Reduce Car Use Research Articles

공유경제 관점에서 카셰어링이 교통수단 이용에 미치는 영향 분석 : 인천시 2017년 카셰어링 설문조사를 중심으로

This study analyzed the effects of carsharing on current and future use of transportation mode by using the results of questionnaire survey for carsharing users. We constructed regression models that reflect the car ownership and changes of user’s behavior after carsharing in terms of private transportation, public transportation, taxi, and future vehicle ownership plan using ordered logit and binary logit models. The analysis results indicate that carsharing not only reduces the private car usage, but also the use of public transportation or taxis. Especially, the results show that carsharing reduces the use of public transportation significantly among the three types of transportation mode. This result indicates the conflicting relationship between carsharing and public transportation policy. On the other hand, this study shows that carsharing leads to active responses of carsharing users such as sale of vehicles, abandonment of vehicle purchasing plans, etc. This finding indicates that carsharing is more likely to play a positive role in reducing car use and car ownership in the future.

Reprint of Measuring trends in household expenditures for daily mobility. The case in Lyon, France, between 1995 and 2015

There are very few suitable databases for an in-depth analysis of changes in the expenditures of households for their daily mobility, despite the fact that the increase in fuel costs in the years following 2000 raised questions concerning the vulnerability of certain households in light of their dependence on cars. This article uses three consecutive surveys on household transportation carried out in the Lyon urban area in France in 1995, 2006 and 2015. We propose a technique to extract consistent data on household expenses from the three surveys. Changes are then analysed, taking care to distinguish between changes in prices, population structure and mobility behaviour. The results reveal trends that diverge widely during the two periods between the surveys. In addition, significant differences appear in the changes in expenditure levels and structure depending on the location of households. Finally, a transition to reduced car use has become very clear, however significant generational effects produce contrasting results in young and retired households.

Intention for Car Use Reduction: Applying a Stage-Based Model.

This study investigates which variables drive intention to reduce car use by modelling a stage of change construct with mechanisms in the Theory of Planned Behavior (TPB) and Norm Activation Model (NAM). Web questionnaires (n = 794) were collected via 11 workplaces. The socio-demographics, work commute, stage of change, attitudes to sustainable travel modes, social norms, perceived behavioral control, and personal norm were assessed. An initial descriptive analysis revealed that 19% of the employees saw no reason to reduce their car use; 35% would like to reduce their car use but felt it was impossible; 12% were thinking about reducing their car use but were unsure of how or when to do this; 12% had an aim to reduce current car use, and knew which journeys to replace and which modes to use; and 23% try to use modes other than a car for most journeys, and will maintain or reduce their already low car use in the coming months. A series of Ordered Logit Models showed that socio-demographic variables did not explain the stage of change. Instead, personal norms, instrumental and affective attitudes, and perceived behavioral control toward sustainable travel modes were all significant and explained 43% of the variance in stage of change. Furthermore, it was found that the significant relationships were not linear in nature. The analysis also showed an indirect effect of social norms on the stage of change through personal norms. Implications are discussed regarding the design of interventions aimed at influencing a sustainable work commute.

Identification of determinants for rescheduling travel mode choice and transportation policies to reduce car use in urban areas

ABSTRACTThis paper presents a qualitative analysis about the determinants related to rescheduling travel mode decisions during the activity scheduling process. Notably, we were interested to study changes between intention and behavior. Data used came from an in-depth Computer Assisted Telephone Interview (CATI) follow up survey to habitual drivers carried out during the implementation of a panel survey. An interpretative qualitative method based on Analytic Induction was used to cope with the complex nature of rescheduling decisions and the characteristics of the data. The Theory of Planned Behavior has been used to gain a better understanding of the reasons associated with rescheduling travel mode decisions and to obtain a possible explanation of the phenomena studied. In our sample, 12 codes were identified as the main determinants of travel mode changing. Main reasons for rescheduling a travel mode are different considering gender, age, and the type of travel mode change. Main reasons for changing a nonprivate preplanned travel mode to a private travel mode are different considering the type of travel mode preplanned. New determinants of rescheduling decisions different from those associated with other activity scheduling decisions previously identified emerge when analyzing travel mode changes. A number of important sustainable transportation policies to reduce car use in urban areas are derived from the results of this study.

Los peajes urbanos como factor determinante de sostenibilidad y competitividad en el transporte urbano: un estudio aplicado a Madrid

Urban road pricing is a highly contributory measure to improve sustainability in transport in the area of large cities. This article provides an assessment and analysis of changes in the mobility behavior of the citizens of Madrid as a result of the implementation of a hypothetical toll in the city center. According to the results obtained through a population survey of 1,298 citizens, the study concludes that the application of this measure would provide a significant reduction in car use, a considerable increase in the use of public transport and other sustainable modes (walking or cycling) and a significant reduction of urban congestion in the city center and its surroundings, which would help to achieve greater sustainability in transport for the region as a whole .

Integrating Norm Activation Model and Theory of Planned Behavior to Understand Sustainable Transport Behavior: Evidence from China.

With increasing urbanization in China, many cities are facing serious environmental problems due to continuous and substantial increase in automobile transportation. It is becoming imperative to examine effective ways to reduce individual automobile use to facilitate sustainable transportation behavior. Empirical, theory-based research on sustainable transportation in China is limited. In this research, we propose an integrated model based on the norm activation model and the theory of planned behavior by combining normative and rational factors to predict individuals’ intention to reduce car use. Data from a survey of 600 car drivers in China’s three metropolitan areas was used to test the proposed model and hypotheses. Results showed that three variables, perceived norm of car-transport reduction, attitude towards reduction, and perceived behavior control over car-transport reduction, significantly affected the intention to reduce car-transport. Personal norms mediated the relationship between awareness of consequences of car-transport, ascription of responsibility of car-transport, perceived subjective norm for car-transport reduction, and intention to reduce car-transport. The results of this research not only contribute to theory development in the area of sustainable transportation behavior, but also provide a theoretical frame of reference for relevant policy-makers in urban transport management.

Towards indicators outlining prospects to reduce car use with an application to European cities

The paper brings together the diverse aspects which affect the sustainable urban mobility transition. They are labelled as Spatial, Socio-economic, Supply, Satisfaction and Strive dimension and summed up as 5S. We come up with a systematic procedure for creating indicators under each dimension. The proposed indicators reconcile the need for wide-scope coverage with operability and as such they provide a platform for international comparisons. Apart from that, we have covered some relevant aspects which are in the course of the development yet. These are walking facilities and institutional capacity. To illustrate the operationalization of our conceptual framework, we have provided the data for ten European cities and conducted a pilot study using multivariate graphical technique, Co-plot. This kind of data visualization enables preliminary analysis of performance without weighting decisions.

A visual model for mobility practices and learnings

Visualizations of the city are necessary to lead to inquiries and for designing urban and transport policies because they are needed to synthesize information, to stimulate new hypotheses, and to evoke models. However, most of the contemporary visualization models do not consider that the major paradigms in urban studies concentrate on dwelling practices. The goal of this exploratory article is to represent the practices of urban dwellers, with the aim of elaborating a method to visualize and study the evolution of practices. For this task, there is a need to translate the concepts of practice and learning into visualization. In this article, I propose a range of visualizations to render practices and learnings visible and comparable, allowing for more visual research. The visualizations are created from data gathered during interviews with inhabitants of Swiss urban regions on their daily mobility within a research project challenging the place of the car in contemporary urban spaces. By inventing representations of dweller practices, I obtain a renewed model for understanding urban spaces and practices based on learning. Finally, visualizations are used to understand urban spaces anew and to imagine urban interventions that could be beneficial to changes in mobility practices. Policy measures to reduce car use are suggested based on the model developed with the visualizations and its fundamental principles. Starting from the elaboration of a method of visualization, I propose both a theoretical inquiry of urban practices based on visual urban research and a definition of the city based on learning to orient urban designs in favour of more paedagogical thinking.

PROMOTING SUSTAINABLE TRAVEL BEHAVIOR THROUGH TRANSPORT POLICY MEASURES

This paper examines how transport policy measures have influenced travel behaviour to promote sustainable transportation. Data were collected through a survey on 384 vehicle users to represent the 36 sections of Shah Alam, Selangor. This paper also studied the readiness of an urban population to reduce car usage. Maj ority of the respondents stated that the increase in petrol and toll prices would be the key factors to reduce car use, and more provision of public transport would encourage them to use public transport. However, Chi-square test showed that the willingness of the respondents to use public transport has a strong relationship with the frequency of driving a vehicle. The level of willingness to use public transport is lower when a car is used more frequently. Results also suggested that the majority of the respondents were not ready to consider cycling and walking as alternatives.

PROMOTING SUSTAINABLE TRAVEL BEHAVIOR THROUGH TRANSPORT POLICY MEASURES

This paper examines how transport policy measures have influenced travel behaviour to promote sustainable transportation. Data were collected through a survey on 384 vehicle users to represent the 36 sections of Shah Alam, Selangor. This paper also studied the readiness of an urban population to reduce car usage. Maj ority of the respondents stated that the increase in petrol and toll prices would be the key factors to reduce car use, and more provision of public transport would encourage them to use public transport. However, Chi-square test showed that the willingness of the respondents to use public transport has a strong relationship with the frequency of driving a vehicle. The level of willingness to use public transport is lower when a car is used more frequently. Results also suggested that the majority of the respondents were not ready to consider cycling and walking as alternatives.

PROMOTING SUSTAINABLE TRAVEL BEHAVIOR THROUGH TRANSPORT POLICY MEASURES

This paper examines how transport policy measures have influenced travel behaviour to promote sustainable transportation. Data were collected through a survey on 384 vehicle users to represent the 36 sections of Shah Alam, Selangor. This paper also studied the readiness of an urban population to reduce car usage. Maj ority of the respondents stated that the increase in petrol and toll prices would be the key factors to reduce car use, and more provision of public transport would encourage them to use public transport. However, Chi-square test showed that the willingness of the respondents to use public transport has a strong relationship with the frequency of driving a vehicle. The level of willingness to use public transport is lower when a car is used more frequently. Results also suggested that the majority of the respondents were not ready to consider cycling and walking as alternatives.

Measuring trends in household expenditures for daily mobility. The case in Lyon, France, between 1995 and 2015

There are very few suitable databases for an in-depth analysis of changes in the expenditures of households for their daily mobility, despite the fact that the increase in fuel costs in the years following 2000 raised questions concerning the vulnerability of certain households in light of their dependence on cars. This article uses three consecutive surveys on household transportation carried out in the Lyon urban area in France in 1995, 2006 and 2015. We propose a technique to extract consistent data on household expenses from the three surveys. Changes are then analysed, taking care to distinguish between changes in prices, population structure and mobility behaviour. The results reveal trends that diverge widely during the two periods between the surveys. In addition, significant differences appear in the changes in expenditure levels and structure depending on the location of households. Finally, a transition to reduced car use has become very clear, however significant generational effects produce contrasting results in young and retired households.

Towards an understanding of when non-climate frames can generate public support for climate change policy

There is a growing tendency for policy makers to frame climate change action in terms of non-climate benefits, raising important empirical questions regarding the utility of such approaches. Across three studies we explore whether (and when) non-climate frames can lead to greater support for climate policy relative to climate frames. In Study 1 we framed a car-use reduction policy in relation to climate change or public health and showed that non-climate frames can stimulate greater support for climate policy. Study 2 explored frame relevance as a potential boundary condition to the efficacy of non-climate frames. Study 3 found that attempts to frame climate policy in relation to non-climate issues that affect participants personally can fail if that issue is not seen as being sufficiently relevant. We suggest that non-climate frames can be an effective tool in stimulating support for climate policy, however greater consideration of the key mechanisms is required.

Reducing car use by volitional strategy of action and coping planning enhancement

Personalized travel plans have been regarded as potentially effective soft measures in mobility management. This research conducted a randomized social experiment aiming at citizen car-use reduction, and examined the effect of implementing two personalized travel plans: action plans and coping plans. The two types of plans were designed respectively for enhancing action planning and coping planning as the volitional factors of behavior change. The results supported the effectiveness of the combined action-plus-coping plan intervention in reducing car use, but not of the action plan alone intervention. In addition, the influence of intervention on behavioral intention, action planning, and coping planning, were also presented.

Effectiveness of Transit Oriented Development in Reducing Car Use: Case Study of Subiaco, Western Australia

A transit oriented development (TOD) approach for Perth, Western Australia has been employed as one means of reducing car dependency. Planning for Subiaco Station precinct, one of the first Perth TOD precincts, commenced two decades ago. Drawing on a resident survey, an analysis of the extent that TOD has influenced transport mode choice is provided. The findings reveal that, over time, public transport use has increased and car use decreased, but the latter remains the primary mode of transport. Further reductions in car use could be achieved by addressing “within precinct” factors including improving the quality of pedestrian infrastructure and reducing generous car parking standards; and “beyond precinct” by improving metropolitan wide public transport accessibility in order to better link the precinct to other destinations. In addition to precinct design, addressing attitudes towards car use is necessary in order to change behaviour.

Exploring the influence of built environment on travel mode choice considering the mediating effects of car ownership and travel distance

Though there is a growing literature on the connection between the built environment and travel behavior, limited efforts have been made to consider the intermediary nature of car ownership and travel distance simultaneously while modeling the relationship between the built environment and travel mode choice behavior. The mediating effects from car ownership and travel distance, as an important piece, are not sufficiently investigated. To fill this gap, in this study the relationships among travel mode choice, car ownership and travel distance were described using a framework of integrated structural equation model (SEM) and discrete choice model (DCM). Drawing on a rich dataset of National Household Travel Survey (NHTS) and numerous built environment measurements in Baltimore metropolitan area, this research applied the integrated SEM and DCM approach to investigate how the built environment affects travel mode choice through influencing car ownership and travel distance. Therefore, the direct and indirect effects of built environment on travel mode choice were revealed. This study hopes to give transportation planners a better understanding on how the built environment influences travel mode choice, and consequently develop effective and targeted countermeasures to reduce car use.

Way to Go: Identifying Routes for Walkers and Cyclists to Avoid Air Pollutants.

Way to Go: Identifying Routes for Walkers and Cyclists to Avoid Air Pollutants.

Electronic ticketing systems as a mechanism for travel behaviour change? Evidence from Sydney’s Opal card

Smartcard and other forms of electronic ticketing have become integral to modern public transport systems. While aggregate ridership figures have generally been positive, little is known about the drivers behind these changes because of a lack of travel information on individuals before and after implementation of such systems. The current paper presents analysis from a naturalistic travel behaviour study of inner-city Sydney residents that coincided with the phased introduction of the Opal smartcard system. Using a differences-in-differences methodology, results indicate significant reductions in car use of around 10min/day with commensurate increases in train use and incidental walking. This trend holds across income groups and is more pronounced for older residents. Results add further weight to the merits of simplifying ticket purchasing as part of a package of policy measures designed to increase public transport usage.

The health and economic benefits of active transport policies in Barcelona

Background Since the first Road Safety Plan was approved in Barcelona in 2000, other plans followed and were integrated into the overall mobility plans of the city. Actions stimulating active transportation included increasing pedestrian priority areas, implementation of zones 30, audits of crosswalks, bike lanes, public bicycle program, reduction of car use by limiting parking for residents, increasing public transport, etc. This paper aims to estimate the health and economic benefits of these policies that promoted walking and cycling. Methods We conducted a pre-post evaluation study, comparing walking and cycling trips in 2009 to 2013. We used the HEAT (Health Economic Assessment Tool) developed by WHO. The study population are persons older than 14 who made a trip walking or cycling in Barcelona city during the period of study. Data on the number of trips walking or cycling and the duration of the trips were obtained from the annual daily travel survey carried out in Barcelona (EMEF). It collects information on all trips carried out on the previous working day. We used the value of statistical life provided by HEAT for Spain: 3.203.000€. We estimated the number of deaths per year that were prevented due to changes in the level of walking and cycling from 2009 to 2013 and the economic benefit resulting from prevented deaths. Results The number of people reporting walking for travel increased from 783,518 in 2009 to 862,021 in 2013: This gives an increase in average daily time spent walking per person from 47.5 min to 49.6 min per day. Taking this into account, 86.1 deaths per year are prevented by this change in walking. The current value of the average annual benefit averaged across 5 years of this level of walking is: 47.355 million €. The number of people reporting cycling for travel the day before increased from 40,430 in 2009 to 60,274 in 2013: The average daily time spent cycling per person was 51,8 min in 2009 and 49,8 min in 2013. Taking this into account, 8,2 deaths per year are prevented by this change in cycling. The current value of the average annual benefit averaged across 5 years of this level of cycling is: 4.492 million €. Conclusions Changes in transport policies in Barcelona city, which promoted active transportation, produced a clear impact on health benefits related to physical activity. Language: en

The unrealised potential of bike share schemes to influence population physical activity levels – A narrative review

The recent proliferation of bike share schemes (BSS, also known as public bicycle use programs) in many cities has focused attention on their potential for reducing motorised traffic congestion, improving air quality and reducing car use. Since 2005, hundreds of bike share schemes have been implemented in many cities, with bike share usage patterns monitored in many of them. This paper assesses the development of BSS and provides a rationale for their potential health benefits. The key research question, as yet unanswered, is whether BSS themselves can contribute to improving population health, particularly through increasing population cycling, which would increase population levels of health-enhancing physical activity. This paper presents a framework for evaluating the contribution of BSS to population physical activity, and uses examples of new data analyses to indicate the challenges in answering this question. These illustrative analyses examine cycling in Australia, and [i] compares rates of cycling to work in BSS cities compared to the rest of Australia over time, and [ii] modelling trends in bike counts in Central Melbourne before and after introduction of the BSS in 2010, and compared to adjacent regions in nearby suburbs unexposed to a BSS. These indicative examples point to difficulties in attributing causal increases in cycling for transport to the introduction of a BSS alone. There is an evidence gap, and a need to identify opportunities to improve the health-related components of BSS evaluations, to answer the question whether they have any impact on population physical activity levels.