Car Use Research Articles

Revealing latent trajectories of (intended) train travel during and after COVID-19

This study investigates whether the decline in public transit ridership is a temporary phenomenon or indicative of a structural shift in travel patterns and attitudes. We estimate a latent class trajectory model using data from a comprehensive and large-scale survey administered by the Dutch national train operator conducted at eight different points in time after the onset of the pandemic. Six latent trajectories in train use and stated future intentions to use the train are revealed, showing different ‘recovery’ pathways. Whereas low-educated frequent commuters travel almost as much as before, highly educated frequent commuters and mixed-purpose travellers still travel much less, even in the last wave when all restrictions are lifted. The results indicate that travellers belonging to these classes have structurally changed their behaviour. The shift to working from home is more pronounced than the shift to private car use.

Assessing the air pollution tolerance index (APTI) of trees in residential and roadside sites of Lahore, Pakistan

Industrialization and extensive use of automobiles cause air pollution which indicates the inability of trees plants due to changes in their biochemical and physiological processes for absorbing the air pollutants. Air Pollution Tolerance Index (APTI) is an important indicator for determining the ability of trees plants for their efficient ability for controlling air pollution. To estimate it and its effects a comparitive study of the air pollution tolerance index was examined in 14 species of plants between residential areas (University of the Punjab) and roadside areas (orange train line). To calculate the APTI value, four physiological and biochemical parameters—ascorbic acid, relative water content (RWC), pH, and chlorophyll concentration of leaf samples—were integrated. Present study results reveal that the plant tolerance against pollution is site specific, and that integrating a number of biochemical parameters give more accurate results as compared to single. Results show that Alstonia scholaris show maximum and Magnifera indica show minimum APTI values in residential areas while Magnifera indica shows maximum and Bougainvillea glabra shows minimum APTI value in roadside areas. Present study results show that plants with higher APTI values are tolerant of pollution, whereas those with lower APTI values are susceptible to it. Thus Plants with more APTI values are tolerant and use as a sink to control pollution in urban and industrial sites.

Healthy climate, healthy bodies: Optimal fuel taxation and physical activity

Passenger transport has significant externalities, including carbon emissions and air pollution. Public health research has identified additional social gains from active travel, due to the health benefits of physical exercise. Per mile, these benefits greatly exceed the external costs from car use. We introduce active travel into an optimal fuel taxation model and characterize analytically the second‐best optimal fuel tax. We find that accounting for active travel benefits increases the optimal fuel tax by 44% in the USA and 38% in the UK. Fuel taxes should be implemented jointly with other policies aimed at increasing the uptake of active travel.

Utilization of Solar Energy for Electric Vehicle Charging and the Energy Consumption of Residential Buildings in Northern Cyprus: A Case Study

Solar energy represents an opportunity to facilitate the operation of Electric Vehicle (EV) charging stations and cover the energy demand of households, contributing to sustainability and reducing carbon emissions. In light of the emerging need for solar energy as a source of electricity generation for building and charging electric vehicles, this study aimed to assess the technical and economic feasibility of using photovoltaic (PV) systems to generate electricity for residential buildings and meet the changing needs of EVs to reduce energy demand on the grid. To achieve this objective, monthly solar radiation data were collected from the NASA power dataset to assess solar radiation levels in the region and determine the suitability and potential for harnessing solar energy for various applications. The results showed that northern Cyprus has exceptionally abundant and consistently stable solar energy resources. The daily energy for selected residential households and the GÜNSEL B9 and J9 electric cars was estimated to determine the capacity of the required PV systems. In addition, information was collected on the prices of solar panels, inverters, energy storage systems, etc., which were taken into account to evaluate the economic viability of the developed systems. The results demonstrate that the use of solar energy to charge EVs and meet the energy demands of households is technically viable and economically feasible. The use of electric cars offers nearly double the advantages compared to conventional fuel-powered ones, making them a more environmentally sustainable option.

Ready, Set, Move! Tracking Children's Modified Ride-On Car Use With a Custom Data Logger.

To create and implement a next-generation, custom data logger to automatically track modified ride-on car (MROC) use in home and community settings, establish feasibility of long-term remote collection of community MROC use data, describe trends of MROC use, and explore parent perception of the MROC. In this descriptive study, a custom data logger was constructed and integrated into MROCs using an Arduino Pro-Mini microprocessor to capture real-time use data remotely. It is feasible to automatically track MROC use in home and community settings. On average, MROC use trends appear consistent with caregiver reports and show higher initial use with steadily decreasing frequency over time, and varying bout duration and play session length, despite favorable caregiver perceptions of the cars. Remote tracking of MROC use may decrease burden on busy families and provide clinicians with valuable technology use data.

A Study on the Formation and Distribution Mechanisms of the Demand for Shared Electric Vehicles

With the decarbonization of the transportation sector and the diversification of travel demand, the development of shared electric vehicles has become crucial. Based on survey data of travel mode and destination of shared electric vehicles in Beijing, this paper aims to explore the formation and distribution mechanisms of the demand for shared electric vehicles. First of all, a multi-index and multi-cause (MIMIC) model was established to quantify the psychological latent variables that cannot be directly observed and to analyze the mechanisms between individual socio-demographic attributes and latent variables. Secondly, these psychological latent variables were added to mixed logit (ML) models as explanatory variables to form hybrid choice models to explore the travel mode choice behavior and travel destination choice behavior, respectively, when using shared electric vehicles for leisure travel. The results show that potential users of shared electric vehicles are characterized by higher education, employees of enterprises, no car availability and high driving years, and most of them travel for the purpose of connecting to transport hubs. Latent variables such as individual carbon trading, subjective norms, risks and behavioral intentions all affect the demand for shared electric vehicles; in-car time, out-of-car time, travel cost and the number of subway stations have negative impacts on the demand, while mall properties and the number of parking lots have positive impacts on the demand. Furthermore, the use of shared electric vehicles is highly correlated with the use of cars and subways, and part of the travel demand could be transferred to shared electric vehicles by taking certain measures.

Can we persuade company car drivers to opt out?

Multiple issues are associated with company cars in the academic debate, such as excessive car use and welfare loss. Company cars, provided by organizations to their employees, are often seen as a subsidy for private car ownership throughout Europe, especially in Belgium. Belgium is the first country in Europe to develop a legal framework in which organizations can replace the company car system with alternative solutions such as a corporate mobility budget. The objective of this study was to gain insight into the intentions of employees to replace their company car with this mobility budget. We have carried out an online survey among 527 company car drivers to predict the financial compensation that is required to replace the company car with more sustainable transport modes. On average, respondents required €683 per month to give up their company car. A stepwise linear regression analysis identified familiarity with alternative transport modes, environmental concern, accessibility, and income as the primary predictors of this financial preference. These variables have been proven to be significant predictors of mode choice as well. The findings can help to identify opportunities for generating a modal shift in organizations.

Managing Urban Mobility during Big Events through Living Lab Approach

Urban transportation systems encounter distinctive challenges during planned major city events characterized by large gatherings that disrupt traffic patterns. The surge in private car usage for attending such events leads to a sudden increase in traffic, unauthorized parking, pollutant emissions, and risks to pedestrian safety in the vicinity of the event venue. This study delves into the challenges and advantages of employing Decision Support Systems (DSSs) to manage urban mobility during special urban events with the goal of reducing car dependency and promoting sustainable transportation options. The proposed methodology for designing and testing the DSS is based on the living lab principles of co-planning, co-implementing, co-monitoring, co-validating, and co-reviewing with engaged stakeholders. Moreover, testing of the DSS measures in real-world cases (i.e., during a football match at the San Siro Stadium and a concert at the Alcatraz music hall in the city of Milan, Italy) highlights the potential of the DSS in reducing the use of individual private cars in favor of shared mobility and micro-mobility solutions. As a result, the living lab has proven to be a valuable tool for interacting with stakeholders from the outset of brainstorming ideas for potential transport policies to their practical implementation, with the goal of bridging the gap between what decision-makers believe should be done, what transport operators can feasibly do, and what users desire and expect to be done. The insights presented in this paper contribute to the debate on leveraging technology to cultivate more efficient, resilient, and livable urban environments.

The Potential Role of Railway Stations and Public Transport Nodes in the Development of “15-Minute Cities”

In 2016, Carlos Moreno proposed the concept of “15-minute cities” based on the principles of proximity, diversity, density, and ubiquity. In fact, he re-formulated (“re-invented”) some of the already existing planning principles, making them recognized and desired by non-professionals. Moreno, however, paid little attention to the external connectivity of neighborhoods, assuming that most needs would be satisfied locally. This paper aims to discuss the concept of “15-minute cities” from the transport planning point of view and investigate how the concept can contribute to such planning. The research review conducted in this paper suggests that similar actions in the past caused a modal shift from the use of cars to public transport, rather than a radical limitation of total transport needs. To simplify, if a neighborhood is well designed, people are more likely to walk, ride a bike, and use public transport, but the majority will still commute outside of the neighborhood for work. In the metropolis of the ideal “15-minute city”, Barcelona, the majority of the inhabitants travel to work either by car or public transport, which proves that they need to move outside the neighborhood. This leads us to the conclusions that (1) “15-minute cities” should incorporate the transit-oriented development concept and include public transport nodes, such as railways or underground stations, as the central point of walkable, multifunctional neighborhoods, and (2) railway/underground station planners should pay more attention to the creation of a proper mix of services at and around the stations according to “15-minute cities” principles. In the future, there should also be more emphasis on re-allocating workplaces to neighborhoods, as well as on researching the actual impact of the (improved and current) “15-minute cities” design on transport volumes.

How do drivers' attitudes to low emission zones change after experiencing it? – A pilot study in Norway

Air quality is a problematic issue in many urban areas in the world, and transport contributes to this. This study investigates attitudes towards a piloted low emission zone (LEZ) and distance-based differentiated road user charging (RUC) system. Both policy instruments are likely to be implemented in combination in Norway, aiming at curbing local environmental issues in the largest cities and cover other external costs of car use. The piloted system uses GNSS to track the vehicles and we focus specifically on plug-in hybrid vehicles (PHEVs). The drivers in the experiment were encouraged to use electricity as much as possible within the LEZs, and the drivers were given a monetary incentive which simulates a distance-based RUC within the zones. Forty participants tested the system for several weeks. The technical data from the vehicles, and the participants' attitudes were measured both before and after testing the system and were analysed together to measure the participants' behavioural change and how this correlated with their attitudes towards the system. The results revealed a significant change in the drivers' attitudes before and after testing the system. The participants who were successful in using the LEZ system as intended (i.e. increased use of the electricity mode within the LEZ) gained a more positive attitude. There was no difference between the successful and the unsuccessful groups in their attitudes towards distance-based RUC. These findings highlight the importance of understanding how innovative transport policies aiming at regulating negative externalities from car use are affecting people's everyday life, as this is the major explanatory variable for user acceptance. Furthermore, the study also shows that using distance-based RUC as an incentive for stimulating to a mode shift to the electric engine in PHEVs is a promising avenue.

Pedestrianisation as a step in a societal transformation? An analysis of support and opposition in Brussels

Brussels (Belgium) is one of several major cities with a recent emblematic pedestrianisation project aiming to give public space ‘back to people’. Wondering whether these initiatives represent ‘cracks in the system’ of car dominance, we studied how support for the pedestrianisation has evolved across society, taking into account people's socio-economic and mobility attributes as well as geographical scale. We conducted surveys before and after implementation among metropolitan area residents, people employed in the area and passers-by through online and face-to-face surveys. Findings show a strong increase in overall support, both for the pedestrianisation the central boulevards (now with a majority now in favour) as for a further roll-out. Residential location nearby the pedestrianised centre is identified as a factor of support, but most importantly, habitual car use and remain strong predictive factors of opposition, confirming the various descriptions in literature of automobility as a tenacious socio-technical system.

On the geography of vintage-specific restrictions

Persistent air-pollution problems have led authorities in many cities around the world to impose limits on car use by means of vintage-specific restrictions or low-emission zones. Any vintage restriction must establish not only the cars that face a restriction but also its geographic area of application. As a result of the restriction, a fraction of restricted cars are exported outside the restricted area. Because restricted cars become cheaper, emissions in the restricted area could increase if exported cars remain too close to it. The extent to which such emissions leakage can occur crucially depends on transaction costs in the car market. We study this possibility with a model of the car market that allows for transaction costs and data from Santiago’s 2017 vintage restriction. We fail to find emissions leakage, at least severe enough to undo the 2017 policy effects. Interestingly, transaction costs are shown to have a non-monotonic impact on emissions, and hence, on welfare.

THE FUTURE OF VOICE ASSISTANTS IN CARS: CURRENT GAPS AND OPPORTUNITIES TO ENHANCE USER EXPERIENCE

In-car voice assistants like Google Assistant, Siri, Alexa, and others have become increasingly important modes of communication and control in the car. However, there are seldom any observable in-car user experiences with voice assistants that seem to have been built car-first, i.e. with the car use case in mind as the top one. In this article, we first examine the ways in which voice assistants are integrated into the car. We then explore the top concerns and gaps in the current voice assistant offering in the market and a framework for designing thoughtful user experiences in the car. Finally, this article provides a brief outlook about the future of voice assistant adoption and usage in the car

“That's not feasible without a car”: An exploration of car-dependent practices

In this study, we adopted a Social Practice perspective to unpack which practices are strongly connected to car driving and why that is the case. Through focus group research with car owners in the city of Ghent (Belgium), we explored how strongly practices are locked into car driving and what interventions are required to reduce the car dependence of the observed practices. We found that car-dependent practices are still abundant even in a city that offers ample opportunities for non-car modes. Our study classified the car-dependent practices into five groups: cargo, caring, maintaining social relationships, leisure and commuting. However, some practices could not be placed under a single heading, illustrating that many trips are messy and unpredictable. Consequently, a continuum of car dependence will be necessarily multidimensional and varies along different axes. Not all identified practices were considered equally car-dependent. We distinguished between (1) practices that do not depend on the practice of car driving, (2) practices that do depend on car driving but not on private car ownership, and (3) practices that require strong reorganisation or risk disintegrating without car driving. For urban residents, car dependence of practices occurs mainly at the level of occasional practices and practices outside the urban area. But also for practices inside the city, we noticed a predisposition towards car use, driven by a desire towards flexibility, autonomy and comfort. Revealing how car-dependent practices bundle and exploring the elements that constitute them is imperative for identifying potential avenues for policy interventions.

STUDY OF THE ELASTICITY OF CUSTOMER DEMAND FOR THE PRICE OF THE USE OF FREIGHT WAGONS


 
 
 
 Pricing for the service of using freight cars using data from past periods reduces the income of JSC «Ukrzaliznytsia». The transition to the market price of the service will allow the company to increase demand and income from the use of freight cars.
 
 
 

Unveiling substitution patterns of work trips by teleworking and their associations with physical and virtual accessibility in the Brazilian COVID-19 crisis

This research investigates substitution patterns of work trips by teleworking during the COVID-19 pandemic in Brazil. Through a longitudinal survey, individuals were asked about their frequencies of work trips and teleworking, engagement with Information and Communication Technologies (ICT) and physical accessibility aspects. Using a two-step modeling framework, we revealed three different substitution patterns of work trips by teleworking by comparing the 2nd half of 2020 to the pre-pandemic period (early March 2020): (1) no/lowsubstitution (uninterrupted in-person work), (2) moderate substitution and (3) intense substitution. Moderate substitution was distinguished from intense substitution by the way in-person work was replaced (partially or fully working from home, respectively) and by the proportion of tasks amenable to telework in the individuals’ occupations. After controlling for these aspects, positive attitudes towards ICT and ICT proficiency strongly determined the magnitude of substitution. Interestingly, the level of substitution was also positively correlated with physical accessibility, indicating that the pandemic has likely widened existing inequalities. In the follow-up survey in late 2021, we found that no/lowsubstitution and moderate substitution classes returned to pre-pandemic levels of teleworking, whereas most of those in the intense substitution group carried on teleworking in 2021. Car use for the no/lowand moderate substitution classes persisted throughout time and only a partial recovery in public transit use was observed in the intense substitution class. In addition to contributing to the comprehension of this phenomenon, the present study provides relevant inputs to inform post-pandemic urban policies.

Analysing individual differences in car use to maintenance and discretionary leisure activities

In order to reach ambitious goals of CO2 reduction, a decrease in fossil-fuelled private transport is important. Research on car use for commuters dominates literature although transport for leisure purposes constitutes a substantial share of the total transported kilometres. This study contributes by its focus on car use to maintenance (e.g. grocery shopping) and discretionary (e.g. social visits) leisure activities. We analyse whether individual perceptions about a personal responsibility to contribute to a sustainable transport sector restricts car use, and we also control for other factors such as type of municipality, residential area and sociodemographic characteristics. The analysis is based on survey data from 1024 car users living in rural, urban or metropolitan municipalities in Sweden. Data is analysed by applying recursive bivariate probit models. The results show that those who feel a personal responsibility to contribute to a sustainable transport sector drive less when travelling, in particular to maintenance activities. As well, those who regularly commute by car are more likely to use the car also for leisure purposes, which indicates that measures aimed at reducing commuting by car may spill over to travel for leisure.

Characterization, ratio analysis, and carcinogenic risk assessment of polycyclic aromatic hydrocarbon compounds bounded PM10 in a southwest of Iran

Background/objectivesA group of environmental carcinogens are polycyclic aromatic hydrocarbons (PAHs) that are formed during the incomplete combustion of organic materials. The aims of this study was evaluated the Characterization, ratio analysis, and carcinogenic risk assessment of polycyclic aromatic hydrocarbon compounds bounded PM10 in a southwest of Iran. MethodsIn this descriptive-cross-sectional study, was conducted in every 4 seasons. In each region, 20 air samples and a total of 40 samples were collected by the OMNI device in two regions. ResultsBased on result of this study in the cold season the average concentration total of PAHs was higher than in the hot season. Anthracene and fluorine with 4.70 and 4.25 ng/m3 in the cold season and naphthalene and anthracene with 4.07 and 3.48 ng/m3 in the warm season were the highest mean concentration among other organic compounds. The results of diagnostic ratios also showed that the main source PAHs of in the air of Shushtar city is fossil fuel and the use of gasoline cars. ConclusionAccording to the results the mean amount of PAHs in the cold season is higher than in the hot season, and the effects of temperature on it can aggravate these pollutants. Considering that PAHs are mainly produced as a result of the use of fossil fuels and transportation, it is necessary to pay more attention to these pollutants and control the sources of their emission. It is also necessary to create a culture in society in order to increase the use of public transportation.

Gendered access to household car in China: The mediation role of subjective attitudes

Increasing women’s access to car is advocated as a key strategy to improve women’s capability to move. However, car ownership is not equal to car access and independent car use. The men-favored car distribution within the household may exist to limit women’s access to car. This paper enriches the understanding of gendered access to household car by unpacking the mediation role of subjective attitudes. Perceived necessity to use household car and confidence in driving ability are examined specifically. The results of structural equation modelling support the assumptions that in China, (a) perceived necessity increases individual access to household cars; (b) being employed and in parenthood both increase women’s perceived necessity and thus the access to household car, while men’s access to household car and perceived necessity is increased only by the employment status; and (c) women’s access to household car is reduced by their tendency to lack confidence in driving. The findings suggest that recognizing the necessity of using a car and developing the confidence to drive is essential for women to improve their automobile mobility.

The Micromobility Tendencies of People and Their Transport Behavior

Addressing transport in cities requires a change in people’s behavior and a better distribution of different transport modes’ performances—a change in the modal split. This article focuses on detailed research on the transport behaviors of residents and their attitudes towards possible changes. We developed a questionnaire and distributed it online and physically. The data came from an anonymous survey, and basic statistical methods and a correlation analysis were applied to them. One of the research tasks was to find the correlations between individual characteristics. The analysis showed that the respondents’ education influenced their opinions about transport behavior. The results showed that the most common means of shared mobility was bicycles. The paper contains detailed results regarding the use of private cars and transport behavior in general. In addition, the study presents other significant findings regarding the average number of vehicles in households, the types of vehicles, and their usage patterns. The results of our study are useful for practical applications, because they describe traffic behavior patterns and can improve future decision making and transport planning.