Conventional transportation demand management approaches have had limited success in reducing automobile dependency. As a result, it has become increasingly important to understand the decision-making processes involved in determining travel behaviour. The purpose of this dissertation is to extend research on urban form and travel behaviour beyond adult travel by examining teen travelers aged 13-19 in the Greater Toronto Area. Data from the Transportation Tomorrow Survey (TTS) survey are used to study four main research questions: 1) How has teen mode choice changed from 1986 to 2006? 2) How do these choices vary as teens transition from the 13-15 age group to being of driving age (16-19)? 3) How do these choices vary across the different urban and suburban regions of the GTA? 4) What are some of the differences between teen travel and adult travel? The issue is further probed through the collection of quantitative and qualitative travel data from first year students at the University of Toronto, and a series of focus groups held in locations in the GTA. The first year survey explores attitudes towards different modes in relation to the locational attributes of the respondent‘s hometown neighbourhood. The focus group sessions involve interviews with 26 teen and a take-home parental questionnaire. Results show that across the GTA, active transportation has decreased while auto passenger mode shares have increased. Younger teens walk more and older teens take transit more for both school and discretionary travel. Jurisdictions with better transit supply and orientation have higher transit mode shares for school trips, but discretionary trips have low transit mode shares. Walk mode shares for both school and discretionary travel are similar across all jurisdictions, regardless of whether they are urban or suburban. Additionally, the survey participants' narratives illustrate that the desire to travel actively and independently is strong. However, the reality of the final travel choice is determined by the presence of supportive infrastructure that facilitates active mode choices while shaping perceptions and attitudes formed as a result of daily travel experiences. Findings illustrate the relevance of qualitative work in advancing transportation research--particularly in understanding human travel decisions.

The Chinese outbound tourism market has experienced rapid growth over the past few years. This noticeable development provides the background and rationale for the study that identifies the travel behaviour of Chinese tourists, and the expectation and perception regarding South Africa. Based on the findings, some recommendations for marketing strategies and implementation are given, in addition to suggestions for future research directions in this field. The theoretical discussion focuses on concepts of travel behaviour. Travel behaviour, including travel motivation, decision-making process, and destination choice are then presented in more detail. The development of the Chinese economy and Chinese outbound tourism are also presented and discussed. The empirical research focuses on the travel behaviour of Chinese outbound tourists. The goal here is to determine and analyse the travel behaviour of tourists, outbound from Beijing, and their views on South Africa as a tourism destination. To accomplish this, the empirical research is designed from the quantitative perspective, and the data was collected by fieldworkers at the Beijing International Airport, using intercept surveys. This helps the researcher to understand the needs, motivation, and behaviour of the Chinese outbound tourists and assists the researcher in analysing the marketing strategy of South Africa as a tourist destination. / Thesis (M.Com. (Tourism))--North-West University, Potchefstroom Campus, 2008.

The built environment has long been considered as a potentially influential factor in shaping and changing people’s travel behaviour. However, many gaps still exist in the understanding of the direction, size and mechanism of this influence. This thesis explores the complexities in the influence of the built environment on daily travel using a behaviour-oriented, activity-based modelling approach based on the notion of utility maximisation. The model simulates the full process of decision making in daily activity participation and travel, which involves the decisions on the type and frequency of activity participation, the sequence of activities, the choice of destinations and the time and mode of travel. Moreover, the thesis also addresses the lack of understanding on the influence of the ‘third dimension’ of the built environment — the street facades. A machine learning-based method is proposed to automatically evaluate the qualities of street facades from street view images. Scenario analyses using the proposed model show that, both commute and non-commute travel are more sensitive to the built environment in proximity to home (in my experiment, 500 metre buffer zone). In the context of Beijing, the total car use and commute car use of a person is significantly affected by the level of land use mix and the continuity of street facades around home, among all built environment features. Non-commute car use is significantly affected by employment density, retail density, accessibility to commercial clusters, bus coverage, road density and the quality and continuity of street facades. Similar effects on the final outcomes of travel behaviour (such as total car use) by different built environment features can happen through diverse processes and have different implications for people’s actual experience and the urban system. Some of the results are consistent with theoretical assumptions and some are not, which provides alternative insights into the relationship between the built environment and travel behaviour.

The UK's NHS is the largest employer in Europe with approximately 1.3 million staff. Around 83% of the journeys associated with the NHS are made by private car. In this context, every healthcare authority was required to produce a travel plan by December 2010, including an emphasis on promoting walking and cycling as a means of accessing hospitals. Evidence shows that although the take-up of travel plans is increasing across the NHS, the impact of travel plans in promoting walking as a travel option is relatively low among hospital staff. A scoping study has been conducted aiming to bridge the gap between research and practice by capturing the views of the NHS representatives on hospital travel plans by a nationwide survey and review of hospital travel plans. The survey findings show that despite having a high potential to promote walking as a key travel option among the hospital staff, the measures to promote walking were cited as the least effective. A Spearman's ρ correlation coefficient test was performed to evaluate the correlation between travel plan measures to promote walking and restrictive measures to reduce the use of cars. The results show that the effectiveness of measures to reduce the use of cars is positively correlated with the effectiveness of measures to promote walking. The effectiveness of travel plan measures to secure the targeted outcome is attributed to the methods used to address the determinants for changing travel behaviour whilst designing travel plan measures and the successful adoption of innovative strategies in the given context. A theoretical framework has been developed based on the Theory of Planned Behaviour and five key research hypotheses have been proposed to demonstrate the key determinants for changing travel behaviour. The analysis was based on a nationwide survey among the NHS hospital staff in England in 2013. There were 863 completed responses, out of which 459 responses were from hospital staff, who solely relied on car journeys for commuting purposes. Structural equation modelling was performed to investigate the effects of socio-economic, psychological and situational factors in determining intention to change travel behaviour among the car users only. The model estimation results show that the effects of cognitive attitude towards walking and objective mobility were significant on determining intention to change travel behaviour. The respondents exhibited a habitual nature of travel behaviour, which is characterised by longer commuting distance and journey time than the national UK average. The practical implications of the study were addressed by providing recommendations that need to be considered whilst designing travel plan measures. The recommendations were based on the concept of Model for Planned Promotion. This study provides a basis for further conceptualisation of travel behaviour change and identifies several areas that need further investigation in relation to designing interventions to promote walking in the context of healthcare.

<p> This work trip study is part of the studies on King Street closure. The objectives are to examine the effect of changed traffic conditions on change in travel behaviour, and to identify variables for choice modelling. Some behavioural changes are observed, but none is related to the increased road congestion. The household survey data shows that people did not perceive a difference in travel times before and during closure. Thus the reliability of reported times on modelling is suspected. However, modelling on time of day in a multinomial legit framework using measured travel data does not help to explain the behavioural changes with either travel time or a congestion factor. It is concluded that the changes observed in this study represent random occurrences and the change in congestion is too moderate to effect behavioural changes. </p> / Thesis / Master of Arts (MA)

The research examines the effect of commuting on stress for both motorized and non-motorized commuters and understanding how they cope with it. Understanding this effect can be helpful for decision-makers in the economy, transportation planning, and demographics studies to promote a safe and peaceful experience of travel for all the commuters in the community by designing better transportation systems and developing infrastructure of alternative modes like walking. Moreover, understanding the emotional states of individuals during their journeys and how they navigate and manage the commuting stress feeling, can be beneficial for decision-makers to enhance commuting experiences and feelings. To this end, a bivariate ordinal model was adopted, allowing for an analysis of stress factors and their interactions with key exploratory variables, including income, age, and choice of transportation mode. Interestingly, the results obtained from the context of Santiago, Chile, a region characterized by a predominance of middle and low-income populations according to the research findings, revealed intriguing patterns. The study found that commuting stress influences people in different ways regarding their age. Moreover, commuting stress at higher levels decreases at elevated age levels. This trend remains steady as commuters gain higher economic status and have access to alternative modes of transportation beyond public means. Policymakers and transportation planners should consider the complex interplay of the following clusters according to the result of this research to improve commuting experiences. The first encompasses factors such as income status, choice among different modes of transportation, and age. The second pertains to commuting stress and the importance of stress from commuters' viewpoint. A salient example of the consequence of this interplay, is evident in the research, where normalization a coping strategy implying eliminating some aspects of travel, is employed, showcasing both potential advantages and drawbacks. The findings suggest that promoting active travel options could contribute to a happier commuting experience, emphasizing the importance of understanding coping mechanisms across different commuter groups for the design of effective policies. The implications of these findings extend to the domain of transportation system planning and urban development. By shedding light on the challenges caused by commuting stress and highlighting effective coping mechanisms, this research holds the potential to understand how people deal with commuting stress during their regular trips. Furthermore, the gained insights can inform urban planning initiatives and facilitate the commuting experience by considering commuters' experiences and the associated factors. Ultimately, the integration of these insights into policies and practices has the capacity to cultivate sustainable and resilient communities, which thrive even when facing the inevitable stresses associated with daily commuting. This research makes a two-fold contribution. First, it compiles an extensive array of data including socio-demographics, health metrics, feelings and emotions, built environment, and work commute-related details, all presented in a comprehensive and reproducible data package format. Subsequently, the study delves into the commuting stress analysis and identifies the various coping strategies employed by commuters. The data used for the analysis have been derived from the demographics and health information sections of the dataset. Serving as a reproducible data package, it provides a robust foundation for future research endeavours. Future researchers can have access to the data set as an open source data set allowing them to understand the representativeness of this data package and enable them to replicate various stages where needed. / Thesis / Master of Science (MSc) / Nowadays commuting as a daily travel mostly between work and home is considered as an inevitable part of modern lifestyle. This experience has been indicated to be a source of stress and anxiety as numerous studies have already revealed. Understanding commuting patterns and travel behaviour is important for analyzing stress-related issues, consequences and coping strategies. As @koslowsky2013commuting have mentioned, this is also beneficial to have a perception of commuting patterns, modes of transportation, road congestion and so on for commuting network planning from scratch. Using the relevant stress commuting variables such as experienced stress and assigned importance to this stress can help to this end. This research aimed at providing a comprehensive and reproducible data package of travel behaviour and other aspects of the urban commuting experience of respondents in Santiago, Chile. Each component of this data package serves different aspects for future research such as using demographic information in travel demand modelling, health-related information for improving health, well-being and safety in transportation planning, reasons and planning decisions information for origin-destination modelling, and so on. The research also has been focused on an integrated list of variables chosen from the demographic and health information sections of the data package. This list helps to identify how commuters interact with experiencing stress during their travels. This research also contributes to addressing commuting stress by identifying relevant variables, then figuring out the affected groups and analyzing their coping strategies.

There is a growing recognition of the role that walking and cycling can make in reducing traffic congestion and air pollution whilst also contributing to improved personal health and wellbeing. While studies suggest that infrastructure is required to promote walking and cycling, there is a lack of evidence at the micro level on how interventions aimed at improving connectivity for walking and cycling influence travel behaviour and whether they promote a modal shift away from short car journeys. The aim of this study was to investigate the extent to which the implementation of a high quality traffic free route, delivered by a recent programme targeted at everyday walking and cycling in the UK - the Sustrans Connect2 Programme - influenced individuals' day-to-day travel decisions, changed the spatial and temporal nature of their journeys and impacted on overall carbon emissions from motorised travel. To achieve this aim an in-depth longitudinal panel study of a community of residents living next to a totemic Connect2 scheme in Penarth, Cardiff, was conducted. A panel of purposively selected participants (N=50) were interviewed and asked to record their travel behaviour using personal GPS devices and travel diaries over two seasonally matching 7-day time periods in 2011 and 2012. This novel GPS based mixed-method approach provided a detailed account of participants' travel behaviour in the local area (n=2664 journeys) and a comprehensive understanding of how, why and for whom the Connect2 intervention was likely to influence travel behaviour and the longevity of effects. The findings revealed that participants used the new Connect2 scheme regularly during the period of the study (36&percnt; in 2011; 26&percnt; in 2012); however, the new scheme was likely to have a greater impact for recreational journeys rather than for everyday travel. Spatial data provided new insights into the complexities of walking behaviour and factors influencing cycling for everyday travel or recreation, including route choice decisions, destinations where activities were conducted and the role of the new Connect2 infrastructure in supporting this. Further findings support the potential of active travel in replacing short car trips (20&percnt;) and its impact on carbon emissions from personal travel (4.9&percnt; among the study sample). However, results suggest that the new Connect2 scheme alone was unlikely to promote a significant change in travel behaviour and carbon emissions from (displaced) car journeys. The study contributes to the debate on the effectiveness of interventions targeted at promoting walking and cycling and the importance of wider infrastructural improvements that may be required to encourage their wider uptake. The combination of methods for data collection developed and employed in this study also helps to inform future travel behaviour research.

Indian cities have been witnessing rapid transformation due to the synergistic effect of industrialisation, flourishing-economy, motorisation, population explosion, and migration. The alarming increase in travel demand as an after effect of the transformation, and the scarcity in transport infrastructures have exacerbated urban transport issues such as congestion, pollution, and inequity. Due to the escalating cost of transport infrastructure and the scarcity of resources such as space, there has been an increasing interest in promoting sustainable transportation policy measures for the optimum use of existing resources. Such policy measures mostly target the activitytravel behaviour of individuals to bring about desired changes in the transport sector. However, the responses of individuals to most of the measures are complex or unknown. The current ‘commute trip-based’ aggregate travel demand analysis strategy followed in most of the Indian cities is inadequate for providing basic inputs to understand the activity-travel behaviour of individuals under such policy interventions. Furthermore, the current analysis strategy also ignores the activitytravel behaviour of non-workers – who include homemakers, unemployed, and retired individuals – whose inclusion to transportation planning is relevant when the proposed policies are mostly ‘citizen-centric’. Analysis of activity-travel behaviour of non-workers provide important inputs to transportation planning as their activity-travel behaviour, and responses to transportation policies are different from that of workers. However, case studies exploring the activity-travel behaviour of non-workers from Indian cities are very limited. Appraising the practical importance of this subject, the current research undertakes a comprehensive analysis of the activity-travel behaviour of non-workers from a developing country’s context. To fulfil the goal, a series of empirical analysis are conducted on a primary activity-travel weekday survey data collected from Bangalore city. The analysis provides insightful findings and interpretations consistent with a developing country’s perspective. The day-planner format of time use diary, which was observed to have satisfactory performances in developed countries, is apparently have inferior performances in a developing country’s context. Further, the face-to-face method of survey administration is observed to have higher operating and economic efficiencies compared to the drop-off and pick-up method. The comprehensive analysis of activity-travel behaviour of non-workers indicate that comparing with their counterparts in the developed world (e.g. the U.S.), non-workers in Bangalore city are observed to have lower activity participation level (in terms of time allocation and number of stops), higher dependency on walking, lower trip chaining tendency, and a distinct time-of-day preference for departing to activity locations. On the other hand, the analysis shows similarities (mode use and trip chaining) and differences (time allocation and departure time choice) with the findings of the case studies from the developing world (e.g. China). Activity-travel behaviour of non-workers belonging to low-income households is characterised by lower activity participation level, higher dependency on sustainable transport modes, and lower trip chaining propensity, compared to other two income groups (middle and high-income groups). The research also suggests that built environment measures have their highest impacts on non-workers’ travel decisions related to shopping. Finally, the joint analysis of activity participation and travel behaviour of non-workers indicate that in-home maintenance activity duration drives the time allocation and travel behaviour of non-workers, and non-workers trade in-home discretionary activity duration with travel time. The joint analysis also shows that the time spent on children’s and elders’ activity is an important time allocation of its own. Keywords: Activity-travel behaviour, Non-worker, Time Use, Income Groups, India

Millions of children travel to and from school each day as part of their daily routine. A large percentage of children make this journey by car, and the numbers are steadily rising and this is leading to many environmental and health implications for children. The current economic climate has persuaded the British Government to look again at policies relating to all school travel funding to highlight areas where savings and cuts can be made. This is interesting because the home-to-school transport provision policy has been in place since the Education Act 1944 and this policy costs local authorities in England over £1 billion a year. Therefore, the focus of this thesis is threefold. Firstly, it seeks to determine the main issues within school travel and reports on the views of current professionals in the school travel industry. Structured in-depth interviews were carried out with 16 UK and US school travel experts. The questions focused on the current stakeholders of school travel, issues regarding school travel, bus use in school travel, and the challenges faced by transport planners to ensure school pupils have a safe and pleasant journey to school. Secondly this thesis quantifies the traffic and environmental impacts of the school choice policy in England. It achieves this by analysing School Census data from 2009 from the Department for Education. Multinomial logit modelling and mixed multinomial logit modelling are used to illustrate the current travel behaviour of English children in their journey to school and examine how there can be a significant reduction in vehicle miles travelled, CO2 emissions and fuel consumption if the school choice policy is removed. The results suggest that if all children attended their nearest school, this would result in reductions in their personal mobility, vehicle miles travelled and CO2 emissions. Finally, this thesis examines the policies relating to the funding criteria of home-to-school public school transport provision. Specifically, the paper employs a multilevel modelling technique to develop a series of relationships between bus usage by school and the level of spending by local education authorities on home-to-school bus travel provision while controlling for other factors such as school quality, land-use patterns and various proxies for household incomes. The results suggest that there is a significant effect of funding on the total school-level bus passenger mileage for primary (aged less than 11), secondary (aged 11 to 16) and Post 16 schools.

Denna studie berör studenters preferenser när det gäller transporter som görs med cykel. Studien begränsas till området Öst på stan med universitetsområdet och centrum som start och målpunkt inom Umeå kommun. Studien bygger på en fallstudie där ett 70-tal studenters resonemang och åsikter behandlas utifrån vad som är mer och mindre attraktiva inslag rörande cykelvägars utformning. Samt om det finns andra beståndsdelar som är viktiga vid val av cykelväg förutom utformningen. Deras åsikter preciseras både genom en kvantitativ enkätundersökning samt en kvalitativ gruppintervju. Vidare genomfördes en tematisering för att strukturera den data som framkommit från respondenterna.   Respondenterna utrycker att cykelvägarna bör erbjuda god framkomlighet och standard för att dessa ska anses värda att användas. Exempel på positiv utformning är: God sikt, underhåll av vägens hårda ytor samt hantering av snö och vatten. Även vägbredd och separering är attraktiva inslag för god utformning. Utöver utformning är kopplingar mellan målpunkter viktigt för att vägen ska anses användarvänlig. De slutsatser som dras inom studien är att Öst på stans fyra cykelvägar erbjuder olika standard sinsemellan. Kvalitén på vägarna anses ändå så pass bra att detta inte inverkar i valet av färdväg. Vad som spelar in i valet av färdväg för respondenterna är istället den upplevda kopplingen mellan de två målpunkter som behandlas för denna fallstudie. Samt den upplevda tid det tar att nyttja en väg. Den upplevda kopplingen är i sin tur baserad på den lokalkännedom som studenterna har om platsen. Detta innebär således att valet av cykelväg grundas främst på den kännedom studenter har om möjliga vägar och i andra hand vilka punkter dessa vägar kopplar samman för detta studieområde.