurate travel behavioural insights.

To explore the effectiveness of China's current bus subsidy policies, we select 33 key cities in China that have implemented operation subsidies and dedicated bus lane policies from 2016 to 2019 as the study objects. Utilizing a propensity score matching approach to control for urban characteristic variables, we examined the relationship between different levels of subsidy policies and bus benefits. We calculated the propensity scores of the samples, matched them accordingly, and then derived quantitative results on the impact of the bus subsidy policy. We used lagged variable and whether a city is a coastal city as an instrumental variable to conduct an endogeneity test and found no evidence of endogeneity. The results show that a high proportion of dedicated bus lanes has a significant boosting effect on the improvement of bus benefit, and theoretically the promotion effect reaches 8.3%. A high level of operation subsidies can improve bus benefits by 3.5%, but it is not significant. The larger the sidewalk area per capita, the less likely a city will receive high levels of operation subsidies. Cities with higher population density and larger urban road area per capita may not construct a higher proportion of dedicated bus lanes, while cities with more car ownership and bus parking area are likely to construct more dedicated bus lanes. Our study contributes to bus subsidy research by employing a propensity score matching method that minimizes sample selection bias, ensuring the reliability of the results. This paper provides a theoretical basis for the adjustment of China’s urban bus subsidy policy and enriches bus subsidy research.

When observing the temporal trajectory of an individual, there is a high probability of them visiting an already-known place due to habit and routine in human mobility behavior. To collect data and understand these routine activities, we propose the Place Generator and the Place Interpreter, a survey adapted from the Name Generator and Name Interpreter methodology of social network studies for travel behavior. In the survey, we asked the participants to name the venues they regularly visit for leisure by category. This methodology captures the characteristics of the venues and the reasons to be chosen. We tested this method in the Zurich Metropolitan Area in Switzerland, focusing on leisure activities and the social environment of the venues. Hence, we ask the individuals to describe the reasons for choosing that specific location and the sociodemographic characteristics of the other visitors. This methodology worked well when compared with earlier long-duration GPS tracking surveys. Respondents report, on average, 9.85 locations for nine types of venues, mainly supermarkets and restaurants or cafes, and respondents can describe their similarities with other visitors to that location. The survey is complemented with a survey of sociodemographic characteristics and the respondent’s ego-centric social network to get information on social connections and their impact on leisure activity.

This data paper introduces the TimeUse+ data set and outlines the comprehensive survey methodologies employed in its collection. The TimeUse+ study comprised two online questionnaires and a smartphone-based diary, recording travel, time use, and expenditure data. Participants were instructed to utilize the TimeUse+ application over a 4-week period. The app passively tracked participants’ movements via GPS and enabled them to annotate their trips and time spent at fixed locations with relevant time use and expenditure information. We begin by providing an overview of extant research on smartphone-based activity-travel diaries and the survey methodological research that informed the TimeUse+ app’s design. We then delineate the study design and components of TimeUse+, highlighting insights derived from prior focus groups and pretests. The data analyzed in this study were collected during the main study wave of TimeUse+, conducted in German-speaking Switzerland from July 2022 to February 2023. Approximately 63,000 individuals were invited to participate, of which approximately 10% initially indicated interest. Despite the study’s extensive and burdensome nature, we observed a net response rate of 2.1%. We present findings related to travel behavior, time use patterns, and expenditure habits, and discuss the challenges faced and lessons learned during each stage of development and execution of the TimeUse+ study. These extensive longitudinal data, which include validated information on travel mode and purpose, as well as detailed data on duration, social partners, and expenditures associated with activities performed at each destination, are being made available for further research.

The time people spend traveling has far reaching implications for their health and for environmental outcomes. Urban planning paradigms—such as that of the "15-minute city"—have consequently endeavoured to bring key services and amenities to residents within a walkable or cycleable 15–20-minute distance. These efforts notwithstanding, the policy levers that influence travel-related time allocation remain poorly understood. Drawing on a panel of household travel data from Germany covering 2005–2020, the present study analyses the role of 2 such levers—bicycle/pedestrian paths and fuel prices—as determinants of time allocation across modes. We start with a descriptive analysis that identifies a stable average travel time expenditure ranging between 65–70 min for women and 75–80 min for men until 2020, when it dropped precipitously as COVID-19 spread. We subsequently estimate fractional response models to identify the influence of the policy variables on time expenditures across motorized, nonmotorized, and public transit modes. We complete the analysis by feeding the model estimates into the World Heath Organization’s on-line Health and Economic Assessment Tool (HEAT) to quantify the health and environmental impacts of the planned expansion of the bike path network in the city of Munich, comparing this with the impact of Germany’s recently introduced carbon tax on fuel. Both measures result in substantial benefits, with the implementation of the tax yielding a considerably higher benefit/cost ratio owing to its lower cost of implementation.

With the rapid development of autonomous driving technology and the sharing economy, autonomous driving has significant potential to offer a broader range of travel choices for travelers. To explore different commuters’ autonomous vehicles—related behavioral decisions and choice preference, this study designed a personalized travel experience survey and established travel choice models incorporating individual perceptions and attitudes for two groups. It was found that commuters’ perceptions of autonomous vehicles were significantly improved by travel experience. Travel time is the most concerned factor in travel mode choice for private car commuters, while travel cost is the most important factor for public transport commuters. Therefore, enhancing operational efficiency and reducing the energy consumption of autonomous vehicles could effectively encourage commuters to adopt new travel modes. Improving travelers’ travel experiences and positive attitudes towards using autonomous vehicles is conducive to the adoption of private autonomous vehicles by private car commuters and the choice of shared autonomous vehicles by public transport users. By promoting people’s acceptance of ride-sharing and awareness of its benefits through user experience, publicity, and guidance, a substantial increase in the adoption of shared autonomous vehicles can be achieved among both commuter groups. Suitable thresholds for crucial factors, including travel time and cost, perception, and attitudes towards ride-sharing, were determined for both groups to facilitate their mode transfer among traditional travel modes and autonomous vehicles. The research findings can provide a reference for anticipating travel demand and guiding the formulation of transport policies for future transportation systems.

Conventional methods to understand urban transportation mode choice primarily revolve around assessing the relation costs/benefits among the different mobility alternatives. However, emerging research has emphasized the significance of comprehending intricate social processes that shape decision-making in urban mobility. This study delves into the impact of social networks on aggregated travel behavior, using a comprehensive dataset encompassing multiple data sources such as Twitter/X messages, bicycle sharing system (BSS) and traffic counts, weather and socio-demographic information. Focusing specifically on the city of Madrid, Spain, the dataset covers an extensive period, capturing daily data from 2018 to 2021. To gain deeper insights into the underlying influences, a combination of panel regression models and a topic modeling approach were employed for analysis. The study’s findings highlight the significant impact of social media communication on transportation behavior, revealing a positive correlation between higher social media message volume and increased usage of public and sustainable transportation options like subways and BSS, while private car usage decreased. Although there is message salience, i.e., a sudden surge in tweet numbers leads to a temporary shift in behavior, the findings suggest that municipalities can effectively influence transportation behavior by strategically communicating messages related to sustainable transportation through social networks.

Global warming is a serious threat to humanity, and greenhouse gases are behind it. CO₂ is one of the main greenhouse gasses that cause global warming. The second most important reason behind CO₂ emission is the transport sector. Electric-powered Vehicles introduced by the automobile sector are regarded as the main alternative to cope with this issue. Despite their advantages, EV adoption rates vary by country, and the expected reductions in energy shortages and pollution are not fully achieved. We took the opportunity to assess the consumer EV adoption intention by using the Value-based technology adoption model. We integrated Environmental awareness (EA) and Self-identification expressiveness (SIE) as new factors in this model to assess the role of EA and SIE in EV adoption intentions. We have collected the response of 704 EV users from China and applied the SEM-ANN dual-stage hybrid model to test proposed hypotheses and rank the variables according to their importance. Study findings revealed that Environmental awareness is a significant predictor of EV adoption but is not the most important factor. Study results also revealed that the perceived benefits of EV adoption and perceived sacrifices for its adoption have a significant impact on the perceived value of EV, and this value leads to the adoption intentions. PV is revealed as a significant mediator in our proposed model. We conclude that people need to educate about environmental issues and the benefits of using EVs to achieve the CO₂ reduction and EV sale target. The study has several theoretical and practical implications for the government and the electric vehicle manufacturing industry.

A lack of charging opportunities is cited as one of the main barriers to the adoption of plug-in battery electric vehicles (BEVs). Charging opportunities are even more limited for the millions of households across Europe without the space to charge a vehicle at home, but research has not previously targeted these households. This study aims to fill this gap by assessing whether and how such residential parking constraints shape norms, attitudes and perceived behavioural control over charging, and thus intentions to adopt a BEV. Data from a nationally representative survey of car drivers in the UK without a private driveway or garage captures the perspective of these individuals who have different characteristics from early adopters of BEVs. The results show that personal norms around the environmental benefits of BEVs and positive attitudes towards BEV technology have the greatest influence on intentions to adopt, whilst social norms and perceived behavioural control over charging are less influential. The results also show that high income men are most likely to hold positive social norms that boost their intentions to adopt BEVs, whilst geographical context affects both social norms and perceived behavioural control over charging. In summary, the psychological approach applied shows that a more inclusive transition to BEVs is best supported by policies that first focus on emphasising their environmental benefits and that they are fun and economical to drive, and then look to increase social expectations and awareness of BEVs and charging infrastructure.

This paper deals with the foundations of current and past mobility cultures, identifies emerging trends and main drivers that contribute to the shaping of the future European mobility cultures, and focuses on the role of communication. The methodology adopted to better understand this complex concept involved 3 major steps: first a literature exploration, then a foresight involving strategic application of forward-looking approaches in shaping and informing public policy decisions which needed, and finally backcasting exercise to mainly build future scenarios. During these steps, we aimed to identify, involve and create a community of high level experts and thinkers in various fields: philosophy, psychology, sociology, geography, urbanism, architecture, economics, poetry, art. This involvement led to 29 scientific discussions of 3 types: 15 Talks with 16 experts, 5 Explorative Conversations with 11 experts and 9 Generative Dialogues with 11 experts. We have also organized 3 focus groups and 5 workshops to deepen our thinking on specific topics and involve a larger group of experts: Mobility values, Imagining future scenarios on mobility cultures, Public interest definition, Design a roadmap and outline feasible strategies. A survey of European citizens was carried out to involve them in an open consultation of the vision. Experts and thinkers were interviewed to stimulate discussion on how they understand mobility cultures and what drives it, to identify trends in mobility cultures and how they perceive mobility’s future. The idea was also to confront different or conflicting ideas and to identify the nuances and uncertainties, particularly with regard to the trends and future mobility cultures. As a result, we developed a vision not only of current and past mobility cultures, but especially of the expected and likely mobility future. We created 4 (extreme) political and societal scenarios for the mobility future and named them according to Greek divinities: Hercules, Themis, Hermes, and Gaia. The final results are a combination of several elements from different scenarios. The most desired future mobility clearly tends towards the Themis and Gaia cultural values of equity and well-being, while the Hermes cultural value of efficiency is perceived as driving the most likely future. This mismatch between expected and desired futures clearly expresses tensions between elements of mobility cultures. This gap points to a direction for future European mobility policy, away from efficiency and towards alternative values of sufficiency, care, and justice. Although we intended to cover the whole of Europe, Western Europe has remained relatively over-represented.