Chapter one considers various manifestations of the concept of ‘journey’ and how they have changed over history. The Odyssean journey that the hero undertakes to reach a point of self-realisation is investigated. This leads to a other discussion of types of journeys such as pilgrimages, as well as ‘wandering’. These are contrasted with the twentieth century perceptions of journey. Questions of travel are then dealt with: how the nature of the traveller's path has changed over the centuries, various points of travel and gender, and how in the last century solitary travel has been transformed into mass tourism. The second chapter deals specifically with the motorcar, the mobility it enables and how it has led to the rise of a roadside culture. Different factors that influenced the rise of the motorcar are looked at. The motorcar as a cell and eroticism and the car are also investigated. The twentieth century city, it's restructuring, as well as the highway systems is discussed. In Chapter Three, the sense of freedom that the motorcar created is considered in particular reference to escape, aimlessness, and road weariness, as well as the landscape as a symbol of freedom. This leads to a discussion on the notion of speed, the sense of power and the romanticisation of death in car crashes. Chapter Four investigates masculinity and the road. The frontier as a place in the psyche of the male is also dealt with. The road as a means of testing and regaining masculinity in the mid-twentieth century is considered. Issues of the male domination of the land and the feminine are discussed, with the chapter ending with a brief examination of the woman as traveller. Lastly the masters’ submission exhibition, entitled RODE is discussed with direct reference to the theories investigated in the previous chapters. Individual works as well as the methodology are looked at closely.

Why do people travel? Underlying most travel behavior research is the derived-demand paradigm of travel analysis, which assumes that travel demand is derived from the demand for spatially separated activities, traveling is a means to an end (reaching destinations), and travel time is a disutility to be minimized. In contrast, the "positive utility of travel" (PUT) concept suggests that travel may not be inherently disliked and could instead provide benefits or be motivated by desires for travel-based multitasking, positive emotions, or fulfillment. The PUT idea assembles several concepts relevant to travel behavior: utility maximization, motivation theory, multitasking, and subjective well-being. Despite these varied influences, empirical analyses of the PUT concept remain limited in both quantity and scope. There is a need for more fundamental development and classification of the PUT idea and its multifaceted nature. The wide variety and quality of ways to measure PUT attributes are further research challenges. Additionally, few studies investigate both major aspects of the PUT concept--travel activities and travel experiences--simultaneously. Finally, research is only beginning to examine empirical associations between PUT measures and travel behaviors such as mode choice. This dissertation addresses many of these gaps in conceptualizing, measuring, and modeling the PUT concept. First, a literature review strengthens the definition, classification, and empirical support for a PUT, defined as "any benefit(s) accruing to a traveler through the act of traveling." The two primary PUT categories are travel activities (travel-based multitasking) and travel experiences (travel subjective well-being), and the most useful PUT measures involve gathering self-reported assessments of these topics. Based on this review, an online questionnaire is designed and administered to nearly 700 commuters in the Portland, OR, region. The survey includes detailed questions about commute mode choice, activity participation, travel usefulness, positive emotions and fulfillment, and travel liking for a recent home-to-work trip. Next, these PUT measures are empirically examined using factor analyses, finding groupings of activities and common unobserved constructs of hedonic ("Distress," "Fear," "Attentiveness," "Enjoyment") and eudaimonic ("Security," "Autonomy," "Confidence," "Health") subjective well-being. Many of these factors exhibit large variations among travel modes--walking and bicycling commuters are the most satisfied and appear to value time spent exercising--and are predicted (somewhat less strongly) by other trip and traveler characteristics in ordered logit regression and structural equation models. Finally, integrated choice and latent variable models are estimated to examine relationships between measures of the PUT concept and commute mode choice. This is made possible by the unique dataset that collects PUT measures for not only the chosen mode but also modal alternatives. Measures of travel-based multitasking are significantly related to mode choice, suggesting people may be doing things more to pass the time than to be productive. A validated measure of travel subjective well-being is also a significant and positive factor, suggesting people are more likely to choose a mode that makes them happier. Overall, PUT measures greatly increase the explanatory power of the mode choice model. These findings make significant contributions to travel behavior research methods and knowledge. They also offer important implications for transportation policies around promoting nonautomobile travel and planning for autonomous vehicles.

Intermittent business travel has become an essential part of professional life for many. This exploratory study focused on two types of business-related travel. Short-term travel included frequent trips which lasted a week or less. Long-term travel included trips which lasted a minimum of three weeks at a time. Twenty couples, in which the husband was the business traveler, completed questionnaires and were interviewed individually. The Family Adaptability and Cohesion Evaluation Scales-FACES III (Olson, Portner, & Lavee, 1985) was used to measure couple functioning. No significant differences on either adaptability or cohesion were found between the two groups of business travel couples. The couples in this study reported a significantly higher level of adaptability when the mean score on the adaptability scale of each of these two groups was compared with the mean score of the sample upon which FACES III was normed (p <.0001). Significant group differences were reported on the ways the couples dealt with the eminent departure of the husband, the couples’ adjustment when the husbands returned, the stress resulting from travel reported by the husbands, and the amount of contact the couples had while the husbands were away. Methods of coping used by husbands and wives and support systems used by the wives were also explored. Implications of the findings and suggestions for further research are included. / Master of Science