Exploring the Relationship between Built Environment and Commuting Mode Choice: Longitudinal Evidence from China
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The literature has offered much evidence regarding associations between the built environment (BE) and commuting behavior. However, most prior studies are conducted based on cross-sectional samples from developed countries, and little is known about the longitudinal link between BE and commuting behavior. Based on two rounds of survey data from China, this study examines relationships of BE with commuting mode choice from both cross-sectional and longitudinal perspectives. The effects of life-cycle events are considered within a unified framework. Results of the longitudinal examination of BE and commuting mode shift largely support the cross-sectional analysis. Specifically, promoting more balanced land use and improving residential density are important for car use reductions and active travel initiatives. Meanwhile, more balanced land use improves the probability of commuting by motorcycle and electric bike, but reduces the probability of commuting by public transit. This study also highlights the remarkable role played by life-cycle events in affecting commuting mode shifts.Keywords:
Mode (computer interface)
Mode choice
Longitudinal Study
Longitudinal data
Cross-sectional study
Taxis
Mode choice
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Disabled people
Revealed preference
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Mode choice
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Transit-oriented development
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What makes people use or prefer the car more than public transport? What will facilitate the use of public transport? An understanding of the factors that affect mode choice is essential to the promotion of more sustainable behaviour and the achievement of the state's transport targets. In this paper, we analyse the Transport Data Centre's (TDC) Sydney Household Travel Survey (HTS) data to assess the factors affecting mode choice. We also identify areas where public transport use may have the most potential for expansion subject to focused intervention. (a) For the covering entry of this conference, please see ITRD abstract no. E216058.
Mode choice
Private transport
Sustainable transport
Promotion (chess)
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Affect
Journey to work
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While much research has explored the influence of the built environment on public transport use, little focus has been given to how this influence varies by public transport mode. Using a case study of Melbourne, this study assesses the influence of the built environment and other characteristics (transit service quality, demand management and socio-demographics) on commuting by train, tram and bus. Key findings indicate that the built environment has a significant influence, but with notable differences between individual public transport modes. Commuting by tram was found to have the strongest association with the explanatory variables, while bus had the weakest explanatory power. Differences in the geographical coverage of public transport services in Melbourne play a key role in explaining the influence of the built environment. Population density is positively associated with tram use, which operates in older, higher density environments, but is negatively associated with train and bus use. Furthermore, the association with land-use mix is only significant for train and tram use, as buses tend to operate in areas with greater land-use homogeneity. When focused on inner Melbourne only, the influence of the built environment is diluted, while distance to public transport becomes more significant. The findings have important implications for practice, not only in terms of improving transit demand forecasting but also in targeting changes to the built environment to leverage higher transit ridership by mode.
Mode choice
Transit-oriented development
Explanatory power
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Demographics
Transportation planning
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Mode choice
Mode (computer interface)
Car ownership
Travel survey
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대도시를 중심으로 승용차 이용을 억제하고 대중교통의 수단분담률을 제고시키기 위한 다양한 교통수요관리방안이 추진되어 왔으나 승용차 통행량의 감소와 같은 정책적인 효과는 충분하다고 볼 수 없다. 이러한 원인의 하나로 대중교통 서비스의 향상을 통해 승용차로부터의 수단전환을 유도하는 정책들이 대중교통의 수단적 효용을 증가시키는 효과는 있었으나 모든 승용차 이용자에게 대중교통으로 전환할 정도는 아니었다는 것을 들 수 있다. 이에 본 연구에서는 교통수단선택 계층에 따라 교통수요관리 방안에 대한 인식의 차이가 있을 것으로 보고, 불특정 다수의 통행에서 승용차의 이용빈도를 기준으로 교통수단선택 계층(승용차 의존층, 승용차 선택층, 대중교통 선택층, 대중교통 의존층)을 분류하고 각 계층별로 수단선택 영향요인에 대한 인식 및 교통환경의 변화에 대한 통행행태의 차이를 비교 분석하였다. 그 결과로 승용차의 의존도가 높을수록 편리함이나 쾌적함과 같은 정성적 요인을 더 중요시 인식하고 있으며, 주차규제나 통행시간 및 비용의 증가와 같은 교통수요관리기법에 대해서는 승용차의 의존도가 낮을수록 대중교통으로 전환될 가능성이 높다는 것을 나타내었다. 또한 주차규제 정책 추진시 주변 도로의 주차단속이 병행되어야 하며, 경제적인 부담을 가중시키는 방법으로는 주차요금과 같이 승용차 이용시 선택적으로 발생되는 비용보다 연료비 인상과 같이 상시적인 비용부담이 가중될 수 있는 방법이 보다 효과적이라는 정책적인 시사점을 제시하였다. Various schemes of transportation demand management(TDM) to discourage the use of cars and enhance public transit performance have been implemented in large cities. Nevertheless, policy effects in reducing car have not been satisfactory. Car-dependent travelers who tend to keep driving cars regardless of the change of the trip circumstances as such increase of travel time and cost according to car use or improvement of public transit service may be due to not according to utility reflecting mode-specific impedance and their own socio-economic characteristics. In this study, travelers were classified into four groups by their choice frequency of private car and public transit in unspecified multiple trip(car-dependent, car-choice, public transit-choice, public transit-dependent class). And the characteristics of each group were comparative analyzed. The results show that the group of a higher car-dependent is a higher priority on convenience and comfortability of the car when making decisions and the group of a lower of car-dependent is likely to change to public transit.
Mode choice
Mode (computer interface)
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Results are presented from analysis of individual mode choice behavior in the longitudinal section in Germany. The findings show that about half of German drivers also use public transport. Because they use different modes, they can be characterized as multimodals. This group will constitute an increasing share of the public transport clientele in coming decades because the decline of captive public transport riders is foreseeable. Therefore it is necessary to understand multimodal behavior because in an environment where travelers have increasing options, it is important to know how they make use of their options. It was found that multimodals employ public transport for specific purposes, whereas the car is universal. Less than 20% of multimodals use public transport on a regular basis, for example, to commute. Most multimodals use it occasionally. Multimodals opt for public transport in specific situations because it is the better option and not because there is no car available. Although for families ...
Mode choice
Mode (computer interface)
Mode of transport
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The first objective was to understand commuters' regular travel mode. The second objective was to understand the reasons for the regular mode and the preferred alternative when this regular mode was not available. The third was to determine the willingness to change to public transport mode and what concerns commuters had about the mode. A questionnaire survey of workers who commuted daily to Higher Educational Institution (HEI) workplaces located at the city of Ado Ekiti was conducted. This survey collected data on respondents' regular commute mode, alternative commute mode, willingness to use public transport mode and the desired improvement in public transport mode. Commuters' most popular commute mode was private automobile with 67% using this mode regularly. This was followed by a variant of carpooling called joining others (19.4%) and then public transport (13%). The most preferred alternative for all commuters was joining others which 49.6% opted for. The willingness to use public transport was found to be 66.5% with improved public transport vehicles and better driver training identified as necessary for improved uptake of public transport. This paper concludes that the choice of respondents generally underscored the need to improve public transport system as well as encourage its acceptability and use.
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Mode choice
Sustainable transport
Mode of transport
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