PROBLEMS OF NONREPORTED TRIPS IN SURVEYS OF NONHOME ACTIVITY PATTERNS
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The problem of nonreported has become the subject of substantive basic research activities. This has occurred in line with increasing concern about potential artifacts in the development of travel-behavior data attributable to the specific survey method used. In that context, three types of have to be distinguished, namely, (a) that were not reported by the respondents due to increasing lack of care in case of survey periods of several days' length, (b) that were not reported by the respondents because they forgot or considered them redundant, and (c) that the respondents did not want to report on the basis of their own deliberate decisions. It is relatively simple to check the loss of accuracy caused by type-a trips. A methodological experiment was conducted to disclose errors of type b and to gain at least a certain idea about errors of type c. The results confirm previous findings from the analysis of reporting losses for multiple-day surveys. Accordingly, in the analysis of trip volumes, a distinction has to be made first between the nonhome share and the number of for mobile persons. Use of the (artificial) measure trips per person would cover up important relationships. In addition, the level of underreporting of measured by this means can be set between 5 and 15 percent. This underreporting is not equally distributed across all transportation modes and trip purposes, but it occurs to a disproportionately large degree for discretionary and recreation travel, especially by nonmotorized modes.Cite
The Travel Survey is a module of the Household Income and Consumption (HIC98) survey carried out in 1998. A certain number of the sample households used for this survey were questioned about pleasure and business trips with or without overnight stays that they had made during the preceding months. From the data obtained it was possible to analyse the travel habits of the Swiss within their own country and abroad. The general aims of the Travel Survey were, on the one hand, to fill the gaps in the official statistics on tourism and, on the other, to meet international recommendations concerning this field. The main specific aim of the survey was to obtain the best possible data on expenditure by Swiss people when they travel. This information is to be used for drawing up a Tourism Satellite Account (TSA) which will measure the economic significance of tourism in Switzerland. The HIC98 Travel survey examined private and business trips with or without overnight stays. The different types of trips included in the study correspond to the following definitions: Private excursions are same-day trips with no professional or commercial involvement. In the Travel Survey private excursions lasted at least 4 hours and took the subject away from his or her usual environment. Activities carried out on a regular and repeated basis were not considered as private excursions. Private trips with an overnight stay were defined as trips away from one’s usual environment involving at least one overnight stay but lasting not more than one year without interruption, made not for professional or commercial reasons. All types of private trips were included in the study. Business trips are those away from one’s usual environment, with an overnight stay or not and are for business or other professional purposes; they last not more than one year without interruption. Travelling companions are also on business.
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Business travel
Survey data collection
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Pakistan’s national economic growth framework views connectivity between people and settlements as an engine of economic development. However, a little is known about the patterns of mobility across socioeconomic segments of the country. The study aims to explore gender differences in travel behavior across urban and rural areas that remain unexplored due to the non-availability of suitable data. The paper employs national dataset of 2007 Time Use Survey (TUS) carried out to measure gendered time use in paid and unpaid work activities. In TUS, a national sample of 37830 respondents living in 19380 households, ageing 11 and above, was selected for household and time diary surveys during the whole year 2007. Time use diary recorded various activities carried out by respondents in forty eight 30-minute long episodes of the past day, their context locations and simultaneity, according to 125 activity codes based on UN designed International Classification of Activities for Time Use Surveys. Preprocessed TUS, that is publically available from Pakistan Strategy Support Program, was analyzed using longitudinal data analysis techniques. According to the results, large gender differences are found in travel behavior related to trip rate, travel mode, duration and purpose of travel. Female are more likely to be immobile as 55 percent female respondents did not report any trip in the diary day as compared to just 4 percent male respondents. Women make lesser daily trips (2.8) than men (5.4) and the greatest difference exist for leisure and sociocultural trips. Women are more automobile dependent as their share of automobile trips (13 %) is greater than men’s share (10 %). Period of adulthood and marriage seems to restrict female mobility and leisure travel strongly. Female travel behavior is largely shaped by sociocultural, economical and built environment of the country. The findings points out the need for gender sensitive transport and land use policies in the country as women are more likely to be immobile or travel less due to their concerns related to safety, security and quality of transportation. Potential sources of bias and research directions are pointed out at the end.
Time-use survey
Travel survey
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Most of the studies on travel patterns in behavioral geography have been done assuming single purpose trips. Recently, however, some attempts to explain human spatial behavior pay attention to multipurpose trips from the viewpoint of comprehensive explanation of actual behavior. These studies emphasize the importance of the temporal dimension. Paying attention to this trend, this paper examines the patterns of daily travel behavior, focusing upon multipurpose trips, through considering the relationship between cyclic trip patterns (i. e. home-to-home circuit) and the daily trip patterns of individuals, and the influence of accessibility and travel-activity time on multipurpose trips.The data used in this study are based on the personal trip survey conducted by the prefectural government in the city region of Hiroshima in 1978. The trip patterns are classified by the number of trips in each cycles, the sequence of activities, and the combination of cycles with that of trips per day, indicated by “B(a, b)”, where “a” refers to the number of cycles carried out per day and “b”refers to the number of trips carried out per day.The results obtained are as follows:(1) Multipurpose trips comprise 18.3 percent of all the cycles. The rate of multipurpose trips varies according to the characteristics of individuals due to the degree of obligation for activities they carry out.(2) The four main trip patterns, B(1, 2), B(1, 3), B(1, 4), B(2, 4), comprise more than nine-tenths of all the trips by individuals (Fig. 2). Relating the trip patterns by individuals to those of cycles, the more trips are contained in a cycle or the greater the degree of obligation for activities is, the fewer patterns occur with more than one cycle per day (Table. 7).(3) A positive correlation is detected between the rate of multipurpose trips and the accessibility from the destination of the first trip to other establishments. The relationship between the rate of multipurpose trips and the accessibility from the residence to other establishments, however, is more complicated. That is, as for the areas where the accessibilities are very high, the rate of mulpurpose trips decreases with the accessibility, although the rate has positive correlation with accessibility generally (Fig. 4).(4) Based on the combination of activities, a hypothesis for the generation of multipurpose trips is proposed and partly supported (Table. 8). The hypothesis is as follows;1) In cycles consisting of discretionary activities, travel time per stop in a multipurpose trip is shorter than that in single purpose trip, due to the principle of least effort.2) In cycles combining obligatory activities with discretionary ones, the longer the time of obligatory stay and movement, the fewer multipurpose trips occur, since obligatory activities have an effect on discretionary ones as constraints.3) The cycles consisting of business activities are highly influenced by the nature of occupation, so that the rate of multipurpose trips varies according to the occupation.As for unemployed housewives and employed housewives, however, the travel time of the first trip in each cycle and average travel time per stop are respectively related to multipurpose trips.
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A previous study indicated that automobile commuters were willing to reduce automobile travel to work under certain circumstances. The primary aim in a follow-up study was to investigate whether shopping and leisure trips differ in this respect from work trips. Specifically, it was belived that automobile travel may be reduced more for shopping trips than for work trips, and more for leisure trips than for shopping trips. A telephone survey of 250 automobile owners and spouses of automobile owners showed in agreement with previous results that the respondents' intentions to reduce travel distance by automobile was affected by increased health risk (respiratory problems due to air pollution), increased number of other automobile owners restraining from use of their automobiles, and increased gasoline cost. On average subjects stated that they would reduce travel distance to 61,1% for work trips, 58,1% for shopping trips, and 65,7% for leisure trips. At the individual level, 58,3% indicated that they would not reduce automobile travel at all for work trips, 60,0% that they would not reduce automobile travel at all for shopping trips, and 40,0% that they would not reduce automobile travel at all for leisure trips. Only weak relationships were found between how much respondents were willing to reduce automobile travel and how concerned they indicated they were with control of air pollution, or between the former and how much they preferred automobile travel over public transport. It was concluded that large variation in travel patterns may account for the mixed results concerning differences due to trip purpose. (A)
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The travel cost method is used to analyze the recreation demand for North Carolina trails. Incorporated in the demand model are users' perceptions of trail quality and their stated number of annual trips. Trail demand is specified with panel data that consists of two separate observations per respondent. Users' behaviors are analyzed by combining both data on the observed trip counts and stated trips. Stated trips are the number of trips a user would have taken to the last trail used had the site quality been ideal. Since both users and non users of trails during the past 12 months were asked their stated trips if quality improved, the non-participation effect was incorporated into the estimates of trail demand. Study findings showed users' ratings of trail quality can be successfully incorporated into a demand model to evaluate a hypothetical improvement in trail conditions. The estimated $15 increase in consumer surplus per trip is of practical importance to policy analyses aimed at improving social and environmental conditions averse to trail users.
Economic surplus
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In this paper, we investigate the travel behavior changes in Thessaloniki, Greece aiming to understand them and explore the factors that affect them under the COVID-19 mobility restriction measures. Socioeconomic and mobility data from two questionnaire surveys, one year before and during the COVID-19 lockdown of April 2020 (with 1462 and 196 responses respectively), were compared by utilizing a wide variety of inductive statistical tests. Ordinary Least-Squares regression models and Cox proportional hazards duration models were employed to explore any concurrent socioeconomic effect on travel behavior patterns. Results showed that the number of daily trips per person was on average decreased by 50% during the lockdown. This decrease was much greater for the non-commuting trips. Trips on foot were increased, private car was mainly used for commuting and public transport modal shares were heavily reduced. Trip durations were generally increased, as travelling was considered a recreational activity per se. The starting times of the first trips of the day were more evenly distributed throughout the day and many travelers only started their first trips late in the afternoon. Older travelers generally maintained their mobility behavior patterns despite their higher vulnerability to COVID-19 disease. Lower-income travelers were likely to make more daily trips. Male travelers tended to make higher-duration trips compared to their female counterparts. Since pandemics may become recurring events in the future, our findings provide for a better understanding of their influence on mobility and support the design of customized policies to fulfill sustainable mobility objectives during lockdown circumstances.
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The concept of trip incidentality is examined, with trip incidentality defined in terms of the effect on total daily travel distance of removing (or not recording) specific activities from the daily set of activities. Four measures of trip incidentality are proposed and applied to a travel survey data set collected in Brisbane, Australia, in 2004. Several findings concerning the measurement of daily travel are of importance. Although trip rates have traditionally been used to measure daily travel, it is shown that 50% of trip stages could be removed from the data set, and only 20% of travel time, 8% of trip-stage distance, and 3% of trip chain distance would be lost. These findings question the robustness of using trip rates as the primary means of measuring daily travel patterns, especially when the data are to be used in the development of transport network models. The extent of trip incidentality is further explored as a function of several trip and activity characteristics. It is found that activities are less likely to be incidental if they are for work, education, or recreation purposes and are more likely to be incidental if they are at the end of a public transport trip stage or during peak periods. They appear unaffected by the length of the trip stage preceding the activity but are highly influenced by the duration of the activity itself, with shorter-duration activities being much more likely to be incidental.
Trip generation
Travel survey
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The aim of this study was to estimate the benefits that people could achieve by trading their car for a nonmotorized mode of travel, such as walking, to make their short daily trips. For this purpose, detailed information on travel behavior gathered through large-scale travel surveys conducted in the greater Montreal, Quebec, Canada, area was used. The travel behavior observed in recent travel surveys was analyzed to estimate the number of short trips for various population segments. These surveys gathered travel and sociodemographic information for approximately 5% of the population. Data from the 2003 survey revealed that more than 7 million motorized trips were made during a typical weekday; 862,000 (11.7%) were shorter than 1.6 km (1 mi). With the appropriate speed and stride for each population segment, these motorized kilometers were converted into numbers of steps to appraise the potential physical activity benefits of making these short trips by foot instead of by a motorized mode. The results show that about 837,000 motorized kilometers could be converted into almost 1,156 million steps every day. Overall, 12.5% of the population had steps in reserve, an average of 2,660 steps per person. Such a shift in mode choice could help some people meet their required physical activity volumes through their daily travel patterns while helping to save energy, reduce pollution, and mitigate traffic congestion.
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Mode choice
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Time of day
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