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Abstract
This paper investigates travel time attributed to non-work stops in multi-purpose commuting trips. Travel time is explained by socio-demographics and spatial attributes, mode shift is also included to analyze the extra travel time, and its trade-off with activity time for four types of non-work stops—eating out, shopping, leisure/social activities, and family/personal/other. Data come from the “Daily Activity and Travel Survey of Beijing 2012”. Descriptive analysis shows that almost 20% of the multi-purpose commuting trips include a mode shift toward a more motorized transport mode than their direct counterparts. Regression results indicate that extra travel time due to detours is significantly related to the activity durations. Regardless of the activity type, longer work duration reduces the travel time. Furthermore, the interaction terms between personal/trip/spatial factors and activities durations show the impacts differ across the activity types. Gender difference is found only for eating out, which suggests that male commuters travel longer for the same amount of activity time. Concerning spatial factors, a greater mix of facilities near workplaces helps to reduce the extra travel time invested for a time unit of shopping and family/personal/other activities. Compared with public transit users, active mode users have shorter travel time for eating out. Timing, work duration and commuting duration as time-budget-related variables show negative impacts on the extra travel time for eating-out, shopping and family/personal/other activities. However, mode shift does not show any significant impact as the hypothesis proposed. Instead of rebalancing the trade-off between travel and activity time, commuters may relocate activity with an expanded opportunity choice set given by a higher mobility level.
Highlights
Commuting behavior has been an important topic in transportation research for decades (Cervero and Wu 1998; Horner 2004; McGuckin and Murakami 1999; Sultana and Weber 2014)
This paper investigates travel time attributed to non-work stops in multi-purpose commuting trips
Our purpose here is to examine the trade-off between travel and activity time for secondary activities when adding non-work stops to commuting, we focus on the extra travel time added to commuting trips
Summary
Commuting behavior has been an important topic in transportation research for decades (Cervero and Wu 1998; Horner 2004; McGuckin and Murakami 1999; Sultana and Weber 2014). A household travel survey in metropolitan Washington, DC showed that multi-purpose commute trips increased from 1.5 to 15% between 1968 and 1988 (Levinson and Kumar 1995). This trend was confirmed on a national scale for the USA from 1995 to 2001, with a 9% increase in commuters who chained trips as part of their commutes (McGuckin et al 2005). For urban transportation systems, the substantial increase in non-work stops in commuting may result in severe problems; for example, pressure in peak hours can increase because of the extra travel time for the stops (Bhat 1997)
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