Car Use Research Articles

Transforming urban mobility and public space through slow streets. A stakeholder approach

In June 2020 the Local Council Association (LCA) in Malta launched the ‘Slow Streets’ action plan to promote active travel and use public transport, while at the same time provide information to reduce mobility. This paper explores people's perceptions and opinions towards this action plan, and the opportunities and challenges perceived and anticipated experiences in the future implementation of it. To do this we use two qualitative datasets: people's perceptions from 84 semi-structured interviews and an N focus group amongst stakeholders. The semi-structured interviews were conducted between February 2022 and April 2022 by intercepting people in the streets of six localities that showed interest in being part of the action plan. The online focus group was conducted in February 2022. The findings show that 66 % of the resident participants were not aware of the action plan, which is of concern when considering the topic of stakeholder involvement. From the qualitative analysis three main themes emerged: car culture, safety and policy. People agreed that there should be permanent interventions to reduce car use. Both stakeholder groups agreed that urban areas should have safe environments for children to play, and engage in sustainable mobility and healthier lifestyles.

Is multimodality advantageous? Assessing the relationship between multimodality and perceived transport adequacy and accessibility in different travel contexts

Multimodality is regarded as essential to promoting sustainable mobility because of the widely found environmental benefits, although it is unclear whether individuals experience multimodality as a benefit or a burden. This study aims to investigate the relationship between multimodality and perceived transport adequacy and accessibility in different travel contexts. Using data collected in two large Dutch cities, we realized the research aim from three perspectives. First, a multigroup multimodality index was constructed to measure the variability of transport mode use at both major-category and sub-category levels, which somehow addressed the mode classification issue in measuring multimodality. Second, by performing a regression analysis on the factors associated with multimodality, we found that multimodality occurs in different travel contexts related to certain conditions or constraints. Third, the effects of multimodality as well as the interaction effects of car-related factors and multimodality on two factors of perceived transport adequacy and perceived accessibility are assessed using stepwise regression models. Results show that multimodality is burdensome, especially for those who rely on cars. Specifically, being more multimodal is generally associated with higher perceived disadvantage and lower perceived accessibility; for people who experience the ease of driving or have limited access to a car, being more multimodal results in even lower perceived achievement or perceived accessibility. The results indicate that even in compact and less car-dependent urban settings, multimodality lacks attraction and reducing car use is difficult. The findings inform multimodal transport policies and planning to balance social and environmental values by assessing and minimizing the negative individual externalities.

Comparative assessment of the performance of friction materials based on different agricultural wastes

The composition of friction materials is being revolutionised to exclude contentious components. This work comparatively used palm kernel shells, maize husks, cocoa bean shells and melon shells separately with seven other component materials to achieve novel friction materials. Friction and wear of the friction materials were measured using the test rig designed and constructed in-house for this research. Results showed that the maize husk-based friction material performed greatest in terms of thermal stability, wear, porosity and water absorption. Their thermal stability level indicates suitability for use in low-speed passenger cars and other allied braking applications. Using the selected agricultural residues in place of the contentious components in traditional friction materials would potentially solve health and environmental safety challenges.

DAMPAK LAMA PENGISIAN BATERAI PADA MOBIL LISTRIK TERHADAP MINAT CALON PEMBELI

Electric cars are transportation with new types of fuel that are being hotly discussed by the public, with the rising price of fossil fuels, making people choose to switch to electric cars to be more efficient and environmentally friendly. Electric cars themselves have many advantages for the environment in addition to not emitting air pollution, electric cars also do not emit noise pollution, which electric cars are very impermeable and do not emit sound. However, chargers in electric cars are one of the main things so that electric cars can be used, chargers are used to charge electric cars. To charge an electric car battery, it takes a long time until the battery is fully charged. Therefore this study will conduct an analysis by reviewing public knowledge of electric cars and how people perceive the long charging time of electric cars. As well as explaining the influence of age, gender, occupation, domicile, monthly spending on cars, intensity of car use, and the government on the impact of long battery charging durations on electric cars on the interest of prospective buyers. The author uses a survey method in the form of an online questionnaire as a means of collecting research data. Testing this research using the One Sample T-Test method in testing the research instrument and followed by the Independent Sample T-Test to test the relationship between two populations that are not related to each other. Based on the results of the analysis, it can be seen that the majority of people still want to buy an electric car even though the duration of charging the battery or power is long.

Electric cars as a path to sustainable travel behaviour: Insights from Nord-Jæren

This study examines whether promoting electric cars (EVs) to achieve greener mobility undermines the efforts to reduce car use. It specifically explores the concept of moral licensing, wherein individuals use EVs as a way to feel good about their environmental impact while continuing to drive. The study uses travel data (n = 1223) from Nord-Jæren, Norway, to develop a Structural Equation Model (SEM) that explores the relationship between environmental beliefs, attitudes, and travel behaviour (i.e., use of conventional car, electric car, bus, and bicycle). The results confirm that pro-environmental beliefs have a “spillover effect” on EV use due to existing car attitudes. The relative convenience of the car over alternative options has been found to be the most important mitigating factor in the influence of environmental beliefs on behaviour. Consequently, to reduce car use and promote more sustainable travel options, it is essential to simultaneously improve these alternatives while restricting car traffic.

The impact on passenger car emissions associated with the promotion and demise of diesel fuel

The promotion and growth in the use of diesel fuel in passenger cars in the UK and Europe over the past two decades led to considerable adverse air quality impacts in urban areas and more widely. In this work, we construct a multi-decade analysis of passenger car emissions in the UK based on real driving emissions data. An important part of the study is the use of extensive vehicle emission remote sensing data covering multiple measurement locations, time periods, environmental conditions and consisting of over 600,000 measurements. These data are used to consider two scenarios: first, that diesel fuel use was not promoted in the early 2000s for climate mitigation reasons, and second, that there was not a dramatic decline in diesel fuel use following the Dieselgate scandal. The strong growth of diesel fuel use coincided with a time when diesel NOx emissions were high and, conversely, the strong decrease of diesel fuel use coincided with a time when diesel vehicle after-treatment systems for NOx control were effective. We estimate that the growth in diesel car use in the UK results in excess NOx emissions of 721 kt over a three decade period; equivalent to over 7 times total annual passenger car NOx emissions and greater than total UK NOx emissions of 681.8 kt in 2021 and with an associated damage cost of £5.875 billion. However, the sharp move away from diesel fuel post-Dieselgate only reduced NOx emissions by 41 kt owing to the effectiveness of modern diesel aftertreatment systems.

Patterns of car dependency of metropolitan areas worldwide: Learning from the outliers

Despite the development of alternative modes of urban transport, the private car is still the most popular transport option in many regions around the world. Various spatial and socio-economic characteristics of metropolitan areas (MAs) seem to be generally correlated with levels of car use, and thus with car dependency. In this research, we study car dependency in a subgroup of global MAs, that are characterized profiles of car dependency, and are therefore considered outliers. Drawing on data that are available from the Mobility in Cities Database (MCD), we consider 56 MAs and use Mahalanobis distance to identify 7 outlier MAs that are either more, or less car dependent than anticipated by the regression model. We investigate the driving forces behind unpredicted levels of car use and position the outlier MAs in a catalogue of mobility profiles. A combination of urban form, convenience of car use, availability of alternative modes to car and car ownership characteristics were found to contribute to the level of car dependency in these MAs.

System confluence and the reinvention of automobility.

The aim of the paper is to provide a longitudinal account of the emergence and stabilization of the automobility system and to assess the contemporary state of the system in the early stages of an ongoing sustainability transition. The production, use, and disposal of cars, in a pervasive global automobility system, are examined to reveal and explain the growing sustainability significance of overlaps with other systems. System-to-system confluence to varying degrees is ongoing with electricity, housing, aerospace, and information, software, and communications systems. The interfaces between multiple systems are evidenced by contestation for legitimacy via technological innovation and organizational experimentation. The result is uncertainty among key actors and stakeholders, institutional reforms, diverse corporate strategies, and emergent societal practices and behaviors. The paper thereby provides a contextualized account of the tension between barriers to change that may preserve the coherence of the automobility system and differential boundary effects arising from the impact of other production-consumption systems that may result in regime fragmentation. Confluence with other systems may resolve some sustainability contradictions but will also create new ones. Appeal to sustainability science will be key to evaluating how far existing sustainability problems will be resolved, and how far new ones will emerge in the automobility transition.

Characterizing risk factors for the development of cardiovascular events in CAR-T Patients

Abstract Introduction Chimeric antigen receptor (CAR) T-cell therapy, which involves ex-vivo engineering of autologous T-cells against cancer cells, has transformed the management of B and plasma cell malignancies, leading to further efforts in identifying new targets and indications. As the use of CAR T therapy expands, understanding its effects on the cardiovascular (CV) system becomes increasingly relevant. The systemic inflammatory response elicited by CAR T therapy can result in cytokine release syndrome (CRS) with manifestations including sinus tachycardia, hypotension, arrhythmias, and in severe cases, left ventricular dysfunction and cardiogenic shock. Risk factors for CAR T related CV events are not well-described. We evaluated risk factors for a primary composite endpoint of adverse CV events in a real-world cohort of patients with B and plasma cell malignancies receiving standard of care (SOC) CAR T therapy. Methods Medical records from all consecutive patients treated with SOC CAR T cell therapy at a U.S. health system from March 2018 to December 2021 were retrospectively reviewed under an IRB approved protocol. Our outcome was a single composite endpoint of clinically significant CV events including arrhythmia, acute coronary syndrome, stroke, CV death, ejection fraction decrease under 52.5%, heart failure exacerbation, and acute pericardial disease. All events resulted in an inpatient cardiology consult, upgrade to an ICU, or outpatient cardiology appointment. A multivariable Fine-Gray model was used to model CV risk and account for the competing risk of non-CV death. Results 123 patients were evaluated with a median follow-up of 16 months. 32 (26.0%) patients experienced the composite endpoint, with 1 CV death and 18 subsequent non-CV deaths, primarily from progressive disease (PD). Of the 91 patients that did not experience an adverse CV event, 35 (28.5%) died of non-CV causes, most commonly PD. In bivariate analysis, history of Coronary Artery Disease, Atrial Fibrillation (AF), Mantle Cell lymphoma, Tyrosine Kinase Inhibitor (TKI) exposure, Eastern Cooperative Oncology Group (ECOG) score ≥ 1, and CRS grade ≥ 2 were associated with the composite outcome (Table 1). A multivariable Fine-Gray regression model developed with stepwise selection showed a history of AF, ECOG score ≥ 1, Hispanic ethnicity, or CRS grade ≥ 2 were simultaneously associated with the composite outcome (Figure 1). Conclusions Risk factors associated with adverse CV events in CAR T include a history of AF, ECOG score ≥1, CRS grade ≥ 2, and Hispanic ethnicity. These findings are limited by sample size and number of events. These predictors, if validated in larger cohorts, have the potential to identify patients at high risk for CV complications who may benefit from multidisciplinary care pre- and post-CAR T infusion. Enhanced collaboration between oncologists and cardiologists to optimize CV function for this high-risk cohort may lead to improved outcomes.

Understanding travel mode choice through the lens of COVID-19: a systematic review of pandemic commuters

ABSTRACT The COVID-19 pandemic disrupted travel behaviours for very large numbers of people including those who shifted to teleworking and those without the option to work from home. While there is much valuable transport research that has examined the former category, it is still unknown how certain people such as health sector employees and delivery drivers changed their physical commuting in transport contexts that were radically different from those existing normally in urban areas. Based on a systematic review of 36 scientific publications on commuting during pandemic, this study pursues a dual objective. First, by examining the interrelated institutional, physical, and socio-psychological processes that supported or hindered low-carbon transport the study revealed that (A) public transport (PT) reduced service levels and concerns related to COVID were positively associated with substantial shifts away from PT towards car and active travel; (B) this positive association was found to be even stronger in the existence of pre-pandemic habit of car use for commute and strong negative emotions like fear triggered by environmental changes and health risks. Second, by synthesising the key findings from the literature, this study provides significant implications for how mode choice is modelled through the Theory of Planned Behavior and Norm Activation Model. By questioning whether the pandemic commuters had a “normal” set of travel mode alternatives to choose from, the study draws attention to the nuances of mode “choice” versus mode “use” and moves beyond the assumption that commuting always results from individuals making choices. It also argues that the role of (negative) emotions along with the importance of proximity to, or separation from, other bodies on how people commute should be considered in future research. Finally, the crucial role of COVID-19 in changing travel-related norms and the resulting long-term implications for policy interventions require further investigation by future research.

Impact of home-school commuting mode choice on carbon footprint and sustainable transport policy scenarios

Car use for commuting to school is responsible of a significant amount of CO2 emissions, negatively impacting on climate change and calling for action. We collected 8,343 responses through an online survey before the Covid-19 pandemic (November/December 2019) from a sample of schools located in the province of Varese (Northwest of Italy). First, the study estimates the home-school commuting CO2 emissions from students and school staff of the selected schools, both in the starting scenario and in policy scenarios, inducing different potential shifts from car towards more sustainable transport means. Second, it determines the most relevant factors of transport mode selection for school commuting. The findings show that students at high school, even if their trips are generally longer, have lower CO2 emissions than teachers/staff and students of primary and middle schools, because of a higher intensive use of public transport. The optimistic scenario of a 75% shift from car use to walking, for home-school distances up to 2 km, and to public transport, for distances between 2 and 10 km, would save a big amount of CO2 emissions, included in the range 60–67%. Travel distance and time are the two most relevant factors, when students and teachers/staff select the transport means for school commuting. The identification of appropriate sustainable transport policies should consider the geographical, urban, and infrastructural characteristics of the place in which each school is located and of the travel routes.

Identifying Barriers and Expectations in MaaS: Users’ and Stakeholders’ Perspective

Mobility as a Service (MaaS) is an innovative urban mobility concept that aims to provide a competitive alternative to the use of private cars, by integrating various transportation services. Until today, limited MaaS schemes have been implemented and, in most cases, without succeeding to justify the hype. For achieving the goals of MaaS it is essential to capture holistically the expectations and barriers, as perceived by both the end-users and the various involved stakeholders. This paper aims to bridge this gap, by conducting two surveys in the city of Thessaloniki, Greece; the first survey targeted local authorities, organizations and mobility providers, while the second survey focused on (potential) end-users. The responses of stakeholders were analyzed through the Analytic Hierarchy Process (AHP) method, in order to identify the importance of barriers and expectations. On the other hand, the responses of end-users were analyzed statistically and two ordered logit models were developed for identifying the characteristics of those that are more likely to adopt MaaS. The results of the analyses indicate that there is a loop between MaaS and private car usage; on the one hand, the dominance of private cars hinders the adoption of MaaS, but on the other hand, MaaS can be a “tool” for encountering car domination. The results also enhance the idea that public transport is an essential component of MaaS.

Covid-19, intentions to change modes, and how they materialized - Results from a random survey of Californians

Drawing insights from a random survey of Californians conducted in May 2021, we explore how the COVID-19 pandemic impacted Californians’ preferences for various transportation modes and analyze obstacles to increasing transit use. As COVID-19 disrupted habits and created health concerns for shared modes, many Californians expressed a desire to use transit and transportation network companies less after the pandemic, while intentions for driving were mixed. However, intentions to drive less did not materialize, possibly because the pandemic reinforced Californians’ car use habits, and many firms have been urging their employees to return to the office. Without new incentives and measures that increase the generalized cost of driving, the future of transit appears grim, as the intentions of the 28.9% of Californians 18 and over who intended to use transit less post-COVID (versus only 7.3% who wanted to use it more) appear to be realized. Hispanics, choice riders, and those who intend to telecommute more post-pandemic stated that they would use transit less. A silver lining is the substantial uptick in intentions to walk and bike more (25.9%), with just 8% of Californians stating the opposite. The main reasons Californians would not take transit post-pandemic do not include health concerns and are the same in 2021 as in 2017: a personal vehicle offers more flexibility and convenience. Younger adults, people with more education, and affluent households (the so-called “choice riders”) also deplore transit’s insufficient reach and frequency. Our work underscores the intricate interplay between the pandemic, transportation intentions, and actual behavior.

The role of personal motives in determining car ownership and use: a literature review

ABSTRACT Car dependency leads to a variety of societal problems and challenges, not least environmental ones. It is thus not only relevant but also critical to better understand the determinants of car ownership and use. Among those contributing factors, the role of subjective factors is often acknowledged to be important, yet not well understood. We conduct a systematic review of the literature regarding the effect of such motives on car ownership and usage. Based on the commonalities found in the reviewed articles, we identify and describe the five most relevant subjective factors in detail: (i) instrumental motives and autonomy, (ii) affective motives, (iii) symbolic motives, (iv) social norms, and (v) environmental motives. We synthesise these findings in a car ownership/use motives model, discuss implications for public policy and outline directions for future research.

Use of Cilta-Cel CAR T Cells Following Previous Use of a BCMA-Directed CAR T-Cell Product in Heavily Treated Patients with Relapsed/Refractory Multiple Myeloma: A Single Institution Case Series

Background: BCMA-directed CAR T-cell (CAR T) therapy has demonstrated remarkable efficacy in patients with relapsed/refractory multiple myeloma (rrMM). Pivotal trials such as the KarMMa and CARTITUDE studies using ide-cel and cilta-cel respectively, have shown ORR of 73% and 98%, leading to FDA approval of these products. Notably, ide-cel conferred a median overall survival (OS) of 19.4 months with a median duration of response (DOR) of 10.7 months. Similarly, cilta-cel conferred a median progression-free survival (PFS) of 34.9 months and a 27-month OS rate of 70%. Although these and real-world outcomes are promising, relapse after BCMA CAR T therapy occurs in 27-64% of responders and remains a challenge. Various salvage treatments are being explored including repeat BCMA CAR T therapy with a different product. Method: This is a case series of 5 patients with rrMM from a single institution treated with BCMA-directed CAR T therapy between 2019-2022, followed by a second BCMA-directed CAR T therapy using cilta-cel at the time of relapse. Here we report the response and toxicity profile following the second CAR T therapy. Results: Patients had a median age of 64 (40-76). 2 out of 5 patients had high risk disease based on cytogenetics. Prior to the second CAR T therapy with cilta-cel, patients had received a median of 7 (5-8) lines of treatment including the first CAR T therapy. For the first CAR T therapy, 3 patients received an investigational BCMA-directed CAR T therapy at the recommended doses of the product and 2 patients received ide-cel. At the time of subsequent relapse all patients eventually received a second CAR T therapy with cilta-cel. Overall response rate to the first CAR T-cell therapy was 80% with 4 patients achieving ≥ VGPR (n=2 VGPR; n= 2 sCR), and 1 patient with refractory disease. The median DOR was 16 months (7-22 months) for responders and the median PFS was 10 months after the first CAR T therapy. The time between two CAR T therapies ranged from 8-38 months, with all patients receiving at least 1 and up to 2 lines of treatment including bridging therapy before cilta-cel. At the time of this report, with follow-up ranging from 3.1-11 months after the second CAR T therapy, 4 out of 5 patients had achieved a response (n=3 CR; n=1 PR) with a 6-month PFS of 75%. One patient had refractory disease and required subsequent treatment. Notably, this was the same patient who had been refractory to the previous CAR T cell therapy. Grade 2 cytokine-release syndrome after cilta-cel was seen in 1 out of 5 patients. Hematologic toxicities were seen in all patients with grade 3-4 neutropenia in 5, grade 3 anemia in 3 and grade 4 thrombocytopenia in 2 patients. Prolonged grade 3-4 thrombocytopenia was seen in 1 responder requiring transfusions and thrombopoietin analogs. Conclusion: This case series demonstrates the early efficacy and safety of a second BCMA-directed CAR T therapy, specifically in patients previously responsive to similar BCMA-directed therapy. This highlights the need to better understand the clinical utility of this approach, especially with ide-cel and cilta-cel being explored in earlier stages of disease, and to delineate the heterogenous disease course and mechanism of resistance post BCMA-directed CAR T therapy.

Effects of individual characteristics on risky cycling behaviour, mediated by cycling anger experience and expression among Brussels and Flemish adult cyclists: Testing a mediated model

IntroductionAlthough risky cycling behaviour (RCB) has been systematically linked with trip-related factors, no previous research has simultaneously investigated the influence of cycling frequency, car use frequency and trait anger on it. Further, the idea that cycling anger experiences and expressions might mediate the relations between these constructs represents an interesting causal chain to explore. ObjectivesThe primary aim was to assess the relations between trait anger, cycling frequency and car use frequency as predictor variables, mediated by cycling anger experience and cycling anger expression on RCB among adult cyclists, while controlling for the effects of age and gender. A secondary aim was to evaluate the impact of the COVID-19 pandemic on cycling anger experience and cycling anger expression on RCB, by means of a descriptive comparison of two surveys gathered before and during the second COVID-19 lockdown. MethodsA total of 1,346 participants in 2019 (‘before COVID-19 pandemic’) and 1,241 participants in 2020 (‘during lockdown’) filled in an online questionnaire. The questionnaire consisted of a Risky Cycling Behaviour (RCB) variable from the Cycling Behaviour Questionnaire (CBQ), the Cycling Anger Scale (CAS), the Cycling Anger Expression Inventory (CAX) and the Trait subscale of the State-Trait Anger Expression Inventory-2 (STAXI-2). Because different participant samples were included in the 2019 and 2020 survey (independent observations), a two-group mediation model with cycling anger experience and expression as mediators was fitted. ResultsThe results from the 2019 and the 2020 cohort are relatively similar with significant direct effects between trait anger and RCB. At both periods, an indirect effect between trait anger and RCB was present through CAX. As compared to men, women tend to report less anger expression (CAX) while cycling in traffic, but experience (CAS) more anger. A small negative association indicated that older participants tended to report less RCB than younger participants. Both in 2019 and 2020, cycling frequency and car frequency showed no or only small direct and indirect effects on RCB. When comparing the 2019 with the 2020 cohorts, we found a stronger direct effect of trait anger on risky cycling behaviour in 2020 and a stronger indirect effect of trait anger on RCB, through anger expression (CAX). ConclusionsThese results underline the importance to teach cyclists to deal with their anger while cycling. Technics such as relaxation coping skills or a combination of relaxation and cognitive skills (mindfulness) were shown to be effective in cyclists and drivers of motor vehicles.

From ‘I’ to ‘we’: an exploration of how theories of cooperation might inform policymaking around sustainable travel behaviour

This article considers how theories of social cooperation might be helpful in developing policy levers for changing travel behaviours towards environmentally beneficial outcomes, especially in reducing private car use. ‘Theories of cooperation’ can be described as a shift away from a ‘traditional’ economic focus on selfish individuals to one where individuals care what those around them are doing and even sometimes identify with, and think as, groups. We use a simplified ‘game’ to show how game theory offers a very constrained backdrop to thinking about cooperation in a transport setting: it neglects important social factors, both strategic ones and the general social interactions and ease that may be required as a backdrop to cooperation in real life. We then apply this to ‘use cases’ (lift sharing, on-site travel planning, safe cycle storage and peer-to-peer information sharing) that bridge the gap between the abstractions of theories of cooperation, on the one hand, and the practicalities of policymaking and lived reality, on the other. In doing this, we show how cooperation in travel behaviour can develop in two different ways: as emergent social phenomena (for example, the informal-economy approach to car or bicycle repair) and purposeful policy initiatives (for example, rail-fare discounts for two people travelling together, such as the UK’s ‘two together’ railcard). Somewhat reductively, these could be described as ‘bottom-up’ and ‘top-down’ elements within behaviour-change processes. The article shows that: (1) cooperation exists ‘naturally’ in the ‘travel-behaviour policy space’; (2) there is a wealth of opportunities for policy to help make cooperation happen more and/or work better; and (3) this includes opportunities to create the conditions required for cooperation to exist and flourish.

Cyclists’ perception of streetscape and its influence on route choice: A pilot study with a mixed-methods approach

To encourage behavioural changes that reduce car use, understanding travel behaviour and interventions in infrastructure are necessary. Understanding the route choices of cyclists and their motivation based on their preferences regarding their trip attributes is essential to improve cycling infrastructure and encourage active travel modes such as cycling. This research aims to explore the influence of streetscape design features (SDFs) on cyclists' route choices by developing a mixed-method approach to collect objective and subjective data from 22 volunteers. We used a survey (Maptionnaire) with a virtual reality (VR) and eye-tracking experiment to simulate a bicycle trip in Enschede, The Netherlands. Results showed that despite differences between usual and ideal routes regarding SDFs (such as the presence of vegetation, water bodies, and road intersections), factors such as infrastructure provision and quality have a more significant impact when choosing a route. The novelty of the proposed methodology lies in combining data from the different methods to improve understanding regarding the influence of SDFs in cyclists' route choices and raise awareness among the participants about the influence of SDFs on their route choices. These results may encourage future studies to develop and implement alternative mixed-methods approaches to increase understanding of cyclists' travel behaviour. From a practitioner's perspective, implementing such mixed-method for data collection may increase the efficiency of the process to aid in the development of contextual data-driven interventions that encourage the use of bicycles.

Influence of Psychological and Socioeconomic Factors on Purchase Likelihood for Autonomous Vehicles: A Hybrid Choice Modeling Approach

This study looks into how psychological and socioeconomic factors interact to affect people’s propensity to purchase autonomous vehicles (AVs). Inspired by the Technology Acceptance Model, six psychological variables—social influence, convenience, perceived utility, perceived ease of use, perceived risk, and usage attitude—are proposed. Twenty-two measurement variables are introduced because it is difficult to measure these latent factors directly. To understand the link between the latent variables and calculate their factor scores, a structural equation model is created. The latent variables, along with observable socioeconomic attributes, are included as explanatory variables in a mixed logit model to estimate the purchase likelihood for AVs on different levels. A stated preference survey is conducted for data collection. We obtained 302 effective samples. The experiment results demonstrate that perceived usefulness has the most significant positive impact on purchase likelihood, followed by social influence and perceived ease of use. However, perceived risk has a significant negative impact on the purchase likelihood. Individuals with less driving experience and those without a motor vehicle driving license are more inclined to adopt autonomous vehicles. Additionally, there is a substantial correlation between the frequency of car use and the propensity to support the deployment of autonomous vehicles.

Evaluation of the Efficiency of the Use of Hopper Cars with Aluminum Alloy Bodies

The use of aluminium and its alloys in the world history of car building began in the 30s of the last century.The paper considers various types of cars made using aluminium alloys produced in different countries, as well as an assessment of the effect of the use of cars with bodies made of aluminium alloys in the Russian Federation. The effect was determined for three parties of the transportation process: car owners, the carrier and the consignor. The paper calculated the effect of using a hopper car made of aluminium alloys model 19-1299 with an axle load of 25 tf in comparison with hopper cars with steel bodies with an axial load of 25 and 23.5 tf. It is shown that for the consignor and the carrier, the use of a car with an aluminium body by reducing the tare weight and increasing the carrying capacity brings a significant economic effect, at the same time, as for the owner of the car, there is a reasonable increase in the price of the car by 25–30 %. The purchase of cars with aluminum bodies is more expensive for the owner, and therefore it is necessary to increase the rental rate to compensate for the costs or take measures for state support.