Pub Date : 2025-11-15DOI: 10.1016/j.tbs.2025.101177
Hexin Zhang , Tao Feng , Harry J.P. Timmermans
Research on individuals’ participation in being a driver for ride-sourcing companies is rare and this decision has not been fully understood. This study uses stated choice experiment data collected in China through face-to-face interviews to explore the effects of job conditions, car ownership and socio-demographics on individuals’ decisions to become a driver for ride-sourcing companies. The results show that car owners and those who work in the tertiary industry have a higher interest in driving for a ride-sourcing company beyond regular working hours, but less interest in becoming a full-time driver. Social insurance is an important trigger of participation for individuals without a stable job. Middle-aged people have an interest in driving and prefer full-time driving over part-time driving or driving after work. These findings provide useful insights for improving driver recruitment and ride-sourcing sustainability.
{"title":"Willingness to become a ride-sourcing driver: results of an error components model","authors":"Hexin Zhang , Tao Feng , Harry J.P. Timmermans","doi":"10.1016/j.tbs.2025.101177","DOIUrl":"10.1016/j.tbs.2025.101177","url":null,"abstract":"<div><div>Research on individuals’ participation in being a driver for ride-sourcing companies is rare and this decision has not been fully understood. This study uses stated choice experiment data collected in China through face-to-face interviews to explore the effects of job conditions, car ownership and socio-demographics on individuals’ decisions to become a driver for ride-sourcing companies. The results show that car owners and those who work in the tertiary industry have a higher interest in driving for a ride-sourcing company beyond regular working hours, but less interest in becoming a full-time driver. Social insurance is an important trigger of participation for individuals without a stable job. Middle-aged people have an interest in driving and prefer full-time driving over part-time driving or driving after work. These findings provide useful insights for improving driver recruitment and ride-sourcing sustainability.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"43 ","pages":"Article 101177"},"PeriodicalIF":5.7,"publicationDate":"2025-11-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145521176","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 : 2025-11-14DOI: 10.1016/j.tbs.2025.101174
Maite Regina Beramendi , Melissa Sánchez , Davide Morselli , Marcelo Montenegro
Urban public transport systems, particularly subways, are spaces where formal regulations and informal norms shape social interactions. This study analyzes spontaneous messages posted on X (formerly Twitter) regarding norm violations and coexistence issues in the Buenos Aires subway (2017–2022). Using a mixed-methods approach, we applied structural topic modeling and qualitative content analysis to identify key themes in 12,334 tweets. Findings reveal that while passengers experience frequent frustration over norm violations, including fare evasion, pushing, and rule enforcement inconsistencies, direct confrontation is rare but violent. Instead, passengers rely on nonverbal regulation strategies, while social media serves as an outlet for grievances that remain unspoken in real-time interactions. Our analysis also shows a fundamental tension in norm enforcement: passengers oscillate between prescriptive expectations and pragmatic adaptations to transit constraints, fostering double standards and social demoralization. This study contributes to research on urban mobility and norm compliance by demonstrating how social media provides valuable insights into everyday transit experiences.
{"title":"From silent discontent to digital outrage: negotiating social norms in the Buenos Aires subway","authors":"Maite Regina Beramendi , Melissa Sánchez , Davide Morselli , Marcelo Montenegro","doi":"10.1016/j.tbs.2025.101174","DOIUrl":"10.1016/j.tbs.2025.101174","url":null,"abstract":"<div><div>Urban public transport systems, particularly subways, are spaces where formal regulations and informal norms shape social interactions. This study analyzes spontaneous messages posted on X (formerly Twitter) regarding norm violations and coexistence issues in the Buenos Aires subway (2017–2022). Using a mixed-methods approach, we applied structural topic modeling and qualitative content analysis to identify key themes in 12,334 tweets. Findings reveal that while passengers experience frequent frustration over norm violations, including fare evasion, pushing, and rule enforcement inconsistencies, direct confrontation is rare but violent. Instead, passengers rely on nonverbal regulation strategies, while social media serves as an outlet for grievances that remain unspoken in real-time interactions. Our analysis also shows a fundamental tension in norm enforcement: passengers oscillate between prescriptive expectations and pragmatic adaptations to transit constraints, fostering double standards and social demoralization. This study contributes to research on urban mobility and norm compliance by demonstrating how social media provides valuable insights into everyday transit experiences.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"43 ","pages":"Article 101174"},"PeriodicalIF":5.7,"publicationDate":"2025-11-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145521178","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 : 2025-11-13DOI: 10.1016/j.tbs.2025.101190
Muhammad Adeel , Asad J. Khattak , Moetasim Ashfaq
Older adults face distinct mobility limitations due to aging, limited access to private vehicles, and structural barriers in their communities, such as inadequate transit, spatial isolation, and environmental burdens. This study examines the travel behaviour of 3,769 older adults aged 65 and over in the Puget Sound region, focusing on how household vehicle access and community-level structure influence both the likelihood of travel and trip frequency. The study develops a unique database by integrating person-level behavioural data from the Puget Sound Household Travel Survey with the National Community Indicators database at the census tract level. A Mobility-Constrained Framework (MCF) was quantified using a Zero Hurdle Negative Binomial regression model. It jointly estimates whether older adults made any trips (extensive margin) and, if so, how many (intensive margin). Vehicle access emerged as the strongest predictor of mobility. Living in a household with at least one vehicle significantly increased the odds of traveling (odds ratio, OR = 1.453) and overall trip frequency (incidence rate ratio, IRR = 3.607). A higher vehicle-to-adult ratio further raised trip counts (IRR = 1.773). In contrast, residing in a burdened community without a vehicle sharply reduced trip frequency (IRR = 0.517), highlighting spatial and infrastructural constraints. Rural residents were also associated with lower travel frequency (IRR = 0.537), reflecting longer distances and fewer modal options. Mobility was further constrained among adults aged 85 and above (OR = 0.347) and those with disabilities (IRR = 0.884), while living alone was linked to more travel. Car-sharing (IRR = 1.550) and transit use (IRR = 2.950) were positively associated with trip frequency. Guided by the MCF, findings highlight how individual, household, and community-level factors collectively shape travel behaviour. The study underscores the need for age-friendly transportation investments, especially in rural communities, expanded ADA-compliant services, and mobility innovations supporting aging populations.
{"title":"Navigating mobility in later life: How vehicle access and community context shape travel behaviour among older adults","authors":"Muhammad Adeel , Asad J. Khattak , Moetasim Ashfaq","doi":"10.1016/j.tbs.2025.101190","DOIUrl":"10.1016/j.tbs.2025.101190","url":null,"abstract":"<div><div>Older adults face distinct mobility limitations due to aging, limited access to private vehicles, and structural barriers in their communities, such as inadequate transit, spatial isolation, and environmental burdens. This study examines the travel behaviour of 3,769 older adults aged 65 and over in the Puget Sound region, focusing on how household vehicle access and community-level structure influence both the likelihood of travel and trip frequency. The study develops a unique database by integrating person-level behavioural data from the Puget Sound Household Travel Survey with the National Community Indicators database at the census tract level. A Mobility-Constrained Framework (MCF) was quantified using a Zero Hurdle Negative Binomial regression model. It jointly estimates whether older adults made any trips (extensive margin) and, if so, how many (intensive margin). Vehicle access emerged as the strongest predictor of mobility. Living in a household with at least one vehicle significantly increased the odds of traveling (odds ratio, OR = 1.453) and overall trip frequency (incidence rate ratio, IRR = 3.607). A higher vehicle-to-adult ratio further raised trip counts (IRR = 1.773). In contrast, residing in a burdened community without a vehicle sharply reduced trip frequency (IRR = 0.517), highlighting spatial and infrastructural constraints. Rural residents were also associated with lower travel frequency (IRR = 0.537), reflecting longer distances and fewer modal options. Mobility was further constrained among adults aged 85 and above (OR = 0.347) and those with disabilities (IRR = 0.884), while living alone was linked to more travel. Car-sharing (IRR = 1.550) and transit use (IRR = 2.950) were positively associated with trip frequency. Guided by the MCF, findings highlight how individual, household, and community-level factors collectively shape travel behaviour. The study underscores the need for age-friendly transportation investments, especially in rural communities, expanded ADA-compliant services, and mobility innovations supporting aging populations.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"43 ","pages":"Article 101190"},"PeriodicalIF":5.7,"publicationDate":"2025-11-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145521149","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 : 2025-11-13DOI: 10.1016/j.tbs.2025.101191
Milad Malekzadeh , Darja Reuschke , Jed A. Long
How wellbeing can be improved in cities, has attracted increasing attention. This paper studies urban stress and happiness in relation to daily travel behaviour through a large app-based geographic ecological momentary assessment study conducted in three English cities: Birmingham, Leeds, and Brighton and Hove. The key questions are whether, and to what extent, environmental factors—specifically, green and blue spaces, and weather conditions—affect urban travellers’ happiness and stress levels immediately following travel. GPS data from 606 participants were collected and combined with survey questions asking participants to score their current happiness and stress levels at the end of trips. Environmental data were linked to the GPS location data. The results indicate that exposure to green and blue spaces during trips had no immediate effect on happiness or stress levels. However, active transportation modes, such as walking and biking, were associated with higher happiness and lower stress compared to car use. These findings suggest that while exposure to green and blue spaces may provide long-term environmental values within an urban context; promoting active travel modes could yield more immediate benefits for urban wellbeing.
{"title":"Exposure to green and blue spaces during travel does not have immediate effect on subjective happiness and stress: evidence from a GPS survey in England","authors":"Milad Malekzadeh , Darja Reuschke , Jed A. Long","doi":"10.1016/j.tbs.2025.101191","DOIUrl":"10.1016/j.tbs.2025.101191","url":null,"abstract":"<div><div>How wellbeing can be improved in cities, has attracted increasing attention. This paper studies urban stress and happiness in relation to daily travel behaviour through a large app-based geographic ecological momentary assessment study conducted in three English cities: Birmingham, Leeds, and Brighton and Hove. The key questions are whether, and to what extent, environmental factors—specifically, green and blue spaces, and weather conditions—affect urban travellers’ happiness and stress levels immediately following travel. GPS data from 606 participants were collected and combined with survey questions asking participants to score their current happiness and stress levels at the end of trips. Environmental data were linked to the GPS location data. The results indicate that exposure to green and blue spaces during trips had no immediate effect on happiness or stress levels. However, active transportation modes, such as walking and biking, were associated with higher happiness and lower stress compared to car use. These findings suggest that while exposure to green and blue spaces may provide long-term environmental values within an urban context; promoting active travel modes could yield more immediate benefits for urban wellbeing.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"43 ","pages":"Article 101191"},"PeriodicalIF":5.7,"publicationDate":"2025-11-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145521180","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}
Evaluation methods in transportation increasingly emphasize the inclusion of metrics to measure the distribution of benefits and costs resulting from projects among societal groups. This paper shifts the focus from agency-defined equity analysis to how transit riders perceive fairness within the system. We employ an Error Component Logit (ECL) model to investigate factors affecting perceived fairness of service among Chicago Transit Authority (CTA) passengers, using data collected from the Regional Transportation Authority (RTA) customer satisfaction survey (n=1255 responses). Additionally, we analyze the “I don’t know” responses, providing insight into riders with uncertain views who may be more prone to updating their perceptions over time. Key explanatory variables include socio-demographic information and trip characteristics, with fairness perceptions linked to gender, race, and income. The model also captures heteroskedasticity among utilities, attributed to respondents’ familiarity with the transit system and policy awareness. Marginal effect analysis of the explanatory variables reveals that individuals with greater policy familiarity, heightened concerns about reliability, and limited mobility are less likely to express uncertainty about the fairness of the transit system. Practical implications of the model are also discussed based on these results.
{"title":"Evaluating Perceived Fairness in public transit: A choice model investigation of Chicago riders","authors":"Zhuangcun Chen, Janody Pougala, Amanda Stathopoulos","doi":"10.1016/j.tbs.2025.101172","DOIUrl":"10.1016/j.tbs.2025.101172","url":null,"abstract":"<div><div>Evaluation methods in transportation increasingly emphasize the inclusion of metrics to measure the distribution of benefits and costs resulting from projects among societal groups. This paper shifts the focus from agency-defined equity analysis to how transit riders perceive fairness within the system. We employ an Error Component Logit (ECL) model to investigate factors affecting perceived fairness of service among Chicago Transit Authority (CTA) passengers, using data collected from the Regional Transportation Authority (RTA) customer satisfaction survey (n=1255 responses). Additionally, we analyze the “I don’t know” responses, providing insight into riders with uncertain views who may be more prone to updating their perceptions over time. Key explanatory variables include socio-demographic information and trip characteristics, with fairness perceptions linked to gender, race, and income. The model also captures heteroskedasticity among utilities, attributed to respondents’ familiarity with the transit system and policy awareness. Marginal effect analysis of the explanatory variables reveals that individuals with greater policy familiarity, heightened concerns about reliability, and limited mobility are less likely to express uncertainty about the fairness of the transit system. Practical implications of the model are also discussed based on these results.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"43 ","pages":"Article 101172"},"PeriodicalIF":5.7,"publicationDate":"2025-11-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145521182","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 : 2025-11-13DOI: 10.1016/j.tbs.2025.101194
Heyuan Sun
Despite the substantial advantages of automated vehicles (AVs), the frequent crashes in recent years resulted in negative public perceptions, hindering future AV development. Previous studies conducted sentiment analysis through social media data to investigate changes in public perceptions of AVs. However, classifying sentiments in terms of polarity neglected the diversity of human sentiments. This study provides a new perspective on measuring public sentiment toward AVs and segments the groups (i.e., groups of disgust, fear, and like) in terms of sentiment and topics. We extracted 64,196 public comments through Sina Weibo and Tik Tok on AV crashes in China from April 2021 to March 2023 to investigate the changes in public sentiment and the topic of concern on the timeline. The results indicate that disgust and fear dominate these AV crashes. Meanwhile, Automated driving and Steering wheel are constant public concerns, suggesting that the public has misconceptions about AVs. There are cognitive biases against AV systems among the disgust and fear group. Our analysis identified three distinct subgroups within the like group in terms of the topic Brand, namely “Traditionalists,” “Faithful enthusiasts,” and “Shaken utilitarians”. “Traditionalists” are cautious about AVs and prefer manual driving to automated driving. “Faithful enthusiasts” could discredit other brands through negative comments during AV crashes. Such comments possess the potential to influence “Shaken utilitarians” and eventually evolve into collective activities. Our findings could provide policy recommendations for media, policymakers, and car manufacturers to promote public acceptance of AVs.
{"title":"Would you trust it again? The changes in public perception during AV crashes on the timeline","authors":"Heyuan Sun","doi":"10.1016/j.tbs.2025.101194","DOIUrl":"10.1016/j.tbs.2025.101194","url":null,"abstract":"<div><div>Despite the substantial advantages of automated vehicles (AVs), the frequent crashes in recent years resulted in negative public perceptions, hindering future AV development. Previous studies conducted sentiment analysis through social media data to investigate changes in public perceptions of AVs. However, classifying sentiments in terms of polarity neglected the diversity of human sentiments. This study provides a new perspective on measuring public sentiment toward AVs and segments the groups (i.e., groups of disgust, fear, and like) in terms of sentiment and topics. We extracted 64,196 public comments through Sina Weibo and Tik Tok on AV crashes in China from April 2021 to March 2023 to investigate the changes in public sentiment and the topic of concern on the timeline. The results indicate that disgust and fear dominate these AV crashes. Meanwhile, <em>Automated driving</em> and <em>Steering wheel</em> are constant public concerns, suggesting that the public has misconceptions about AVs. There are cognitive biases against AV systems among the <em>disgust</em> and fear <em>group</em>. Our analysis identified three distinct subgroups within the <em>like</em> group in terms of the topic <em>Brand</em>, namely “Traditionalists,” “Faithful enthusiasts,” and “Shaken utilitarians”. “Traditionalists” are cautious about AVs and prefer manual driving to automated driving. “Faithful enthusiasts” could discredit other brands through negative comments during AV crashes. Such comments possess the potential to influence “Shaken utilitarians” and eventually evolve into collective activities. Our findings could provide policy recommendations for media, policymakers, and car manufacturers to promote public acceptance of AVs.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"43 ","pages":"Article 101194"},"PeriodicalIF":5.7,"publicationDate":"2025-11-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145521181","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 : 2025-11-12DOI: 10.1016/j.tbs.2025.101175
Joanna Ji , Benjamin Gramsch-Calvo , Kay W. Axhausen , Rolf Moeckel , Giancarlos Parady
This study investigates the factors that influence joint-leisure activities and travel between dyads (pairs of friends, family or acquaintances). We draw on a special dataset of self-reported frequently visited leisure destinations conducted in Zurich, and estimate two discrete choice models that consider relationship attributes, such as relationship time length, strength and gender homophily. The first model analyzes home-visits, as the probability of a person hosting a social activity at their place; while the second model is an out-of-home destination choice that quantifies the impact of relationship attributes on the distance traveled for social activities. The findings show that long relationships, (relationship time length 7 years), have a higher probability of hosting social activities by 3.87 percentage points, and having a strong relationship (when survey respondent can draw on expressive resources from the other person) results in higher probability of hosting by 10.5 percentage points. For social activities outside the home, strong ties ( expressive resources from the other person) travel 0.88 km farther on average, and long ties ( years) 1.54 km farther, relative to weak (3 expressive resources) and short ( years) ties, respectively. However, dyads in a relationship that is both long and strong travel an average of 3.18 kilometers extra than those in relationships that are neither long nor strong, showing that these relationship attributes have an even higher impact when combined.
{"title":"Meet me halfway – Disentangling the factors affecting leisure joint destination choice","authors":"Joanna Ji , Benjamin Gramsch-Calvo , Kay W. Axhausen , Rolf Moeckel , Giancarlos Parady","doi":"10.1016/j.tbs.2025.101175","DOIUrl":"10.1016/j.tbs.2025.101175","url":null,"abstract":"<div><div>This study investigates the factors that influence joint-leisure activities and travel between dyads (pairs of friends, family or acquaintances). We draw on a special dataset of self-reported frequently visited leisure destinations conducted in Zurich, and estimate two discrete choice models that consider relationship attributes, such as relationship time length, strength and gender homophily. The first model analyzes home-visits, as the probability of a person hosting a social activity at their place; while the second model is an out-of-home destination choice that quantifies the impact of relationship attributes on the distance traveled for social activities. The findings show that long relationships, (relationship time length <span><math><mo>></mo></math></span> 7 years), have a higher probability of hosting social activities by 3.87 percentage points, and having a strong relationship (when survey respondent can draw on <span><math><mrow><mo>≥</mo><mn>3</mn></mrow></math></span> expressive resources from the other person) results in higher probability of hosting by 10.5 percentage points. For social activities outside the home, strong ties (<span><math><mrow><mo>≥</mo><mn>3</mn></mrow></math></span> expressive resources from the other person) travel 0.88 km farther on average, and long ties (<span><math><mrow><mo>></mo><mn>7</mn></mrow></math></span> years) 1.54 km farther, relative to weak (<span><math><mo><</mo></math></span>3 expressive resources) and short (<span><math><mrow><mo>≤</mo><mn>7</mn></mrow></math></span> years) ties, respectively. However, dyads in a relationship that is both long and strong travel an average of 3.18 kilometers extra than those in relationships that are neither long nor strong, showing that these relationship attributes have an even higher impact when combined.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"43 ","pages":"Article 101175"},"PeriodicalIF":5.7,"publicationDate":"2025-11-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145515841","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 : 2025-11-11DOI: 10.1016/j.tbs.2025.101180
Muhammad Zudhy Irawan , Muhamad Rizki , Prawira Fajarindra Belgiawan , Tri Basuki Joewono , Hironori Kato
The adoption of electric motorcycles (EM) for ride-hailing offers a promising solution to sustainability concerns in Southeast Asia. However, a gap remains in understanding the factors that influence user preferences for electric motorcycle-based ride-hailing (e-MBRH). This study aims to fill this gap by analyzing data from 418 MBRH customers in Yogyakarta, Indonesia. Using a latent class cluster analysis (LCCA), this study first categorizes MBRH customers according to their trip purposes, frequency, daily distance, and duration of use. It then employs an ordered hybrid choice model (OHCM) to investigate how socioeconomic factors, motorcycle availability, experience with EM, perceptions of EM, and post-COVID-19 pro-environmental habits affect the adoption of e-MBRH in each category. The LCCA results reveal that three groups of MBRH users exist: those who use it for irregular support trips, those who use it regularly for mandated activities, and those who use it occasionally for discretionary or maintenance activities. Notably, the OHCM results indicate that the users categorized in the last group are the most likely to adopt e-MBRH because their decisions are significantly influenced by symbolic and performance value, convenience, and their post-COVID-19 shift toward pro-environmental habits. To further encourage adoption among that group, effective policies should foster prestige- and performance-driven marketing campaigns, positioning e-MBRH as the premier choice for innovative, environmentally conscious urban mobility.
{"title":"Transition to electric motorcycle-based ride-hailing: User heterogeneity, perception, and pro-environmental habits","authors":"Muhammad Zudhy Irawan , Muhamad Rizki , Prawira Fajarindra Belgiawan , Tri Basuki Joewono , Hironori Kato","doi":"10.1016/j.tbs.2025.101180","DOIUrl":"10.1016/j.tbs.2025.101180","url":null,"abstract":"<div><div>The adoption of electric motorcycles (EM) for ride-hailing offers a promising solution to sustainability concerns in Southeast Asia. However, a gap remains in understanding the factors that influence user preferences for electric motorcycle-based ride-hailing (e-MBRH). This study aims to fill this gap by analyzing data from 418 MBRH customers in Yogyakarta, Indonesia. Using a latent class cluster analysis (LCCA), this study first categorizes MBRH customers according to their trip purposes, frequency, daily distance, and duration of use. It then employs an ordered hybrid choice model (OHCM) to investigate how socioeconomic factors, motorcycle availability, experience with EM, perceptions of EM, and post-COVID-19 pro-environmental habits affect the adoption of e-MBRH in each category. The LCCA results reveal that three groups of MBRH users exist: those who use it for irregular support trips, those who use it regularly for mandated activities, and those who use it occasionally for discretionary or maintenance activities. Notably, the OHCM results indicate that the users categorized in the last group are the most likely to adopt e-MBRH because their decisions are significantly influenced by symbolic and performance value, convenience, and their post-COVID-19 shift toward pro-environmental habits. To further encourage adoption among that group, effective policies should foster prestige- and performance-driven marketing campaigns, positioning e-MBRH as the premier choice for innovative, environmentally conscious urban mobility.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"43 ","pages":"Article 101180"},"PeriodicalIF":5.7,"publicationDate":"2025-11-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145492142","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 : 2025-11-10DOI: 10.1016/j.tbs.2025.101165
Zhe Wang, Zhixiang Fang
Bus operation control is an effective way to enhance bus line operational efficiency and provide high-quality intra-city transit services. Traditional bus operation control approaches predominantly focus on static control, while the dynamic nature of transit ridership necessitates real-time control approaches. This study proposes a novel multi-agent Deep Reinforcement Learning (DRL) approach to address the real-time bus operation control problem, using a hybrid strategy that combines departure timetabling, stop-skipping, and re-routing. In this approach, the single-line bus operational process is modelled as a Markov Decision Process (MDP), where the reward function considers both bus operational costs and passenger waiting time. Using a real-world transportation dataset in Xiamen, China, the experiments verified that our approach is able to reduce the passenger waiting time without higher operational costs and exhibit robustness on bus lines with heavy ridership demand and uneven ridership distribution. This study presents a pioneering endeavour in integrating DRL and transportation geographic information system into bus operation control. The real-time control mechanism enables bus lines to dynamically adapt to ridership demand fluctuations and maintain passenger satisfaction across diverse scenarios.
{"title":"A deep reinforcement learning approach for real-time bus operation control using departure timetabling, stop-skipping, and re-routing","authors":"Zhe Wang, Zhixiang Fang","doi":"10.1016/j.tbs.2025.101165","DOIUrl":"10.1016/j.tbs.2025.101165","url":null,"abstract":"<div><div>Bus operation control is an effective way to enhance bus line operational efficiency and provide high-quality intra-city transit services. Traditional bus operation control approaches predominantly focus on static control, while the dynamic nature of transit ridership necessitates real-time control approaches. This study proposes a novel multi-agent Deep Reinforcement Learning (DRL) approach to address the real-time bus operation control problem, using a hybrid strategy that combines departure timetabling, stop-skipping, and re-routing. In this approach, the single-line bus operational process is modelled as a Markov Decision Process (MDP), where the reward function considers both bus operational costs and passenger waiting time. Using a real-world transportation dataset in Xiamen, China, the experiments verified that our approach is able to reduce the passenger waiting time without higher operational costs and exhibit robustness on bus lines with heavy ridership demand and uneven ridership distribution. This study presents a pioneering endeavour in integrating DRL and transportation geographic information system into bus operation control. The real-time control mechanism enables bus lines to dynamically adapt to ridership demand fluctuations and maintain passenger satisfaction across diverse scenarios.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"43 ","pages":"Article 101165"},"PeriodicalIF":5.7,"publicationDate":"2025-11-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145485602","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 : 2025-11-07DOI: 10.1016/j.tbs.2025.101164
Nguyen Khanh Hai Tran
This study examines the influence of perceived innovation (PI) and environmental awareness (EA) on consumers’ green purchase intention (GPI) for electric two-wheelers in Vietnam, while also highlighting the mediating role of green perceived value (GPV). Despite the growing global emphasis on sustainable transportation, limited research addresses the adoption of electric two-wheelers in developing economies that heavily rely on motorcycles. Addressing this gap, the study integrates the Value–Attitude–Behavior (VAB) model and Protection Motivation Theory (PMT) to propose a comprehensive analytical framework. Data from 511 urban Vietnamese consumers were analyzed using structural equation modeling (SEM). Results confirm that PI and EA significantly enhance GPV and GPI, with GPV serving as a critical mediator of these effects. Theoretically, the research extends existing frameworks by identifying GPV as the pivotal link between innovation, environmental consciousness, and purchase intentions. Practically, the findings suggest that policymakers should combine infrastructure investments, financial incentives, and public education campaigns that emphasize innovation and environmental benefits to accelerate the adoption of electric two-wheelers. Businesses are recommended to strategically highlight product innovations and environmental advantages in marketing initiatives to strengthen consumer value perceptions, thus advancing Vietnam’s transition toward sustainable transportation.
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