Pub Date : 2024-10-03DOI: 10.1016/j.tra.2024.104190
Hui Shi, Konstadinos G. Goulias
While numerous studies have examined the effects of COVID-19 on our lives, few of them take into account the simultaneous changes in people’s daily routines from both time allocation and spatial movement perspectives. Based on the American Time Use Survey, this study proposes a novel methodology that combines sequence analysis and labeled motifs to probe the evolution of individuals’ time allocation and mobility movements from the pre-COVID period to the post-vaccination period using activity-travel sequences and network-like daily combinations of destinations and trips called motifs. Additionally, the relationship between socio-demographic characteristics and the time allocation and spatial movement of people’s daily schedules are investigated using a multinomial logit model and binary logit models. The results show that: (1) each ATUS year (from 2019 to 2022) contains mixed days, work days, and leisure days; (2) most trips decreased and increased proportionally from 2019 to 2022 and have not returned to pre-pandemic levels; (3) the stay-at-home motif shows the highest percentage and Americans tend to follow motifs with fewer destinations; and (4) personal and household characteristics influence people’s time allocation and spatial movements differently at different stages of the pandemic outbreak. Our analysis can assist in predicting travel time to reduce traffic congestion and also the timing of energy consumption to avoid energy demand spikes.
{"title":"Year-to-year time allocation and spatial structure of Americans’ daily schedules from 2019 to 2022 and a detailed analysis of the stay-at-home all-day patterns","authors":"Hui Shi, Konstadinos G. Goulias","doi":"10.1016/j.tra.2024.104190","DOIUrl":"10.1016/j.tra.2024.104190","url":null,"abstract":"<div><div>While numerous studies have examined the effects of COVID-19 on our lives, few of them take into account the simultaneous changes in people’s daily routines from both time allocation and spatial movement perspectives. Based on the American Time Use Survey, this study proposes a novel methodology that combines sequence analysis and labeled motifs to probe the evolution of individuals’ time allocation and mobility movements from the pre-COVID period to the post-vaccination period using activity-travel sequences and network-like daily combinations of destinations and trips called motifs.<!--> <!-->Additionally, the relationship between socio-demographic characteristics and the time allocation and spatial movement of people’s daily schedules are investigated using a multinomial logit model and binary logit models. The results show that: (1) each ATUS year (from 2019 to 2022) contains mixed days, work days, and leisure days; (2) most trips decreased and increased proportionally from 2019 to 2022<!--> <!-->and have not returned to pre-pandemic levels; (3) the stay-at-home motif shows the highest percentage and Americans tend to<!--> <!-->follow<!--> <!-->motifs with fewer destinations; and (4) personal and household characteristics influence people’s time allocation and spatial movements differently at different stages of the pandemic outbreak. Our analysis can assist in predicting travel time to reduce traffic congestion and also the timing of energy consumption to avoid energy demand spikes.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"190 ","pages":"Article 104190"},"PeriodicalIF":6.3,"publicationDate":"2024-10-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142663693","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-10-02DOI: 10.1016/j.tra.2024.104276
Mohamed Amine Bouzaghrane , Hassan Obeid , Sofia B. Villas-Boas , Joan Walker
The COVID-19 pandemic has led to unforeseen changes in travel and activity behavior, most notably the wide adoption of telecommuting across various sectors of the workforce. This paper investigates the impact of telecommuting on time use and the number of unique locations visited, both of which have been shown to be closely linked to well-being. Previous telecommuting research often relies on cross-sectional data for which it is difficult to control for unobserved confounding, only analyzes impacts of time-use at the daily level, and has yet to quantify the impact of telecommuting on diversity of locations visited. We use quasi-experimental designs to control for unobserved confounders and extend previous research to identify whether the daily impacts of telecommuting on time-use are additive or substitutional at the weekly level. We use passively collected Point of Interest (POI) data between January 2020 and September 2022, supplemented by five waves of survey responses throughout the COVID-19 pandemic (August 2020, October 2020, December 2020, April 2021, and July 2021) from a panel of U.S. smartphone users. We find that on telecommuting days, workers spend significantly more time at out-of-home non-work locations, estimated to be 114 min prior to the COVID-19 pandemic, decreasing in the early stages of the pandemic to 63 min, and recovering to approximately 120 min in 2022, estimates that are within the range of estimates presented in previous literature. While existing literature focuses on single day analyses, our weekly analysis suggests that daily differences due to telecommuting are substitutional, with the effect of an additional day of telecommuting on time-use at the weekly level being null. Our extension to analyze the impacts of telecommuting on the number of unique locations visited shows that an additional day of telecommuting results in an average decrease of 0.35 in the number of unique weekly locations visited. Collectively, our findings suggest that while telecommuting does not diminish the overall weekly time spent at out-of-home non-work locations, it decreases the diversity of such locations on a weekly level.
{"title":"Influence of telecommuting on out-of-home time use and diversity of locations visited: Evidence from the COVID-19 pandemic","authors":"Mohamed Amine Bouzaghrane , Hassan Obeid , Sofia B. Villas-Boas , Joan Walker","doi":"10.1016/j.tra.2024.104276","DOIUrl":"10.1016/j.tra.2024.104276","url":null,"abstract":"<div><div>The COVID-19 pandemic has led to unforeseen changes in travel and activity behavior, most notably the wide adoption of telecommuting across various sectors of the workforce. This paper investigates the impact of telecommuting on time use and the number of unique locations visited, both of which have been shown to be closely linked to well-being. Previous telecommuting research often relies on cross-sectional data for which it is difficult to control for unobserved confounding, only analyzes impacts of time-use at the daily level, and has yet to quantify the impact of telecommuting on diversity of locations visited. We use quasi-experimental designs to control for unobserved confounders and extend previous research to identify whether the daily impacts of telecommuting on time-use are additive or substitutional at the weekly level. We use passively collected Point of Interest (POI) data between January 2020 and September 2022, supplemented by five waves of survey responses throughout the COVID-19 pandemic (August 2020, October 2020, December 2020, April 2021, and July 2021) from a panel of U.S. smartphone users. We find that on telecommuting days, workers spend significantly more time at out-of-home non-work locations, estimated to be 114 min prior to the COVID-19 pandemic, decreasing in the early stages of the pandemic to 63 min, and recovering to approximately 120 min in 2022, estimates that are within the range of estimates presented in previous literature. While existing literature focuses on single day analyses, our weekly analysis suggests that daily differences due to telecommuting are substitutional, with the effect of an additional day of telecommuting on time-use at the weekly level being null. Our extension to analyze the impacts of telecommuting on the number of unique locations visited shows that an additional day of telecommuting results in an average decrease of 0.35 in the number of unique weekly locations visited. Collectively, our findings suggest that while telecommuting does not diminish the overall weekly time spent at out-of-home non-work locations, it decreases the diversity of such locations on a weekly level.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"190 ","pages":"Article 104276"},"PeriodicalIF":6.3,"publicationDate":"2024-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142425167","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-10-02DOI: 10.1016/j.tra.2024.104265
Pooja Goel , Aalok Kumar
Transportation business organisations, policymakers, and government entities attempt to enhance the welfare of long-haul truck drivers (LHTDs) by promoting safe driving practices. LHTDs spend long hours on goods delivery journeys, and that causes various health and in-route safety issues for drivers. For improved LHTD health and safety, many developed nations introduced the concept of roadside rest areas (RRAs) for regulated, safe, and enhanced driving experience for LHTDs, whereas developing nations’ research on RRAs development is nascent. The RRAs offer a chance to reduce negative truck driving impacts and promote wellbeing among LHTDs, but why drivers will visit RRAs during their tracking journey is a question for policymakers. Hence, the present study tries to comprehend the significance of drivers’ visit consumption values in terms of functional, social, emotional, epistemic, conditional value, and place identity concerning visit intentions towards RRAs. In addition, the present work examines the influence of consumption values on word of mouth (WoM) for RRAs by LHTDs. The research problem is examined via the lens of the theory of consumption values. The study utilised 247 valid responses for model analysis, using the partial least squares-structural equation modelling (PLS-SEM) technique. The findings establish that consumption value is a formative construct that further positively influences place identity, intentions to visit RRAs, and WoM for RRAs by LHTDs. This implies that the intentions of LHTDs to visit relaxation sites are mostly influenced by the values they perceive from such places. This perception of consumption values also helps LHTDs develop place identity with RRAs and influences them to spread positive WoM about it. However, the results of the present study did not find the mediation role of place identity. This implies that Indian LHTDs will develop the intention to visit RRAs because of the consumption values rather than any attachment to the place. The findings of this paper will help transport policymakers develop adequate measures for developing rest areas on major transport routes to improve road safety and drivers’ wellbeing.
{"title":"Investigating how consumption values and place identity shape long-haul truck drivers’ intention to visit roadside rest areas","authors":"Pooja Goel , Aalok Kumar","doi":"10.1016/j.tra.2024.104265","DOIUrl":"10.1016/j.tra.2024.104265","url":null,"abstract":"<div><div>Transportation business organisations, policymakers, and government entities attempt to enhance the welfare of long-haul truck drivers (LHTDs) by promoting safe driving practices. LHTDs spend long hours on goods delivery journeys, and that causes various health and in-route safety issues for drivers. For improved LHTD health and safety, many developed nations introduced the concept of roadside rest areas (RRAs) for regulated, safe, and enhanced driving experience for LHTDs, whereas developing nations’ research on RRAs development is nascent. The RRAs offer a chance to reduce negative truck driving impacts and promote wellbeing among LHTDs, but why drivers will visit RRAs during their tracking journey is a question for policymakers. Hence, the present study tries to comprehend the significance of drivers’ visit consumption values in terms of functional, social, emotional, epistemic, conditional value, and place identity concerning visit intentions towards RRAs. In addition, the present work examines the influence of consumption values on word of mouth (WoM) for RRAs by LHTDs. The research problem is examined via the lens of the theory of consumption values. The study utilised 247 valid responses for model analysis, using the partial least squares-structural equation modelling (PLS-SEM) technique. The findings establish that consumption value is a formative construct that further positively influences place identity, intentions to visit RRAs, and WoM for RRAs by LHTDs. This implies that the intentions of LHTDs to visit relaxation sites are mostly influenced by the values they perceive from such places. This perception of consumption values also helps LHTDs develop place identity with RRAs and influences them to spread positive WoM about it. However, the results of the present study did not find the mediation role of place identity. This implies that Indian LHTDs will develop the intention to visit RRAs because of the consumption values rather than any attachment to the place. The findings of this paper will help transport policymakers develop adequate measures for developing rest areas on major transport routes to improve road safety and drivers’ wellbeing.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"190 ","pages":"Article 104265"},"PeriodicalIF":6.3,"publicationDate":"2024-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142425166","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-10-01DOI: 10.1016/j.tra.2024.104275
Zhiyuan Sun , Duo Wang , Jianyu Wang , Lu Han , Yuxuan Xing , Huapu Lu , Yanyan Chen
This study presents a detailed analysis on the characteristics of travel mode preference of working residents living far away from downtown area on workdays, using GPS-based activity travel diary data from Shangdi area (Beijing). A hybrid method integrating random parameter logit model with systematic heterogeneity (RPL-SH) and Apriori algorithm is put forward to explore the influence factors and interaction effects affecting travel mode preference. First, the RPL-SH model is established to explore significant factors, and capture the unobserved random heterogeneity and systematic heterogeneity due to individual characteristics on the travel mode preference. Then, these significant factors are used to generate association rules by Apriori algorithm to investigate statistical associations between the specific travel mode preference and these significant factors. Ten significant factors are found in the RPL-SH model, in which annual household income is normally distributed. The results of the Apriori algorithm indicate that some factors combined with other factors could significantly influence working residents’ travel mode preference. For example, the combination of lower annual household income and shorter distance between workplace and the nearest bus stop is highly associated with green travel mode preference. Moreover, the results show that the proposed hybrid method not only demonstrates the consistency of the results of the two methods, but also plays a complementary role in exploring more information on travel mode preference. This research hopes to give regulators a better understanding on how working residents living far away from downtown area choose their travel mode, so as to develop more effective and targeted measures for reducing private car use and alleviating workday traffic congestion.
{"title":"Influence factors on travel mode preference of working residents living far away from downtown area on workdays: A hybrid method integrating random parameter logit model and Apriori algorithm","authors":"Zhiyuan Sun , Duo Wang , Jianyu Wang , Lu Han , Yuxuan Xing , Huapu Lu , Yanyan Chen","doi":"10.1016/j.tra.2024.104275","DOIUrl":"10.1016/j.tra.2024.104275","url":null,"abstract":"<div><div>This study presents a detailed analysis on the characteristics of travel mode preference of working residents living far away from downtown area on workdays, using GPS-based activity travel diary data from Shangdi area (Beijing). A hybrid method integrating random parameter logit model with systematic heterogeneity (RPL-SH) and Apriori algorithm is put forward to explore the influence factors and interaction effects affecting travel mode preference. First, the RPL-SH model is established to explore significant factors, and capture the unobserved random heterogeneity and systematic heterogeneity due to individual characteristics on the travel mode preference. Then, these significant factors are used to generate association rules by Apriori algorithm to investigate statistical associations between the specific travel mode preference and these significant factors. Ten significant factors are found in the RPL-SH model, in which <em>annual household income</em> is normally distributed. The results of the Apriori algorithm indicate that some factors combined with other factors could significantly influence working residents’ travel mode preference. For example, the combination of <em>lower annual household income</em> and <em>shorter distance between workplace and the nearest bus stop</em> is highly associated with <em>green travel mode preference</em>. Moreover, the results show that the proposed hybrid method not only demonstrates the consistency of the results of the two methods, but also plays a complementary role in exploring more information on travel mode preference. This research hopes to give regulators a better understanding on how working residents living far away from downtown area choose their travel mode, so as to develop more effective and targeted measures for reducing private car use and alleviating workday traffic congestion.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"190 ","pages":"Article 104275"},"PeriodicalIF":6.3,"publicationDate":"2024-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142425165","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-28DOI: 10.1016/j.tra.2024.104273
Divyakant Tahlyan , Hani Mahmassani , Amanda Stathopoulos , Maher Said , Susan Shaheen , Joan Walker , Breton Johnson
We present an employer-side perspective on remote work through the pandemic using data from top executives of 129 employers in North America. Our analysis suggests that at least some of the pandemic-accelerated changes to the work location landscape will likely stick; with some form of hybrid work being the norm. However, the patterns will vary by department (HR/legal/sales/IT, etc.) and by sector of operations. Top three concerns among employers include: supervision and mentoring, reduction in innovation, and creativity; and the top three benefits include their ability to retain / recruit talent, positive impact on public image and their ability to compete. An Ordered Probit model of the expected April 2024 work location strategy revealed that those in transportation, warehousing, and manufacturing sectors, those with a fully in-person approach to work pre-COVID, and those with a negative outlook towards the impact of remote work are likely to be more in-person-centered, while those with fully remote work approach in April 2020 are likely to be less in-person-centered. Lastly, we present data on resumption of business travel, in-person client interactions and changes in office space reconfigurations that employers have made since the beginning of the pandemic.
{"title":"In-person, hybrid or remote? Employers’ perspectives on the future of work post-pandemic","authors":"Divyakant Tahlyan , Hani Mahmassani , Amanda Stathopoulos , Maher Said , Susan Shaheen , Joan Walker , Breton Johnson","doi":"10.1016/j.tra.2024.104273","DOIUrl":"10.1016/j.tra.2024.104273","url":null,"abstract":"<div><div>We present an employer-side perspective on remote work through the pandemic using data from top executives of 129 employers in North America. Our analysis suggests that at least some of the pandemic-accelerated changes to the work location landscape will likely stick; with some form of hybrid work being the norm. However, the patterns will vary by department (HR/legal/sales/IT, etc.) and by sector of operations. Top three concerns among employers include: supervision and mentoring, reduction in innovation, and creativity; and the top three benefits include their ability to retain / recruit talent, positive impact on public image and their ability to compete. An Ordered Probit model of the expected April 2024 work location strategy revealed that those in transportation, warehousing, and manufacturing sectors, those with a fully in-person approach to work pre-COVID, and those with a negative outlook towards the impact of remote work are likely to be more in-person-centered, while those with fully remote work approach in April 2020 are likely to be less in-person-centered. Lastly, we present data on resumption of business travel, in-person client interactions and changes in office space reconfigurations that employers have made since the beginning of the pandemic.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"190 ","pages":"Article 104273"},"PeriodicalIF":6.3,"publicationDate":"2024-09-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142358774","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-27DOI: 10.1016/j.tra.2024.104271
Jaime Soza-Parra , Oded Cats
An excessive use of private cars for transportation has multiple negative effects on our society. It is therefore paramount to identify the underlying factors driving car usage among different segments of travellers. In this study, we aim to identify and characterise traveller segments in terms of their car-related attitudes and how different sociodemographic attributes, travel behaviour characteristics (such as using cars as the primary mode of transportation), and the accessibility of their place of residence vary amongst different population segments. Through Confirmatory Factor Analysis and Latent Profile Analysis we identify five different classes, namely car-detractors, −hesitants, −positives, −friends, and −lovers. More favourable car attitudes are associated with higher car ownership and access but, interestingly, there are no significant differences in terms of travel frequency and trip length distribution. This suggests that attitudinal differences relate mostly to modal preference rather than to the underlying travel demand patterns and the associated activities. We also see that car-less individuals are more likely to be car detractors, suggesting that the experiencing barriers for owning a car may contribute to developing more negative attitudes towards cars. Our results shed light on the different influencing factors and characteristics of individuals that consider, or not, a car-centred mobility.
{"title":"Who is ready to live a car-independent lifestyle? A latent class cluster analysis of attitudes towards car ownership and usage","authors":"Jaime Soza-Parra , Oded Cats","doi":"10.1016/j.tra.2024.104271","DOIUrl":"10.1016/j.tra.2024.104271","url":null,"abstract":"<div><div>An excessive use of private cars for transportation has multiple negative effects on our society. It is therefore paramount to identify the underlying factors driving car usage among different segments of travellers. In this study, we aim to identify and characterise traveller segments in terms of their car-related attitudes and how different sociodemographic attributes, travel behaviour characteristics (such as using cars as the primary mode of transportation), and the accessibility of their place of residence vary amongst different population segments. Through Confirmatory Factor Analysis and Latent Profile Analysis we identify five different classes, namely <em>car</em>-<em>detractors</em>, −<em>hesitants</em>, −<em>positives</em>, −<em>friends</em>, and −<em>lovers</em>. More favourable car attitudes are associated with higher car ownership and access but, interestingly, there are no significant differences in terms of travel frequency and trip length distribution. This suggests that attitudinal differences relate mostly to modal preference rather than to the underlying travel demand patterns and the associated activities. We also see that car-less individuals are more likely to be <em>car detractors</em>, suggesting that the experiencing barriers for owning a car may contribute to developing more negative attitudes towards cars. Our results shed light on the different influencing factors and characteristics of individuals that consider, or not, a car-centred mobility.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"190 ","pages":"Article 104271"},"PeriodicalIF":6.3,"publicationDate":"2024-09-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142327886","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-27DOI: 10.1016/j.tra.2024.104261
João Pedro Figueira Amorim Parga , Ignacio Tiznado-Aitken , Shaila Jamal , Steven Farber , Anton Yu , Christopher Higgins
Addressing inadequate accessibility in suburban areas is crucial for reducing inequalities in transportation and improving suburbanites’ well-being. Afterall, insufficient accessibility to health is linked to worse health conditions. Moreover, urban sprawl, subpar transit, and automobile dependency prevail in suburbs, making them loci of inequalities in accessibility and, consequently, of potential worse health outcomes for residents. Due to their predictive capacity, subjective health indicators have been extensively researched. Knowledge on Self-Rated Health’s (SRH) link to accessibility in suburbs, however, is incomplete because the field seldom considers individuals’ perceptions. This article examines the association between accessibility and SRH in suburban areas. Using ordinal logistic regressions and data from a survey in Scarborough, Canada, we investigate if accessibility measures estimated from land-use and transportation network data (estimated measures), perceived accessibility, and perceptions of the built environment are associated with SRH. We explore these connections with different domains of SRH (mental, physical and overall). We find that living in areas with higher estimated accessibility measures is positively correlated with better SRH, whereas unsatisfactory perceived accessibility is negatively associated. Additionally, suburbanites who prioritize access to healthcare nearby have lower odds of having better health, meaning that residents who would like to see healthcare access improve are more likely to have worst SRH. Estimated measures are positively associated with self-rated mental health, while reporting difficulty in paying for transport is negatively associated with physical health. These findings stress how multiple components of accessibility – from estimated to perceived measures– can be associated with people’s well-being. Results illuminate the relevance of considering perceptions, often overlooked, in accessibility and health analysis. Finally, the results put into question if suburbanites’ heterogenous needs are recognized in urban design in a context of recent suburbanization of poverty.
{"title":"Perceived accessibility and self-rated health: Examining subjective well-being in the suburbs of Scarborough, Canada","authors":"João Pedro Figueira Amorim Parga , Ignacio Tiznado-Aitken , Shaila Jamal , Steven Farber , Anton Yu , Christopher Higgins","doi":"10.1016/j.tra.2024.104261","DOIUrl":"10.1016/j.tra.2024.104261","url":null,"abstract":"<div><div>Addressing inadequate accessibility in suburban areas is crucial for reducing inequalities in transportation and improving suburbanites’ well-being. Afterall, insufficient accessibility to health is linked to worse health conditions. Moreover, urban sprawl, subpar transit, and automobile dependency prevail in suburbs, making them loci of inequalities in accessibility and, consequently, of potential worse health outcomes for residents. Due to their predictive capacity, subjective health indicators have been extensively researched. Knowledge on Self-Rated Health’s (SRH) link to accessibility in suburbs, however, is incomplete because the field seldom considers individuals’ perceptions. This article examines the association between accessibility and SRH in suburban areas. Using ordinal logistic regressions and data from a survey in Scarborough, Canada, we investigate if accessibility measures estimated from land-use and transportation network data (estimated measures), perceived accessibility, and perceptions of the built environment are associated with SRH. We explore these connections with different domains of SRH (mental, physical and overall). We find that living in areas with higher estimated accessibility measures is positively correlated with better SRH, whereas unsatisfactory perceived accessibility is negatively associated. Additionally, suburbanites who prioritize access to healthcare nearby have lower odds of having better health, meaning that residents who would like to see healthcare access improve are more likely to have worst SRH. Estimated measures are positively associated with self-rated mental health, while reporting difficulty in paying for transport is negatively associated with physical health. These findings stress how multiple components of accessibility – from estimated to perceived measures– can be associated with people’s well-being. Results illuminate the relevance of considering perceptions, often overlooked, in accessibility and health analysis. Finally, the results put into question if suburbanites’ heterogenous needs are recognized in urban design in a context of recent suburbanization of poverty.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"190 ","pages":"Article 104261"},"PeriodicalIF":6.3,"publicationDate":"2024-09-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142327887","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-24DOI: 10.1016/j.tra.2024.104233
Maria Savall-Mañó , Imma Ribas , Miquel Estrada
Directive 2022/362 of the European Parliament and the Council offers fundamental guidelines that enable public administrations to implement road user charges, thereby internalizing the environmental costs associated with road transport. This directive also grants Member States a degree of flexibility to pursue their distinct strategies, making the analysis of various measures and their impact interesting for both cities and other stakeholders. Thus, this paper proposes a variable charge per hour for each stop made in the loading and unloading (L/U) zones by vehicles involved in direct delivery of products from businesses to consumers (B2C). The aim is to mitigate congestion and pollution during peak hours while reducing the movement of freight vehicles within the inner city. This charge functions as an economic policy tool to redirect inefficient B2C distribution towards sustainable distribution models, precisely in line with cities’ objectives. The proposed variable charge is evaluated for the cities of London, Milan, Stockholm, and New York, and compared with their current (or planned) pricing schemes. Additionally, a comprehensive analysis of the variable charge’s application in the case of Barcelona is conducted. This analysis encompasses considerations not only related to urban congestion, transport, and environmental costs (CO2, NOx, and PM2.5 emissions), but also the financial implications for the stakeholders involved in this activity. The results of the charge implementation indicate that the measure presented in this paper can reduce transportation costs, alleviate congestion, and lower CO2 emissions.
{"title":"A strategic variable fee for business-to-consumer carriers: A case study in Barcelona","authors":"Maria Savall-Mañó , Imma Ribas , Miquel Estrada","doi":"10.1016/j.tra.2024.104233","DOIUrl":"10.1016/j.tra.2024.104233","url":null,"abstract":"<div><div>Directive 2022/362 of the European Parliament and the Council offers fundamental guidelines that enable public administrations to implement road user charges, thereby internalizing the environmental costs associated with road transport. This directive also grants Member States a degree of flexibility to pursue their distinct strategies, making the analysis of various measures and their impact interesting for both cities and other stakeholders. Thus, this paper proposes a variable charge per hour for each stop made in the loading and unloading (L/U) zones by vehicles involved in direct delivery of products from businesses to consumers (B2C). The aim is to mitigate congestion and pollution during peak hours while reducing the movement of freight vehicles within the inner city. This charge functions as an economic policy tool to redirect inefficient B2C distribution towards sustainable distribution models, precisely in line with cities’ objectives. The proposed variable charge is evaluated for the cities of London, Milan, Stockholm, and New York, and compared with their current (or planned) pricing schemes. Additionally, a comprehensive analysis of the variable charge’s application in the case of Barcelona is conducted. This analysis encompasses considerations not only related to urban congestion, transport, and environmental costs (CO<sub>2</sub>, NO<sub>x</sub>, and PM<sub>2.5</sub> emissions), but also the financial implications for the stakeholders involved in this activity. The results of the charge implementation indicate that the measure presented in this paper can reduce transportation costs, alleviate congestion, and lower CO<sub>2</sub> emissions.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"190 ","pages":"Article 104233"},"PeriodicalIF":6.3,"publicationDate":"2024-09-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.sciencedirect.com/science/article/pii/S0965856424002817/pdfft?md5=eab451802ca67df0c4cf83713b8ed1fc&pid=1-s2.0-S0965856424002817-main.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142316161","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-24DOI: 10.1016/j.tra.2024.104266
Marcus Klein , Thomas Klinger , Martin Lanzendorf
Car-reduced neighbourhoods are an urban planning tool to limit the increase in motorised traffic due to urban growth by making car ownership and use less attractive for the inhabitants. Since car-reduced living appeals more to some people than others, car-reduced neighbourhoods may be subject to residential self-selection (RSS). RSS indicates that individuals choose residential areas that support pre-existing travel attitudes and preferences, and, in consequence, that their travel behaviour is not solely the result of the built environment.
Many studies on RSS operationalise self-selection effects using travel-related attitudes. In contrast, we assume that travel considerations in residential location choice (TCRC) are more precise for this purpose. While attitude refers to a mental state towards a travel mode, e.g. a personal affection for cycling, TCRC describes an actual desire to live in an area with, for example, street layouts that facilitate cycling.
Drawing on a sample of 339 recently relocated inhabitants of a car-reduced neighbourhood in Darmstadt, Germany, we first identify the importance of TCRC in choosing this neighbourhood relative to other residential considerations. We find that TCRC have less influence compared to factors such as house size and price. However, a comparison of individuals with low and high car orientation reveals that the former prioritise car-reduced designs more when selecting a neighbourhood. Second, we find that new residents’ car use decreases after relocating, while carsharing use increases. Third, we find no significant difference between attitudes and TCRC when measuring RSS in our behaviour change models. In terms of policy implications, the further development of car-reduced neighbourhoods will (i) trigger an increase in the use of sustainable modes among new residents and (ii) make it easier for people who already rarely drive to maintain their car independence.
{"title":"Residential self-selection and the relative importance of travel considerations in the residential choice of a car-reduced neighbourhood","authors":"Marcus Klein , Thomas Klinger , Martin Lanzendorf","doi":"10.1016/j.tra.2024.104266","DOIUrl":"10.1016/j.tra.2024.104266","url":null,"abstract":"<div><div>Car-reduced neighbourhoods are an urban planning tool to limit the increase in motorised traffic due to urban growth by making car ownership and use less attractive for the inhabitants. Since car-reduced living appeals more to some people than others, car-reduced neighbourhoods may be subject to residential self-selection (RSS). RSS indicates that individuals choose residential areas that support pre-existing travel attitudes and preferences, and, in consequence, that their travel behaviour is not solely the result of the built environment.</div><div>Many studies on RSS operationalise self-selection effects using travel-related attitudes. In contrast, we assume that travel considerations in residential location choice (TCRC) are more precise for this purpose. While attitude refers to a mental state towards a travel mode, e.g. a personal affection for cycling, TCRC describes an actual desire to live in an area with, for example, street layouts that facilitate cycling.</div><div>Drawing on a sample of 339 recently relocated inhabitants of a car-reduced neighbourhood in Darmstadt, Germany, we first identify the importance of TCRC in choosing this neighbourhood relative to other residential considerations. We find that TCRC have less influence compared to factors such as house size and price. However, a comparison of individuals with low and high car orientation reveals that the former prioritise car-reduced designs more when selecting a neighbourhood. Second, we find that new residents’ car use decreases after relocating, while carsharing use increases. Third, we find no significant difference between attitudes and TCRC when measuring RSS in our behaviour change models. In terms of policy implications, the further development of car-reduced neighbourhoods will (i) trigger an increase in the use of sustainable modes among new residents and (ii) make it easier for people who already rarely drive to maintain their car independence.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"190 ","pages":"Article 104266"},"PeriodicalIF":6.3,"publicationDate":"2024-09-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.sciencedirect.com/science/article/pii/S0965856424003148/pdfft?md5=453a594095aee084723fd85bbaa96fc1&pid=1-s2.0-S0965856424003148-main.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142316160","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-20DOI: 10.1016/j.tra.2024.104259
Le Zhu , Karen Lucas , Martin Hess
This study uses structural equation modelling (SEM) to analyse the relationship between perceived accessibility, housing and transport equity and their influencing factors in Nanjing, China. It aims to address the current shortfall in studies to compare differences in perceived (rather than objective) measures of accessibility using a transport equity lens. A comparison sample of 664 affordable housing residents and 828 commercial housing residents living in different locations across the city was collected through an online survey. The research shows that affordable housing residents are in a more disadvantaged position than commercial housing residents based on their perceived accessibility, housing and transport equity evaluation results are all worse than those of commercial housing residents. Therefore, two SEM models were constructed to understand the underlying factors driving these perceptions. The results show that both housing location and transport provision significantly affect perceived accessibility, housing and transport equity. Improving people’s transport affordability is the most effective way to improve perceived accessibility, and transport equity for both groups, however, improving the housing environment is more critical for affordable housing residents, while improving housing affordability is more important for commercial housing residents.
本研究采用结构方程模型（SEM）分析了中国南京的可感知可达性、住房和交通公平之间的关系及其影响因素。该研究旨在解决目前从交通公平的角度比较感知的（而非客观的）交通可达性衡量标准差异的研究不足。研究通过在线调查收集了居住在全市不同地点的 664 位经济适用房居民和 828 位商品房居民的对比样本。研究结果表明，经济适用房居民在可感知的可达性、住房和交通公平性评价结果上都比商品房居民处于更不利的地位。因此，我们构建了两个 SEM 模型，以了解驱动这些感知的潜在因素。结果表明，住房位置和交通提供都会对居民感知的可达性、住房和交通公平性产生重大影响。对于这两个群体来说，提高人们的交通负担能力是改善可感知可达性和交通公平性的最有效方法，然而，对于经济适用房居民来说，改善住房环境更为关键，而对于商品房居民来说，提高住房负担能力则更为重要。
{"title":"Understanding the relationship between perceived accessibility, housing and transport equity of different types of residents: A structural equation modelling approach","authors":"Le Zhu , Karen Lucas , Martin Hess","doi":"10.1016/j.tra.2024.104259","DOIUrl":"10.1016/j.tra.2024.104259","url":null,"abstract":"<div><p>This study uses structural equation modelling (SEM) to analyse the relationship between perceived accessibility, housing and transport equity and their influencing factors in Nanjing, China. It aims to address the current shortfall in studies to compare differences in perceived (rather than objective) measures of accessibility using a transport equity lens. A comparison sample of 664 affordable housing residents and 828 commercial housing residents living in different locations across the city was collected through an online survey. The research shows that affordable housing residents are in a more disadvantaged position than commercial housing residents based on their perceived accessibility, housing and transport equity evaluation results are all worse than those of commercial housing residents. Therefore, two SEM models were constructed to understand the underlying factors driving these perceptions. The results show that both housing location and transport provision significantly affect perceived accessibility, housing and transport equity. Improving people’s transport affordability is the most effective way to improve perceived accessibility, and transport equity for both groups, however, improving the housing environment is more critical for affordable housing residents, while improving housing affordability is more important for commercial housing residents.</p></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"190 ","pages":"Article 104259"},"PeriodicalIF":6.3,"publicationDate":"2024-09-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142274717","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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