Abstract

The transport sector is witnessing unprecedented levels of disruption. Privately owned cars that operate on internal combustion engines have been the dominant modes of passenger transport for much of the last century. However, recent advances in transport technologies and services, such as the development of autonomous vehicles, the emergence of shared mobility services, and the commercialization of alternative fuel vehicle technologies, promise to revolutionise how humans travel. The implications are profound: some have predicted the end of private car dependent Western societies, others have portended greater suburbanization than has ever been observed before. If transport systems are to fulfil current and future needs of different subpopulations, and satisfy short and long-term societal objectives, it is imperative that we comprehend the many factors that shape individual behaviour. This chapter introduces the technologies and services most likely to disrupt prevailing practices in the transport sector. We review past studies that have examined current and future demand for these new technologies and services, and their likely short and long-term impacts on extant mobility patterns. We conclude with a summary of what these new technologies and services might mean for the future of mobility.

Abstract

ISSN 0769-6464; Les deux premières sessions visent à faire le point sur les tendances d'usage de la voiture en ville, afin d'apprécier les marges de manœuvre réelles, tant par une réduction de son usage que pour inciter à une mobilité de proximité. Le poids du passé (nature des tissus urbains, politiques de stationnement, etc.) peut-il être rapidement contrecarré ? De même, la voiture évolue pour devenir plus propre, moins consommatrice d'espace et s'intéresse à la multimodalité, mais cela suffit-il pour réduire la congestion et la pollution en ville ?

Abstract

Travel patterns of people across Australian cities have been dominated by private cars. As noted by transport researchers, a sustainable transportation system encourages people to make the shift towards non-motorised transport (i.e. public and active transport) and emerging types of transport (i.e. ride-hailing and shared bikes). Using an online questionnaire survey (n = 410), this research reports on the determinants of people’s transition to more sustainable modes of transport in Adelaide, Australia. Further analysis undertaken using a discrete choice model, found that home relocation and job changes were strongly associated with the modal shift of respondents. Younger cohorts were likely to shift away from car usage despite the significant influence in the change in participants’ family composition (i.e. birth of a child), level of education, driving license, dwelling tenure, perceived safety and costs. The significance of this study is that it determined that car dominance can be reduced since there is a willingness of people to opt for non-motorised transport options and other new shared mobility services. The chapter concludes with a varied set of transport policies and strategies addressing different socio-economic groups to increase the share of sustainable mobility, a critical step in moving towards a ‘smarter’ city. Refereed/Peer-reviewed

Abstract

Despite a large body of research suggesting that the built environment influences individual travel behavior, uncertainty remains about the true nature, size, and strength of any causal relationships between the built environment and travel behavior. Residential self-selection, the phenomenon whereby individuals or households select a residential area based on their transport attitudes, is a frequently proposed alternative explanation for the reported associations. To resolve the issue of residential self-selection, longitudinal studies are often recommended. In this paper, we argue that intervention study designs are insufficient to fully resolve the problem and that intervention studies on the built environment and travel behavior may still be biased by residential selfselection. The aim of this paper is to extend existing conceptualizations of the relationships between the built environment, travel behavior, and attitudes and to provide suggestions for how a causal relationship between the built environment and travel behavior may be ascertained with more accurate estimates of effect sizes. We discuss the complexities of determining causal effects in intervention studies with participants who relocate, and the biases that may occur. We illustrate the complexities by presenting extended conceptualizations. Based on these conceptualizations, we provide considerations for future research. We suggest repeating analyses with and without individuals who relocated during the study, and with and without statistical controls for residential relocation. Additional quantitative and qualitative analyses will be necessary to obtain more accurate effect size estimates and a better understanding of the causal relationships. JP and DO were supported by the Medical Research Council [Unit Program number MC_UP_12015/6]. The Commuting and Health in Cambridge study was developed by David Ogilvie, Simon Griffin, Andy Jones and Roger Mackett and initially funded under the auspices of the Centre for Diet and Activity Research (CEDAR), a UKCRC Public Health Research Centre of Excellence. Funding from the British Heart Foundation, Economic and Social Research Council, Medical Research Council, National Institute for Health Research and the Wellcome Trust, under the auspices of the UK Clinical Research Collaboration, is gratefully acknowledged. The study was subsequently funded by the National Institute for Health Research Public Health Research program. Document type: Article

Abstract

Starting from the fact that the transport mode choice is one of those aspects of travel behaviour that, to a great extent, affects the efficiency of the transport system, this paper analyses the factors that contribute to the use of public and car transport. The goals of the analysis were to obtain insight into the preferences for using these two modes of transport in Croatia and find out to which extent the basic demographic and socioeconomic characteristics of the respondents affect the usage of car and public transport and the possibility of taking trips by these transport modes. The paper analyses the data collected by surveys on a representative national sample. The results show that in Croatia, the number of people who frequently use public transport is far fewer than the number of frequent users of passenger car transport. However, the comparison has found that the number of frequent public transport users varies significantly among certain categories of respondents. Using binary logistic regression analysis has determined that the preferences towards the frequent use of car or public transport are significantly influenced by the age of the respondents, size of the settlement, accessibility of the destinations by public transport, the number of vehicles in the household and whether the respondent is the main car user in the household. Document type: Article

Abstract

This paper studied the awareness of an urban population to use sustainable vehicles and their readiness to reduce car usage. Data were collected through a survey of 384 vehicle users in Shah Alam, Selangor. Results suggested that the majority were not ready to consider cycling and walking as alternatives. About to environmental awareness, the majority showed their awareness of the dangers of motor vehicles towards the environment. However,  they refused to use more sustainable mode oftravelling. Among other reasons provided as “refusal” regarding of sustainable vehicles,applicationwas hot weather, surrounding safety factor and inefficient public transport services.Keywords: Sustainable vehicles; environmental awareness, travel behavioureISSN 2398-4295 © 2018. The Authors. Published for AMER ABRA cE-Bs by e-International Publishing House, Ltd., UK. This is an open-access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer–review under responsibility of AMER (Association of Malaysian Environment-Behaviour Researchers), ABRA (Association of Behavioural Researchers on Asians) and cE-Bs (Centre for Environment-Behaviour Studies), Faculty of Architecture, Planning & Surveying, Universiti Teknologi MARA, Malaysia. http://dx.doi.org/10.21834/ajbes.v3i11.109 Document type: Article

Abstract

This paper discusses possible contributions of psychologists to sustainable transportation. It is argued that in order to reach sustainable transportation, among others, behaviour changes of individual car users are needed. As transport policies will be more effective if they target important antecedents of travel behaviour, first, factors influencing such behaviour are discussed. It is argued that car use is very attractive and sometimes even necessary for many different reasons. This implies that a combination of policies is called for, each targeting different factors that support car use and hinder the use of more sustainable modes of transport. Next, the paper elaborates on policy strategies that may be employed to achieve sustainable transportation by changing car use. Increasing the attractiveness of sustainable transport modes by means of pull measures seems not sufficient to reduce the level of car use. Besides, car use should be made less attractive by means of push measures to force drivers to reconsider their travel behaviour. The acceptability of such policies may be increased by clearly communicating the aim of these policies, and the expected positive consequences (e.g., less congestion, improved environmental quality). Moreover, possible negative effects for individual freedom may be compensated by implementing additional policies aimed at facilitating the use of sustainable transport modes. Document type: Part of book or chapter of book

Abstract

Proceedings on CD-ROM."br /"Section G. TRANSPORT IN DEVELOPING COUNTRIES.; Environmental problems in Asian cities are more and more subject of international organisations and conference debates for the last decades. Strategies for sustainable urban development are discussed in international forums where urban transport system appears as one of the central issue. The SUSTRAN network (Sustainable Transport Action Network for Asia) is a good illustration of an international forum for promoting a more sustainable and people-centred urban transport. World Bank orientations and policies seems to follow a similar direction. A well documented research was recently made on key choices and policies in transport in nine cities on recent decades (Barter, 1999). Among Asian countries, since doi moi in the midst of 70's, Vietnam, Vietnam a fast urbanisation and a growing motorization in the large cities. Environmental issues appear as more and more important in this period of fast growth, deregulation, and market-oriented development. In 2000, a research project "Pollution of urban transport in Hanoi" from Ministry of Environment pointed out the worsening of Hanoi environment linked to increasing motorization."br /"For 1999 of a co-operation research programme between LET (Lyon) and CRURE (Hanoi) on urban transport and sustainable development of Hanoi This research is based both on household survey and Delphi survey Up to now, few household surveys have been done in Hanoi and their results remain unpublished by agencies or consultants. This paper presents some results of a household survey made in 3 districts of Hanoi in 1999. It is an opportunity to compare some results with outcomes of a previous survey done in Hanoi in 1995 (CUSSET, GODARD, HUONG, 1996)."br /"Daily mobility, travel behaviour, modal choice according to distance, nature of activities to be done, depends from many socio-economic variables. In order to learn a lot about individual's travel behaviour, household surveys should bring insight on population the behaviour (motorised and not yet motorised) and on main obstacles to transfer towards public transport or/and non motorised transport.