Access To Car Research Articles

Optimization of vehicle charging and dynamic relocation in free-floating electric carsharing systems with advanced reservations

The electric free-floating carsharing (FFCS) system is an emerging type of shared mobility and is widely adopted in urban areas due to its eco-friendliness, effectiveness, and flexibility. However, as most trips in FFCS are uni-directional, the distributions of vehicles in FFCS are usually spatially uneven. The operators of FFCS must relocate cars during the operation period to maintain the availability of cars to the users and improve the profitability of the system for dealing with imbalanced vehicle distribution caused by uneven demand. To optimize the relocation operations for FFCS operators, this study formulates the problem as a mixed-integer linear programming (MILP) model, which simultaneously addresses dynamic relocation, battery charging of electric vehicles, and scheduling of relocation staff in an FFCS with advanced reservation. A novel, efficient algorithm using a new structure of relocation tuples (RTs) is proposed to solve the problem that facilitates the search for feasible solutions using an RT exchange-based local search algorithm. Acceleration techniques are introduced to strengthen the solution search in large-scale scenarios. Numerical examples are used to evaluate the performance of the solution algorithm and validate the benefit of the proposed methodology. This shows that the methodology could be used by operators for decision-making at different levels.

When is Perceived Accessibility Over- or Underestimated by Accessibility Indicators?

This study delves into mismatches between accessibility indicators and perceived accessibility across transport modes for the case of grocery shopping. Conducted in Gothenburg, Sweden, the study combines a web panel survey with 1,423 participants and detailed location-based accessibility indicators. Findings reveal mismatches, with analyst’s overestimation (when the accessibility indicator is high, despite low perceived access) and analyst’s underestimation (low indicator, high perceived accessibility) varying across transportation modes. Notably, underestimation is prominent for car accessibility. Multinomial logistic regressions identify key variables influencing these mismatches, such as parenting status, education level and habitual car use.

Individual and environmental variables related to outdoor walking among older adults: Verifying a model to guide the design of interventions targeting outdoor walking.

To estimate the relationships between individual and environmental variables and outdoor walking (OW) in older adults with OW limitations through verifying a conceptual model. Baseline data from 205 older adults participating in a randomized trial of a park-based OW program were analyzed using structural equation modeling. We evaluated a three latent factor model: OW (accelerometry and self-report); individual factors (balance; leg strength; walking self-confidence, speed and endurance; mental health; education; income; car access); and environmental factors (neighbourhood walkability components). Mean age was 75 years; 73% were women. Individual factors was significantly associated with OW (β = 0.39, p < .01). Environmental factors was not directly associated with OW but was indirectly linked to OW through its significant covariance with the individual factors (β = 0.22, p < .01). The standardized factor loadings from the individual factors on walking self-confidence and walking capacity measures exceeded 0.65. Better walking capacity and more confidence in the ability to walk outdoors are associated with higher OW in older adults. Better neighbourhood walkability is indirectly associated with more OW. The conceptual model demonstrates an individual and environment association; if the capacity of the individual is increased (potentially through walking interventions), they may be able to better navigate environmental challenges.

Family Car Ownership: Driving Inactivity in Young People? Cross-Sectional and Longitudinal Analyses in the International Children's Accelerometry Database.

Ubiquitous car ownership may affect children's activity and health. We assessed the cross-sectional and longitudinal associations between household car ownership and children's daily time spent sedentary (SED) and in moderate to vigorous physical activity (MVPA). Pooled cohort data were from the International Children's Accelerometry Database. Outcome measures were average daily accelerometer-measured SED and MVPA (in minutes per day). Exposures were household car ownership (none, 1, and ≥2) and change in car ownership. Associations were examined using multivariable mixed-effects linear regression. Mean age of participants (N = 4193) was 10.4years (SD = 2.0), 53.4% were girls, and mean follow-up duration (N = 1333) was 3.3years (SD = 1.1). Cross-sectionally, household car ownership was associated with higher SED (vs none: 1 car: β = 14.1min/d, 95% CI, 6.7-21.5; ≥2 cars: 12.8, 95% CI, 5.3-20.4) and lower MVPA (vs none: 1 car: β = -8.8, 95% CI, -11.9 to -5.7; ≥2 cars: β = -8.8, 95% CI, -12.0 to -5.7). Associations were stronger in boys than girls and in children from lower socioeconomic backgrounds (SED only). Prospectively, there were no associations with increased car ownership. Reductions in household car ownership (of which 93.1% had ≥ 2 cars at baseline) were associated with a greater reduction in MVPA (vs no change: β = -8.4, 95% CI, -13.9 to -3.0) but not SED. Children in households with car access were more SED and less active than those without. Losing access to a second car was associated with greater decreases in MVPA, potentially related to losing access to activity-enabling environments. Reducing car access and use are important public health targets (eg,reducing air pollution), but their potential impact on children's activity opportunities should be mitigated.

A quasi-dynamic location equilibrium model for urban policymaking as autonomous cars increase mobility

The growing utilization of autonomous cars may affect people's residential location choice behavior and change the population distribution in a city, contrary to compact city policy. This paper proposes a model to estimate the time-series impacts of autonomous cars on population distribution in a city. The model basically consists of the primary factors cohort method and a housing land location equilibrium model. The location equilibrium model considers the residential location choice behavior of individuals, while prior models have been based on the behavior of households. We applied the model to Niigata City, Japan and analyzed the impact of permission to utilize autonomous cars (an increase in car availability to non-drivers) in the whole area of the city and only in the suburbs. Results indicated that permission to utilize autonomous cars only in the suburbs may lead to urban sprawl.

Analysing the impacts of individual-level factors on public transport usage during the COVID-19 pandemic: a comprehensive literature review and meta-analysis

ABSTRACT Public transport (PT) usage was severely impacted during the COVID-19 pandemic, resulting in up to a 90% reduction in many cities in 2020. Numerous studies have been conducted since then to determine the relationship between individual-level factors (such as gender, attitudes, etc.) and the decrease in PT usage during the pandemic. Despite the evidence provided, findings are dispersed, and for several factors contradictory, making it challenging to reach any generalised conclusion. Furthermore, a comprehensive comparison of the effect sizes among travellers’ factors affecting PT use during this period is yet to be compiled. This paper aims to address these gaps by systematically reviewing the existing evidence and synthesising the effect sizes of travellers’ factors through a meta-analysis. We first identified 36 studies that statistically assessed the contribution of 15 individual-level factors on PT usage during the COVID-19 pandemic. By merging the empirical evidence of those studies, the direction of the association between those factors and PT usage was analysed. Then, after selecting comparable studies, meta-analyses were conducted for each factor to estimate the corresponding pooled effect sizes. The meta-analysis established that car availability, teleworking opportunities and high educational level contributed the most to reducing PT use during the pandemic. These factors increased the odds of reducing PT usage compared with the pre-pandemic by about three times. Factors such as COVID-19 risk perception, gender, high income and health had a moderate effect on the decision to stop using PT. PT habits, travel distance and physical accessibility also influenced PT use during the pandemic. Geographical location and the pandemic period explained part of the heterogeneity found. The findings provided in this study can help policy-makers understand the impacts of travellers’ factors on the decision to reduce PT usage during future pandemics/epidemics and guide public policies accordingly.

Can Subsidized Carshare Programs Enhance Access for Low-Income Travelers?

Problem, research strategy, and findings Carsharing programs—subscription-based car rentals—allow users to purchase only the automobility that they need. These programs may benefit low-income travelers by increasing access at lower prices than private auto ownership. Most carshare programs, however, disproportionately serve higher-income drivers. To assess carsharing’s potential to address the accessibility needs of disadvantaged households, we interviewed members of BlueLA, an electric carsharing program in central Los Angeles (CA) that offers both subsidized and regular memberships. We found few differences in how travelers with different membership types used BlueLA. They both used the service to complement travel by other modes like public transit and ridehail. In addition, members cited the benefits of gaining car access without the financial burden of car ownership or the unpredictability of ridehail fares. Neighborhood context, including residential density and the availability of non-automobile transportation options, also increased BlueLA’s appeal. However, due to limited and unreliable vehicle availability, most users did not rely on BlueLA for time-sensitive trips. BlueLA both eased and increased access to destinations outside of the commute and complemented public transit for subsidized and regular members. Takeaway for practice Services like BlueLA cannot meet all transportation needs. However, subsidized electric carsharing—particularly targeted to central-city neighborhoods—may address some accessibility needs of low-income households without imposing the burdens of automobile ownership.

Comparison of travel pattern before and during COVID-19 restrictions (ease and strict restrictions) in Greater Kuala Lumpur, Malaysia

Previous studies have investigated the effect of COVID-19 on travel behaviour, particularly on changing trends of daily trips and weekly trips for various trip purposes (work, shopping, recreational and social). Very few studies have assessed the effect of various COVID-19 restrictions (i.e., Conditional Movement Control Order (CMCO) and Movement Control Order (MCO)) on the trip duration.This study aims to 1) examine the changes in travel patterns, the frequency of daily and weekly trips and trip duration; 2) evaluate the significant difference between trip duration before COVID-19, during CMCO and MCO; 3) analyse the effect of COVID-19 restrictions on the trip duration of different age groups; and 4) investigate the influence of household characteristics, daily, and weekly trips on trip duration in Greater Kuala Lumpur Malaysia.The research was based on the data collected in Greater Kuala Lumpur, Malaysia, during CMCO (December 2020) and MCO (January 2021). The visualisation techniques (Chord and Sankey diagrams), statistical tests (McNemar and Spearman correlation), and multinomial logistic regression modelling were applied in this study.The results revealed that daily trips were directly linked with car availability during CMCO, weekly trips were indirectly associated with age, and medium (3 to 8 h) duration trips were directly linked with car availability and household size during MCO. Moreover, the work, recreational and other trips of 1 to 2 h were decreased, while grocery and dine-out trips of 1 to 2 h were increased during CMCO. COVID-19 restrictions affected the trip duration of older people, asolder people had shorter trips before COVID-19 and during CMCO. On the other hand,no association was found between age and average trip duration during MCO, which meansyounger and older people had the same proportion of shorter (0 to 2 h) duration trips during MCO. The Malaysian Government can utilise the results to set the pandemic-related transport policy.

A Study on the Formation and Distribution Mechanisms of the Demand for Shared Electric Vehicles

With the decarbonization of the transportation sector and the diversification of travel demand, the development of shared electric vehicles has become crucial. Based on survey data of travel mode and destination of shared electric vehicles in Beijing, this paper aims to explore the formation and distribution mechanisms of the demand for shared electric vehicles. First of all, a multi-index and multi-cause (MIMIC) model was established to quantify the psychological latent variables that cannot be directly observed and to analyze the mechanisms between individual socio-demographic attributes and latent variables. Secondly, these psychological latent variables were added to mixed logit (ML) models as explanatory variables to form hybrid choice models to explore the travel mode choice behavior and travel destination choice behavior, respectively, when using shared electric vehicles for leisure travel. The results show that potential users of shared electric vehicles are characterized by higher education, employees of enterprises, no car availability and high driving years, and most of them travel for the purpose of connecting to transport hubs. Latent variables such as individual carbon trading, subjective norms, risks and behavioral intentions all affect the demand for shared electric vehicles; in-car time, out-of-car time, travel cost and the number of subway stations have negative impacts on the demand, while mall properties and the number of parking lots have positive impacts on the demand. Furthermore, the use of shared electric vehicles is highly correlated with the use of cars and subways, and part of the travel demand could be transferred to shared electric vehicles by taking certain measures.

Rural–nonrural divide in car access and unmet travel need in the United States

AbstractCar access is practically a necessity to get around in rural areas of the United States. Yet approximately 4% of rural residents or 4.3 million people do not have a car. Despite important rural–nonrural differences in the built environment and how people travel, research on rural mobility disparities by car access is limited. This paper addresses this gap by asking and answering the following questions: (1) What are the scope and scale of rural car access in the U.S. and what are the factors associated with not having a car? (2) How do rural carless residents get around relative to their nonrural peers? (3) What are the consequences of not having car access in rural areas? We used a dichotomous rural–nonrural classification to evaluate differences in car access and mobility outcomes between rural and nonrural areas using the U.S. Census Bureau Public Use Microdata Sample and the National Household Travel Survey. The results reveal new evidence on socioeconomic and mobility disparities by car access within and between rural and nonrural areas. Rural carless households earn 64% less and 40% less than their counterparts with full car access and their nonrural counterparts, respectively. Rural Native Americans, Black, and Asian populations have a 2.1 times, 1.3 times, and 1.3 times the odds of being carless, respectively, than their rural white peers, after controlling for other factors. Despite their lack of access to a car, a significantly smaller proportion of rural carless residents bike, walk, or take transit for work trips than their nonrural peers (38.9% vs. 74.6%), which may indicate infeasibility of sustainable modes in some rural areas. Consequently, rural carless residents are 2 times more likely to forsake trips than their nonrural peers due to a lack of transportation options. Our findings highlight rural mobility inequities that carless people face relative to their nonrural peers, which merit attention and tailored policy interventions to improve rural mobility, sustainability, accessibility, and equity.

Exploring residential dissonance from a household perspective: A gendered examination of resident characteristics in a small Chinese city

The extent individuals can choose a residential location based on their travel needs and preferences is an important topic within the realm of research on land use-transport interactions. However, little attention has been paid to the characteristics of residents who experience a dissonance between their preferred and actual residence in terms of travel preferences (i.e., residential dissonance), and even less from a household perspective. Using household-level survey data collected in Ganyu, China, this study explores the characteristics of dissonant residents in terms of age, income, education level, number of children, commuting distances to the workplace, perceived accessibility, and car availability within both urban and suburban neighborhoods, and how these differ between women and men within dual-earner households. We found that in urban neighborhoods, women with only one child prefer to avoid using e-bikes, leading to a higher incidence of residential dissonance. Also, perceived accessibility was found to be significantly associated with residential dissonance for both women and men: residents do not subjectively think of themselves as dissonants based on their perceived accessibility, despite being objectively defined as dissonants. Moreover, couples tend to experience dissonance together, suggesting that the attitudes of one household member may be affected by their partner. Our findings emphasize the importance of considering gender differences from a household perspective, as well as recognizing the impact of perceived accessibility when studying the characteristics of dissonant residents.

S7-4 Active transport to physical exercise places among older adults living in different urban zones

Abstract Purpose Motorized transport to and from places of physical exercise (PE) causes considerable amounts of carbon emissions. We study how locations of home and PE place on urban zones (UZs), reflecting options for transport modes, relate to use of active transport (AT) among older adults. No previous knowledge on the topic exists. Methods Data of AGNES study participants reporting at least one regular PE place &amp;lt;10 km from home (n = 819, mean 79 years, 58% women, Jyväskylä Finland) were combined with geospatial data on UZ. Using digital mapping, participants located their PE places (N = 2171) and reported transport mode (active/passive) used. Type of UZ (pedestrian/public transport/car) of participants’ home and PE places and distance from home to PE place were defined in GIS. For analyses, participants were grouped according to home UZ, shares of PE places in each UZ defined, and differences in total number of PE places and median distance tested with Kruskal-Wallis test. In each group, use of AT (vs. passive) to PE place was regressed for PE place’s UZ and distance, and adjusted for car availability, difficulty walking 2 km, age, sex, and years of education using a mixed model nested in participants. Results In all groups, participants had more PE places in their home UZ than in other UZs. Median distance to and number of PE places did not differ across groups (for both p&amp;gt;.05). Overall, between-participant differences explained 22 % of total variance in AT. Compared to AT to PE place in home UZ, odds for AT were higher to PE place in car zones among those living in pedestrian (OR 5.1 95%CI 1.7-15.4) and public transport zones (OR 3.6 95%CI 1.3-8.4). The odds for AT were lower to PE place in pedestrian zones among those living in public transport (OR 0.2 95%CI 0.1-0.4) or car zones (OR 0.02 95%CI 0.001-0.3). In all groups, longer distance was negatively associated with AT. Conclusions Older adults’ transport mode choices cannot be concluded from the UZ of home or PE place. Proximity to PE places is important to facilitate AT use. Funding Source Ministry of Education and Culture.

The relation between walkability in hot arid regions and the built environment: the case of Kuwait in the Arabian Gulf

ABSTRACT Walkability is a key indicator of urban quality, especially in hot arid regions where it is often discouraged by harsh climatic conditions and car-oriented development. This work examined the effect of built environment on walkability in hot arid regions, taking Kuwait as a case study. The number of minutes people spent walking had heavily declined over the past century. In Kuwait, the situation is even more prevalent due to the lack of efficiency of the public transport network. This had resulted in more than 90% of the trips being completed by private vehicles. Perceptions and preferences of pedestrians toward walkability were surveyed. Walkability in residential areas was assessed to understand the effect of built environment on walking activities. Results showed that Qusour area had the highest walkability index. Correlation results, assessed using SPSS, showed that car availability had an impact on going for walks.

A preliminary assessment of faunal mortality on a road through Mannur Reserve Forest, Kanchipuram, Tamil Nadu, India

Many studies have shown that anthropological acts driven by human demands have led to the extinction of numerous plant and animal species, or have put them in danger of becoming extinct. Deforestation is a serious occurrence that damages the ecosystem permanently, reduces biodiversity, and interferes with an entire ecological niche's capacity to function. Evidence on the causes and impacts of vehicle mobility in a forest reserve area is provided by the present research. Animal mortality was shown to be higher during the lockdown with traffic relaxation and somewhat lower during the lockdown without relaxation. The present study shows how unregulated automobile access into the Mannur Protected Forest results in significant faunal fatalities. The state has to be persuaded to exclusively adopt Good Environmental Practices (GEP) while constructing roads through the forest, and the appropriate authorities must keep an eye on the movement of automobiles through the remote forest zone.

Differences in walking and cycling between professional immigrants and comparable ethnic Dutch: A quantitative analysis from the Netherlands

Active travel (e.g. walking and cycling) is encouraged in the Netherlands for the many environmental and health benefits it offers, and, as a result, the country has among the highest rates of cycling in the world. This is at least partially attributed to investments in cycle infrastructure. Yet few other countries have followed the Netherlands lead and invested similarly, and arguments are made that the Dutch life experience and culture are also important in encouraging walking and cycling. To examine the influence mobility culture on active travel behaviour, this study assesses similarities and differences in walking and cycling between a sample of professional immigrants living in the Netherlands’ Randstad region and a socio-demographically comparable sample born and raised in the Netherlands. The study found both similarities and differences in walking and cycling between professional immigrants and ethnic Dutch, with the immigrants actually walking and cycling more than the ethnic Dutch. In order to identify factors that influenced preferences to and levels of walking and cycling, a multiple linear regression analysis of dichotomous and ordinal variables based on their polychoric correlations was applied. Findings show that socio-demographic characteristics, car and bicycle access and trip purpose have a significant effect on the active travel behaviour of the two population groups. In addition, findings demonstrate that car access and use is associated with reduced active travel mode use. However, the reasons and causes of the differences in walking and cycling behaviour between immigrants and ethnic Dutch need further research.

Investigating the Key Components of Walking Behaviour in Baghdad City

In Iraq, walking is primarily used for short trips despite its importance as a sustainable mode of transportation. To improve walking as a means of transportation, it should be considered in transportation planning. This study aims to investigate the factors influencing walking behaviour in Baghdad City from the perspective of road users. An electronic self-designed questionnaire was utilized to gather information, consisting of two parts. The first part includes demographic questions while the second part includes questions related to walking preferences, timing, destinations, and obstacles. The results indicate that 26.242% of respondents prefer walking while 37.113% may walk if the conditions are favourable and 36.645% prefer other modes of transportation. The key factors influencing walking effectiveness are car ownership, trip distance, weather conditions, and availability of safe walking infrastructure.

Low emission scenarios with shared and electric cars: Analyzing life cycle emissions, biofuel use, battery utilization, and fleet development

Passenger cars contribute considerably to total emissions of greenhouse gasses. In this article, we develop scenarios for the Swedish passenger car fleet in 2030, achieving a 70% reduction of greenhouse gas emissions as compared to 2010. The number of shared and electric cars, how they are combined, and levels of biofuel use differ between the scenarios. Transport volumes, car access, battery use, indirect emissions, and fleet development are evaluated and compared. Conclusions based on the scenarios include: Target-fulfillment requires a reduction in kilometers traveled by passenger cars. The reductions are 21%–47% per capita in six scenarios. Major changes to both removal rate and new car sales are needed, highlighting a policy challenge for the coming decade. Total battery capacity in the vehicle fleet increase from 1 GWh 2018 to 73–168 GWh in the six scenarios. This implies a need for careful consideration regarding resource scarcity and production capacity. A new metric, vehicle kilometers/(kWh*year), is developed and tested to explore efficiency in battery use. Reducing direct emissions through a high production of electric cars causes tensions in relation to the European Emissions Trading System due to the indirect emissions that arise. It is therefore important to consider indirect emissions in policymaking.

Crabgrass confinement: Housing and transportation challenges of low- and moderate-income suburban residents in the San Francisco Bay Area

The relationship between housing and transportation costs has been the focus of much research, with classic urban theory positing that housing costs decrease and commuting costs increase as households move away from city centers. The growing population of low and low-moderate (LMI) households in suburbs may be taking advantage of lower housing costs, though research shows that housing cost savings in suburbs are offset by higher transportation costs. Our research explores dimensions of housing and transportation cost burden on LMI households in Contra Costa County in the San Francisco Bay Area using qualitative data from online/in-person surveys (n = 208) and interviews conducted in English and Spanish (n = 25).We found that housing burden is high, suggesting that LMI households choose to live in suburbs for diverse reasons, including rising rents and other requirements (e.g., credit score, rental history) in core cities, and desire for home ownership and a safer environment for children. Yet LMI suburban residents are still vulnerable to rising rents and housing instability in suburban areas. In addition to high housing costs, transportation costs are higher in suburbs due to longer commutes and higher reliance on personal vehicles. Car access is necessary, especially for households with young children. Reliance on cars becomes an issue as LMI households often encounter maintenance issues of used cars or inability to make car payments. When faced with lack of car ownership, households rely on social networks or public transit, and in some cases, forgo trips or relinquish their vehicles entirely. The lack of quality transportation alternatives in suburban contexts, as existing public transit services have long headways and are not well-suited to serving off-peak trips between suburban areas, leaves LMI households vulnerable.

Transportation Inequities and School Choice: How Car, Public Transit, and School Bus Access Affect Families’ Options

This study examines how the student transportation options available to families affect which schools are accessible to them in a choice-based setting. The study has two parts. First, we compare commute times by foot, public transit, school bus, and car. We show that providing school bus service reduces commute times and improves access for families without cars, but access to a car fundamentally shapes families’ options. Second, we explore the relationship between neighborhood-level measures of vehicle access and families’ school requests and placements. Car access is strongly associated with school requests and placements even after accounting for neighborhood characteristics. We consider car access as a pathway by which wealth disparities produce educational disparities in settings that emphasize school choice.

The Impact of Weather Conditions on Mode Choice in Different Spatial Areas

This article investigates if the impact of weather conditions on mode choice (walking, riding a bike, driving a car, and using public transport) differs across spatial areas. For this purpose, a survey-based data set with more than 500,000 trips in Germany was enriched with weather conditions prevailing at the closest weather station to the point of departure at the moment of the start of the trip. In addition, the points of departure of each trip were classified into seven different spatial areas. The analysis relied on separate multinomial logit models carried out for each spatial area with mode choice as the dependent variable. The independent variables consisted of non-weather-related factors such as sex, age, car availability, level of education, etc., and various weather-related variables such as air temperature, amount of precipitation, and wind speed. The results show that weather conditions have a rather marginal impact on mode choice, with the exception of riding a bike, which constitutes the mode of transport that is most affected by weather conditions in all spatial areas. However, the impacts tend to be smaller in densely populated urban metropolises than in peripheral, rural areas. In particular, precipitation and wind speed do not appear to affect cyclists in metropolitan areas as much as in peripheral, rural regions.