Share Of Trips Research Articles

Effective measures in Sustainable urban mobility plans (SUMPs): Analysis of 10 (successful) European cities

The paper presents results of an analysis of measures implemented in various European cities that have been effective in reducing the share of trips by car and increasing the shares of active mobility and public transportation. Ten cities with a significant modal shift from cars to public transportation and/or active mobility in a period of several years were analysed. For each city, an interview was conducted with a local expert. The questions focused on the reasons for successful changes in travel habits and the existence and relevance of the SUMP in bringing about these changes. The results show that all cities analysed have some form of SUMP, and many have additional, more specific documents. Most cities have been developing these documents and implementing the measures in them for many years. Furthermore, the modal shift was always the result of a combination of several push and pull measures. Cities implemented restrictive measures for cars as well as improved conditions for alternative modes of mobility and often focused on road space transformation.

A mixed-methods analysis of mobility behavior changes in the COVID-19 era in a rural case study

BackgroundAs a reaction to the novel coronavirus disease (COVID-19), countries around the globe have implemented various measures to reduce the spread of the virus. The transportation sector is particularly affected by the pandemic situation. The current study aims to contribute to the empirical knowledge regarding the effects of the coronavirus situation on the mobility of people by (1) broadening the perspective to the mobility rural area’s residents and (2) providing subjective data concerning the perceived changes of affected persons’ mobility practices, as these two aspects have scarcely been considered in research so far.MethodsTo address these research gaps, a mixed-methods study was conducted that integrates a qualitative telephone interview study (N = 15) and a quantitative household survey (N = 301). The rural district of Altmarkkreis Salzwedel in Northern Germany was chosen as a model region.ResultsThe results provide in-depth insights into the changing mobility practices of residents of a rural area during the legal restrictions to stem the spread of the virus. A high share of respondents (62.6%) experienced no changes in their mobility behavior due to the COVID-19 pandemic situation. However, nearly one third of trips were also cancelled overall. A modal shift was observed towards the reduction of trips by car and bus, and an increase of trips by bike. The share of trips by foot was unchanged. The majority of respondents did not predict strong long-term effects of the corona pandemic on their mobility behavior.

Passenger trips analysis determined by processing validation data of the electronic tickets in public transport

Based on the set of trip-legs obtained by the algorithm described in our earlier work-trip-legs were sorted by their start or end time for each ticket- we managed to identify the set of passenger correspondence which consists of one or several trip-leg based on the analysis of the transfer conditions. Advanced and in-depth study of passenger correspondence is pivotal for solving transport-planning tasks and avoiding any mistake happened at some point at trip identification. In this work, we will process two matters: distribution transfers by time and identify short activities trips. This work shows that for a two-hour period of free transfer, the share of free trips will be about 17% of the total number of trips. In details, 12% of passengers per day will take one free trip and the share of passengers who will perform two or more free transfers is about 5% of trips. For a one-hour free transfer period the share of free transfer will be about 10%. Passengers with one free transfer will make about 8% of trips. Also, after identifying the short activities trips and dividing these trips into separate trips, the share of trip without transfer increased by 7%. The transfer factor decreased by 0.04.

Organization of residential areas focused on walking and using low-speed individual vehicles

To create a comfortable urban environment, authorities are currently working with the population to reduce the specific share of trips by private car and to encourage the use of alternative modes of transportation, including walking, using low-speed individual vehicles as well. The feasibility of such actions is confirmed by numerous studies of the current urban environment, formed based on the universal accessibility of a private car. Car is a personal vehicle, stored near the place of residence. In the conditions of dense development of large cities, formed according to the rules that do not take into account the ownership of a car by the bulk of the population, as well as modern multi-story buildings in the context of a shortage of land resources, the population is faced with the problem of congestion of local territories with private cars, which leads to conflicts between neighbors. In these conditions, the urgent problem of organizing residential elements of the planning structure focused on pedestrian movements and movement using low-speed individual vehicles. This raises the question of the reorganization of the living environment and the identification of the territorial reserves for changes. This article presents the results of a study of the dense development of residential areas to identify the possibilities of its reorganization based on the principles of pedestrian accessibility and accessibility for low-speed individual vehicles. For research, the design method was used. This method made it possible to establish the quantitative value of territorial resources that are possible for redistribution according to their functional purpose, provided that the intensity of use of the territory corresponds to the standards of urban planning.

Improvement of Tariffs for Urban Public Transportation Taking into Account their Social Significance

The necessity of developing a mechanism for calculating tariffs for urban public transportation, taking into account international practices and the social importance of passenger transportation as a mixed public good, is substantiated. A formula for calculating a social tariff and an organizational-economic mechanism for development of a regional market of transport services to the population (at the example of St. Petersburg) are proposed, and its key principles are highlighted.According to the author, it is necessary to suggest a mechanism for calculating tariffs for transport services to the population, based not only on the costs of carriers, but also on the basis of economic interests of passengers. It is proposed to calculate a social or socially oriented tariff, taking into account the average income of citizens, the average number of monthly trips, the share of transportation costs in the total monthly income and the share of trips with multiple travel tickets. At the same time, the tariff for transport services to the population should not exceed the social tariff.The suggested concept of «organizational and economic mechanism for development of a regional market for transport services to the population» includes a set of principles, goals, facilities and subjects, as well as key elements of the mechanism comprising organizational and economic ones. This approach allows us to take into account the interests of all participants in the transport services market while developing of tariffs.The basic principles of such a mechanism should be: focused objectives, parity, consistency, complexity, sociality, transparency, effectiveness.

Evaluating OpenStreetMap’s Performance Potential for Level of Traffic Stress Analysis

Increasingly, metropolitan areas are prioritizing growth in the share of trips taken by bicycle to improve health outcomes, transportation affordability, and environmental performance of the transport system. Evidence is building that network quality is an important determinant in bicycle commuting and route choice. One prominent metric of facility attractiveness is bicycle level of traffic stress (LTS). In tandem, OpenStreetMap (OSM) is becoming an important source of network data for routing and for generating measures of multimodal accessibility. Although there are studies that examine the completeness of OSM tags and utilize OSM data to compute LTS on networks, none of them examine the accuracy of these analyses. The goal of this paper is to evaluate the accuracy of OSM-derived LTS predictions and offer quality assurance strategies to reduce inaccurate predictions. This study compares OSM-derived LTS predictions with ground-truthed LTS scores created by Montgomery County. It finds that OSM-derived LTS networks provide comparable results to the ground-truthed data. The OSM-derived LTS scores correctly identified 89.9% of the length of the network as either high (LTS 3 or 4) or low stress (LTS 1 or 2). However, this study demonstrates there is a higher potential for error within certain street typologies and urban contexts, and that low-stress accessibility calculations can be very sensitive to even a small number of incorrectly classified segments. Finally, practices to improve the quality of OSM-derived LTS predictions and low-stress accessibility calculations are suggested.

The city as a driver of new mobility patterns, cycling and gender equality: Travel behaviour trends in Stockholm 1985–2015

This paper analyses changes in individual travel behaviour in Stockholm County over 30 years, using three large cross-sectional travel survey data sets. It shows that travel patterns have diverged over time between city, suburban and rural residents. The trends in travel behaviour that we find are consistent with changes in the labour market, ICT use, land-use and transport policy, gender equality, and population composition trends. The inner city has become increasingly attractive: the share of trips is to the inner city is increasing for all purposes, socio-economic groups, and residential locations. The reduction of car traffic in response to the introduction of the congestion charges in 2006 is more than compensated by an increase in bicycle and transit trips to the inner city. Travel times by car are increasing in the city, although the car traffic volumes have decreased. The travel behaviour gender gap has closed completely in the inner city, but not further out in the region or in the rest of the country. Understanding long term trends in travel behaviour in different population segments, and the context under which they occur, helps to understand how the conditions, opportunities and constraints for different population segments are changing, which is key for transport policy and land-use planning. Since the societal trends driving travel behaviour in Stockholm and Sweden are much the same in many cities and countries, the findings are of general relevance.

Spatial Analysis of the Public Transport Accessibility for Modelling the Modal Split in the Context of Site Identification for Charging Infrastructure

The spread of charging infrastructure (CIS) for battery electric vehicles is crucial for coping with the increasing number of electric vehicles. Therefore, the selection of ideal (fast-) charging locations determines acceptance, utilization and, thus, the economic viability of a single site or the whole charging network. The methodology of the Integrated Model Approach STELLA (STELLA is the acronym for the German term “STandortfindungsmodell für ELektrische LAdeinfrastruktur”) for site identification of CIS uses reliable methods of traffic modeling such as the classic four-step traffic modeling in a new context to enable statements regarding the positioning of CIS. Because only (electric) motorized individual traffic is of importance for CIS, the share of trips is calculated by differentiating the modal split between various transport groups. To estimate the public transport share in the model approach STELLA there are several factors used. One aspect is the accessibility of stops, which can be determined with accessibility radii one the one hand, and with network analyses on the other hand. The methods have been evaluated for the region of Nuremberg. Depending on the spatial characteristics there is a difference of up to 60% between the two methods in the area covered by public transport. Therefore, the network analysis leads to a more accurate estimation of the public transport share. The modal split determination is then implemented in the model approach STELLA, which is currently developed for a planning area covering the entire territory of the Federal Republic of Germany.

Urban design and planning influences on the share of trips taken by cycling

This study examines the effect of different street pattern, road infrastructure and other physical attributes on the share of bicycle trips in a community area. Using the 2011 census data and the road infrastructure data of Calgary city, the study finds that different street patterns have significant effects on bicycle usage and thus, should be considered in the development of new communities for promoting active transport. Also, increases in the percentage of green space (agricultural and park areas) and semi-detached houses are associated with greater bicycle use, whereas an increase in the number and/or size (area) of road intersections is associated with reduced bicycle use relative to other modes of transport.

Sustainable Transport in Freiburg: Lessons from Germany's Environmental Capital

ABSTRACT This article examines changes in transport and land-use policies in Germany over the last 40 years that have encouraged more walking, bicycling and public transport use. It focuses on a case study of policy changes in the city of Freiburg, where over the last three decades, the number of bicycle trips tripled, public transport ridership doubled, and the share of trips by automobile declined from 38% to 32%. Since 1990, motorization rates have leveled-off and per-capita CO2 emissions from transport have fallen—despite strong economic growth. The analysis identifies policies that are transferable to car-oriented countries around the world.

Plug-In Hybrid Electric Vehicles: How Does One Determine Their Potential for Reducing U.S. Oil Dependence?

Estimation of the potential of plug-in hybrid electric vehicles’ (PHEV’s) ability to reduce U.S. gasoline use is difficult and complex. Although techniques have been proposed to estimate the vehicle kilometers of travel (VKT) that can be electrified, these methods may be inadequate and/or inappropriate for early market introduction circumstances. Factors that must be considered with respect to the PHEV itself include (1) kWh battery storage capability; (2) kWh/km depletion rate of the vehicle (3) liters/km use of gasoline (4) average daily kilometers driven (5) annual share of trips exceeding the battery depletion distance (6) driving cycle(s) (7) charger location [i.e. on-board or off-board] (8) charging rate. Each of these factors is actually a variable, and many interact. Off the vehicle, considerations include (a) primary overnight charging spot [garage, carport, parking garage or lot, on street], (b) availability of primary and secondary charging locations [i.e. dwellings, workplaces, stores, etc] (c) time of day electric rates (d) seasonal electric rates (e) types of streets and highways typically traversed during most probable trips depleting battery charge [i.e. city, suburban, rural and high vs. low density]; (f) cumulative trips per day from charger origin (g) top speeds and peak acceleration rates required to make usual trips. Taking into account PHEV design trade-off possibilities (kW vs. kWh of battery, in particular), this paper attempts to extract useful information relating to these topics from the 2001 National Household Travel Survey (NHTS), and the 2005 American Housing Survey (AHS). Costs per kWh of PHEVs capable of charge depleting (CD) all-electric range (CDE, or AER) vs. those CD in “blended” mode (CDB) are examined. .Lifetime fuel savings of alternative PHEV operating/utilization strategies are compared to battery cost estimates.

Social Activities and Travel Demand

Social activities are responsible for an important share of trips conducted by individuals. This paper contributes to a rapidly increasing stream of transportation research into individuals’ choice of social relations and trips made to maintain their social relations. A method that was used to collect data on ego-centered social networks in a large-scale survey conducted in the Netherlands in the late 1980s is described, and a model-based framework for analysis of these data is proposed. The framework consisted of a set of linked regression and choice models for analysis and prediction in a coherent fashion of the travel demands resulting from a chain of decisions, including the size and composition of the social network and the travel time and contact frequency related to each member of the network. The results indicate that the sociodemographic attributes of an individual have only a modest influence on network size and a stronger impact on the choice of relationship type, travel time, and contact frequency. Furthermore, significant relationships exist among these social network variables. It was concluded that the framework provides a straightforward and useful way to analyze social network data and identify fruitful directions for future research.

Analysis of Delay Caused by Midblock Jeepney Stops with Use of Simulation

Public transit enjoys an almost 80% share of trips in Metro Manila, and the most widely used is the paratransit vehicle called the jeepney. These 18- to 22-seat vehicles, which evolved from American army service jeeps left after World War II, provide inexpensive and convenient door-to-door service but cause disruptions in traffic flow because of aggressive and problematic driving behavior, particularly when stopping to pick up or unload passengers. Other vehicles are observed to experience delays, especially in the vicinity of midblock jeepney stops with high passenger demand. An overview of work done in building and validating a traffic microsimulation program focuses on modeling the distinctive stopping behavior of jeepneys that considers both transit vehicle and passenger agents. Propensity for nonobservance of lanes and aggressive lateral movements of general traffic are considered in the model. There is also a discussion of the result of simulation experiments that used the developed simulation model called JSTOPSIM and are designed to analyze trends on average vehicle delay experienced by through vehicles as passenger demand and volume of transit and non-public transit vehicles vary. The capability to quantify objectively delays attributable to jeepney stops is important in advocating policies to improve design and operation for the improvement of the public transit system as a whole.

Car-sharing organizations: The size of the market segment and revealed change in mobility behavior

Car-sharing organizations (CSO) have recently spread throughout central European cities and currently have 20000 members. They lower individual fixed costs of car availability change the incentive structure of private vehicle use by transforming nearly all costs into variable costs. A survey of all current Austrian CSO members is used to identify the characteristics significant of members. A procedure is proposed to quantify urban local market segment potentials and is applied to two residential areas. The net impact of CSOs depends on how the new incentive structure changes mobility behavior. A controlled experiment of voluntary new members was carried out to compare pre-membership and membership trip structure and modal split. Results indicate a substantial reduction of aggregate private vehicle mileage. While the share of trips by car is constant, changes in trip length are observed, with there being different changes for households which previously owned a car and those which did not. Combining behavior impact with market segment size results in the quantification of emission reduction and car ownership reduction (land use demand) due to car-sharing, which is a decentralized demand-side transport policy.

A comment on patterns of store choice and customer gain/loss analysis

We explore patterns of store choice and shopping behavior in the domain of women’s specialty clothing stores. Based on previous research, four exploratory research propositions are examined to note patterns in customer loyalty to their “favorite” stores and the incidence of shopping at competing stores. We conduct a vulnerability analysis to note which stores have customer segments most vulnerable to marketing efforts of competitors. Our findings suggest customers in the women’s specialty clothing market do not exhibit 100 percent loyalty to the favored retailer, and the share of trips to the favored retailer is generally constant among stores. The primary implications to retail managers are that they should be most concerned withincreasing the customer franchise base (those naming the retailer’s store as “favorite”) rather than focusing on increasing thefrequency of shopping trips among those customers that comprise the current franchise base.