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Influence of neighborhood walkability on older adults’ walking trips: Does income matter? 社区步行能力对老年人步行出行的影响:收入重要吗?
IF 5.1 2区 工程技术 Q1 TRANSPORTATION Pub Date : 2024-09-24 DOI: 10.1016/j.tbs.2024.100912
Kihyun Kwon , Gulsah Akar
This study examines the links between neighborhood walkability, household income, and older adults’ walking trips. This study mainly utilizes the detailed individual-level data from the 2017 National Household Travel Survey-California Add-on (2017 NHTS-CA). To understand neighborhood walkability and its effects on older adults’ walking trips, we first classify neighborhoods using K-means clustering algorithm based on neighborhood-built environment attributes and access to urban amenities. We then employ negative binomial regression models to analyze the determinants of older adults’ walking trips, with a focus on the effects of household income and neighborhood walkability. Key findings from our empirical analyses are as follows. First, older adults with physical disabilities tend to have fewer walk trips as compared to those without disabilities. Second, subjective health conditions are critical for older adults’ walking trips. Third, increasing household income decreases walking frequency. Fourth, after controlling for various other factors, older adults living in walkable neighborhoods have more frequent walking trips. Fifth, although an increase in household income leads to decreases in older adults’ walking trips, high neighborhood walkability moderates this effect and reduces the adverse effect on walking trip frequencies.
本研究探讨了社区步行能力、家庭收入和老年人步行出行之间的联系。本研究主要利用 2017 年全国家庭出行调查-加州附加项目(2017 NHTS-CA)中详细的个人层面数据。为了解社区步行能力及其对老年人步行出行的影响,我们首先根据社区建设环境属性和城市便利设施的可及性,使用 K-means 聚类算法对社区进行分类。然后,我们采用负二叉回归模型分析老年人步行出行的决定因素,重点关注家庭收入和街区步行能力的影响。实证分析的主要结论如下。首先,与无残疾的老年人相比,有身体残疾的老年人的步行出行次数往往较少。第二,主观健康状况对老年人的步行出行至关重要。第三,家庭收入增加会降低步行频率。第四,在控制了其他各种因素后,居住在步行环境好的社区的老年人的步行出行频率更高。第五,虽然家庭收入的增加会导致老年人步行出行次数的减少,但高步行能力社区会缓和这种影响,减少对步行出行频率的不利影响。
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引用次数: 0
Unveiling mobility patterns beyond home/work activities: A topic modeling approach using transit smart card and land-use data 揭示家庭/工作活动之外的流动模式:利用公交智能卡和土地使用数据的主题建模方法
IF 5.1 2区 工程技术 Q1 TRANSPORTATION Pub Date : 2024-09-20 DOI: 10.1016/j.tbs.2024.100905
Nima Aminpour, Saeid Saidi

In this paper, a probabilistic topic modeling algorithm called Latent Dirichlet Allocation (LDA) is implemented to infer trip purposes from activity attributes revealed from smart card transit data in an unsupervised manner. While most literature focused on finding patterns for home and work activities, we further investigated non-home and non-work-related activities to detect patterns associated with them. Temporal attributes of activities are extracted from trip information recorded by Tehran subway’s automatic fare collection system. In addition, land-use data is also incorporated to further enhance spatial attributes for non-home/work activities. Various activity attributes such as start time, duration, and frequency in addition to land-use data are used to infer the activity purposes and patterns. We identified 14 different patterns related to non-commuting activities on the basis of both their temporal and spatial attributes including educational, recreational, commercial, and health and other service-related activity types. We investigated passengers’ activity pattern and behavior changes before and during COVID-19 pandemic by comparing the discovered patterns. For recreational patterns it is revealed that not only has the number of recreational patterns dropped, but also the duration of recreational activities decreased. Morning patterns of educational activities have also been eliminated and number of commercial activities was decreased during COVID-19. The proposed model demonstrates the ability to capture travel behavior changes for different disruptions using smart card transit data without performing costly and time consuming manual surveys which can be useful for authorties and decision makers.

本文采用了一种名为潜狄利克特分配(Latent Dirichlet Allocation,LDA)的概率主题建模算法,以无监督的方式从智能卡交通数据中揭示的活动属性推断出行目的。大多数文献都集中于寻找家庭和工作活动的模式,而我们则进一步研究了与家庭和工作无关的活动,以发现与之相关的模式。活动的时间属性是从德黑兰地铁自动收费系统记录的行程信息中提取的。此外,还纳入了土地使用数据,以进一步增强非居家/工作活动的空间属性。除了土地使用数据外,我们还利用开始时间、持续时间和频率等各种活动属性来推断活动目的和模式。根据非通勤活动的时间和空间属性,我们确定了 14 种不同的非通勤活动模式,包括教育、娱乐、商业、健康和其他与服务相关的活动类型。通过比较所发现的活动模式,我们调查了 COVID-19 大流行之前和期间乘客的活动模式和行为变化。在娱乐活动方面,我们发现不仅娱乐活动的数量减少了,而且娱乐活动的持续时间也缩短了。在 COVID-19 期间,上午的教育活动模式也被淘汰,商业活动的数量也有所减少。所提出的模型证明了利用智能卡交通数据捕捉不同干扰情况下的出行行为变化的能力,而无需进行昂贵和耗时的人工调查,这对当局和决策者非常有用。
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引用次数: 0
Post-disaster decision-making framework for roadway networks considering social vulnerability 考虑社会脆弱性的公路网络灾后决策框架
IF 5.1 2区 工程技术 Q1 TRANSPORTATION Pub Date : 2024-09-20 DOI: 10.1016/j.tbs.2024.100910
Eric Merschman, Mehrnaz Doustmohammadi, Abdullahi M. Salman, Michael Anderson

Resilience is a characteristic of a system to adapt, resist and recover from disruptions as defined by the U.S. Federal Highway Administration. The concept has been adopted across several fields of research. Existing literature on roadway network resilience typically frames resilience in terms of performance metrics based on the attributes of the network (travel time or travel distance, for example). However, the impact of disruptions to roadway networks varies for different populations within communities because of various socioeconomic factors. While it is important to capture the performance characteristics of transportation networks to ensure goods and services can flow throughout a community, there also lies a need to consider the needs of populations in a community that are more vulnerable to disruptions due to limited mobility. This study aims to propose a framework for roadway network post-disaster recovery planning that considers the needs of socially vulnerable populations. Specific objectives of the study include: i) developing a geographic social vulnerability index (SVI) using census demographic data to quantify the extent to which communities may be considered “socially vulnerable” ii) integrating the index into an actionable decision framework for post-disaster bridge repair strategy and iii) demonstrating how the consideration of social vulnerability can influence network performance. By applying the framework to the Mobile Bay area in Alabama, the significance of including social vulnerability in resilience evaluation becomes evident.

根据美国联邦公路管理局的定义,复原力是一个系统适应、抵御和从中断中恢复的特性。这一概念已被多个研究领域采用。关于公路网络恢复能力的现有文献通常根据网络的属性(例如旅行时间或旅行距离)来确定恢复能力的性能指标。然而,由于各种社会经济因素,道路网络中断对社区内不同人群的影响各不相同。虽然掌握交通网络的性能特征以确保货物和服务能够在整个社区内流动非常重要,但同时也需要考虑社区内因流动性受限而更容易受到交通中断影响的人群的需求。本研究旨在提出一个考虑到社会弱势群体需求的道路网络灾后恢复规划框架。研究的具体目标包括:i) 利用人口普查数据开发地理社会脆弱性指数 (SVI),量化可被视为 "社会脆弱性 "社区的程度;ii) 将该指数纳入灾后桥梁维修战略的可操作决策框架;iii) 展示社会脆弱性的考虑如何影响网络性能。通过将该框架应用于阿拉巴马州的莫比尔湾地区,将社会脆弱性纳入抗灾能力评估的意义就显而易见了。
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引用次数: 0
Assessing bicycle safety risks using emerging mobile sensing data 利用新兴移动传感数据评估自行车安全风险
IF 5.1 2区 工程技术 Q1 TRANSPORTATION Pub Date : 2024-09-19 DOI: 10.1016/j.tbs.2024.100906
Yan Li , Yuyang Zhang , Ying Long , Kavi Bhalla , Majid Ezzati

The surge in global electric bicycle ownership has exerted immense pressure on bicycle infrastructure. Theoretically, there’s a need to reassess the risk factors associated with multiple bike lane users. Based on this, there’s a practical need to re-evaluate the safety and quality of outdated infrastructure. This paper aims to reconsider risk factors related to bicycle infrastructure safety in the context of electric bicycles sharing lanes with traditional bicycles. Moreover, many countries lack precise spatial data concerning bicycle infrastructure. This study introduces a mobile sensing method based on bicycles, aiming to acquire daytime and nighttime bike lane datasets in a cost-effective, efficient, and large-scale manner. A computer vision-based bicycle risk factor assessment model was established, and the distribution of bicycle safety risk factors was visually analyzed. Research data was collected from a representative 59.5-kilometer bicycle lane area in Beijing. The results confirm the significant impact of the surge in electric bicycles, with electric bike users accounting for 72.1% of cyclists, 32.3% wearing helmets, and 8.4% riding against traffic. During the day, the highest-ranking risk factors include the type of bicycle lanes (half lacking dedicated lanes or being shared), roadside parking, and subpar road conditions. At night, insufficient street lighting are notable concerns. The research methodology is easily replicable and can be extended to new multi-user coexistence cycling environments or countries without bicycle spatial data, offering insights for bicycle safety policies and road design.

全球电动自行车保有量的激增给自行车基础设施带来了巨大压力。从理论上讲,有必要重新评估与多个自行车道使用者相关的风险因素。在此基础上,实际需要重新评估过时基础设施的安全和质量。本文旨在结合电动自行车与传统自行车共用自行车道的情况,重新考虑与自行车基础设施安全相关的风险因素。此外,许多国家缺乏有关自行车基础设施的精确空间数据。本研究介绍了一种基于自行车的移动传感方法,旨在以低成本、高效率和大规模的方式获取白天和夜间自行车道数据集。建立了基于计算机视觉的自行车风险因素评估模型,并对自行车安全风险因素的分布进行了视觉分析。研究数据采集自北京市具有代表性的 59.5 公里自行车道区域。结果证实了电动自行车激增的重大影响,电动自行车使用者占骑车人的 72.1%,戴头盔的占 32.3%,逆行的占 8.4%。在白天,排名最高的风险因素包括自行车道的类型(半数没有专用车道或共用车道)、路边停车以及路况不佳。夜间,街道照明不足也是值得关注的问题。该研究方法易于复制,可推广到新的多用户共存自行车环境或没有自行车空间数据的国家,为自行车安全政策和道路设计提供启示。
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引用次数: 0
The influence of residential location and public transit options on commuters’ intention to use travel apps for different travel purposes 居住地点和公共交通选择对通勤者为不同出行目的使用旅行应用程序的意向的影响
IF 5.1 2区 工程技术 Q1 TRANSPORTATION Pub Date : 2024-09-19 DOI: 10.1016/j.tbs.2024.100913
Julianno de Menezes Amorim , João de Abreu e Silva

While living in city centers is usually linked to higher accessibility levels, shorter travel times, and higher levels of public transit (PT) utilization, the opposite is true for residents of suburban areas. This assumption holds in metropolitan contexts, where central areas offer better accessibility and are associated with higher levels of PT use. In metropolitan peripheries, a large part of commuting is done on an interurban basis, so that the level of use of public transit can be linked to the supply and information available. This work aims to understand the conditions in terms of transit supply and land use, considering the most frequent trip, psychological variables, and the modal choice of commuters’ motorized modes, in the intention to use the new real-time multi-modal travel app, such as advanced traveler information systems (ATIS) for digital mobility-management assistance. A Structural Equation Model is developed to empirically test a sample of 768 respondents collected in two suburban corridors in the Lisbon Metropolitan Area (LMA). Finally, our findings indicate that residential location, mode choice, and trip complexity have a relevant influence on the intention to adopt travel apps. Male students belonging to Generation Y/Z are the most likely users of travel apps. Regardless of the reason, travel patterns associated with more complex (more transfers) and more frequent trips can reinforce the intention to use apps. Also, it is worth noting that students are frequent public transit users, and public transit is also related to trip complexity.

居住在城市中心通常与较高的可达性、较短的旅行时间和较高的公共交通(PT)利用率有关,而郊区居民的情况则恰恰相反。这一假设在大都市中也是成立的,因为在大都市中,中心区域的可达性更好,公共交通的使用率也更高。在大都市周边地区,大部分通勤都是在城际间进行的,因此公共交通的使用水平可以与可用的供应和信息联系起来。这项工作旨在了解公交供应和土地使用方面的条件,考虑最频繁的出行、心理变量以及通勤者对机动车辆的模式选择,以便使用新的实时多模式出行应用程序,如用于数字交通管理辅助的高级旅客信息系统(ATIS)。我们建立了一个结构方程模型,对里斯本大都会区(LMA)两个郊区走廊的 768 个受访者样本进行了实证测试。最后,我们的研究结果表明,居住地点、模式选择和出行复杂性对采用出行应用程序的意向有相关影响。属于 Y/Z 代的男性学生最有可能使用旅行应用程序。无论出于何种原因,与更复杂(更多换乘)和更频繁的旅行相关的旅行模式都会加强使用应用程序的意愿。此外,值得注意的是,学生是公共交通的频繁使用者,而公共交通也与旅行的复杂性有关。
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引用次数: 0
Smarter but more unequal transport? How socioeconomic and digital inequalities hinder adoption of mobility apps in the Global South 更智能但更不平等的交通?社会经济和数字不平等如何阻碍全球南部地区采用移动应用程序
IF 5.1 2区 工程技术 Q1 TRANSPORTATION Pub Date : 2024-09-17 DOI: 10.1016/j.tbs.2024.100911
Matias Dodel , Diego Hernandez

All over the world, cities are becoming “smarter.” The improved use of data generated by the transport system (e.g. smart cards data), combined with GPS trackers and citizens’ mobile data enabled the development of a new generation of smarter mobile apps (e.g., Waze) and several local real-time public transport services and trip planners. These technologies have the potential to reduce transport inequalities via two mechanisms. First, governments can develop more efficient and evidence-based public transport plans. Second, citizens have access to better, real-time information about public transport for trip planning and, thus, can make better—i.e., more efficient or cheaper—decisions regarding their everyday mobility. To assess whether citizens’ appropriation of smart mobility—as with their appropriation of any other digital service—depends strongly on having a certain set of socioeconomic and digital attributes, we analyzed both a mobility survey and a digital inequalities survey based on representative samples of adult Uruguayans living in the capital Montevideo. We find that while the use of mobility apps increased in the second half of the 2010s, the adoption of these tools was stratified by traditional digital inequalities, such as type of internet access and digital literacy, and by variables that predict inequalities in both digital and transport fields, such as age, gender and education. As a result, mobility continues to be stratified in favor of those who are more knowledgeable (i.e., tech-savvy) and have greater access to digital technology. Thus, “smart mobility” has failed to ameliorate—and may even exacerbate—transport inequality. Policy implications of these findings are discussed.

全世界的城市都在变得越来越 "智能"。对交通系统产生的数据(如智能卡数据)的更好利用,再加上 GPS 跟踪器和市民的移动数据,使得新一代更智能的移动应用程序(如 Waze)以及一些本地实时公共交通服务和行程规划器得以开发。这些技术有可能通过两种机制减少交通不平等。首先,政府可以制定更高效、更有依据的公共交通计划。其次,公民可以获得更好的、实时的公共交通信息来规划出行,从而在日常出行方面做出更好的决定,即更有效或更便宜的决定。为了评估公民对智能交通的使用--就像他们对其他数字服务的使用一样--是否在很大程度上取决于他们是否具有特定的社会经济和数字属性,我们分析了一项交通调查和一项数字不平等调查,这两项调查都是基于居住在首都蒙得维的亚的乌拉圭成年人的代表性样本。我们发现,虽然移动应用程序的使用在 2010 年代后半期有所增加,但这些工具的采用却因传统的数字不平等(如互联网接入类型和数字素养)以及可预测数字和交通领域不平等的变量(如年龄、性别和教育)而分层。因此,交通分层仍然有利于那些知识更丰富(即精通技术)、更容易获得数字技术的人。因此,"智能交通 "未能改善交通不平等,甚至可能加剧交通不平等。本文讨论了这些发现对政策的影响。
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引用次数: 0
A deeper look at switching intention to electric moped: Magnitude vs Uncertainty 深入了解转向电动轻便摩托车的意向:幅度与不确定性
IF 5.1 2区 工程技术 Q1 TRANSPORTATION Pub Date : 2024-09-16 DOI: 10.1016/j.tbs.2024.100901
Timo Eccarius , Ching-Fu Chen

While behavioral intention is often considered the immediate predictor of actions, the actual realization of a stated intention is often affected by the intention-behavior gap. This research investigates motorcyclists’ switching intention to an electric moped from a fossil-fuel moped, examining two key components of self-reported intentions: magnitude and uncertainty. Using the judgement uncertainty and magnitude parameters (JUMP) model within the Theory of Planned Behavior framework, we differentiate the two components of stated intention and explore their determinants. Our analysis of data from 293 Taiwanese moped users reveals that while attitude is the major determinant of intention magnitude, intention uncertainty is determined by perceived control, subjective norms and the interaction between attitude and perceived behavioral control. We observed high intention uncertainty across all responses, with negative intentions showing greater uncertainty. Conflicts between attitude and perceived control relate to higher intention uncertainty.

虽然行为意向通常被认为是行动的直接预测因素,但陈述意向的实际实现往往受到意向-行为差距的影响。本研究调查了摩托车手从化石燃料轻便摩托车转向电动轻便摩托车的意向,考察了自我报告意向的两个关键组成部分:幅度和不确定性。我们使用计划行为理论框架内的判断不确定性和幅度参数(JUMP)模型,区分了陈述意向的两个组成部分,并探讨了它们的决定因素。我们对 293 名台湾轻便摩托车用户的数据进行分析后发现,态度是意向大小的主要决定因素,而意向的不确定性则由感知控制、主观规范以及态度和感知行为控制之间的相互作用决定。我们观察到所有反应的意向不确定性都很高,其中消极意向的不确定性更高。态度和感知控制之间的冲突与较高的意向不确定性有关。
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引用次数: 0
Potentials of digital twin system for analyzing travel behavior decisions 数字孪生系统分析旅行行为决策的潜力
IF 5.1 2区 工程技术 Q1 TRANSPORTATION Pub Date : 2024-09-13 DOI: 10.1016/j.tbs.2024.100902
Mahdi Aghaabbasi, Soheil Sabri

This review explores the potential of digital twin systems to provide a more holistic representation of travel behavior and support transportation planning and policymaking. The paper introduces the concept of digital twins, their key characteristics, and their applications in various domains, including transportation. It discusses the traditional methods used in travel behavior analysis and their limitations, as well as the potential advantages of digital twin systems, such as the integration of heterogeneous data sources, real-time monitoring and prediction, and the ability to simulate and evaluate various policy scenarios. The review also identifies the key components of digital twin systems, the challenges associated with their implementation, and the current state of research on digital twins and related methods in travel behavior analysis. The paper highlights research gaps and future directions, emphasizing the need for privacy-preserving techniques, real-world case studies, and the integration of digital twins with decision support systems. Finally, the review discusses the broader implications of digital twin systems for transportation planning and policymaking, concluding by emphasizing the need for interdisciplinary collaboration and stakeholder engagement to fully realize the potential of digital twins in analyzing travel behavior decisions and shaping the future of transportation systems.

本综述探讨了数字孪生系统在更全面地反映旅行行为、支持交通规划和决策方面的潜力。本文介绍了数字孪生的概念、主要特征及其在包括交通在内的各个领域的应用。论文讨论了旅行行为分析中使用的传统方法及其局限性,以及数字孪生系统的潜在优势,如整合异构数据源、实时监控和预测,以及模拟和评估各种政策方案的能力。综述还确定了数字孪生系统的关键组成部分、与其实施相关的挑战,以及数字孪生和旅行行为分析相关方法的研究现状。论文强调了研究差距和未来方向,强调了对隐私保护技术、真实世界案例研究以及数字孪生与决策支持系统整合的需求。最后,论文讨论了数字孪生系统对交通规划和决策的广泛影响,最后强调了跨学科合作和利益相关者参与的必要性,以充分发挥数字孪生在分析出行行为决策和塑造未来交通系统方面的潜力。
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引用次数: 0
An examination of the effect of external factors on zero-emission vehicle adoption in the United States 研究外部因素对美国采用零排放车辆的影响
IF 5.1 2区 工程技术 Q1 TRANSPORTATION Pub Date : 2024-09-13 DOI: 10.1016/j.tbs.2024.100904
Yong-Jin Alex Lee, Isabelle Nilsson

This study aims to extend and investigate how external factors (socioeconomic and demographic characteristics, EV-related policy mechanisms, transportation, and climate conditions) influence the actual adoption of battery electric vehicles (BEVs). Using panel data from 49 U.S. states from 2011 to 2020, we estimate a dynamic spatial Durbin model under the space fixed effect to examine the effects of these attributes on BEV adoption in the neighboring states. The results of the analysis suggest that purchase incentives, the number of public charging stations, gasoline prices, and the Hispanic or Latino population, respectively, have positive total effects on state BEV adoption rates in both the short- and long-term. Particularly, the number of public charging stations has positive direct and indirect effects in both the short- and long-term. Gasoline prices have positive spillover effects in both the short- and long-term. The long-term effects of the three characteristics on BEV adoption are greater than their short-term effects. Based on our findings, this study can provide state officials with practical directions and recommendations to help them allocate their resources and implement timely and appropriate regulations, as well as collaborations between states to increase the penetration rates of zero-emission vehicles (ZEVs).

本研究旨在扩展和调查外部因素(社会经济和人口特征、电动汽车相关政策机制、交通和气候条件)如何影响电池电动汽车(BEV)的实际采用。利用美国 49 个州 2011 年至 2020 年的面板数据,我们估计了空间固定效应下的动态空间杜宾模型,以研究这些属性对邻近州采用 BEV 的影响。分析结果表明,购买激励措施、公共充电站数量、汽油价格以及西班牙裔或拉丁裔人口分别在短期和长期内对各州的 BEV 采用率产生了积极的总体影响。特别是,公共充电站的数量在短期和长期都有直接和间接的正效应。汽油价格在短期和长期都有正溢出效应。这三个特征对 BEV 采用的长期影响大于短期影响。基于我们的研究结果,本研究可为各州官员提供切实可行的方向和建议,帮助他们分配资源,实施及时、适当的法规,以及各州之间的合作,以提高零排放汽车(ZEVs)的普及率。
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引用次数: 0
Emotions as antecedents of sustainable travel behaviour 情感是可持续旅行行为的先决条件
IF 5.1 2区 工程技术 Q1 TRANSPORTATION Pub Date : 2024-09-12 DOI: 10.1016/j.tbs.2024.100903
Christian Bretter , Kate Pangbourne

Promoting the use of sustainable transport alternatives is critical for reducing carbon emissions. In this paper, we propose a cognitive mechanism that explains the extent to which individuals use different sustainable travel modes (e.g., the bus, train, bicycle, and car-sharing). Specifically, we hypothesise negative emotions related to cars as an antecedent of sustainable travel mode use where emotions such as shame, sadness, and upset are positively associated with the extent to which individuals use sustainable transport modes. These negative emotions are further hypothesised to mediate the effect of car attitudes on sustainable travel mode use. Using a broadly representative sample of the UK population (N = 1294), we test these hypotheses and find, firstly, that car attitudes are negatively associated with the use of all sustainable travel modes. Secondly, we demonstrate that negative emotions related to cars mediate this effect. In other words, negative emotions – and not car attitudes – are (positively) associated with the extent to which individuals use all sustainable travel modes. The more individuals perceive the car as something ‘good’, the less they experience emotions such as shame, sadness, and upset when thinking about cars; and it is these negative emotions that then drive sustainable travel mode use. Our study reveals that emotions can and should also be understood as antecedents of sustainable travel modes. We then discuss implications for practitioners and further research.

推广使用可持续交通方式对于减少碳排放至关重要。在本文中,我们提出了一种认知机制来解释个人使用不同可持续出行方式(如公共汽车、火车、自行车和汽车共享)的程度。具体来说,我们假设与汽车相关的负面情绪是使用可持续出行方式的前因,其中羞愧、悲伤和不安等情绪与个人使用可持续交通方式的程度呈正相关。这些负面情绪还被进一步假设为汽车态度对可持续出行方式使用的中介效应。我们使用具有广泛代表性的英国人口样本(N = 1294)对这些假设进行了检验,结果发现:首先,汽车态度与所有可持续出行方式的使用呈负相关。其次,我们证明了与汽车相关的负面情绪对这一效应的调节作用。换句话说,负面情绪(而非汽车态度)与个人使用所有可持续出行方式的程度(正相关)。个人越是认为汽车是 "好 "的东西,他们在想到汽车时就越少产生羞愧、悲伤和不安等情绪;而正是这些负面情绪推动了可持续出行方式的使用。我们的研究表明,情绪也可以而且应该被理解为可持续出行方式的先决条件。随后,我们将讨论对从业人员和进一步研究的影响。
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