Mobility Choices Research Articles

Understanding Migration Aversion Using Elicited Counterfactual Choice Probabilities

Residential mobility rates in the U.S. have fallen considerably over the past three decades. The cause of the long-term decline remains largely unexplained. In this paper we investigate the relative importance of alternative drivers of residential mobility, including job opportunities, neighborhood and housing amenities, social networks and housing and moving costs, using data from two waves of the NY Fed’s Survey of Consumer Expectations. Our hypothetical choice methodology elicits choice probabilities from which we recover the distribution of preferences for location and mobility attributes without concerns about omitted variables and selection biases that hamper analyses based on observed mobility choices alone. We estimate substantial heterogeneity in the willingness-to-pay (WTP) for location and housing amenities across different demographic groups, with income considerations, proximity to friends and family, neighbors’ shared norms and social values, and monetary and psychological costs of moving being key drivers of migration and residential location choices. The estimates point to potentially important amplifying roles played by family, friends, and shared norms and values in the decline of residential mobility rates.

Mobility impacts of automated driving and shared mobility

This paper presents a model specifically developed to explore the mobility impacts of connected and automated driving and shared mobility. It is an explorative iterative model that uses an elasticity model for destination choice, a multinomial logit model for mode choice and a network fundamental diagram to assess traffic impacts. To the best of the authors’ knowledge, it is the first model that combines a network fundamental diagram with choice models. A second contribution is the inclusion of automated vehicles, automated (shared) taxis, automated shared vans and new parking concepts in the model as well as the way in which they affect mobility choices and traffic conditions. The insights into the direct mobility impacts are the third contribution. The short computation time of the model enables exploration of large numbers of scenarios, sensitivity analyses and assessments of the impacts of interventions. The model was applied in a case study of the Dutch Province of North-Holland, in which the potential impacts of automated and shared vehicles and mitigating interventions were explored. In this case study, four extreme scenarios were explored, in which 100% of the vehicles have SAE-level 3/4 or 5 and people have a low or high willingness to share. The extremes were chosen to get insights into maximum effects. The results show that if automated vehicles and sharing are accepted, it is likely that there will be considerable changes in mobility patterns and traffic performance, with both positive and problematic effects.

Mobility choices of the Generation Y in Poland

Mobility choices of the Generation Y in Poland

“May the Force move you”: Roles and actors of information sharing devices in urban mobility

The innovation recently brought into the market for mobility innovation (by apps, social networks and sharing economy practices) impacts upon the economic appeal of urban areas and strongly influences the preferences of individuals in happiness, lifestyles and related aspect of urban consumption. Several sharing devices are nowadays producing such effects, offering innovative solutions to support the availability of mobility supply. They do so by conveying useful tools to the whole community of users, by proposing new ways of producing knowledge and services, and by favoring symmetric information in the urban mobility market. The paper aims to discuss the impact of these innovation devices in shaping individual’s mobility preferences, by drawing on a wide set of experiences that have introduced new technologies and shared mobility practices that provide significant information related to mobility. Drawing on a literature review referred to a wide set of new technologies and shared mobility practices based on significant information related to mobility, the paper draws its discussion on three analytical dimensions: the role that information has in shaping individual mobility choices, and how it may interact with individual preferences and needs; the varied forms of relevant mobility information made available by information-sharing devices; the many actors (corporations, public administrations, community groups…) who produce information collecting data and making them available in different forms. Drawing on these elements, a policy framework is discussed, to define suitable operational approaches to urban mobility that are more attentive to individual needs and more effective in terms of sustainability.

Promoting active mobility and sustainable transport choices: a gain for all

Promoting active mobility and sustainable transport choices: a gain for all

Introduction - Le logement : un bien espace-temps

[eng] Housing is a crucial good for households, both as a consumer good via the flow of services it fosters, and as an essential component of a homeowner’s wealth. It is also crucial because it accounts for more than a quarter of household’s expenses, and an increase in rent or property prices instantly has a major impact on their living standards, choice of location, mobility, and savings options. Finally, housing is unique as an element of space-time, space and time that cannot be separated in this instance. These themes are examined in this special issue, with a variety of approaches and different perspectives, providing valuable information on a number of outstanding issues.

Carbon Dioxide Emissions Research and Sustainable Transportation in the Sports Industry

The sports industry is an institution that has large responsibility toward global environmental pollution. Over the past decade sports organizations have initiated a variety of environmentally sustainable practices. In this paper, the role of research in CO2 emissions generated by the sports industry pursuits is highlighted. This report recommends that strategic management approaches and policy development are required to control this dangerous environmental pollutant. Specifically, proactive sustainable innovations and policies that mandate alternative transportation behaviors are suggested. In conclusion, after reviewing the current literature, it is proposed that sports associations should apply specific practices in sports events with focus on spectators’ mobility choices such as sustainable transportation.

From location tracking to personalized eco-feedback: A framework for geographic information collection, processing and visualization to promote sustainable mobility behaviors

Nowadays, most people carry around a powerful smartphone which is well suited to constantly monitor the location and sometimes even the activity of its user. This makes tracking prevalent and leads to a large number of projects concerned with trajectory data. One area of particular interest is transport and mobility, where data is important for urban planning and smart city-related activities, but can also be used to provide individual users with feedback and suggestions for personal behavior change. As part of a large-scale study based in Switzerland, we use activity tracking data to provide people with eco-feedback on their own mobility patterns and stimulate them to adopt more energy-efficient mobility choices. In this paper we explore the opportunities offered by smartphone based activity tracking, propose a general framework to exploit location data to foster more sustainable mobility behavior, describe the technical solutions chosen and discuss a range of outcomes in terms of user perception and sustainability potential. The presented approach extracts mobility patterns from users’ trajectories, computes credible alternative transport options, and presents the results in a concise and clear way. The resulting eco-feedback helps people to understand their mobility choices, discover the most non-ecological parts of their travel behavior, and explore feasible alternatives.

An approach for understanding human activity patterns with the motivations behind

ABSTRACTA mechanistic understanding of human activity patterns lays a foundation for many applications. The majority of the current research aims to outline human activity patterns mainly from spatiotemporal perspectives (i.e., modeling human mobility patterns), lacking of understanding of the motivations behind behaviors. The aim of this study is to model and understand human activity patterns within urban areas using both spatiotemporal and cognitive psychology methods to measure both human behavior patterns and the underlying motivations . We first propose a framework that enables us to analyze the spatiotemporal patterns of urban human activities, infer the associated semantic patterns that represent the motivations driving human mobility choices and behaviors, and measure the similarity between human activities. We then construct a human activity network based on the similarity to depict human activity patterns. The framework is applied to a case study of Toronto, Canada, where geotagged tweets are used as a proxy for human activities to explore activity patterns. The analysis of the human activity network shows that 61% of tweeter users follow similar activity patterns. Our work provides a new tool for better understanding the way individuals interact with urban environments that could be applied to a variety of urban applications.

A Stated Preference Survey Approach to Understanding Mobility Choices in Light of Shared Mobility Services and Automated Vehicle Technologies in the U.S.

This paper presents the preliminary results of a recent nationwide survey that focuses on mode choice behavior in view of emerging mobility options such as ride-sourcing and automated vehicles (AV). The survey provides a comprehensive scan of current mode choice patterns and the influencing factors. Then it presents stated preference (SP) choices to understand how travelers measure the trade-offs among different mode alternatives. The choice experiments focused on four potential user markets: drivers who usually drive for daily activities, passengers who depend on other household members or friends, transit users or users who do not have access to a private vehicle on a regular basis, and visitors or who do not have access to a private vehicle occasionally. The results suggest that on-demand services incorporating AV technologies (with lower operating costs) may become a viable option for many travelers. Most drivers and passengers preferred single ride than shared ride regardless of whether it is on a daily or occasional basis. However, for transit users, shared rides showed higher potential than exclusive services, which may indicate that cost is a primary consideration in the mode choice decisions for these users.

2446 - Monitoring Daily Activities and Linking Physical Activity Levels Attributed to Transportation Mobility Choices

Background Transportation decisions impact human health at least in three ways, such as traffic crashes, environmental impact, and physical fitness. While there have been ample efforts in reducing traffic crashes and environmental impacts, less attention has been paid to their impacts on physical fitness. Recent efforts on the relationship between transportation and physical fitness were mostly from the context of active transportation. Potential benefits of active transportation include saving in mobility costs, benefits from related businesses, community savings in costs associated with health and environmental benefits. Although it is difficult to predict how a particular transportation planning decision affects physical fitness, total impacts are likely to be large. Diseases associated with inadequate physical fitness cause an order of magnitude of more deaths, and more than road crashes. Even modest reductions in these illnesses could provide significant health benefits. Therefore, there is a strong need for investigating how transportation options affect the physical activities and public health. Methods The research team developed a mobile application that collects individuals’ daily travel activities physical fitness activities. While the travel activity data are collected from the GPS information from individuals’ mobile phone, the fitness activity data are collected from Fitbit. Data collected from 200 subjects chosen in Michigan and Texas are transmitted to a server for further analysis. The data allows comparison of physical activity associated with transportation choices in different geographical areas and its seasonal variations. Results The data logged each minute were processed to determine daily activity (type, location, and duration), travel activity (transportation mode, travel time), and physical activity (heart rates and duration). The heart rates collected from Fitbit were useful in determining activity types and the transportation mode. The integrated approach allowed classification of various activity types and transportation modes. The amount of physical activity by activity type and travel mode was quantified by using the heart rate and the activity duration. The initial survey showed that those who were active in physical activity tend to choose active transportation options. Conclusion This study developed a mobile system that is able to collect daily activity, transportation choices, and the amount of physical activity. The data collected were analyzed to quantify the amount of physical activity by different transportation choice. This research is expected to help incorporate public health in evaluating transportation policies and alternatives by providing a method quantifying the amount of physical activities and associated health benefits.

A Devasting Course of an Iliopsoas Muscle Abscess Subsequently Leading to Septic Shock, Septic Hip Arthritis, and Extended Gluteal Soft Tissue Necroses in an Elderly Immunocompromised Patient with Multiple Carcinomas: A Case Report and Brief Review of Literature.

Background:A devasting course of Iliopsoas Muscle (IPM) abscess remains a challenging therapeutic problem.Methods:A 69-year-old polymorbid male had a history of multiple carcinomas and presented with advanced stage of septic shock due to a right IPM abscess which communicated with the right hip joint and subsequently led to septic hip arthritis accompanied with post-infectious right gluteal deep soft tissue necroses. Management of surgical treatment included abscess revision, coverage with the use of Long Head Biceps Femoris Muscle (LHBFM) 180° turnover flap, and creating a Girdlestone resection-arthroplasty.Results:After a duration of patient's hospitalization of six months that included the necessity of artificial respiration over two months accompanied with in summary 18 required surgical procedures, the patient could be recovered successfully regarding his polymorbidity and his low-demand claims in activities of daily living with his Girdlestone resection-arthroplasty.Conclusion:Recovery of immunocompromised patients with those life-threatening situations can only be achieved by an interdisciplinary management. The LHBFM 180° turnover flap can be useful for filling off post-infectious deep soft tissue cavities communicating with the hip joint. The definitive Girdlestone resection-arthroplasty for treatment of septic hip arthritis is the method of choice for mobilization of elderly polymorbid patients with low demand claims in their activities of daily living.

Modeling the mobility choices of older people in a transit-oriented city: Policy insights

Hong Kong is a transit-oriented city with an extremely high public transportation share (approximately 90%). Additionally, in this city, the percentage of older people aged 60 or above is predicted to reach 38.0% in 2064. Thus, the provision of age-friendly public transportation is timely and enormously significant. Only with a better understanding of mobility behaviors of older people, it is possible to tailor transportation systems and optimize market strategies to cater to their actual needs and preferences. Based on the 2011 Travel Characteristic Survey data, this paper calibrates a mixed binary logit model and a conditional logit model to uncover older people's travel propensity, as well as destination and departure time choices. The findings include: (1) a host of socio-demographic variables and land-use attributes affect travel propensity; (2) owning an automobile and driving license are too weak to exert significant influence on travel propensity. This finding is in contrast with the conventional wisdom in car-dominant cities where car ownership and license-holding status are significant predictors of mobility; (3) there are random taste variations among respondents regarding travel propensity; and (4) time-constant destination and time-variant origin-destination pair characteristics influence older people's destination and departure time decisions. Based on the results, a few policy suggestions (e.g., reducing the actual and perceived costs associated with interchanges, time-varying public transport service) are discussed. We believe that these policy sights can act as a valuable reference to transportation planning which addresses the mobility of older people, especially in the metropolitan cities which provide similar public transport services.

Wage returns to interregional mobility among Ph.D graduates: Do occupations matter?

AbstractThis paper addresses the wage returns to interregional mobility among Italian Ph.D workers. We control for selection bias in both migration and occupation choice by estimating a double sample selection model. While OLS estimates indicate a positive wage premium of mobility across all types of occupations examined, wage equations estimated by correcting for double sample selection evidence a wage penalty for movers within academia, no effects for movers carrying out R&D activities but positive returns if they work within the industry sector. The selection process appears to be stronger when mobility choice is considered in comparison to the choice of occupation.

A methodology based on parking policy to promote sustainable mobility in college campuses

Many university campuses are suffering from serious mobility problems resulting from excessive use of the private car by students, teachers and administrative staff. This article proposes a methodology based on a revealed and stated preferences survey aimed at estimating the importance of different variables on users mobility choices in order to simulate their reaction to policies such as the introduction of new modes of transport or charging for on campus parking. This estimation was based on a Mixed Logit model considering the possible presence of heterogeneity in user preferences. The introduction of these results into an optimization model has also allowed us to calculate the optimal parking fare that should be charged which would minimize the number of free spaces on campus or maximize the income received. This methodology has been applied to a case study at the campus of the University of Cantabria (Spain). The elasticities calculated using a Mixed Logit model confirm that setting a fare for parking on campus would be a serious disincentive against private car use in favor of more sustainable transport modes. Furthermore, the optimization model allowed us to calculate the fare that would maximize the income obtained from the parking spaces, an income that could then be used to strengthen the campus sustainable mobility policies.

Some pay much but many don’t: Vehicle TCO imputation in travel surveys

Costs of cars are among the most relevant factors influencing travel behavior. However, there is a lack of data about the true costs of car ownership and specifically on how these costs are distributed across different vehicles and across the population. This paper presents a multistage method for imputing car costs by cost item in a German national travel survey data set. Based on vehicle information reported by survey participants, we assign costs to each of the three thousand cars in the data set using the most comprehensive German vehicle cost data base. In addition to combining different data sets, we use model based imputation methods. In order to validate the average costs for private vehicles we analyze the German income and expenditure survey EVS. The average total cost of ownership for a private car in Germany is about 310 Euros per month. This translates to about 30 Eurocents per auto-km. About one third of the costs are fuel, another third is depreciation, and the rest are other mainly fixed costs (insurance, tax, repair and maintenance). However, the cost distribution is strongly skewed with a long tail to the right. Hence, the majority of motorists pay less than average for their private vehicles while few pay more and evidently some pay a lot more. This imputation approach delivers unprecedented vehicle cost information in particular with regard to the distribution of vehicle costs. Such data is key for understanding the fundamentals of mobility choices.

How Placemaking and Positive Incentives Can Enhance Urban Walkability and Revolutionize the Citizens’ Experience of Streets as Public Spaces ( symposia )

Background Cities increasingly celebrate their public spaces incl. streets through placemaking as one tool to create awareness on their societal value. Strong partnerships are required from grassroots to governments in promoting safe, walkable and accessible public spaces. Events from Nairobi and Cape Town will be illustrated. For too long – strategies such as charging, restrictions and regulation – were used to “force” a shift to sustainable mobility. It is time to adopt a ‘reward rather than punishment’ approach. The EMPOWER project looks at positive behaviour change incentives that guide and enable, rather than eliminate or restrict mobility choice. Aims To promote walkability and vibrant streets – incl. examples from the Global South; To illustrate ways on activating streets through a variety of low-cost interventions including pop-up activities; To advocate for rewarding change via positive incentives such as information points, discounts, community support and games, and; To generate partnerships and exchange among audience. Method Speakers will present on Case Studies that come from developed and developing contexts in order to compare and assess walkability incentives. Examples: Nairobi: Nairobi’s Placemaking week happened in November 2016 which led to a revolution of experiencing the city differently. The event leveraged on the expertise of stakeholders from government, civil society and academia. The week was initiated by the Nairobi City Council with technical support from UN-Habitat; Cape Town: Open Streets Cape Town was founded in 2012 and enjoys the full support of the City. OSCT has its roots in street action and research, and has grown as a dynamic movement of street-minded citizens. OSCT challenges the paradigm of urban mobility via campaigns, temporary interventions, dialogues and walks to spark public debate, and drive behaviour change around the role of streets; Europe: The activities of the EMPOWER project started in May 2015 to gather evidence on the power of positive incentives and social innovation to promote Sustainable Transport. Using smartphones, new mobility services are designed to deliver personalised incentives to the public. Examples will be shared where positive incentives delivered on enhanced walkability. Conclusion The session will share successful projects and promote partnerships for future collaborations.

WAJAH TRANSPORTASI PERKOTAAN PADA KOTA - KOTA MENUJU KOTA METROPOLITAN (STUDI KASUS: SEMARANG METROPOLITAN)

This study will describe influence of growth of urban uncontrollably toward outside or which is often referred as by urban sprawl to moda choce. Growth of town into metropolitan area need careful because besides affecting social segregasi also cause not effisient mobility of suburban , because journey become long distance is resident activity still concentration at downtown (core city ) and also the happening of integration of each town also will complicate arrangement of urban transportation system Purpose of this research is to identify factors growth of urban uncontrollably toward outside its influence urban sprawl to moda choce with a view to recommend handling of problems of transportation at metropolitan area. Approach method with approach of spasial pursuant to understanding of human being interaction with urban environment that is by studying dynamics friction of resident in taking choice suburban residence and its mobility choice that is choice of moda transportation. Method acquirement of data by using technique method interview household by random proposional pursuant to strata of sosio-ekonomi at region of suburban. Technique analyse by using analysis of crosstabulation statistic with test of significan to describe factors influencing growth of urban and its influence to moda choice. Result of from this research describe that growth of town toward town boundary of Semarang unegual and its surroundings its speed at some district exist in study region. As for factors influencing growth of town besides aksessibilitas there is social factor in the form of change of life style toward requirement of settlement with balmy environment and requirement of transportation. Result of from this study is] expected useful for the day- dream of problems of urban transportation by integrating between operation of policy of settlement of settlement environment and policy of operation of transportation system at natural towns of metropolitan area.

On the subjective quality of social Interactions: Influence of neighborhood walkability, social cohesion and mobility choices

Contemporary research in the field of transportation is paying due attention to the geography and composition of personal social networks. However, still little is known about the quality of social interactions, although arguably the subjective quality of social interaction is more important for individuals’ quality of social life than the quantity of it. It is, therefore, important to gain insight in the subjective aspects of social activities in addition to the objective aspects. To that end, this study summarizes empirical evidence of factors that make a particular social interaction valuable. Value or the quality of social interactions is measured by individual’s subjective evaluation of the importance of social interactions. Based on social interaction diary data collected in 2014, two analyses were conducted - a negative binomial regression model to predict the number of (very) important face-to-face interactions per individual, and a two-level ordinal logit model to predict the importance of each interaction. Explanatory variables were individuals’ personal, neighborhood and mobility characteristics. Results suggest that neighborhood and mobility characteristics are important in explaining the quality of social interactions. Frequency of important social interactions is positively associated with frequency of walking or cycling. The frequency of important social interactions was also found to be higher for people living in neighborhoods with higher levels of perceived social cohesion and walkability, and lower for people living in rural areas, in neighborhoods with higher percentages of older residents and in neighborhoods with higher percentages of ethnic minorities. Policymakers, urban planners and decision makers should therefore aim to increase walkability and neighborhood social cohesion, with due attention to neighborhoods with high percentages of elderly and immigrant population.

Don't Hold Your Breath: Implementation of “Bedside Wake-Up and Breathe” Handoff in Improving Compliance With Spontaneous Awakening (SAT) and Breathing Trials (SBT)

SESSION TITLE: Patient Safety and Quality Improvement SESSION TYPE: Original Investigation Slide PRESENTED ON: Tuesday, October 31, 2017 at 02:45 PM - 04:15 PM PURPOSE: Studies have shown that compliance with the evidence-based ABCDEF bundle (SAT, SBT, Choice of Sedation, Delirium Screening, Early Mobility and Family Involvement) allows for earlier liberation from mechanical ventilation, reduced delirium, decreased ICU length of stay, and improved survival. There are multiple factors affecting the execution of SAT/SBT in ICU patients such as interdisciplinary communication and coordination of care between respiratory therapists, nurses, and physicians to ensure proper sequence of the individual components. However, there is limited published research on the effectiveness of bedside sign-off by respiratory therapists in improving the execution of SAT/SBTs. After adopting the ABCDEF bundle in 2015, the ICU team at Orange Regional Medical Center (ORMC), Middletown, NY implemented a “Bedside Wake-Up and Breathe” handoff protocol in June 2016 to improve bundle compliance. The protocol required respiratory therapists to perform independent bedside assessments and communicate with nurses to prepare and execute SATs/SBTs at 6 am before morning rounds. The overall aim of the study was to have a structured protocol that optimized the ABCDEF bundle, enhancing early weaning of mechanically ventilated patients and decreasing ICU length of stay at ORMC. METHODS: We used the ABCDEF protocol established by the ICU Delirium and Cognitive Impairment Study Group at Vanderbilt University Medical Center in order to record SAT/SBT data within the first seven days of the ICU length of stay for ventilated patients. Inclusion and exclusion criteria was based on that of the ABCDEF protocol. We collected data from March 2016 to August 2016 on 103 patients. The pre-intervention group (March-May 2016) included 58 patients and the post-intervention group (June-August 2016) included 45 patients. The intervention was implementation of the “Bedside Wake-Up and Breathe” handoff protocol on mechanically ventilated patients. We used a statistical t-test to compare the average number of SATs and SBTs per mechanically ventilated patient within the first seven days of intubation in the ICU and the average length of stay in the ICU between the pre-intervention and post-intervention period. RESULTS: There was a statistically significant increase in the average number of SATs in the first seven days of intubation between the pre-intervention group (n=58) and post-intervention group (n=45), with 0.74 average SATs per patient in pre and 1.46 average SATs per patient in post (t-test, p-value<0.05). Similarly, there was a statistically significant increase in the average number of SBTs per patient, with 0.74 in pre and 1.15 in post (t-test, p-value<0.05). The pre-intervention length of stay in the ICU was 9.33 days, which was significantly more than the post-intervention length of stay at 5.44 days (t-test, p-value<0.05). CONCLUSIONS: Implementation of the “Bedside Wake-Up and Breathe” handoff protocol, which aimed to facilitate the ABCDEF bundle, successfully increased the average number of SATs/SBTs completed in the first seven days of mechanical ventilation and reduced the average length of stay in the ICU. CLINICAL IMPLICATIONS: Bedside sign-off by respiratory therapists can improve interdisciplinary communication in the ICU and patient outcomes. DISCLOSURE: The following authors have nothing to disclose: Nakia Sarad, Kathleen Holsaeter, Bryony Lucas, Donya Nazery, Harshal Lal, Aamir Gilani No Product/Research Disclosure Information