scholarly journals Do frequent satisfying trips by public transport impact its intended use in later life?

2021 ◽  
Author(s):  
Jonas De Vos ◽  
E. Owen D. Waygood ◽  
Laurence Letarte ◽  
Mengqiu Cao
Keyword(s):  
Public Transport ◽  
Later Life ◽  
Travel Behaviour ◽  
Life Stages ◽  
Travel Mode ◽  
Travel Mode Choice ◽  
Two Factors ◽  
Children And Young Adults ◽  
Using Data ◽  
Travel Satisfaction

AbstractPrevious studies have indicated that factors such as the built environment, attitudes and past behaviour can influence travel behaviour. However, the possible effect of travel satisfaction on travel mode choice remains underexplored, despite many studies focusing on travel satisfaction over the past years. It is likely that individuals experiencing satisfying trips with a certain travel mode will use this mode (more) frequently for future trips. In this study—using data from 984 students from Laval University, Canada—we analyse how satisfaction with public transport and the frequency of public transport use affect the intention to use public transport in later life stages. Our results indicate that public transport frequency, public transport satisfaction and the interaction between these two factors (i.e., the frequency of (dis)satisfying public transport trips) significantly affect people’s intentions to use public transport in later life, although variations in effect sizes exist between different life stages. Making public transport more pleasant and increasing ridership of children and young adults (e.g., by giving them free public transport passes) may consequently result in a higher public transport frequency in later life stages. We argue that travel satisfaction can play an important role in the formation of habitual mode use, and that satisfying trips (if undertaken frequently) are likely to be repeated in the future.

scholarly journals Travel Satisfaction vs. Life Satisfaction: A Weighted Decision-Making Approach

2019 ◽  
Vol 11 (19) ◽  
pp. 5309 ◽  
Author(s):  
Zahra Zarabi ◽  
Philippe Gerber ◽  
Sébastien Lord
Keyword(s):  
Mixed Method ◽  
Quantitative Methods ◽  
Life Domains ◽  
Travel Mode ◽  
Travel Mode Choice ◽  
Quantitative Analyses ◽  
Transit Use ◽  
Travel Satisfaction ◽  
Method Approach ◽  
Qualitative Analyses

Numerous studies have found that travel mode choice is related to mode-specific attitudes as well as travel-related satisfaction. While choosing a travel mode that is congruent with attitudes towards that mode (i.e., consonance) brings about travel satisfaction, travel-related satisfaction can result in the choice of a travel mode which is not necessarily consistent with (all) attitudes (i.e., dissonance). However, few studies have analyzed the extent to which consonance and dissonance affect or are affected by the overall travel-related satisfaction. This paper aims at understanding whether respondents with a positive attitude towards a certain mode will actually use the mode, and whether consonant travelers are more satisfied with their trips and travel-related situations compared to their dissonant counterparts. Additionally, research in this area is dominated by the use of quantitative methods, leading to a lack of understanding of the complexity of subjective factors such as attitudes and values. In this study, with a retrospective mixed method approach, 1977 (in the quantitative section) and 19 (in the qualitative section) employees who have experienced an involuntary relocation of their workplace have been examined vis-à-vis their travel-related values and attitudes, corresponding choices, and satisfaction. Results from our quantitative analyses indicate that first, the relocation of the workplace was associated with increased public transit use and travel satisfaction; and second, surprisingly, the share of dissonant active mode users was relatively high compared to other modes (except bus). Our qualitative analyses revealed that individuals do not necessarily use the most positively valued travel mode due to lack of accessibility and competences, but also due to having preferences for other travel-related elements such as travel route. Furthermore, travel mode consonance (or dissonance) and travel satisfaction (or dissatisfaction) are not necessarily positively related because (i) individuals attribute different weights to their travel-related attitudes and values, and (ii) satisfaction in other life domains can make a travel dissatisfaction bearable or even favorable.

scholarly journals Travel mode choice and travel satisfaction: bridging the gap between decision utility and experienced utility

2015 ◽  
Vol 43 (5) ◽  
pp. 771-796 ◽  
Author(s):  
Jonas De Vos ◽  
Patricia L. Mokhtarian ◽  
Tim Schwanen ◽  
Veronique Van Acker ◽  
Frank Witlox
Keyword(s):  
Mode Choice ◽  
Travel Mode ◽  
Travel Mode Choice ◽  
Experienced Utility ◽  
Decision Utility ◽  
Travel Satisfaction

scholarly journals Associations of Successful Aging With Socioeconomic Position Across the Life-Course: The West of Scotland Twenty-07 Prospective Cohort Study

2016 ◽  
Vol 30 (1) ◽  
pp. 52-74 ◽  
Author(s):  
Elise Whitley ◽  
Michaela Benzeval ◽  
Frank Popham
Keyword(s):  
Life Course ◽  
Socioeconomic Position ◽  
Successful Aging ◽  
Strong Association ◽  
Later Life ◽  
Life Stages ◽  
The West ◽  
Men And Women ◽  
Using Data ◽  
The Life Course

Objective: The aim of this study is to investigate how socioeconomic position (SEP) is associated with multidimensional measures of successful aging (SA), and how this varies and accumulates across the life-course. Method: Using data from 1,733 Scottish men and women from two cohorts aged around 57 and 76, respectively, we explored associations of SA, based on the Rowe–Kahn model, with 10 measures of SEP measured in childhood and, distally and proximally, in adulthood. Results: Individual SEP associations with SA score were generally consistent across different indicators and life stages: Respondents with the most versus least favorable SEP had two additional positive SA dimensions. There was also a strong association between SA and cumulative SEP based on all 10 measures combined; respondents with the most versus least favorable lifelong SEP had four additional positive SA dimensions. Conclusion: SEP advantages/disadvantages act and accumulate across the life-course, resulting in widening socioeconomic inequalities in SA in later life.

scholarly journals OPTIMIZATION OF AN URBAN TRANSPORT SYSTEM ON THE CONDITION OF DIFFERENT GOALS OF MUNICIPAL AUTHORITIES, OPERATORS AND PASSENGERS

Transport ◽  
2016 ◽  
Vol 31 (1) ◽  
pp. 63-69 ◽  
Author(s):  
Mark Koryagin ◽  
Vladimir Katargin
Keyword(s):  
Control System ◽  
Travel Time ◽  
Public Transport ◽  
Mode Choice ◽  
Theoretic Approach ◽  
Passenger Transport ◽  
Travel Mode ◽  
Passenger Flow ◽  
Road Capacity ◽  
Travel Mode Choice

A control system of urban passenger transport is considered. The system participants are a passenger flow, a transport operator and municipal authorities. The participants’ strategies include a travel mode choice, a frequency of public transport service, and a road capacity. Objective functions are transport costs, public transport profit, road costs, and travel time. The passenger flow heterogeneity is based on the value of time that has an exponential distribution. The total costs of passenger flow depend on the probability of the travel mode choice. The dependence between travel time, roads capacity, and traffic is based on Greenshields model. The authorities’ objective consists of travel time and road costs, which can be changed by the road capacity. The game theoretic approach is applied to describe the control system. The existence of Nash equilibrium for coalition-free games for two (the passenger flow and the authorities and three (with addition of public transport) players is proved. The characteristics of urban passenger transport were studied based on a numerical example.

scholarly journals An Empirical Analysis of Mode Choice Decision for Utilitarian and Hedonic Trips: Evidence from Iran

2021 ◽  
Vol 13 (12) ◽  
pp. 6896
Author(s):  
Enayat Mirzaei ◽  
Dominique Mignot
Keyword(s):  
Built Environment ◽  
Mode Choice ◽  
Logistic Models ◽  
Strong Relationship ◽  
Choice Modelling ◽  
Travel Mode ◽  
Travel Mode Choice ◽  
Choice Decision ◽  
Using Data ◽  
The Impact

A sizeable body of literature reveals a strong relationship between mode choice and health status. Therefore, society would benefit from travel if transportation and urban planners motivated more individuals to satisfy their desire for travel by active transportation rather than motorized transportation. Despite rich existing literature about the relations between the built environment and travel, we still need to address some research gaps in explaining travel mode choice. As a shortcoming, identifying and measuring the primary motivations for trips, and then incorporating such motivations into travel mode choice modelling, has received less attention in previous research. In this regard the current paper follows two main goals. It aims to differentiate between trips by determining the main utility of travelers and then analyzes the impact of the built environment measurements and subjective attributes on mode choice decision. Using data from a survey of 515 participants who reside in Isfahan, Iran, we conducted a series of binary logistic models to explore how the built environment influences mode choice decisions for different trips, controlling for socio-economics and subjective attributes. The results show that the number of hedonic trips were sizably more than utilitarian trips. It was found that travel mode choice for utilitarian and hedonic trips is influenced by travel habits and subjective attitudes, but the built environment also matters. Specifically, two built environment characteristics, including density and diversity, can substitute walking/cycling for driving for utilitarian trips. In addition, car use for hedonic trips is not influenced by built environment measurements. It seems that the utility and desire of hedonic driving depends on mode of travel. It is concluded that driving and walking/biking for hedonic and utilitarian trips are not single behaviors and differentiating between trips according to their main utility and considering both objective and subjective attributes helps urban and transportation planners prescribe appropriate spatial and nonspatial strategies to encourage walking/biking.

scholarly journals Analysing the impact of the COVID-19 outbreak on everyday travel behaviour in Germany and potential implications for future travel patterns

2021 ◽  
Vol 13 (1) ◽  
Author(s):  
Viktoriya Kolarova ◽  
Christine Eisenmann ◽  
Claudia Nobis ◽  
Christian Winkler ◽  
Barbara Lenz
Keyword(s):  
Public Transport ◽  
Online Survey ◽  
Adult Population ◽  
Activity Patterns ◽  
Age Groups ◽  
Travel Behaviour ◽  
German Population ◽  
Travel Patterns ◽  
Home Office ◽  
The Impact

Abstract Introduction The global Coronavirus (COVID-19) pandemic is having a great impact on all areas of the everyday life, including travel behaviour. Various measures that focus on restricting social contacts have been implemented in order to reduce the spread of the virus. Understanding how daily activities and travel behaviour change during such global crisis and the reasons behind is crucial for developing suitable strategies for similar future events and analysing potential mid- and long-term impacts. Methods In order to provide empirical insights into changes in travel behaviour during the first Coronavirus-related lockdown in 2020 for Germany, an online survey with a relative representative sample for the German population was conducted a week after the start of the nationwide contact ban. The data was analysed performing descriptive and inferential statistical analyses. Results and Discussion The results suggest in general an increase in car use and decrease in public transport use as well as more negative perception of public transport as a transport alternative during the pandemic. Regarding activity-related travel patterns, the findings show firstly, that the majority of people go less frequent shopping; simultaneously, an increase in online shopping can be seen and characteristics of this group were analysed. Secondly, half of the adult population still left their home for leisure or to run errands; young adults were more active than all other age groups. Thirdly, the majority of the working population still went to work; one out of four people worked in home-office. Lastly, potential implications for travel behaviour and activity patterns as well as policy measures are discussed.

scholarly journals The Effects of Mobility as a Service and Autonomous Vehicles on People’s Willingness to Own a Car in the Future

2021 ◽  
Vol 13 (4) ◽  
pp. 1962
Author(s):  
Timo Liljamo ◽  
Heikki Liimatainen ◽  
Markus Pöllänen ◽  
Riku Viri
Keyword(s):  
Public Transport ◽  
Autonomous Vehicles ◽  
Travel Behaviour ◽  
Car Ownership ◽  
Key Factors ◽  
Sustainable Mobility ◽  
Factors Affecting ◽  
Mobility Service ◽  
The Future ◽  
Mobility Behaviour

Car ownership is one of the key factors affecting travel behaviour and thus also essential in terms of sustainable mobility. This study examines car ownership and how people’s willingness to own a car may change in the future, when considering the effects of public transport, Mobility as a Service (MaaS) and automated vehicles (AVs). Results of two citizen surveys conducted with representative samples (NAV-survey = 2036; NMaaS-survey = 1176) of Finns aged 18–64 are presented. The results show that 39% of respondents would not want or need to own a car if public transport connections were good enough, 58% if the described mobility service was available and 65% if all vehicles in traffic were automated. Hence, car ownership can decrease as a result of the implementation of AVs and MaaS, and higher public transport quality of service. Current mobility behaviour has a strong correlation to car ownership, as respondents who use public transport frequently feel less of a will or need to own a car than others. Generally, women and younger people feel less of a will or need to own a car, but factors such as educational level and residential location seem to have a relatively low effect.

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