Access To Car Research Articles

Exploring ways of measuring walkability

Abstract This article describes and evaluates a three-step methodology for measuring walkability at neighbourhood-scale, aimed at also being usable for planning practitioners. The methodology was developed as part of a larger study on whether densification in public transport nodes outside city centres in Norwegian cities is a good strategy for reducing traffic in cities, what can be done to increase the traffic-reducing effects, and how improved walkability can be part of this. We define walkability as to what extent the surroundings are nice to walk in, as well as pleasant and interesting, and inviting walking. Criteria for assessing walkability are divided into three categories: Infrastructure and traffic, Urbanity, and Surroundings and activities, with specified attributes attached. Data were collected from existing data sources, fieldwork, and interviews. We used the data to assess degree of walkability for each node on a scale from highly walkable to not walkable and found that walkability of the four investigated nodes varied from not walkable to walkable. The car-driver shares on travels related to the nodes were rather high, and we argue that they could be lowered by among others reducing car accessibility and improving walkability. We experienced that our methodology worked as intended at the neighbourhood-scale. If used at a larger scale, the approach could be supplemented by GIS tools. Interviews indicate that our perceptions as researchers are not necessarily in accordance of those of users of the streets. Use of Public Participation GIS tools could give a better understanding of these differences, and how this might be dealt with. Making cities more walkable is increasingly understood as a necessary part of sustainable urban development. By sharing experiences from using our methodology, we hope to contribute with relevant input to the ongoing discussions in cities across the world on how to measure walkability and how to develop cities and areas to become more walkable.

What Happened to the Wage?

What Happened to the Wage? Adam Sargent and Gregory Duff Morton On September 5th, 2018, Uber screens began going red. A group of drivers was refusing to log in to the company's rideshare app and they had timed their action to take place as morning rush hour rolled across the world's time zones. While the protesters watched the online maps, car availability dropped—and prices went up—in Melbourne, Liverpool, Dallas, and Miami. "Keep it up guys," one driver posted, alongside a screenshot of the high prices. "Until 10 a.m." Uber had been hit with an international strike. At the core of the four-hour-long strike, according to its organizers from RideShare Drivers United (http://ridesharedriversunited.com/), lay the question of who rideshare drivers really were. Uber took the position that its "driver-partners" operated as individual entrepreneurs. Max B, from Australia, begged to differ: "I have no control over the price, I don't know where I am going and I don't know how much I'll get paid, so how can I be an independent contractor?" (Thomsen 2018). "Uber controls the market in Australia," observed another driver. "At least 90 percent of my trips are with them" (Chau 2018). The strike, then, was about monopoly power and driver loyalty. It was also about forms of payment. It is surely no accident that Max B mentioned price and pay during his statement to the press. Indeed, in Australia, one of the drivers' demands was that Uber cease paying them a pre-set fee per ride and, instead, offer pay based on mileage and time spent.1 In making this demand, RideShare Drivers United did not speak the language of a 20th-century labor union. [End Page 635] Click for larger view View full resolution Figure 1. Driver-uploaded screenshots during the September 5th international strike. Images from http://ridesharedriversunited.com/fast4-uber-log-off-strike-5-sep-2018-6am-until-10am/. Drivers were not calling themselves "employees" and not asking for a simple hourly wage. Nevertheless, in their own idiom, they were struggling over toil and money. They were enacting the politics of remuneration. This collection of articles engages with the world that made the four-hour strike possible. Everywhere, the economic lexicon is awash in strange types of income: people earn stock options, piecework pay, independent [End Page 636] Click for larger view View full resolution Figure 2. A Rideshare Driver's United announcement for the September 5th strike. Image from http://ridesharedriversunited.com/fast4-uber-logoff-strike-5-sep-2018-6am-until-10am/. contractor fees, stipends, entrepreneurial profits, performance incentives, derivative returns (Lipuma and Lee 2004), or proceeds from their human capital. Such arrangements depart from the wage, which recompenses workers through regular payments for specific amounts of their time. In contemporary capitalism, work seems to have been fragmented into pieces too fine for the wage. Much more indicative of the current moment is the work of rideshare drivers. Since driving is done in privately owned cars, squeezed in between other jobs or familial obligations, it is hard to tell where this work begins and ends (Rosenblat 2019). For these drivers—as for others—the present is a moment in which labor and money are being separated and reconnected in novel ways. We argue for a renewed focus on this encounter between labor and money. In particular, we believe that anthropologists can fruitfully direct their gaze by thinking with the concept remuneration. We gloss remuneration, briefly, as the deserved recompense for labor. Anthropology is especially well-equipped to peer closely at the mundane details and strange arrangements that unfold in the very specific instant when payment changes hands. How, exactly, does cash get delivered?2 By paying attention to that instant, anthropologists can take the measure of the debts and solidarities that make a payment into a deserved payment. As we elaborate below, and through the ethnographic examples that follow, remuneration as a term includes the traditionally theorized wage, while gesturing to the diversity of other ways in which labor is compensated. By positing remuneration as a category broader than the wage, we mean to draw attention first of all to the...

Effects of a Travel Behaviour Change Program on Sustainable Travel

The main objective of the present study is to analyse the effect of a Travel Behaviour Change Program (TBCP) based on health improvement actions, in relation to a potential for an increase in walking and cycling, with reference to particular groups of people defined according to sociodemographics. A TBCP consisting of three persuasion actions based on health improvements was planned and executed in Valencia (Spain). A two-wave panel survey was used to study the effects of taking part in the TBCP. The panel survey collected data related to activity-travel scheduling process before and after the execution of the TBCP. To study the influence of participating in the TBCP, respondents were separated into two groups: those directly implicated in the TBCP and those who were not involved in any action (CG), which were formed on the basis of sociodemographic similarity. We developed descriptive and explanatory analyses and predictive models, to study the effect of the TBCP with reference to particular groups of people defined according to sociodemographics. Results indicate that being involved in the TBCP affects more males than females, those who share their household and do not live with their parents during weekdays, those with lower car availability, those willing to reduce car use and students. Several implications for research and transport policy are derived from these results.

Небезпеки електромобілів і гібридних транспортних засобів

Проаналізовано дані про ефективність використання альтернативних джерел енергії, їхні основні переваги та недоліки. Визначено, що найпоширеніша сфера впровадження нових джерел енергії є засоби пересування, а саме: електромобілі та гібридні транспортні засоби. Наведено статистики виробництва електромобілів і гібридних транспортних засобів у світі за останні 10 років та наявність таких автомобілів в Україні. Розглянуто значення термінів "електромобіль" та "гібрид" із зображенням їхніх технологічних схем та принципу роботи. Визначено, що на сьогодні найпоширенішими є літієво-іонні (Li-ion), нікель-метал-гідридні (NiMH) та свинцево-кислотні (PbSO4) батареї. Перелічено основні переваги та недоліки таких типів батарей і проведено їх порівняння. Розкрито основні небезпеки та ризики для рятувальників під час виконання аварійних та інших невідкладних робіт на транспортних засобах з електрорушійною силою. Зроблено висновок, що рекомендації від виробників не забезпечують послідовну, доступну та зрозумілу для рятувальників інформацію про ризики, які несе батарея чи транспортний засіб загалом. Наведено приклад окремого стандартизованого маркування транспортних засобів на електричному чи напівелектричному приводі, що ідентифікуватиме його як небезпечний з погляду високих напруг для рятувальників. Запропоновано надалі розробити уніфіковані рекомендації рятувальникам під час гасіння, рятування та виконання інших невідкладних робіт на електромобілях та гібридних транспортних засобах.

“I’ll never stop driving my child to school”: on multimodal and monomodal car users

This study investigates the behavior of multimodal and monomodal car users in school trips using 1 week of travel information of 735 Iranian students between 7 and 9 years old. We develop a hybrid choice model (HCM) and contribute to the literature of school trips by: (1) exploring the effects of latent psychological factors including parental attitudes, environmental norms, preferences, and concerns on multimodality behavior, (2) mediating the role of each psychological factor as a latent variable between socioeconomic variables and modal groups in an HCM-framework, and (3) contrasting the multimodality behavior in school trips with other trip purposes discussed in transportation literature. The results show (1) unfavorable attitudes toward safety and environment are positively associated with multimodal and monomodal car use among schoolchildren, (2) latent factors play a mediating role between socioeconomic variables and modal groups. For instance, boys are negatively related to a weaker priority of safety in transport, which indirectly influences multimodality or monomodality, and (3) unlike previous multimodality studies, the age of schoolchildren, car availability, and access to public transit are not found significant predictors of multimodal car use in school trips. We also indicate that a longer travel distance is negatively related to multimodality. The findings highlight that interventions including providing contextual preconditions for walking facilities, increasing parental personal norms about reducing car use, and increasing the safety and security of walking routes could increase monomodal sustainable transport use.

What’s mode got to do with it? Exploring the links between public transport and car access and opportunities for everyday activities among older people

The aim of this study is to explore the links between modal options and opportunities to participate in everyday activities among people aged 65–79 and living in Sweden’s large metropolitan regions (Stockholm, Gothenburg and Malmö). This incorporated a specific focus on those considered at a greater risk of transport-related social exclusion. This study applies the Capability Approach as a conceptual framework and employs a mixed methods element. A multinomial logistic regression was conducted in order to identify the characteristics associated with the respective modal options. Five independent variables produced statistically significant results: cohabiting, perceived health condition, income, region of residence and gender. Findings indicate a lower level of satisfaction with both the quantity and quality of modal options among those who do not have public transport as a modal option. The results suggest that those who do not have public transport as a modal option are less inclined to have the capability of carrying out all everyday activities of value. The qualitative strand uncovers the salience of the absence of having the possibility to carry out active physical exercise, with many highlighting that health issues and transport/infrastructure problems constitute barriers to having the possibility to participate in such activities. Deficiencies in the public transport service was the most common reason provided as to why public transport is not a modal option for some. These results bring us closer to understanding the role different modal options can have in facilitating capabilities of value and continued participation in society among older people.

Family car ownership and activity in young people: cross-sectional and longitudinal analyses using the International Children's Accelerometry Database

BackgroundUbiquitous car ownership may be negatively affecting children's activity and health. We aimed to assess the associations between household car ownership and children's inactivity and body-mass index (BMI), and between change in household car ownership and changes in children's inactivity and BMI. MethodsWe used pooled data from five cohort studies (UK, Australia, and Brazil) with valid exposure or outcome data and from four studies (UK, Australia) with longitudinal data within the International Children's Accelerometry Database (ICAD). Main outcome measures were average daily children's sedentary time (SED) and moderate-to-vigorous physical activity (MVPA) during 4 or more days assessed with accelerometery, and BMI z-score (and changes in these measures). Main exposure was household car ownership (none [9·0%, reference], one [29·7%], two or more [61·3%]) and change in ownership (no change [84·2% reference]), decrease [7·7%], increase [8·1%]). Associations were examined using mixed-effects linear regression with random intercepts, adjusted for sex, maternal education, country, BMI z-score (where relevant), and (change in) age and wear time. FindingsMean age of participants in the cohort studies (n=4193, 53·4% female) was 10·4 years (SD 2·0) and mean follow-up of participants in the longitudinal studies (1333, 54·5%) was 3·3 years (SD 1·1). Cross-sectionally, household car ownership was associated with higher SED (vs none): (1 car β 14·1 min per day, p=0·0002; ≥2 cars 12·8, p=0·0008), lower MVPA (−8·9, p<0·0001; −9·0, p<0·0001), and lower BMI z-score (−0·1, p=0·63; −0·3, p=0·022). An interaction with country (p=0·050) was observed for SED, suggesting stronger associations with a clear dose–response in Brazilian participants; no differences were observed between UK and Australian participants. Longitudinal analyses showed no associations for increased car ownership. A decrease in car ownership (93·1% households with ≥2 cars at baseline) was associated with greater decreases in MVPA (vs no change −8·5 min per day, p=0·002), but not with change in SED or BMI z-score. There was no difference in effect by country. InterpretationChildren living in households with car access are more sedentary and less active than those without. However, decreasing car access was associated with a decrease in MVPA, potentially related to changes in economic or family circumstances or reduced access to activity spaces. Decreasing car access and use are important public health targets (eg, reducing air pollution), but its potential impact on children's activity opportunities should be explored. FundingThe pooling of the data was funded through a grant from the National Prevention Research Initiative (grant no G0701877).

Mental health need: use of administrative data and record linkage to inform mental health policy and practice

BackgroundWith mental ill-health on the rise globally, it is crucial to investigate whether the needs of individuals with mental ill-health are fully addressed. Attempts to measure negative consequences of unmet needs have been limited by the use of cross-sectional study designs or self-report measures. We aimed to investigate the interplay between perceived mental ill-health and unmet need in relation to mental health on a population level. MethodsA record linkage methodology was implemented drawing information from the 2011 Northern Ireland Census returns and a population-wide prescribing database (n=286 717). Chronic mental ill-health was assessed through the Census self-reported mental health question (presence of an emotional, psychological, or mental health condition that has lasted or is expected to last at least 12 months) and compared with regular psychotropic medication use (monthly dosage of antidepressant, anxiolytic, antipsychotic, or antimania medication) in the 6 and 12 months after the Census. Logistic regression models adjusted for demography (age, sex, ethnicity, marital status, educational attainment, occupational social class), household (tenure, car availability), and area variables (urbanicity, deprivation). FindingsOverall, 23 803 individuals (8%) aged 25–74 years reported a chronic mental health condition, with low rates among ethnic minorities (129 [3%] of 3897 non-White individuals in receipt of medication). Of the individuals with self-reported mental ill-health, 5246 (22%) did not use psychotropic medication over the following 6 months, and 4412 (19%) did not use them by 12 months. Lower uptake was noted among men (odds ratio 0·56, 95% CI 0·52–0·60), non-white ethnic minorities (0·38, 0·26–0·54), and individuals separated, divorced, or widowed (0·75, 0·68–0·82) or unemployed (0·65, 0·53–0·81). InterpretationDiscrepancies between population mental ill-health and uptake of pharmacological treatment were more evident among men, ethnic minorities, and the economically disadvantaged. This study indicates that administrative data linkages can provide a valuable resource to define population characteristics, and inform policy and practice. However, the findings might be limited by availability of data on psychosocial and non-pharmacological interventions, use of proxy measures of mental health treatment, and the self-reported nature of the Census. Further research should explore whether this variation is due to stigma or lack of understanding or knowledge of available health-care services. FundingNone.

Childhood Car Access: Long-term Consequences for Education, Employment, and Earnings

Do children suffer long-term consequences when they grow up without a car? To answer that question, this article uses propensity score matching and longitudinal data from the Panel Study of Income Dynamics. Young adults who were carless as children completed less education, worked for pay less often, experienced more unemployment, and earned less than their matched peers with consistent car access. The matching process allows me to compare like to like; it accounts for differences in income, wealth, residential location, family composition, and race. These results suggest that transportation disadvantage contributes to the intergenerational transmission of economic standing.

Safeguarding of Goods During Railway Shipping

The definition of estimation criterion of rolling stock availability for certain freight loading is given in this work. The level of commercial availability of cars is proposed as a criterion. The graphic display of the availability level of cars for loading depending on the service life of a car and with account for corresponding repair works and maintenance is represented. The dependence of the type of goods or the group of goods on the level of commercial car availability required for safeguarding during transportation of goods, for safety of operation and continuity of the rolling stock is introduced to provide the corresponding level of commercial rolling stock availability for the freight owner. The variant of the requirement formation for provision of cars using the category of commercial availability and the quantity of cars of the corresponding type is given, and the example of problem solving of supplying the freight owner with the cars of commercial availability that are not lower than needed is also proposed.

The spatial pattern of demand in the early market for electric vehicles: Evidence from the United Kingdom

This paper reports a spatial analysis of Electric Vehicle registrations across the local authorities of the United Kingdom during the early phase of market development. Spatial autocorrelation tests are applied in order to identify any spatial organisation in registrations rates and spatial regression models are specified to consider the effect of socioeconomic, household, and transport system characteristics over registrations. Specific attention is paid to the association between Electric Vehicle registrations and the presence of charging infrastructure to consider if registrations are affected by infrastructure in the immediate and intermediate vicinity.The results of the analysis suggest Electric Vehicle demand exhibits a moderate degree of spatial clustering, which indicates the emergence of lead and laggard markets, and that the spatial variation in Electric Vehicle uptake can be partially explained through other characteristics of the local authorities. Characteristics relating to education level, employment status, income level, population density, dwelling type, household size, car availability, and the presence of Hybrid Electric Vehicles are significant factors in explaining the rate of Electric Vehicle registrations. Moreover, the level of charge point infrastructure installed within a local authority is positively associated with EV demand. From a policy perspective, the results reported in this paper indicate that local conditions are likely to be important in the rate of Electric Vehicle adoption, which may be of use when considering the development of geographically targeted interventions to accelerate Electric Vehicle demand.

Segmenting the Market for New Modes using Stated and Revealed Preferences

The paper describes a new method for segmenting the transport market on the basis of choice set heterogeneity, using a combination of revealed preference (RP) and stated preference (SP) data obtained from user surveys. The method refines previous definitions of mode captivity by differentiating between current automobile captives whose resistance to transit is enduring (due to lifestyle preferences and constraints), and those whose captivity is transient (i.e., they are willing to consider switching to transit if a suitably attractive new alternative is offered in the SP game). We test the methodology using data from Johannesburg, South Africa. By segmenting the market on this basis before estimating a mode choice model, the model fit is improved as compared with the conventional segmentation technique that defines captivity solely on automobile ownership and access to transit variables. It also delivers useful insights into preference heterogeneity between the captivity groups, which is especially helpful when planning for a new mode or service, as present patterns of subjective captivity may change when new options become available.

Development and convergent validity of new self-administered questionnaires of active transportation in three African countries: Kenya, Mozambique and Nigeria

BackgroundThere is currently a rapid physical activity transition taking place in developing countries that includes a decrease in active transportation. Building on findings from an earlier systematic review, this paper describes the development and convergent validity of self-administered child and parent questionnaires assessing active transportation of children in three African countries: Kenya, Mozambique and Nigeria.MethodsA pilot study was conducted to examine the convergent validity of the developed questionnaires by comparing responses between children and their parents (N = 121; n = 43 for Mozambique, n = 24 for Kenya and n = 54 for Nigeria). After modification, the questionnaires were then administered to a larger convenient sample of both children and parents from Kenya (n = 1123), Mozambique (n = 1097) and Nigeria (n = 831) which defined the main study. The questionnaires assessed active transportation to/from 8 categories of destinations including school, friends’ and relatives’ home/houses, parks and playgrounds among others. Twenty items were used to assess child - and parent-perceived barriers to active transportation, and the parent questionnaire inquired about parent education and availability of cars, motorcycles, and bicycles. Spearman’s rho was used to compare children’s mode of travel in the pilot study while the prevalence-adjusted bias-adjusted kappa (PABAK) coefficient was used to compare convergent validity between children’s and parents responses on active transportation in the main study.ResultsFindings of the main study show that convergent validity for active transportation to and from each destination in the combined sample ranged from 0.472 (from school) to 0.998 (to other places). Convergent validity for challenges/barriers to active transportation to school ranged from fair (0.30 - The route does not have good lighting) to substantial (0.77 - My child has a disability). It varied between countries from fair (n = 11-items) to moderate (n = 9-items) agreement in Kenya and from poor (n = 2-items) to fair (n = 16-items) agreement in Nigeria. Data from Mozambique was however missing and therefore could be included.ConclusionsThe questionnaires provided valid information on the number of trips to/from various destinations and show acceptable and modest convergent validity for measuring barriers to active transport in a sample of children from three African countries. These questionnaires may be suitable for future research on active transport among school children in Sub-Saharan African countries.

What happens to travel behaviour when the right to park is removed?

What happens to travel behaviour when the right to park at a destination is removed? This question, fundamental to travel demand management and land-use planning, has only been partially addressed in the literature so far. The impacts on travel to the destination concerned have been studied, but not the impacts on wider travel behaviour. This paper reports on a natural experiment related to destination parking, where a university removed the right of most undergraduates living off-campus to park on its main suburban campus. A survey was conducted to compare the travel behaviours of two groups of undergraduate students: the first group started before and the second group started after the introduction of the parking restriction (n = 858). The survey captured licence-holding, car availability during the term and vacation periods, and the mode of transport used to travel to campus and for the last trip to another location. The parking restriction was associated with a fall in the modal share of driving to campus of nine percentage points. Car availability during term-time fell by 14 percentage points and licence-holding fell by nine percentage points. The policy change was associated with greater changes amongst females than males. Overall, the results suggest that removing the right of young adults to park at a frequent destination delayed their acquisition of driving licences and cars. These findings may explain part of the fall in licence-holding observed amongst young adults in Great Britain in recent decades.

Sustainable mode of transport choices at the destination – public transport at German destinations

PurposeThe purpose of this paper is to learn more about the determinants that influence the tourists’ choice of mode of transport at the destination, and it is intended to contribute to the sustainable mobility of tourists. In line with this approach, the main emphasis is placed on public transport (PT) within the destination.Design/methodology/approachIn addition to illustrating frequency, users and non-users of public transport were analysed. Differences in the selected influencing factors on the choice of the modes of transport are determined using the chi-square test for nominal variables, and statistical significance was determined using Kruskal–Wallis H-test for the ordinal variables.FindingsThe analysis illustrates that the most important socio-demographic determinants in public transport use are: age, household size, net household income, car availability and current professional activity. In terms of travel-orientated variables, the arrival transport means, as well as the travel duration, travel expenses and travel organisation stand out.Research limitations/implicationsAlthough the Reiseanalyse (RA) has been established in German tourism research for many years, the present study is not without limitations. First, the questionnaire of the RA is made up of standard questions that are (nearly) identical year after year and topic-specific questions from one or more customers. The questions used in the present analysis were, therefore, not developed specifically for this contribution. Second, the authors cannot evaluate the existing data in more detail because the data structure does not provide this. Only two variables can be related at a time. Due to financial limitations, the authors could not use the raw data. For this reason, it is not possible to perform mediator analyses or multiple predictions to check relationships between independent variables (such as income, number of cars, profession or age). In this context, it should be noted that the observed differences to the other studies cited can also be because of different methodological approaches of the individual studies. While most of the studies used for comparison include tourists from one overnight stay, this paper focuses on main holiday trips with a duration of five days and more. There are also differences in the survey itself. Most of the face-to-face surveys were conducted on site. The RA, on the other hand, takes place at home with respondents with a time delay after the holiday trip. In this context, it is particularly important to note that these results are representative for the whole of the Federal Republic of Germany, i.e. the domestic holidays of the German-speaking population living in Germany, and that they are not representative for any single city or a similar spatial unit.Originality/valueTourism-related mobility negatively effects all (German) destinations. Greater focus on sustainable mobility of tourists, specifically sustainable transportation, is playing an increasingly important role in science and practice. To ensure a successful reorientation, it is crucial to know which factors influence the choice of modes of transport for local tourists. Therefore, this paper analyses selected determinants influencing the choice of modes of transport for tourists. This research is based upon representative data for holiday mobility at destinations during Germans’ domestic holidays. The objective was to learn more about the determinants that influence the tourists’ choice of mode of transport at the destination, and it is intended to contribute to the sustainable mobility of tourists. In line with this approach, the main emphasis is placed on public transport (PT) within the destination.

Impact of car transport availability and drive time on eye examination uptake among adults aged ≥60 years: a record linkage study.

AimTo examine associations between uptake of free primary eye care, service availability (density of optometric practices) and service accessibility (household car access and drive time to nearest provider) after accounting for socioeconomic status and other individual, household and area factors.MethodsWe constructed a cohort of 294 870 community-dwelling adults aged 60 years, drawing contextual information from the 2011 Northern Ireland Census. Minimum drive times to the nearest optometry practice (1–19 min) and number of practices were derived for 890 geographical areas. The primary outcome was attendance at one or more publicly funded eye examinations to which all cohort members were entitled between 2009 and 2014. We used multiple log-binomial regression to estimate associations between eye care uptake, car ownership and drive time.ResultsEye examination uptake was 60.0%. 23.7% of the cohort had no car access, and these individuals had lower uptake than car owners (unadjusted risk ratio (RR) of uptake=0.86 (0.86, 0.87)). Among non-car owners, uptake decreased with drive time (longest vs shortest: RR=0.92 (0.88, 0.97)) with the largest decrease at 4 min drive time (approximately 1.5 miles). This pattern was weaker among car owners. These associations were independent of service availability, which was not associated with uptake.ConclusionBoth drive time and household car access were associated with eye care use, adjusting for individual, household and area factors. Policies to improve uptake should target those with no car access, especially those beyond walking distance from the nearest eye care provider.

Parcel locker systems in a car dominant city: Location, characterisation and potential impacts on city planning and consumer travel access

Automated systems enabling customers to pick-up e-purchased goods from designated 24 h Parcel Locker pick-up points are proliferating. While they offer the promise of improved access to goods and reduced travel for consumers and delivery vehicles, the integration of these systems in cities, and their impact on access, generally and by mode are understudied.This paper explores the development, site characteristics and regional location characteristics of Parcel Lockers in five South East Queensland (SEQ) cities, Australia, and discusses implications for urban and transport planning in a car-oriented city.Micro level site analyses for 45 locker locations provide information on facilities (e.g. access by modes and universal accessibility, ground level, tenure type, safety). Hierarchical cluster analysis helps identify categories of locations. Suburb-level census and land use data as well as distance from transportation infrastructure and other Australia Post facilities were gathered and used to compare regional suburbs with and without Parcel Lockers. Logistic regression identifies the suburb level characteristics associated with the presence of a Parcel Locker (n = 273).Parcel Lockers in Brisbane are generally located at Australia Post locations, on commercial streets, shopping centres, suburban arterials and industrial parks. Automobile access and nearby parking is nearly ubiquitous, whereas alternative transport access is limited. Though site locations are constrained by commercial decisions, proximity to highways, to public transport, population density, a good balance of jobs and population, and higher rates of household Internet access are associated with the presence of a Parcel Locker.Documenting and assessing site characteristics and regional location of Parcel Lockers can help ensure its optimal and adequate integration and distribution across the region to satisfy city and transport planning goals. In its current state, Australia Post's Parcel Lockers partially meet the objectives of a sustainable city.

Research and Application of Information Security Technology in New Energy Vehicle Based on Mobile Internet

With the development of artificial intelligence, automobile access to mobile internet has become a trend of development. Because the CAN bus of automobile adopts the data transmission mode of open code broadcast, there is a great risk to the information security in the vehicle. In view of this situation, the author develops a data encryption transmission protocol based on OBD, optimizes the bus topology of automobile electronic zero, and designs a comprehensive body control system starting with the research of CAN bus security. The system effectively integrates the current ECU nodes of the new energy vehicle body and reduces the bus load rate of the vehicle body. By combining with the encryption service specification, the system can better realize the security protection of the information inside the vehicle, and has a broad market prospect.

Does Access Trump Ownership? Exploring Consumer Acceptance of Access-Based Consumption in the Case of Smartphones

Value creation in a circular economy is based on products being returned after use. In the case of smartphones, most are never returned and tend to be kept in drawers. Smartphone access services (e.g., leasing or upgrade) have been experimented with in the Netherlands but have been largely unsuccessful. This study explores the reasons why consumers rejected these access-based smartphone services and is one of the very few to address this topic. The findings are compared with the case of car access services, which are socially better accepted, to identify potential areas for improvement. The qualitative study consists of in-depth interviews with consumers (n = 18) who either adopted and used a smartphone or car access service, or had considered a new smartphone or car but did not choose access-based consumption. The findings of this small-scale study suggest that the main reasons for the rejection of smartphone access services are a lack of awareness, misunderstanding of terms and conditions, and unsatisfactory compensation for their sacrifice of not owning. Smartphone access providers could thus clearly communicate customers’ rights and responsibilities, offer an excellent service experience (especially during repair) by taking over the burdens of ownership, and stimulate the societal logic shift from ownership to access.

Socio-demographic and built environment determinants of car use among older adults in Iran

Internationally, an age-friendly built environment, including safe, affordable, and convenient transportation, has been identified as crucial in enhancing the quality of life for increasingly large numbers of elderly people. This study presents data on the urban travel and mobility patterns of older adults in Shiraz, Iran – a country where the population is ageing faster than the average of western societies. The relationship between car use and socio-demographic and built environment variables is investigated through Ordinary Least Squares and Geographically Weighted Regression models. These models show that the main determinants of car use among older adults are: employment status; household size; car ownership rate; trip purpose; property prices; and mixed land-uses. Also, the study reveals that car dependency is significant and more pronounced among wealthier individuals, who tend to be clustered in the northern section of the city. The population density and road network design characteristics do not affect car use among older adults, while a mix of land-uses tends to attenuate car dependency. Gender gaps in car use are much wider than in the West, and some level of spatial mismatch between travel needs and car access is observed in the southern section of the city. Clearly, Iranian cities must move away from the current car-centric development model.