Land use and transportation researchers have conducted numerous studies about land use effects on travel mode choice, and probed for effective policies to reduce driving, since less driving and more non-driving are widely recognized as more sustainable travel behaviors to resolve many environmental, energy and social equity issues. However, most of the previous studies rely on methodologies developed by cross-sectional data; only limited attention is explicitly given to explore the statistical techniques for longitudinal design and analysis. Using the neighborhood-level land use and persona-level travel mode choice data of 1997 and 2006 in the city of Austin, this paper attempts to establish and compare three distinct modeling approaches to analyze the trends of land use effects on people’s choice behavior of non-driving travel mode. The three modeling approaches are: a comparison approach with two cross-sectional multilevel Logit models using single-year data, a pooling approach by building one multilevel model with two-year data, and a longitudinal multilevel model. Empirical modeling results indicate that the longitudinal multilevel model is the most reasonable model for analyzing the longitudinal and multilevel datasets, since it is capable of estimating both time-invariant and time-variant land use effects, and internalizes time-variant random effects. The other two approaches may have several shortcomings. For example, the comparison approach fails to distinguish the time-variant and time-invariant effects; while the pooling model may lead to underestimated standard errors and t-statistics, and thus overestimate the significance of variables. / text

Commercial vehicle movement within an urban area is an integral part of a region’s economic growth and has significant impact on the quality of life. Commercial traffic grows with economic activity and population growth. However, in regional models commercial traffic is not described as well as person travel. Modeling commercial vehicles is complex because of the involvement of multiple decision agents including shippers, carriers, and receivers and their interactions. The proprietary nature of truck data often limits development of behavioral econometric models that have superior predictive and policy analysis abilities. The efficient movement of goods is a very important component to urban civilization and economic development and therefore, understanding truck movement behavior is an important area of interest for transportation policy planning. The objective of this dissertation is to contribute to apply advanced choice modeling methods to analyze commercial vehicle travel behavior within an urban area. This research collects disaggregate level truck generation data from the business establishments located in a sample urban region and uses the collected data to evaluate factors that affect truck trip generation patterns using linear regression and ordered logit model structures. The results of the study show that employment size, business industrial class, truck ownership, land-use class, and land-value affect trip generation behavior. This research also analyzed three different multiple discrete-continuous (MDC) choice situations encountered by commercial vehicles on a daily basis. These choices are 1) the choice of tour chain(s) and the number of trips in each tour chain, 2) the time (s) of day choice to perform daily activities and the corresponding vehicle-miles traveled; and 3) the choice of destination location(s) among alternative destination zones and the number of stops at each destination zone. The study find that commercial vehicle characteristics, shipment characteristics, transportation network attributes, base location and intermediate stop location features affect the first two choice situations while the level of service and zonal attributes affect the destination choice behavior of commercial vehicle daily travel.

Thesis (Ph.D. in Civil and Environmental Engineering)--University of California, Davis, 2004. / Cover title. Computer-produced typeface. Includes bibliographical references (p. 149-161). Also available via the World Wide Web. (Restricted to UC campuses)

O teletrabalho é uma prática que pode ser utilizada como medida de gerenciamento da demanda por transporte urbano, uma vez que tem o potencial de reduzir a necessidade de realização de viagens através da substituição de atividades presenciais, que exigem deslocamentos, pelas virtuais, realizadas com auxílio de tecnologias da informação e comunicação. Esta pesquisa procura explorar e entender como está ocorrendo a adoção do teletrabalho por empresas em São Paulo e quais são os seus principais impactos nos padrões individuais de atividades e viagens. Para alcançar este objetivo, foi realizada uma revisão abrangente da literatura seguida por dois levantamentos de dados. O primeiro consistiu em entrevistas em profundidade com representantes do departamento de recursos humanos de dez empresas, que adotavam ou não teletrabalho. Já o segundo foi realizado com teletrabalhadores e utilizou ferramentas como questionário online, aplicativo de smartphone (para coletar dados de atividades e viagens por 7 dias) e entrevistas em profundidade. As entrevistas com representantes de empresas revelam que os potenciais benefícios para as empresas e para os funcionários são os aspectos que estão motivando a disseminação do teletrabalho, mesmo que de forma lenta. Porém, por não ser ainda uma prática comum, continuam a prevalecer algumas barreiras, principalmente relacionadas à cultura organizacional. O levantamento de dados com teletrabalhadores indica que a viagem casa-trabalho e o congestionamento em São Paulo têm sido os principais motivadores para adesão, e revela diferenças importantes no comportamento relativo a viagens dos indivíduos nos dias de teletrabalho e nos dias de trabalho convencional. Enquanto o número de atividades realizadas por outros motivos que não o trabalho e o tempo a elas dedicado são similares nos dias de teletrabalho e de trabalho convencional, o número de viagens, a distância viajada e o tempo gasto em transporte se reduzem. / Telecommuting can be considered a measure for travel demand management since it has the potential to reduce trips by replacing a face to face activity, which requires travel, by a virtual one, with the use of information and communication technologies. The objective of this research is twofold: first, to explore and understand the adoption of telecommuting by companies in São Paulo and, second, to identify and to measure the main impacts of telecommuting on individuals activity-travel patterns. To achieve this aim, a comprehensive literature review was conducted, followed by two types of data collection efforts. First, in-depth semi-structured interviews were conducted with individuals responsible for Human Resources policies in ten companies adopting telecommuting or not. Second, a sample of telecommuters was recruited to answer to an online questionnaire and to provide detailed diary data for 7 days using smartphones, after which an in-depth interview was conducted. Interviews with Human Resources personnel revealed that potential benefits for companies and employees are the drivers behind the dissemination of telecommuting, although slow. As a yet unconventional practice, barriers continue to exist, particularly related to organizational culture. Data collection and analysis of telecommuters behavior shows that the congestion faced in the home-to-work trip is the main reason for adoption of telecommuting in São Paulo. Important differences in activity and travel behavior were observed between telecommuting and non-telecommuting days. While the number of participations and the time spent in non-work activities are relatively similar for the two types of days, a reduction occurred in the number of trips, total distance and time traveled on telecommuting days.

abstract: The sustainability impacts of the extension of the Mass Rapid Transit (MRT) system in suburban Beijing are explored. The research focuses on the neighborhood level, assessing sustainability impacts in terms of greenhouse gas emissions, air pollution, and energy consumption. By emphasizing suburban neighborhoods, the research targets the longest commuting trips, which have the most potential to generate significant sustainability benefits. The methodology triangulates analyses of urban and transportation plans, secondary data, time series spatial imagery, household surveys, and field observation. Three suburban neighborhoods were selected as case studies. Findings include the fact that MRT access stimulates residential development significantly, while having limited impact in terms of commercial or mixed-use (transit-oriented development) property development. While large-scale changes in land use and urban form attributable to MRT access are rare once an area is built up, adaptation occurs in the functions of buildings and areas near MRT stations, such as the emergence of first floor commercial uses in residential buildings. However, station precincts also attract street vendors, tricycles, illegal taxis and unregulated car parking, often impeding access and making immediate surroundings of MRT stations unattractive, perhaps accounting for the lack of significant accessibility premiums (identified by the researcher) near MRT stations in suburban Beijing. Household-based travel behavior surveys reveal that public transport, i.e., MRT and buses, accounts for over half of all commuting trips in the three case study suburban neighborhoods. Over 30% of the residents spend over an hour commuting to work, reflecting the prevalence of long-distance commutes, associated with a dearth of workplaces in suburban Beijing. Non-commuting trips surprisingly tell a different story, a large portion of the residents choose to drive because they are less restrained by travel time. The observed increase of the share of MRT trips to work generates significant benefits in terms of lowered energy consumption, reduced greenhouse gas and traditional air pollution emissions. But such savings could be easily offset if the share of driving trips increases with growing affluence, given the high emission intensities of cars. Bus use is found to be responsible for high local conventional air pollution, indicating that the current bus fleet in Beijing should be phased out and replaced by cleaner buses. Policy implications are put forward based on these findings. The Intellectual Merit of this study centers on increased understanding of the relationship between mass transit provision and sustainability outcomes in suburban metropolitan China. Despite its importance, little research of this genre has been undertaken in China. This study is unique because it focuses on the intermediate meso scale, where adaptation occurs more quickly and dramatically, and is easier to identify. / Dissertation/Thesis / Ph.D. Sustainability 2012

Retiring from work is a major personal and professional transition and has a major influence on one's life. It is imperative that these retired individuals endeavor to adjust to this life and change and learn to effectively manage their time. Tourism and gerontology researchers have been aware of the importance of seniors tourism and leisure activities to enhance their well-being. However, limited attention has been recently devoted to senior consumers, who are still often not included in a range of marketing practices in tourism studies. Therefore, this dissertation focuses on senior tourists who are over the age of 65 and retired, and mainly focuses on a senior's travel motivation, and examines the antecedents of travel motivation; personal values and travel constraints and their consequences; satisfaction with salient life domains of QoL, and overall QoL. The sample population of seniors residing in Jeju, South Korea was surveyed. A final sample of 328 were subjected to data analysis. Structural equation modeling (SEM), Chi-square difference test, independent t-tests, and multi-group analysis were performed to test the hypotheses. The findings of this dissertation revealed that a positive relationship between personal values and travel motivation of seniors. This means that if the senior tourists with strong personal values, then they are more motivated to go travel. On the other hand, travel constraints did have negative significant influence on travel motivation. Another finding of the study showed that travel motivation affect their satisfaction with different life domains; if they are highly motivated, they are more satisfied with their life domains including family, social, emotional, leisure and health life, which in turn contribute to their overall quality of life. Findings also indicated that statistical significance of the moderating effect in the model, thus suggesting that there were some meaningful moderating effects of the type of leisure activity patterns on the relationship between satisfaction with life domains and overall quality of life. The study also provided managerial implications for tourism marketers and destination managers. / Ph. D.

Travel and tourism marketers face a highly competitive environment brought on by the changing demographics of the U.S. population, the most significant change being the growth in size of the mature segment of the population. In terms of market size, there are currently 73 million people age 50 and older, comprising nearly one-fourth of the U.S. population (U.S. Census Bureau 2000). That number is expected to rise to 96 million by 2010, representing one-third of the population (Rasmusson 2000). A swelling population is not the only enticement that this age group offers. It is important to note that many mature consumers have deep pockets and a strong desire to spend. In fact, they control more than three-quarters of the wealth and one-half of the discretionary income in the nation. It is also estimated that they lay claim to three-fourths of the country's financial assets and boast more than $1 trillion in annual buying power. When all is said and done, this age group accounts for 40 percent of the total consumer demand in the United States (Swartz, 1999). However, even though recognizing the significance of the mature market in terms of their market size and economic potential, little research has been conducted to identify and understand the mature travelers who use the Internet.The main purpose of this study is to profile mature travelers on the basis of Internet use. More specifically, the intention is to examine the demographic and socio-economic characteristics of mature travelers who use the Internet compared to those who do not use the Internet. In addition, the purpose of the present study is to examine whether or not differences exist between Internet users and Internet non-users among mature travelers with respect to travel behavior. Attention is paid to investigate types of trip selected, the preferred activities participated in during the travel, length of stay, travel-related expenditures, type of lodging, type of transportation, number in the travel party, and type of travel party in explaining the differences between Internet users and Internet non-users of the mature market.Data were collected by utilizing a mailed questionnaire. 433 responses (23.44 percent of the total target population) were coded and used for data analysis. Data were analyzed by employing three types of data analysis: chi-square tests of independence; t-tests; and multiple discriminant analysis.The findings in the present study suggest that there are numerous differences in demographics, socio-economic characteristics, and travel characteristics between Internet users and Internet non-users among mature travelers. As a whole, for example, the results revealed that mature travelers who use the Internet were more likely to be younger, have higher annual household incomes, and have higher levels of education than mature travelers who do not use the Internet. Also, the results indicated that mature travelers who are still working are more likely to use the Internet than those who are not working. By understanding and utilizing information gathered from Internet users' and Internet non-users' demographics, socio-economic characteristics, and travel characteristics, tourism planners and marketers can develop appropriate and effective marketing strategies that appeal to mature travelers. / Master of Science

The overarching goal of this dissertation is to examine the complex trip-, activity-, and personal-level factors impacting individuals’ well-being. This is achieved through fulfilling three research objectives. The first objective examines the fluctuation of happiness induced by the influences of daily trip and activity factors. The second objective examines the sensitivity of affective well-being to trip and activity duration. The third objective evaluates the gender differences in trip- and activity-induced well-being. Three notable findings are discerned using trip and activity episodes as well as self-reported well-being of 357 participants collected by the Daynamica smartphone application in Minneapolis-St. Paul metropolitan area from October 17, 2016, to October 25, 2017. The first finding shows the daily happiness deviation is zero in 6% of the number of trip and activity episodes recorded in a day for all individuals. Trip-level factors associated with share of time spent on education, work, and traveling alone result in the largest happiness variability. The number of activities is the sole activity-level factor with positive influence on happiness variability. Personal level factor of gender results in a low happiness variability. The second finding indicates that positive affect is more sensitive to trip duration than negative affect. Among trip-level factors, the sensitivity of affective well-being during a trip is relatively weak when traveling by bike, bus, and rail; conducting discretionary trip purposes; traveling with spouse, family, children, and friends; conducting secondary activities while traveling; and being satisfied with the travel environment. Among personal-level factors, the sensitivity of affective well-being during a trip is relatively strong for women and African Americans. The third finding demonstrates that the top three factors yielding the highest magnitude of impact for females are associated with biking, trip destination associated with discretionary activities, and walking. The likelihood of gain to loss happiness is four times for male bikers and two and a half times for female bikers. Results of both discretionary and mandatory trip origins have the least magnitude of impact for both females and males. For personal-level factors, the magnitude of impact is low for African American females, and not significant for males.

Rapid demographic aging in countries around the world has prompted an interest in understanding the mobility patterns of seniors. While much research has been conducted in terms of motorized modes, the promotion of healthy aging argues for new research to investigate the multi-modal travel behavior of seniors including active travel. It is generally agreed that walking is a convenient, safe, and adequate activity for all ages and particularly for seniors, because it places the right amount of stress on their joints. It also is an inexpensive mode of transportation under a wide range of circumstances and can help achieve physical activity guidelines without imposing additional time demands. The objectives of this dissertation are fourfold. The first two objectives investigate the factors that influence use, length, frequency of two motorized (transit and car) and one active mode of transportation (walking) of seniors. The third objective is to introduce a concept of Compliance Potential Mapping (CPM) that produces maps to show spatial variation in percentage of physical activity requirements seniors obtain from their regular walking for transport. Finally, the dissertation implements a street segment sampling approach and investigates the attributes of walkable environments from the perspective of seniors. A joint discrete-continuous modeling framework was used to model mode use and trip length simultaneously and, on the other hand, a trivariate ordered probit model was used for estimating the multi-modal trip generation of seniors. CPM concept used simple map algebra operations on maps of spatial variations in trip length and frequency in order to produce potential maps of physical activity compliance. Lastly, the street sampling approach used multinomial spatial scan statistic to detect cluster of street segments where walkability audits can be conducted. Data were drawn from Montreal’s Household Travel Survey of 2008. A broad array of covariates related to personal, mobility tools (possession of driver’s licence and automobile), neighborhood, and accessibility variables were considered in the models of mode use, trip length, and trip frequency for the Montreal Island. The results of the analyses reveal a significant degree of geographical variability in the travel behavior of seniors in the Island. In particular, estimates for seniors with different socio- demographic profiles show substantial intra-urban variability in walking behavior, and the role of neighborhood design attributes and accessibility in influencing the mobility of seniors. Demonstration of CPM indicates that seniors in the central parts of Montreal Island obtain higher percentage of physical activity guidelines from walking, but with variations according to gender, income, possession of driver’s licence and vehicle. The results of the walkability analysis suggest that, other factors being equal, walking is more prevalent in street segments with marked cross–walks, horizontal and vertical mixtures in land uses, and low traffic volume. Other factors being equal, walking was less prevalent in segments with unmarked cross–walks, single residential and/or vacant land use, and high traffic volume. / Thesis / Doctor of Philosophy (PhD) / Number of seniors across Canada is increasing. Regular physical activity among these growing seniors can help them to maintain a healthy lifestyle. However, seniors are not active in their leisure time. This study shows how much seniors are active in travel behavior. In other way, how much walking seniors are undertaking as part of their travel needs and how much it contributes towards their recommended physical activity guidelines. In addition, this study also examines the street-scale built environment that encourages seniors to walk more and drive less.

Driver heterogeneity in travel behavior has repeatedly been cited in the literature as a limitation that needs to be addressed. In this work, driver heterogeneity is addressed from four different perspectives. First, driver heterogeneity is addressed by models of driver perceptions of travel conditions: travel distance, time, and speed. Second, it is addressed from the perspective of driver learning trends and models of driver-types. Driver type is not commonly used in the vernacular of transportation engineering. It is a term that was developed in this work to reflect driver aggressiveness in route switching behavior. It may be interpreted as analogous to the commonly known personality-types, but applied to driver behavior. Third, driver heterogeneity is addressed via latent class choice models. Last, personality traits were found significant in all estimated models. The first three adopted perspectives were modeled as functions of variables of driver demographics, personality traits, and choice situation characteristics. The work is based on three datasets: a driving simulator experiment, an in situ driving experiment in real-world conditions, and a naturalistic real-life driving experiment. In total, the results are based on three experiments, 109 drivers, 74 route choice situations, and 8,644 route choices. It is assuring that results from all three experiments were found to be highly consistent. Discrepancies between predictions of network-oriented traffic assignment models and observed route choice percentages were identified and incorporating variables of driver heterogeneity were found to improve route choice model performance. Variables from all three groups: driver demographics, personality traits, and choice situation characteristics, were found significant in all considered models for driver heterogeneity. However, it is extremely interesting that all five variables of driver personality traits were found to be, in general, as significant as, and frequently more significant than, variables of trip characteristics — such as travel time. Neuroticism, extraversion and conscientiousness were found to increase route switching behavior, and openness to experience and agreeable were found to decrease route switching behavior. In addition, as expected, travel time was found to be highly significant in the models that were developed. However, unexpectedly, travel speed was also found to be highly significant, and travel distance was not as significant as expected. Results of this work are highly promising for the future of understanding and modeling of heterogeneity of human travel behavior, as well as for identifying target markets and the future of intelligent transportation systems. / Ph. D.