Pub Date : 2024-11-16DOI: 10.1016/j.tbs.2024.100956
Kailai Wang , Jonas De Vos
The global COVID-19 pandemic of 2020–2022 precipitated a significant transformation in leisure and shopping travel patterns. This study leverages data from the Puget Sound Regional Travel Study conducted in 2017, 2019, and 2023 to investigate these changes. Utilizing rigorous statistical analyses, including conditional mixed-process modeling, our empirical results indicate that the share of trips made for leisure travel and in-store shopping increased in the post-pandemic era, while the vehicle miles traveled for leisure activities decreased. Individuals with telework arrangements exceeding six hours per day tended to make a higher proportion of their daily trips for leisure and shopping, yet they covered shorter distances by automobile for these activities. The surge in package delivery, stimulated by the pandemic, exhibited a complementary effect on in-store shopping travel but appeared to substitute some leisure activities. These findings provide valuable insights for policymakers aiming to adapt transportation infrastructure and public services to the evolving needs of the post-pandemic era.
{"title":"Trends in leisure and shopping travel: From pre- to post-COVID-19 pandemic","authors":"Kailai Wang , Jonas De Vos","doi":"10.1016/j.tbs.2024.100956","DOIUrl":"10.1016/j.tbs.2024.100956","url":null,"abstract":"<div><div>The global COVID-19 pandemic of 2020–2022 precipitated a significant transformation in leisure and shopping travel patterns. This study leverages data from the Puget Sound Regional Travel Study conducted in 2017, 2019, and 2023 to investigate these changes. Utilizing rigorous statistical analyses, including conditional mixed-process modeling, our empirical results indicate that the share of trips made for leisure travel and in-store shopping increased in the post-pandemic era, while the vehicle miles traveled for leisure activities decreased. Individuals with telework arrangements exceeding six hours per day tended to make a higher proportion of their daily trips for leisure and shopping, yet they covered shorter distances by automobile for these activities. The surge in package delivery, stimulated by the pandemic, exhibited a complementary effect on in-store shopping travel but appeared to substitute some leisure activities. These findings provide valuable insights for policymakers aiming to adapt transportation infrastructure and public services to the evolving needs of the post-pandemic era.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100956"},"PeriodicalIF":5.1,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142663384","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"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 : 2024-11-16DOI: 10.1016/j.tbs.2024.100940
Monika Pentenrieder
Many concepts of the post-pandemic urban neighbourhood transitioning into a socio-ecological and resilient future centre on walking. However, the lived experiences of walking – beyond frequencies, rationalities or specific features of the built environment – are less reflected in these concepts. This paper studies the dynamics of walking and its entanglements with practices of everyday life in an urban neighbourhood. Under the analytical lens of the COVID-19 pandemic, qualitative focus groups were conducted to explore walking experiences. The analysis of adaptations and functions of walking shows the versatility of walking practices in their flexibility and resilience. Walking in a neighbourhood that is attributed high walkability functions as a key mode in everyday coordination. Walking, however, is not exclusively pleasurable, accessible or directly conducive to a shift away from carbon-intensive everyday practices. Rather, the complex and multi-dimensional role of walking within a socio-ecological and resilient transformation requires policy and planning to address the relations of different elements and practices. The paper contributes qualitative insights to both walkability and COVID-19 transport literature, and demonstrates the benefits of a social practice perspective.
{"title":"Stepping towards transformation: Adaptations and functions of walking practices in the pandemic urban neighbourhood","authors":"Monika Pentenrieder","doi":"10.1016/j.tbs.2024.100940","DOIUrl":"10.1016/j.tbs.2024.100940","url":null,"abstract":"<div><div>Many concepts of the post-pandemic urban neighbourhood transitioning into a socio-ecological and resilient future centre on walking. However, the lived experiences of walking – beyond frequencies, rationalities or specific features of the built environment – are less reflected in these concepts. This paper studies the dynamics of walking and its entanglements with practices of everyday life in an urban neighbourhood. Under the analytical lens of the COVID-19 pandemic, qualitative focus groups were conducted to explore walking experiences. The analysis of adaptations and functions of walking shows the versatility of walking practices in their flexibility and resilience. Walking in a neighbourhood that is attributed high walkability functions as a key mode in everyday coordination. Walking, however, is not exclusively pleasurable, accessible or directly conducive to a shift away from carbon-intensive everyday practices. Rather, the complex and multi-dimensional role of walking within a socio-ecological and resilient transformation requires policy and planning to address the relations of different elements and practices. The paper contributes qualitative insights to both walkability and COVID-19 transport literature, and demonstrates the benefits of a social practice perspective.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100940"},"PeriodicalIF":5.1,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142663385","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pedestrian safety warrants significant attention, specifically red-light violation behavior at these two-stage signalized crossings. Distinct from pedestrian behaviors at one-stage crossings, the decision-making processes at two-stage signalized intersections can be influenced by the signal conditions of the subsequent crossing stage. Moreover, the rational assessment of trade-offs between time and safety may shift under different situational conditions at two-stage intersections. To investigate these dynamics, the current study employs a stated preference (SP) survey to elucidate the factors influencing pedestrian crossing decisions at two-stage signalized crossings. A random parameter random regret multinomial logit model is utilized to quantify the probabilities of different crossing behaviors. The results demonstrate the presence of a green signal at the subsequent stage is positively with the likelihood of red light violation at the current stage, suggesting a predominant preference for time-saving over rule adherence, despite associated risks. Intriguingly, individuals characterized by low risk-taking and time-saving proclivities exhibit a significantly greater likelihood of red light running. These findings contribute to a nuanced understanding of pedestrian behavior, offering strategic insights for behavioral interventions and transportation planning, such as optimizing signal time plan, implementing advanced transportation facilities, improving junction design and enhancing deterrence measures, thereby enhancing safety and promoting walkability in urban environments.
{"title":"Beyond the red and green: Effects of rational and irrational factors in pedestrian choice at two-stage signalized crossings with independent phases","authors":"Dianchen Zhu , Ya Gao , Xiaodong Chen , Zhongxiang Feng , Ho-Yin Chan , Mingming Zhao","doi":"10.1016/j.tbs.2024.100955","DOIUrl":"10.1016/j.tbs.2024.100955","url":null,"abstract":"<div><div>Pedestrian safety warrants significant attention, specifically red-light violation behavior at these two-stage signalized crossings. Distinct from pedestrian behaviors at one-stage crossings, the decision-making processes at two-stage signalized intersections can be influenced by the signal conditions of the subsequent crossing stage. Moreover, the rational assessment of trade-offs between time and safety may shift under different situational conditions at two-stage intersections. To investigate these dynamics, the current study employs a stated preference (SP) survey to elucidate the factors influencing pedestrian crossing decisions at two-stage signalized crossings. A random parameter random regret multinomial logit model is utilized to quantify the probabilities of different crossing behaviors. The results demonstrate the presence of a green signal at the subsequent stage is positively with the likelihood of red light violation at the current stage, suggesting a predominant preference for time-saving over rule adherence, despite associated risks. Intriguingly, individuals characterized by low risk-taking and time-saving proclivities exhibit a significantly greater likelihood of red light running. These findings contribute to a nuanced understanding of pedestrian behavior, offering strategic insights for behavioral interventions and transportation planning, such as optimizing signal time plan, implementing advanced transportation facilities, improving junction design and enhancing deterrence measures, thereby enhancing safety and promoting walkability in urban environments.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100955"},"PeriodicalIF":5.1,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142663500","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"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 : 2024-11-16DOI: 10.1016/j.tbs.2024.100960
Hua Liu , Tiezhu Li , Haibo Chen
This study aims to identify high emissions of CO2 and NOX from gasoline passenger cars based on PEMS data by introducing a concept of emission state, and investigate their correlations with driving behaviors. The clustering approach of K-means++ was employed to classify the instantaneous mass emission value and emission rate under various road types, respectively. A novel identification indicator (i.e., the ratio of change rate and growth rate of instantaneous emissions) was proposed as the basis for dividing each emission state. Subsequently, three matrices (i.e., probability matrix, value matrix, and identification matrix) were constructed to reflect relationships between emission states and emission rates under each road type. Moreover, driving scenarios of CO2 and NOX high emission were investigated and compared by machine learning models with SHAP explanation and ordered logistic models. The empirical results indicate that the identification indicators of CO2 and NOX high emissions are 2.49 g/s2 and 3.66 mg/s2 on the freeway, 2.98 g/s2 and 2.12 mg/s2 on the primary road, and 2.77 g/s2 and 2.05 mg/s2 on the secondary road. Within the same ranges of driving behavior parameters on the freeway, the occurrence probability of CO2 high emission state is higher than that of relatively high emission state, while an opposite trend is observed for NOX emissions. Interestingly, despite NOX and CO2 show similar emission characteristics on the primary and secondary road, the driving behaviors corresponding to high emissions of NOX and CO2 present significant disparities. Generally, the acceleration is the primary determinant of CO2 high emissions, while both acceleration and deceleration are significant contributors to NOX high emissions. The findings of this study recommend that long periods of high-speed travelling should be avoided on the freeway. Frequent and abrupt changes in acceleration and deceleration should be minimized on the primary and secondary road, respectively.
{"title":"A novel method to identify high emission state of CO2 and NOX based on PEMS data of gasoline passenger cars: Insight from driving behaviors","authors":"Hua Liu , Tiezhu Li , Haibo Chen","doi":"10.1016/j.tbs.2024.100960","DOIUrl":"10.1016/j.tbs.2024.100960","url":null,"abstract":"<div><div>This study aims to identify high emissions of CO<sub>2</sub> and NO<sub>X</sub> from gasoline passenger cars based on PEMS data by introducing a concept of emission state, and investigate their correlations with driving behaviors. The clustering approach of K-means++ was employed to classify the instantaneous mass emission value and emission rate under various road types, respectively. A novel identification indicator (i.e., the ratio of change rate and growth rate of instantaneous emissions) was proposed as the basis for dividing each emission state. Subsequently, three matrices (i.e., probability matrix, value matrix, and identification matrix) were constructed to reflect relationships between emission states and emission rates under each road type. Moreover, driving scenarios of CO<sub>2</sub> and NO<sub>X</sub> high emission were investigated and compared by machine learning models with SHAP explanation and ordered logistic models. The empirical results indicate that the identification indicators of CO<sub>2</sub> and NO<sub>X</sub> high emissions are 2.49 g/s<sup>2</sup> and 3.66 mg/s<sup>2</sup> on the freeway, 2.98 g/s<sup>2</sup> and 2.12 mg/s<sup>2</sup> on the primary road, and 2.77 g/s<sup>2</sup> and 2.05 mg/s<sup>2</sup> on the secondary road. Within the same ranges of driving behavior parameters on the freeway, the occurrence probability of CO<sub>2</sub> high emission state is higher than that of relatively high emission state, while an opposite trend is observed for NO<sub>X</sub> emissions. Interestingly, despite NO<sub>X</sub> and CO<sub>2</sub> show similar emission characteristics on the primary and secondary road, the driving behaviors corresponding to high emissions of NO<sub>X</sub> and CO<sub>2</sub> present significant disparities. Generally, the acceleration is the primary determinant of CO<sub>2</sub> high emissions, while both acceleration and deceleration are significant contributors to NO<sub>X</sub> high emissions. The findings of this study recommend that long periods of high-speed travelling should be avoided on the freeway. Frequent and abrupt changes in acceleration and deceleration should be minimized on the primary and secondary road, respectively.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100960"},"PeriodicalIF":5.1,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142663501","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"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 : 2024-11-15DOI: 10.1016/j.tbs.2024.100915
Choongwon Kang , Chungheon Lee , Xiangying Zhao , Daeho Lee , Jungwoo Shin , Junmin Lee
Despite the huge progress toward fully autonomous vehicles, current models are limited to Level 3 autonomy due to technological constraints, making driver readiness necessary for manual intervention. Head-up displays (HUDs) enhanced with augmented reality (AR) technologies are being developed to improve safety and convenience by projecting essential information onto windshields, thereby minimizing driver distraction. This study addresses the anxiety linked to the current level of autonomous driving, which requires drivers to remain vigilant, and emphasizes the crucial role of AR-HUDs in bridging the gap between autonomous and manual driving, particularly in enhancing safety and fostering driver trust. A conjoint analysis conducted with 500 drivers in South Korea was used to understand AR-HUD user preferences, focusing on safety and trust-enhancing features. The findings reveal that users prioritize functions such as obstacle recognition, emergency services, and essential driving and assistance information, indicating a willingness to invest more in these features. This suggests that users are in a transitional phase, still harboring some distrust toward autonomous vehicles, and valuing the HUD features that alleviate these concerns. This study discusses the relative importance of various HUD features in autonomous vehicles, with the aim of contributing to the development of more user-aligned AR-HUD systems.
{"title":"Safety still matters: Unveiling the value propositions of augmented reality head-up displays in autonomous vehicles through conjoint analysis","authors":"Choongwon Kang , Chungheon Lee , Xiangying Zhao , Daeho Lee , Jungwoo Shin , Junmin Lee","doi":"10.1016/j.tbs.2024.100915","DOIUrl":"10.1016/j.tbs.2024.100915","url":null,"abstract":"<div><div>Despite the huge progress toward fully autonomous vehicles, current models are limited to Level 3 autonomy due to technological constraints, making driver readiness necessary for manual intervention. Head-up displays (HUDs) enhanced with augmented reality (AR) technologies are being developed to improve safety and convenience by projecting essential information onto windshields, thereby minimizing driver distraction. This study addresses the anxiety linked to the current level of autonomous driving, which requires drivers to remain vigilant, and emphasizes the crucial role of AR-HUDs in bridging the gap between autonomous and manual driving, particularly in enhancing safety and fostering driver trust. A conjoint analysis conducted with 500 drivers in South Korea was used to understand AR-HUD user preferences, focusing on safety and trust-enhancing features. The findings reveal that users prioritize functions such as obstacle recognition, emergency services, and essential driving and assistance information, indicating a willingness to invest more in these features. This suggests that users are in a transitional phase, still harboring some distrust toward autonomous vehicles, and valuing the HUD features that alleviate these concerns. This study discusses the relative importance of various HUD features in autonomous vehicles, with the aim of contributing to the development of more user-aligned AR-HUD systems.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100915"},"PeriodicalIF":5.1,"publicationDate":"2024-11-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142637451","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"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 : 2024-11-14DOI: 10.1016/j.tbs.2024.100958
Fuad Yasin Huda , Graham Currie , Liton Kamruzzaman
Value of travel time (VOT) serves as a crucial metric for understanding the benefits of transport investments and policy initiatives. Despite numerous studies estimating the VOT for Autonomous Vehicles (AVs), consensus remains elusive, and the variability of the factors influencing AV VOT estimates has yet to be thoroughly explored. This study addresses these gaps through a meta-regression analysis of AV VOT estimates drawn from 24 published studies. 22 factors were identified, through a systematic review of the literature, likely to affect AV VOT estimates. The relative impact of each of the factors on AV VOT were estimated, controlling for the effects of other factors. Results show that eight factors have a statistically significant effect on AV VOT. Income was found to have the greatest effect on AV VOT, followed by geographical location and driver’s licence. High-income people, residents in urban areas, and people without driving licence place a higher VOT for AV travel – i.e., these groups are willing to pay more for reducing one unit of their travel time. High-income individuals are willing to pay AU$8 more per hour than low-income individuals, urban residents are willing to pay AU$6.5 more per hour than rural residents, and people without a driving licence are willing to pay AU$3.7 more per hour than those with one. Results aid future research in two ways: identifying factors that could impact the value of travel time for AVs and guiding the design of experimental setups for future AV VOT estimates. Additionally, results will help policymakers assess the benefits and costs of implementing AV-related policies in different contexts.
旅行时间价值（VOT）是了解交通投资和政策措施效益的重要指标。尽管有许多研究对自动驾驶汽车（AV）的出行时间价值进行了估算，但仍未达成共识，影响自动驾驶汽车出行时间价值估算的因素的可变性也有待深入探讨。本研究通过对 24 项已发表研究中的自动驾驶汽车 VOT 估计值进行元回归分析，弥补了这些不足。通过对文献的系统回顾，确定了 22 个可能影响 AV VOT 估计值的因素。在控制其他因素影响的情况下，估算了每个因素对 AV VOT 的相对影响。结果显示，有八个因素对 AV VOT 有显著的统计影响。收入对 AV VOT 的影响最大，其次是地理位置和驾照。高收入人群、城市居民和无驾驶执照者对自动驾驶汽车出行的 VOT 值较高，即这些人群愿意为减少一个单位的出行时间支付更多费用。高收入人群愿意比低收入人群每小时多支付 8 澳元，城市居民愿意比农村居民每小时多支付 6.5 澳元，无驾照人群愿意比有驾照人群每小时多支付 3.7 澳元。研究结果对未来的研究有两方面的帮助：一是确定可能影响自动驾驶汽车旅行时间价值的因素，二是指导未来自动驾驶汽车VOT估算的实验设计。此外，研究结果还有助于政策制定者评估在不同情况下实施与自动驾驶汽车相关政策的收益和成本。
{"title":"Measuring the relative impact of factors influencing autonomous vehicle value of travel time","authors":"Fuad Yasin Huda , Graham Currie , Liton Kamruzzaman","doi":"10.1016/j.tbs.2024.100958","DOIUrl":"10.1016/j.tbs.2024.100958","url":null,"abstract":"<div><div>Value of travel time (VOT) serves as a crucial metric for understanding the benefits of transport investments and policy initiatives. Despite numerous studies estimating the VOT for Autonomous Vehicles (AVs), consensus remains elusive, and the variability of the factors influencing AV VOT estimates has yet to be thoroughly explored. This study addresses these gaps through a <em>meta</em>-regression analysis of AV VOT estimates drawn from 24 published studies. 22 factors were identified, through a systematic review of the literature, likely to affect AV VOT estimates. The relative impact of each of the factors on AV VOT were estimated, controlling for the effects of other factors. Results show that eight factors have a statistically significant effect on AV VOT. Income was found to have the greatest effect on AV VOT, followed by geographical location and driver’s licence. High-income people, residents in urban areas, and people without driving licence place a higher VOT for AV travel – i.e., these groups are willing to pay more for reducing one unit of their travel time. High-income individuals are willing to pay AU$8 more per hour than low-income individuals, urban residents are willing to pay AU$6.5 more per hour than rural residents, and people without a driving licence are willing to pay AU$3.7 more per hour than those with one. Results aid future research in two ways: identifying factors that could impact the value of travel time for AVs and guiding the design of experimental setups for future AV VOT estimates. Additionally, results will help policymakers assess the benefits and costs of implementing AV-related policies in different contexts.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100958"},"PeriodicalIF":5.1,"publicationDate":"2024-11-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142637377","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Road accidents globally have an 18 % fatality rate per 100,000 population, with significant regional variations, particularly affecting Africa. The increasing frequency of oil and gas tanker accidents in Nigeria exemplifies this trend, highlighting the need to explore the relationship between risk perception, driving task perception, and road safety attitudes among Nigerian oil and gas tanker drivers. This study utilised a sample of 375 drivers, with 311 valid questionnaires analysed, reflecting consistent and comprehensive responses. Exploratory factor analysis identified three key factors, with factor loadings ranging from 0.580 to 0.915. In contrast, while confirmatory factor analysis validated these constructs χ2/df = 1.285, CFI = 0.996, TLI = 0.971, NFI = 0.984, GFI = 0.995, AGFI = 0.949, RMSEA = 0.048, and SRMR = 0.040. Structural equation modelling further assessed the relationships between drivers’ risk perception, driving task perception, and road safety attitudes, revealing a positive correlation between Risk Perception and Road Safety Attitude (β = 0.611, p < 0.05). There is a positive correlation between Risk Perception and Road Safety Attitude (β = 0.611, p < 0.05) and a positive correlation between Non-Driving Activities impacting road safety (β = 0.145, p < 0.05). The study found that mid-career drivers, particularly those with limited educational backgrounds, demonstrated specific attitudes and behaviours related to road safety. These findings underscore the need for targeted interventions that address risk perception and driving tasks to improve safety attitudes. Recommendations include tailored training programs for different age groups and experience levels, awareness campaigns to enhance adherence to traffic rules, and continuous monitoring of risk perception and road conditions to facilitate adaptive safety interventions.
{"title":"Exploring the nexus between risk perception, driving tasks perception, and road safety attitudes among oil and gas tanker drivers","authors":"Aliyu Mustapha , Mazli Mustapha , Noorhayati Saad , Ahmad Majdi Abdul-Rani","doi":"10.1016/j.tbs.2024.100959","DOIUrl":"10.1016/j.tbs.2024.100959","url":null,"abstract":"<div><div>Road accidents globally have an 18 % fatality rate per 100,000 population, with significant regional variations, particularly affecting Africa. The increasing frequency of oil and gas tanker accidents in Nigeria exemplifies this trend, highlighting the need to explore the relationship between risk perception, driving task perception, and road safety attitudes among Nigerian oil and gas tanker drivers. This study utilised a sample of 375 drivers, with 311 valid questionnaires analysed, reflecting consistent and comprehensive responses. Exploratory factor analysis identified three key factors, with factor loadings ranging from 0.580 to 0.915. In contrast, while confirmatory factor analysis validated these constructs χ<sup>2</sup>/df = 1.285, CFI = 0.996, TLI = 0.971, NFI = 0.984, GFI = 0.995, AGFI = 0.949, RMSEA = 0.048, and SRMR = 0.040. Structural equation modelling further assessed the relationships between drivers’ risk perception, driving task perception, and road safety attitudes, revealing a positive correlation between Risk Perception and Road Safety Attitude (β = 0.611, p < 0.05). There is a positive correlation between Risk Perception and Road Safety Attitude (β = 0.611, p < 0.05) and a positive correlation between Non-Driving Activities impacting road safety (β = 0.145, p < 0.05). The study found that mid-career drivers, particularly those with limited educational backgrounds, demonstrated specific attitudes and behaviours related to road safety. These findings underscore the need for targeted interventions that address risk perception and driving tasks to improve safety attitudes. Recommendations include tailored training programs for different age groups and experience levels, awareness campaigns to enhance adherence to traffic rules, and continuous monitoring of risk perception and road conditions to facilitate adaptive safety interventions.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100959"},"PeriodicalIF":5.1,"publicationDate":"2024-11-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142637366","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"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 : 2024-11-13DOI: 10.1016/j.tbs.2024.100944
Nishat Naila Meghna, Md Sami Hasnine
This paper focuses on the tour-based mode choice pattern of the post-secondary students of the Greater Toronto and Hamilton Area (GTHA). The data for this study was collected from a detailed online-based survey in the GTHA. Based on the survey data, the mode choice model for two-trip tours and three-trip tours is estimated using a dynamic discrete choice modeling approach. The model results capture the complicated travel behavior of the students of this area, and it is seen that travel time, distance, cost, and personal preferences influence a student to make the decision as to which tour-mode combination they would choose for different types of tours. International students are seen to choose transit more over driving. Students going to urban institutions are flexible in taking both driving and transit, and it is similar for part-time students too. Female students have mode choice preferences based on their age range. Female students who are comparatively younger are flexible in taking transit, whereas relatively aged female students prefer driving more. Policy scenario analysis reveals an interesting trend in mode choice preference. In any unavoidable situation, students’ preference changes from taking transit to driving if travel distance increases but an increment in travel time makes them shift toward taking transit instead of driving.
{"title":"Modeling mode choice behavior of postsecondary students in large metropolitan area: A dynamic tour-based approach","authors":"Nishat Naila Meghna, Md Sami Hasnine","doi":"10.1016/j.tbs.2024.100944","DOIUrl":"10.1016/j.tbs.2024.100944","url":null,"abstract":"<div><div>This paper focuses on the tour-based mode choice pattern of the post-secondary students of the Greater Toronto and Hamilton Area (GTHA). The data for this study was collected from a detailed online-based survey in the GTHA. Based on the survey data, the mode choice model for two-trip tours and three-trip tours is estimated using a dynamic discrete choice modeling approach. The model results capture the complicated travel behavior of the students of this area, and it is seen that travel time, distance, cost, and personal preferences influence a student to make the decision as to which tour-mode combination they would choose for different types of tours. International students are seen to choose transit more over driving. Students going to urban institutions are flexible in taking both driving and transit, and it is similar for part-time students too. Female students have mode choice preferences based on their age range. Female students who are comparatively younger are flexible in taking transit, whereas relatively aged female students prefer driving more. Policy scenario analysis reveals an interesting trend in mode choice preference. In any unavoidable situation, students’ preference changes from taking transit to driving if travel distance increases but an increment in travel time makes them shift toward taking transit instead of driving.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100944"},"PeriodicalIF":5.1,"publicationDate":"2024-11-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142637378","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"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 : 2024-11-12DOI: 10.1016/j.tbs.2024.100936
Genevivie Ankunda, Christo Venter
Multimodal integration is an important issue in public transport systems due to its influence on both passenger experience and overall network efficiency. In most countries in the global South, achieving integration is particularly problematic because of the informal nature of most public transport. Decentralised service planning and demand responsiveness lead to often uncoordinated, highly variable service patterns, which are not optimised from a passenger perspective. Efforts to promote integration are also hampered by a lack of planning data on routes, service frequencies, and transfer locations. This research asks whether GPS data supplied by passengers as they move through the network can be used to help form a better understanding of the extent and quality of the transfer experience. The data was collected in the City of Tshwane, South Africa, among informal minibus-taxi passengers. Post-processing involved the use of a machine learning algorithm to identify in-vehicle, wait and walk segments, which were used to identify transfers between one vehicle and another. The results showed that many transfers are spatially efficient with short walk and wait times, but that a minority of transferring passengers may experience very long transfers. Transfers encompass a diverse range of behaviours including pacing, shopping and browsing, and typically involve much more walking than waiting. Transfers also occur across a wide range of locations, but tend to be concentrated in certain nodes and along street segments. Strategies to improve transfer facilities as well as general walkability might be targeted at such locations. The study demonstrated that volunteered GPS data is a promising source of information to help planners understand the transfer experience in multimodal networks in data-poor environments.
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Pub Date : 2024-11-07DOI: 10.1016/j.tbs.2024.100942
Xuemei Fu
Given the dynamic nature of human behavioral decisions over time, a life course approach is adopted to understand the interdependencies among key events in different life domains including residence, occupation, and car ownership. Based on a combination of binomial logit and decision tree, intertwined relationships for all three domains have been confirmed with respect to a quasi-longitudinal dataset. The interactions among inter-domain changes are demonstrated to be complicated, with leading, lagged, and concurrent effects all observed. Residential relocation and car-purchasing behaviors are likely to be performed within the same period, reflecting a concurrent effect, while there is a temporal sequence between major changes in residence and occupation, as well as in occupation and car ownership. The intra-domain continuity investigation by examining the roles played by past experience and future expectation primarily reflects an inhibiting effect on current behavior, indicating people’s inclination for stability. Empirically, identification about these interdependencies enables a better understanding of people’s reactions to changes in personal and family life. The findings are expected to be valuable for policies aiming at integrated urban land-use planning and travel behavior change.
{"title":"Interdependencies among changes in residence, occupation, and car ownership − A life course approach","authors":"Xuemei Fu","doi":"10.1016/j.tbs.2024.100942","DOIUrl":"10.1016/j.tbs.2024.100942","url":null,"abstract":"<div><div>Given the dynamic nature of human behavioral decisions over time, a life course approach is adopted to understand the interdependencies among key events in different life domains including residence, occupation, and car ownership. Based on a combination of binomial logit and decision tree, intertwined relationships for all three domains have been confirmed with respect to a quasi-longitudinal dataset. The interactions among inter-domain changes are demonstrated to be complicated, with leading, lagged, and concurrent effects all observed. Residential relocation and car-purchasing behaviors are likely to be performed within the same period, reflecting a concurrent effect, while there is a temporal sequence between major changes in residence and occupation, as well as in occupation and car ownership. The intra-domain continuity investigation by examining the roles played by past experience and future expectation primarily reflects an inhibiting effect on current behavior, indicating people’s inclination for stability. Empirically, identification about these interdependencies enables a better understanding of people’s reactions to changes in personal and family life. The findings are expected to be valuable for policies aiming at integrated urban land-use planning and travel behavior change.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100942"},"PeriodicalIF":5.1,"publicationDate":"2024-11-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142637379","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"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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