Abstract

Shared mobility is widely discussed, yet only few travelers actually make use of shared services. Apart from personal characteristics, the supply and more specific the supply density of shared vehicles is assumed to be crucial for a widespread shared mobility usage. In this paper, we test this hypothesis. Moreover we provide insights into the impact of current mobility behavior on the usage intention for shared transport services. For this purpose, we combine existing transport usage data with the real supply of shared vehicles in selected cities in Germany. We investigate free-floating and station-based car- and bikesharing, free-floating e-scootersharing, as well as ridesharing. To do so, we collected data on the vehicles supplied per service for beginning of 2020. In a first step, we analyze group differences in terms of intended usage between people living in cities where the services are offered and those who live in cities without access to such services. This information is used in a second step when we analyze to what extent the supply density is driving usage intention for a specific trip purpose obtained from the first analysis step. Therefore, we apply logistic regression analyses that focus on socio-demographics, the users’ possession of mobility tools (e.g. driver’s license, car access, transit pass), their current transport behavior and the availability of services respectively.

Abstract

International audience; This paper explores what prompts some individuals to spend a significant amount of time travelling. In the literature, travel time tends to be regarded as useless, unproductive time and, in some cases, as the worst time of the day. The actual behaviour of intensive travellers challenges this view of travel time. A mixed approach that combines quantitative and qualitative methodologies was adopted. A survival analysis of daily travel time in eight European cities gives a quantitative definition of intensive travellers. Qualitative interviews with intensive travellers explore the various dimensions of choice and/or obligation that are responsible for these extreme daily travel times. The results show that roughly 20 % of the individuals in the sample for each city have long travel times (more than 100 min a day). The quantitative analysis also suggests that the behaviour of these individuals is atypical and cannot be explained solely by the characteristics that are considered in standard travel surveys. A qualitative sociological approach supplements the quantitative approach and illustrates that the allocation of travel time is not only determined by the activity pursued at the destination or the mode of transport but also by other factors such as personal beliefs and the perception of travel time. The positive perception of travel time as time to be used constructively or enjoyed influences the decision to travel intensively and, above all, contributes to its long-term acceptability. A number of political issues depend on travel behaviour and therefore, to some extent, on time management. New patterns of behaviour with regard to time management help explain the expansion in the range of individual travel. Document type: Article

Abstract

Purpose - To provide empirical evidence on the level of savings that can be attained by joint route planning and how these savings depend on specific market characteristics. Design/methodology/approach - Joint route planning is a measure that companies can take to decrease the costs of their distribution activities. Essentially, this can either be achieved through horizontal cooperation or through outsourcing distribution to a logistics service provider. The synergy value is defined as the difference between distribution costs in the original situation where all entities perform their orders individually, and the costs of a system where all orders are collected and route schemes are set up simultaneously to exploit economies of scale. This paper provides estimates of synergy values, both in a constructed benchmark case and in a number of real-world cases. Findings - It turns out that synergy values of 30 per cent are achievable. Furthermore, intuition is developed on how the synergy values depend on characteristics of the distribution problem under consideration. Practical implications - The developed intuition on the nature of synergy values can help practitioners to find suitable combinations of distribution systems, since synergy values can quickly be assessed based on the characteristics of the distribution problem, without solving large and difficult vehicle routing problems. Originality/value - This paper addresses a major impediment to horizontal cooperation: estimating operational savings upfront.