Travel Behaviour and Society最新文献

Following the rapid pace of technological advancement and the continuous introduction of new technologies, the study of user acceptance has gained considerable attention. While previous studies have highlighted the role of trust in technology acceptance and adoption, the significance of distrust has received little attention and is often treated as the other end of the trust scale. This study aims to examine the separate roles of both trust and distrust in technology adoption by investigating the relationship between the usage of traffic information apps (TIAs) and the trust and distrust associated with them. To achieve this, a revealed preference questionnaire is designed, and data from a representative sample of 1028 Sydney residents is collected. The validity of treating trust and distrust as two separate constructs is empirically examined by contrasting a single-construct model versus a double-construct model. Both models are integrated choice and latent variable models with structural and choice components. The findings demonstrate that the model with trust and distrust as two distinct latent constructs outperforms the model with one latent construct. The results of the double latent construct model indicate that trust has a significant positive effect on using TIAs for both work and leisure trips, while distrust has a significant negative effect only for work trips. These findings underscore the importance of effectively managing distrust in technology, particularly in situations related to health and safety where individuals’ usage of the technology in these circumstances can save lives.

App-based Mobility-as-a-Service (MaaS) platforms combining public transport, car- and micro-mobility-shared services with real-time dynamic carpooling are emerging as viable alternatives to solo car use for sub-urban contexts. Insights from real-life implementation are however still limited. Which practical conditions may hinder the effectiveness of MaaS platforms leveraging carpooling? We tackle this question from the perspective of potential users of MixMyRide, a Swiss-based MaaS platform, based on co-design workshop sessions performed in Summer-Autumn 2022. We find four elements of practical interest, resonating with limitations already identified for carpooling. First, integrating carpooling in inter-modal trips increases the number of inter-changes potentially affected by delays. This requires real-time traffic information data, re-scheduling tools, and features for quick interaction between platform users. Second, features to create trust between strangers are needed, which require trade-offs between strict identity check and quick registration. Third, carpooling pick-up/drop-off may either endanger safety (if bus stops are used) or require inconvenient prior agreements, negatively affecting the MaaS platform’s dynamism. Fourth, carpooling offer is not granted. To accept possible discomfort in sharing personal space with strangers and time-effort to enter trip offers, drivers need specific incentives, such as sharing of travel expenses, reward vouchers by public institutions, or virtual gamification and feedback on saved emissions.

Commuting is a fundamental aspect of daily life that profoundly influences work productivity. Despite extensive research in this area, findings are often inconclusive, primarily due to methodological limitations such as cross-sectional designs. Addressing these gaps, our study adopts a quasi-longitudinal approach to examine the causal effects of commuting time on self-reported work productivity during the COVID-19 pandemic lockdown. Survey data from 550 white-collar employees in Greater Melbourne were collected, capturing commuting behavior and work productivity before and during the lockdown. Utilizing regression models and cross-lagged panel analyses, our study reveals a modest decline in self-reported job performance and working hours during the lockdown, with notable variations among respondents. Interestingly, individuals with longer pre-pandemic commutes reported improved job performance and increased working hours while working from home. However, a significant decrease in self-reported work productivity was observed among female employees with young children, underscoring the critical need for childcare support during remote work arrangements. By shedding light on the intricate interplay between commuting, remote work, and self-reported productivity, our study provides valuable insights for informing workplace policies and support mechanisms.

This study provides valuable insights into ride-hailing trip patterns among various income groups, including lower-income groups and those living below the poverty line, groups often overlooked in previous research. Using latent class cluster analysis (LCCA) based on a survey in Yogyakarta Province, Indonesia, we examine how variations in trip pattern characteristics are influenced by socio-demographics, household characteristics, and travel-related attitudes toward ride-hailing usage. Our results establish that six distinct clusters representing different ride-hailing travel patterns can be identified. We found dominant clusters for short and less expensive trips using motorcycle-based ride-hailing services (RH MC). In contrast, longer and more expensive trips are associated with car-based ride-hailing (RH CAR). Moreover, ride-hailing plays an important role in essential trips such as returning home, commuting, and maintenance activities, highlighting its importance in addressing transportation challenges, particularly in regions with limited public transportation access. Lower-income individuals and those living in poverty tend to use ride-hailing primarily for shorter and cheaper trips with RH MC, while those from higher-income brackets utilize it for a broader range of purposes. These findings highlight the diverse effects of ride-hailing across income groups and suggest the potential for ride-hailing to enhance accessibility for low-income individuals in Indonesia. We propose policy recommendations to alleviate transport poverty and enhance transport equity in light of these findings.

Teleworking could make an important contribution to reducing car travel, air pollution and carbon emissions. However, a growing body of evidence suggests that teleworkers tend to live further from their place of work than non-teleworkers, and that teleworking encourages more non-work travel. These responses make it difficult to estimate the overall impact of teleworking on personal travel.

This study estimates the impact of teleworking on English travel patterns over the period 2005 to 2019. We focus on whether people choose to telework because they live a long distance from their workplace, or whether they choose to live a long distance from their workplace because they can telework.

We employ a path analysis methodology using data from the English National Travel Survey. We estimate the direct and indirect effects of working from home on the travel patterns of both the teleworker and other members of their household. Our results suggest that teleworking causes people to live farther from their workplace rather than vice versa. We further find that most teleworkers travel farther each week than non-teleworkers and they only achieve travel savings if they work from home for three or more days each week. Our results support the findings of other studies in this area and suggest that public policy needs to target sustainable land-use and transport planning more broadly, rather than encouraging teleworking specifically.

Background

A just transition to a decarbonised transport system requires understanding current inequity in transport-related greenhouse gas emissions (GHGe).

Methods

We used the population-based nationally representative New Zealand Household Travel Survey (2015–2018 data) to examine inequalities in GHGe from household travel by NZDep (an area measure of socioeconomic position [SEP]).

Results

There was a broadly linear association between SEP and GHGe from household travel. People resident in the least deprived areas emitted around 57 % more GHGe per week from household travel than those in the most [mean 63.6 CO₂eq (95 %CI 58.5–68.6) compared to 35.6 kg CO₂eq (95 %CI (32.6–38.6)]. Most of the difference was due to the additional 97 km per week travelled by car by people resident in the least deprived areas. Residents in the least deprived areas travelled further and more frequently for paid and unpaid work and leisure purposes than those in the most. Air travel also showed significant inequities with 2.4 % of residents in the least deprived areas reporting air travel in the last week compared to 0.1 % in the most deprived. Air travel was the second largest source of mean weekly transport emissions in residents living in the least deprived areas.

Conclusion

There are large inequities by area deprivation in GHGe from household travel in Aotearoa/New Zealand. Transport policy needs to focus on measures to reduce emissions that are effective and reduce inequities. Significant work on policy processes, design and evaluation need to occur to facilitate this dual transformation.

Enhancing the resilience of urban non-motorized mobility amid rising temperatures is crucial, yet there is a lack of empirical evidence in this field. This study examines the urban mobility resilience under extreme heat events, focusing on New York City’s bike-sharing system. Utilizing the clustering method and spatial probit regression, we explore the spatial–temporal variations in the resilience of bike-sharing usage during heat extremes, and further identify key factors that contribute to the resilience of bike-sharing travel. Results show an increase in evening bike-sharing as a compensatory response to decreased daytime usage due to extreme heat, and highlight the temporal heterogeneity in bike-sharing travel resilience to extreme heat events. The regression analysis further reveals land use/land cover characteristics and income level significantly impact bike-sharing resilience, with notable variations throughout the day. These findings contribute to understanding the critical relationship between urban mobility and climate resilience, offering novel insights for urban planners and policymakers to enhance urban transportation resilience in the face of climate change.

The COVID-19 pandemic has had a far-reaching impact on travel patterns, leading to a ubiquitous yet unequal decrease in mobility across transportation modes. Specifically, shared mobility services experienced a shift in demand due to increased concerns about COVID-19 transmission. As we move beyond the pandemic, gaining insights into the evolving travel demand landscape becomes crucial for adapting operations to the new normal of travel behavior. To that end, this study seeks to examine travelers’ intentions to adopt shared e-scooters and bikes in a scenario where COVID-19 risk is no longer a prominent factor. To achieve this, survey data were collected in Fall 2022 from three cities in the Midwest U.S. with different sizes, population densities, and maturity of shared mobility services. The survey solicited respondents’ opinions about their willingness to adopt shared mobility services in a future scenario. Covariance-based multigroup structural equation modeling (MG-SEM) was conducted to compare travel attitudes and perceptions among users from the three cities. Findings highlight the positive influence of attitudes, perceived behavioral control, and social norms on intentions to use micro-mobility. Additionally, the study reveals an unexpected positive influence of COVID-19 risk perception on intentions in one of the three cities, presenting an opportunity for service providers to capitalize on the perceived safety of shared micro-mobility in the future. Information about the intention to use shared mobility can help service operators anticipate a potential rise in demand, inform their operations, implement incentives and employ new market strategies to boost ridership.

While patronage on most public transit systems around the world remains modestly to significantly depressed post-pandemic, transit ridership had mostly been declining across the US since 2014. Advocates, practitioners, and scholars have offered a range of explanations for pre-pandemic patronage decline. This analysis examines the demand-side of this phenomenon by focusing on high-propensity transit riders, and, in particular, immigrants in the most populous US state: California. Drawing on the California add-on to the 2009 and 2017 National Household Travel Surveys, we evaluate changes in transit use among Hispanic and Asian immigrants. We find that during the study period, transit trip frequency of Hispanic immigrants declined, converging toward the ridership patterns of US-born Hispanics. While this trend was largely the result of rising incomes, increased vehicle ownership, and lower residential densities among non-US-born Hispanics, all else equal, Hispanic immigrants continued to use transit more than their US-born counterparts. By contrast, transit trip making by Asian immigrants diverged from that of US-born Asians. Notably, this divergence was not the result of declining per-person trip making by Asian immigrants, which was relatively stable during the study period. Instead, the growing gap was due to increases in transit trip frequency by US-born Asians.

Addressing digital exclusion first requires an in-depth understanding of the factors leading to it. In this paper, we explore to what extent new digital mobility solutions can be considered inclusive, by taking into account the diverse perspectives of the users of transport services. Specifically, our work contributes to understanding the end user needs and capabilities in digital mobility, by presenting a set of personas developed using data from a population-representative survey of 601 Barcelona metropolitan area residents in the framework of the EU Horizon 2020 programme’s DIGNITY project. Overall, roughly 15% of this population cannot access and effectively use digital technologies, thereby hindering their use of many digital mobility services. This work provides information about the diversity of potential users by analysing different stories and travel experiences of the personas; this in turn can inspire decision makers, developers, and other stakeholders along the design process. The methodological approach for developing personas could be also potentially useful for mobility service providers and policymakers who aim to create more inclusive and user-centred transport ecosystems that meet the needs of diverse users.