Transport Modes Research Articles

Understanding the interplay among urban public transport modes: Spatial variation and built environment effects

Research on public transport systems is continually driven by the societal benefits of transport services. However, the nuanced effects of the built environment on public transport mode shares across different modes have received little attention. Using multi-source travel data from Shenzhen, this study presents an analytical framework, which integrates the light gradient boosting machine and Shapley additive explanations, to delve into the complex interplay among public transport modes. The results reveal that most origin-destination pairs with available metro services exhibit a metro share exceeding 50%, underscoring the high attractiveness of the metro. Travel distance emerges as the primary determinant of mode share, with transport-related characteristics proving more influential than land use modifications. This study identifies nonlinear effects of the built environment on mode share, with specific thresholds for built environment characteristics suggesting fine-tuned planning strategies. Metro station densities of 2 counts/km2 correlates with increased metro share, while bus stop densities of 15 counts/km2 are associated with higher bus share. Areas within 2 km of a metro station or with bus stop densities below 15 counts/km2 tend to have higher bike shares. Specific land use ratios and high levels of land use mix are linked to increased shares of certain modes. The findings suggest optimizing bus services in relation to metro availability and offer guidance for balanced planning in promoting metro and shared mobility to achieve a sustainable transport system.

Carbon Emission Reduction Associated With Utilisation Of Telehealth In Outpatient Clinics In An Australian Quaternary Health Service

Objective: To assess the impact of implementing telehealth in outpatient clinics on the carbon emissions associated with the delivery of health care. Design & Setting: Retrospective cohort study in large metropolitan quaternary referral health service from January 2021- December 2022. Participants: All patients who attended an outpatient clinic appointment during the study period, either in-person, via telehealth or via telephone. Main outcome measures: The estimation of carbon emissions in tonnes (t) of CO2-equivalent (CO2-e) associated with in-person and telehealth appointments based on emissions associated with travel, telehealth platform usage and N95 mask usage. Results: There were 571,121 outpatient clinic appointments during the study period. Of the appointments, 251,458 (44%) were conducted remotely, resulting in an estimated reduction in 3,629t of CO2-e emissions in the two-year period. Telehealth consultations in this time contributed 4.5t of CO2-equivalent emissions. The total emission usage of telehealth clinic was only 0.12% of emissions generated from face-to-face clinic appointments. Conclusion: Telehealth offers the opportunity of substantial carbon emissions reduction within the healthcare sector, while also providing cost and time-saving benefits for healthcare services and patients. Limitations include generalisation of transportation modes and the retrospective nature of the data collection.

Can the digital economy empower the transportation sector to improve green total factor productivity?

The digital economy has the potential to facilitate digitization and green transformation within the transportation sector, but further research is warranted on how it can enhance the sector’s green total factor productivity (GTFP). Utilizing provincial data from China spanning 2013 to 2021, this study investigates the impact of the digital economy on the transportation sector’s GTFP. The findings are as follows: (1) The transportation sector exhibits a U-shaped relationship between the digital economy and GTFP. The inflection point of the U-shaped curve is at 0.441, with 81.11% of the samples falling to the left of this point. It is primarily through technological progress and innovation, rather than changes in technological efficiency, that the digital economy influences the improvement of GTFP. (2) The U-shaped relationship exhibits heterogeneity and varies depending on the mode and content of transportation. The U-shaped relationship is more pronounced in regions with lower total traffic volume on highways and railways or higher traffic volume on waterways. For transportation content, DEEI and GTFP show a significant U-shaped relationship in areas with high traffic volumes of passengers and freights. (3) Government intervention can attenuate the U-shaped relationship, which leads to a flatter curve. The market-driven level has the capability to strengthen the U-shaped relationship, resulting in a steeper curve. In conclusion, these findings contribute to deeper insights into the U-shaped relationship between the digital economy and GTFP, offering valuable guidance for policymakers seeking to improve GTFP in the transportation sector.

The Assessment of the Usage, Attitude, and Image of Filipino Students Utilizing Motorcycle Taxi Hailing Services as Alternative Transportation in the NCR

As various transportation modalities continue to rise, Motorcycle Taxi Hailing Services (MTHS) has reshaped traditional modes of transportation. The evolving landscape of MTHS has brought a significant shift in the transportation sector, particularly amid the country’s extreme traffic congestion. This study employed the Usage, Attitude, and Image (UAI) Study by Ned Roberto (1996) with 401 valid respondents. The research examined demographic profiles, extent of usage, levels of attitude, and the image held by Filipino students. Additionally, the significance of UAI was measured when grouped according to gender identity, weekly allowance, and employment. Furthermore, the study explored the relationship between MTHS brands and passengers’ preferences for features. Findings revealed that undergraduate students aged 20 to 23 years old and female passengers are the prevalent users of MTHS, with cash being the most used payment option and commuting to school as their primary transportation purpose. Convenience in booking, safety, and sanitation ranked highest among the ten service features in terms of attitude levels. Angkas emerged as the most prominent brand in terms of brand awareness. Usage frequency when grouped according to gender identity (H4; p = < .001), weekly allowance (H5; p = < .001), employment (H6; p = < .001), and levels of attitude when grouped according to gender identity (H7; p = < .001) and weekly allowance (H8; p = < .001) were found to be statistically significant. Through using multinomial logistic regression and linear regression, it was found that promotions and discounts have a positive estimate and are statistically significant (p = 0.043), which implied that the mentioned feature may influence the respondents in choosing an MTHS app. Based on the study’s outcomes, it is recommended that a female rider option be included in MTHS apps. Additionally, MTHS companies should strategically create promotions to entice the passengers to book such MTHS app; the promotions and discounts were found to be a decision factor.

A Security Framework for Railway Platform Development

The different modes of transport are air, water, and land transport, in which land transport includes rail transport, road transport and off-road transport. Most commonly using transport system are Roadways, Railways and Airways. In these frequently we use the railways, because it is cheaper and it is more convenient than other transport systems. The third largest railway network in the world is Indian railway network. But the accident’s occurs in the railways is higher. Mostly the accidents in the railway station occur between the railway platform and to the train, because of the platform gap. The platform gap is the gap exists between the train and to the platform. To avoid these accidents that the Indian government come with an indicative to increase the height of the platform. But it is not easy job to increase the height. At the time of working we cannot access the platforms. By applying my project it is easy to avoid the accidents as well as we can use the platform too. A human fall down in the gap exist between the platform and to the train can be totally avoided by introducing Mechanical platform edge extensions known as platform gap fillers which is used to bridge the gap between platform and to the train. This is more useful in the case of safeguard the human life and also it is cheaper than the cost which is involved for increase the height of the platform. In this regard the safety barrier setup present at the bottom of the platform will be automatically uplifted with the help of sensor, so the platform gap is closed with the safety barrier. And then it will retract again into the bottom at the platform after leaving the station. By this project the platform gap accidents can be avoided.

Demand rerouting mechanisms with revenue management for intermodal barge transportation networks

Inland waterway transportation plays a crucial role in Europe's transportation network and economy. It is an efficient and sustainable mode of transportation, with lower emissions and energy consumption than other modes of transportation, such as road and air. However, the services provided by inland waterway transport can be significantly impacted by adverse weather conditions such as heavy rain, strong winds, and flooding. These disruptions can cause delays, cancellations, or even damage to vessels or infrastructure. To improve the system reliability, we propose a set of revenue management based (demand itinerary) rerouting mechanisms for intermodal barge transportation optimisation. Revenue Management policies including several customer categories and fare differentiation are applied. Sequential accept/reject decisions are made based on a probabilistic mixed integer programming model maximising the expected revenue of a carrier. A booking framework is defined over a rolling horizon and capacity allocation/reallocation decisions are made for a set of demands including the current and relevant past and potential future transportation requests. Several (demand) rerouting mechanisms are defined and implemented on different service network configurations. The service network status is regularly updated, in particular with respect to barge capacity variations due to changing water levels. An extensive set of experiments is performed and numerical results are analysed. The study results emphasise the added value but also the need for data availability and information sharing between the different stakeholders of Inland Waterway Transportation systems.

Comparative Analysis of Gini Coefficient, GDP, Energy Consumption, and Transportation Modes on CO2 Using NARDL (Nonlinear Distributed Lag Autoregressive Model) for the USA

The significance of the transportation sector, notably in terms of the carbon emission factor, is an undeniable fact. Along with this fact, individuals’ transportation preferences depend on their income levels. In this context, when the issue is considered, the income level in the USA pushes people toward cheap air travel. The main reason for this is that it is cheap, accessible, and transports one to their destinations quickly. Thus, from the perspective of road transportation, bus transportation is popular among the public. The reason why both air and road transportation modes are empirically evaluated together through income distribution is due to the preference of the US people. In this context, the effectiveness of active transportation on both air and highways in the USA from 1975 to 2023 is investigated by taking into consideration the income distribution. Empirical findings obtained through the FMOLS, DOLS, CCR, and NARDL models demonstrate that all independent variables, including GDP, energy use, air transportation, and the Gini coefficient, affect carbon dioxide emissions. In addition, wavelet analysis is performed to comprehend the form of and fluctuations in the series, which are vital to monitoring the periodical changes.

Global Freight Transport Emissions Responsibility.

The transportation of freight by land, sea and air underpins the complex network of global trade in physical commodities. Greenhouse gas emissions from freight transportation are a significant component of global emissions and are predicted to grow in coming decades. However, the inclusion of freight transport in emissions accounts and environmental impact studies is often incomplete. Both data availability and difficulties in allocating freight emissions to specific commodity trades contributes to this. In this study, international freight movements by transport mode are estimated from the bottom-up by imputing global freight transport routes. Emissions are estimated from these freight movements and integrated with a global multiregional input-output model. This enables the calculation of carbon footprints that are complete with respect to freight emissions. We estimate that global freight transport emissions contributed 2.8 Gt CO2-equiv in 2012, or about 41% of total transport emissions. In general, freight footprints contribute about 9% to national emissions footprints. While trade in physical commodities (such as construction materials, food and fossil fuels) are associated with the largest embodied freight emissions, services (such as public administration, education and health) also require significant freight transport. Using a consumption-based allocation of freight transport emissions allows the decarbonisation of other sectors to be complementary to the decarbonisation of transport through reduction in demand, for example through material efficiency strategies. To drive decarbonisation in maritime transport it is critical to include bunker emissions in national emissions inventories, thereby completing the system boundary.

Transport innovations in the cracks: reading for potential post-growth transport and mobilities with Deleuze and Guattari

ABSTRACT The post-growth literature has recently started to engage with transport and mobilities in more depth. However, despite its radical societal critique, it has done so largely in ways that either reproduce recommendations of the sustainable mobilities paradigm or apply context-independent post-growth frameworks without sustained empirical analysis. The literature has thereby largely “closed down” more open-ended explorations of what kind of transport and mobility futures are desirable and possible from a post-growth perspective. This article seeks to remedy this by highlighting the role of innovative practices in bottom-up initiatives that have been invisibilised, in expanding our imaginaries of possible post-growth transport and mobility futures. It builds on Deleuze and Guattari’s concept of the minor, an orientation towards difference-in-itself emerging immanently, to explore such innovative and experimental practices that may be of interest for post-growth transformations. We illustrate the minor’s usefulness by studying two bottom-up initiatives, a French railway cooperative and a German “rolling supermarket”, which we examine with a view towards “difference” that allows for open-endedness and the generation of questions. This article contributes to post-growth transport and mobility scholarship by advocating for a shift in three analytical focal points, building on the minor’s generativity: moving from a-contextual recommendations to examinations of socio-spatially specific transformation (1), from a concern for the “right” modes of transport to minorities (2), and from a near-exclusive focus on the public sector to a more diverse range of economic actors and practices (3).

Understanding the interactions that children and young people have with their natural and built environments: A survey to identify targets for active travel behaviour change in Wales.

Active travel offers many societal benefits, including improving people's mental and physical health and minimising our impacts on the environment. Increasing active travel is particularly important amongst children and young people (CYP), who are building habits which they will carry into adulthood. Studies on active travel amongst CYP are limited, however, with most research focusing on adult participants or on adult perceptions of children. This study sought to understand CYP's interactions with the built and natural environment-and therefore their access to active travel-through the Capability, Opportunity, Motivation, Behaviour (COM-B) model. With a stakeholder group representing local government, youth organisations and active travel organisations, we co-created two bilingual questionnaires-one for young people aged 12-16 years living in Wales and the other for parents of young people aged 12-16 years living in Wales. Both questionnaires collected information on behaviour and perceived capability, opportunity and motivation of CYP to engage with their natural and built environments. The questionnaires included a discrete choice experiment (DCE), which proposed a series of binary choice questions indicating preferences based on landscape, journey time and type of travel. A total of 124 questionnaires (38 young people and 86 parents) were returned for analysis. These data indicate that CYP's time spent outdoors is not dependent upon geography (rural/urban/suburban), season, or school holidays. There was a significant difference in capability, opportunity and motivation between parents and CYP, with parents over-estimating the psychological capability of CYP to engage outdoors. The preference data indicate that active travel is the favoured mode of transport, with both CYP and parents stating that they would increase travel time in order to travel actively. While this response is not consistent with respondent's day-to-day travel choices, it suggests that the limitations to active travel may be psychological capability and automatic motivation, rather than a lack of opportunity.

Exploring Spatiotemporal Interaction Patterns of Dockless Shared Bicycle Networks: A Case Study of Shenzhen, China

Abstract. The explosive development of shared bicycles has changed the way people travel. In parallel with the urbanization process, shared bicycles have emerged as a significant mode of transportation, especially for the first and last mile transit. With the aim of obtaining a comprehensive understanding of the spatiotemporal patterns underlying shared bicycle usage, this study takes Shenzhen, China as a case study. Drawing on the principles and techniques of complex network analysis, the research adopts a spatial grid framework, treating each grid as a node, the flow of shared bicycles as an edge, and the flow frequency as the corresponding weight. Subsequently, the spatiotemporal interaction networks of different periods of working days and weekends are constructed respectively, based on which the topological characteristics are analysed. The results show that the spatiotemporal interaction networks exhibit high regional connectivity and node interdependence, suggesting the presence of a small-world phenomenon.

Multi-channeled halloysite nanotube-blended polybenzimidazole separators for enhancing lithium-ion battery performance

The microscopic transport mode of lithium ions in the separator is crucial for solving the problem of irregular lithium dendrite growth, thereby enhancing the safety of battery operation, and it also has a positive impact on the electrochemical performance of the battery. Furthermore, the heat resistance of the separator is an important indicator for measuring the performance of the separator and the safety of battery usage. In this work, we have introduced sulfonated and lithiated halloysite nanotubes into a high-temperature-resistant OPBI matrix through an easily implementable NIPS, resulting in a high-temperature-resistant separator with multiple lithium-ion micro-transport morphologies. Lithium ions can shuttle through the halloysite nanotube pores, negatively charged sulfonate groups on the surface, and larger finger-like pores formed by NIPS within the separator, creating a high and uniform lithium-ion flux that prevents excessive localized ion flow leading to the aggressive growth of lithium dendrites. According to the characterization data, this separator exhibits relatively satisfactory performance, such as an ionic conductivity of 1.82 mS cm−1, a porosity of 82 %, an electrolyte uptake of 397 %, and no significant physical shrinkage at 200 °C. Additionally, the cells assembled using the OPBI@sHNT-Li20 separator delivers higher discharge capacity (164.92 mAh·g−1), more stable cycle, superior rate performance. So the OPBI@sHNT-Li separator is expected to play an active role in improving the safety and electrochemical performance of lithium-ion batteries.

Testing the functionality of OLGA software for determining optimal oil transport modes to prevent solid particle deposition

Background: During operation, all mechanical impurities entering the collector through the flow lines settle at the bottom due to a decrease in flow velocity. This leads to a reduction in the capacity of the pipeline network, increased pressure, and premature equipment wear. To address this issue it is essential to understand the dynamics and intensity of sludge formation at the bottom of the pipeline. Aim: Evaluate the functionality and efficiency of the dynamic multiphase flow simulator in addressing challenges related to the transport of borehole fluid containing solid particles. Materials and methods: To build a mathematical simulation of multiphase flow with solid particles using OLGA specialised software, we selected one of the oil gathering lines in field N, with a diameter of 159х10 mm and a length of 1600 m, as the study object. This oil gathering line collects production from 16 wells. The OLGA simulator was used to model the process and measure flow parameters with different particle diameters, predicting the dynamics of variables such as time-varying flow velocities, fluid composition, temperatures, and particulate deposition. For a flow with a particle diameter of 104 µm, active precipitation occurs at flow rates between 200 and 300 m³/day. At flow rates of 400 m³/day and above, the velocity is sufficient to carry the particles without significant accumulation in the pipeline. Results: The software enabled the calculation of the dynamic system for different solid particle diameters in multiphase flow, addressing the challenge of evaluating the dynamics of solid phase accumulation in the pipeline and determining the fluid flow velocity required to prevent sludge formation. The software is suitable for implementing simulation modelling to develop technical solutions that minimise the risks of solid particle deposition in oil gathering pipelines during the operation of on-shore infrastructure facilities. Conclusion: The software enabled the calculation of the dynamic system for different solid particle diameters in multiphase flow, addressing the challenge of evaluating the dynamics of solid phase accumulation in the pipeline and determining the fluid flow velocity required to prevent sludge formation. The software is suitable for implementing simulation modelling to develop technical solutions that minimise the risks of solid particle deposition in oil gathering pipelines during the operation of on-shore infrastructure facilities.

Legal Regime of the Settlement of Disputes Arising from a Contract of Multimodal Carriage of Goods within CEMAC Land lock Countries

CEMAC landlocked countries (specifically Chad and Central African Republic) depend solely on Cameroon who serves as a transit state for the transportation of goods to and from these landlocked countries. Thus, the entering into bilateral conventions helped to facilitate and create transit corridors for the transportation of goods amongst these countries. Meanwhile Cameroon which serves as a transit state to these landlocked countries has four modes of transport (road, rail, water and air), while Chad and Central African Republic have just two or three principal mode of transportation namely road, rail and air. However, these modes of transportation pose unique challenges, particularly in countries with limited infrastructure. Through doctrinal analysis of both primary and secondary sources of data, this article seeks to examine the legal framework in resolving disputes arising from contracts of multimodal carriage of goods available to landlocked countries of the Central African Economic and Monetary Community (CEMAC). Our findings revealed that, the legal framework in resolving disputes arising from contracts of multimodal carriage of goods available to landlocked countries are not effectively implemented. As a result, some salient recommendations have been made to bridge the gap between theory and practice amongst these countries in general and Cameroon in particular.

A Distributed VMD-BiLSTM Model for Taxi Demand Forecasting with GPS Sensor Data.

With the ubiquitous deployment of mobile and sensor technologies in modes of transportation, taxis have become a significant component of public transportation. However, vacant taxis represent an important waste of transportation resources. Forecasting taxi demand within a short time achieves a supply-demand balance and reduces oil emissions. Although earlier studies have forwarded highly developed machine learning- and deep learning-based models to forecast taxicab demands, these models often face significant computational expenses and cannot effectively utilize large-scale trajectory sensor data. To address these challenges, in this paper, we propose a hybrid deep learning-based model for taxi demand prediction. In particular, the Variational Mode Decomposition (VMD) algorithm is integrated along with a Bidirectional Long Short-Term Memory (BiLSTM) model to perform the prediction process. The VMD algorithm is applied to decompose time series-aware traffic features into multiple sub-modes of different frequencies. After that, the BiLSTM method is utilized to predict time series data fed with the relevant demand features. To overcome the limitation of high computational expenses, the designed model is performed on the Spark distributed platform. The performance of the proposed model is tested using a real-world dataset, and it surpasses existing state-of-the-art predictive models in terms of accuracy, efficiency, and distributed performance. These findings provide insights for enhancing the efficiency of passenger search and increasing the profit of taxicabs.

Land Use, Travel Patterns and Gender in Barcelona: A Sequence Analysis Approach

Transport systems are essential for the path toward sustainable urbanisation and the transition to more sustainable living. Recently, European cities have undergone substantial changes, and suburbanisation is posing new challenges. Suburban areas are often more affordable in terms of housing, but these neighbourhoods tend to be car-oriented. This leads to higher commuter costs, immobility, transport and time poverty, pollution, higher accident rates and a lack of social interactions. To offer sustainable mobility options to citizens, we must comprehensively understand, together with their individual characteristics, their specific mobility practices and the built environment where they live. This study is centred on the Barcelona Metropolitan Region, which has a public transport network that covers its entire area. The aim of this study is to examine the relationships between travel behaviour, transport mode use, individual characteristics and built environment characteristics in the place of residence using detailed information sources. Herein, we used data from the 2018 to 2021 annual travel survey conducted in the Barcelona region, together with land use and sociodemographic information. Our findings suggest that transport policies have encouraged sustainable mobility practices, particularly in the centre of Barcelona. Despite the positive results, considerable disparities exist between the inner and outer city, with a notable decline in sustainable mobility practices in the latter, due to the uneven distribution of basic services and uneven provision of public transport, together with lower density areas. Our results demonstrate that this uneven distribution reduces the available sequence profiles of inhabitants. In conclusion, the promotion of sustainable mobility policies necessitates further advances in transport, city and land-use planning that consider equity, gender, the socioeconomic profiles of citizens and mixed urban planning.

Prioritizing port resilience drivers and strategies: a case study of Chilean ports

ABSTRACT Disruptive events increasingly challenge global port operations and infrastructure, emphasizing the need for robust resilience plans to maintain operational continuity during crises. Designing effective resilience strategies in port operations involves prioritizing key drivers and strategies by establishing a hierarchical structure and analyzing their systemic interactions. This paper proposes a methodology to prioritize resilience drivers with its strategies by considering multiple key port stakeholders. This approach aims to create a roadmap for implementing these drivers, providing ports with a comprehensive tool for planning and executing resilience strategies. The methodology integrates the Decision-Making Trial and Evaluation Laboratory (DEMATEL) with Interpretative Structural Modeling (ISM). To illustrate its development, a case study focusing on two primary stakeholders, terminals and port authorities, in the Chilean port context is presented. The findings reveal that the main resilience strategies in Chilean ports include remote access to information by port authorities, alternative transport modes for port access and exit, rescheduling dispatches and cargo reception by port terminals, communication and call chains of the port authority, and remote access to information by port terminals. These results offer practical implications for port operations, providing clear guidance for implementing resilience strategies.

Communication dynamics of congestion warning information considering the attitudes of travelers

Traffic congestion is a serious problem faced by many cities worldwide today. Congestion warning information is one of the important influencing factors of urban road congestion; To this end, based on the dynamics of infectious diseases, a congestion warning information dissemination model considering the attitudes of travelers and the network structure was constructed. The existence and stability of the equilibrium points of non congestion warning information and congestion warning information in the model were analyzed, and the optimal control strategy of the model was proposed. Numerical simulation was conducted to verify the results of theoretical analysis, simulate and analyze the impact of changes in various parameters in the model on the dissemination of congestion warning information, and perform sensitivity analysis on several parameters. The results indicate that travelers are more inclined towards “fast” modes of transportation and have a stronger willingness to share congestion warning information. The dissemination range of warning information is wider, which can play a positive role in reducing traffic congestion pressure.

Transportation Mode Selection Preferences for Persons with Disabilities in the Disability-Friendly City of Yogyakarta

A disability-friendly city is a city that meets all the needs of people with disabilities according to service standards in education, health, employment, rehabilitation, social needs, and transportation. The Yogyakarta City Government has declared itself as a ‘Disability Friendly City’ since 2015. To fulfill the movement needs of people with disabilities, the Yogyakarta City government provides mass public transport, Trans Jogja. In addition to Trans Jogja, there are other modes, namely Difa Bike, two-wheeled private, public transportation, four-wheeled private, public transportation, and private vehicles. This study aims to determine the transportation mode selection preferences for persons with disabilities in Yogyakarta City as a Disability Friendly City. This study uses multiple linear regression analysis to determine the factors influencing persons with disabilities in choosing transportation modes. This study's findings state that most people with disabilities prefer private vehicle modes based on influential factors: travel destination, travel distance, travel time, transportation costs, and vehicle ownership.

Active travel in the university setting: Assessing the effects of social behavior, socioeconomics, and spatial location

University campuses are pooling efforts to promote active mobility to reduce their negative impacts on the urban environment, which is significantly influenced by the overreliance on motorized modes of transport. Providing sufficient and safe accessibility conditions for active travel has been highlighted as a crucial strategy for transforming campuses into more livable and sustainable areas in cities. To further explore the likelihood of active mobility uptake at university campuses, this study explored university students’ mobility patterns over time, examining the role of social behavior, socioeconomics, and spatial location factors. The Faculty of Engineering at the University of Porto, Greater Oporto, Portugal, provided the empirical focus for this research. The data analyzed were acquired through surveys of representative samples and spatial analysis over the academic years of 2012, 2017, and 2023. The statistical analysis explained the tendencies and multifactorial influences on travel behavior among university students. Results indicated that travel distance is associated with housing options and travel costs, whereas access to a metro station was associated with walking or cycling. Hence, this study contributed to a deeper understanding of active travel behavior. It provided insights to guide planning practitioners and decision makers in creating integrated transport policy packages that address the barriers and needs of the university community and the surrounding neighborhoods.