Travel Behaviour and Society最新文献

{"title":"Investigating Opportunities in Crowd-Shipping by Parcel Receivers: A Behavioural Analysis","authors":"Seyed Sina Mohri ,&nbsp;Neema Nassir ,&nbsp;Russell G. Thompson ,&nbsp;‬Hadi Ghaderi","doi":"10.1016/j.tbs.2025.101066","DOIUrl":"10.1016/j.tbs.2025.101066","url":null,"abstract":"<div><div>This paper investigates the idea of hiring <em>parcel receivers</em> for more effective e-commerce Last Mile Delivery (LMD), specifically within Crowd-Shipping (CS) initiatives that utilise alternative delivery points such as parcel lockers. The potential of such a concept is operationally important, particularly when receivers are increasingly interested in receiving parcels (either at their doorstep or at an alternative location) via new LMD initiatives. Therefore, this study proposes a new form of an in-service crowd, called at-locker receivers, who are willing to deliver parcels from lockers to their neighbours when they pick their own items from such facilities. To effectively plan such a system, assessing CS delivery job attractiveness from the perspective of at-locker receivers is crucial. Accordingly, we surveyed citizens within the Sydney Metropolitan Area and modelled at-locker receivers’ intention to participate in the program (i.e., participation model) and their likelihood of accepting CS tasks (i.e., acceptance model). Our analysis reveals, while demographic factors are important, familiarity with parcel lockers, frequency of home delivery, and their attitude towards sustainability are important factors influencing people’s willingness to participate in the program. Furthermore, we developed an acceptance model using a Latent Class (LC) choice structure, which identified two major classes among the respondents: Class 1 (conditionally enthusiastic users) and Class 2 (hesitant users). Class 1 exhibits a greater propensity for CS tasks, particularly among part-time employees with parcel locker experience and with middle-to-high level income. Class 2, though initially hesitant, may respond favourably to increased incentives. Analysis of willingness-to-accept (WTA) reveals distinct compensation preferences between clusters, emphasising the importance of tailored compensation structures.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"41 ","pages":"Article 101066"},"PeriodicalIF":5.1,"publicationDate":"2025-05-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143942366","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Machine learning-based analysis of environmental impact on cycling behavior: A study across multiple Nordic cities","authors":"Xiao Yang ,&nbsp;Qiumeng. Li","doi":"10.1016/j.tbs.2025.101051","DOIUrl":"10.1016/j.tbs.2025.101051","url":null,"abstract":"<div><div>As global urbanization accelerates, traffic congestion and environmental pollution have become critical issues. Cycling, as a green transportation mode, is essential for promoting sustainable urban development. However, the impact of environmental factors on cycling behavior varies among cities, and systematic comparative studies are lacking. This study focuses on five Nordic cities—Reykjavik, Oslo, Stockholm, Copenhagen, and Helsinki—utilizing multi-source data and an improved NRBO-XGBoost model to enhance predictive performance in analyzing the effects of environmental factors on cycling mobility. Through K-means clustering, differences in cycling mobility patterns among these cities are revealed. The results indicate that topographical variation, green space area, air quality, and road density significantly influence cycling flow, with varying impacts across cities. In Copenhagen and Oslo, high densities of commercial facilities and green space coverage promote cycling activity, whereas complex terrain in Stockholm and Helsinki restricts it. Cluster analysis shows that high traffic network density in the city centers of Oslo and Copenhagen enhances cycling flow, and suburban green spaces and water bodies contribute to increased cycling. Conversely, slopes in Stockholm and Helsinki inhibit cycling activity. These findings equip urban planners with both generalizable and targeted insights to optimize cycling infrastructure and promote sustainable urban mobility tailored to each city’s unique environmental conditions.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"41 ","pages":"Article 101051"},"PeriodicalIF":5.1,"publicationDate":"2025-05-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143936338","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"On the role of microtransit in shaping new mobility patterns","authors":"Jerome Mayaud","doi":"10.1016/j.tbs.2025.101065","DOIUrl":"10.1016/j.tbs.2025.101065","url":null,"abstract":"<div><div>Microtransit, a form of demand-responsive transit (DRT), has garnered interest for its potential to complement traditional public transit and address first- and last-mile challenges. However, limited research has explored its impact on travel behavior, particularly its role in inducing new trips that might not otherwise occur. This study addresses this gap with two main contributions: (i) the introduction of a novel digitized methodology that links rider socio-demographics with precise data on the trips they take, and (ii) an evaluation of the extent to which microtransit services stimulate new travel demand, alongside an analysis of the characteristics of these induced trips and the demographics of the riders making them. Using digitized travel survey data from 8,766 microtransit riders across 30 North American cities, we analyzed the socio-economic factors influencing trip generation and assessed how induced trips are impacting urban mobility patterns more broadly. Our findings suggest that microtransit induces new travel demand from diverse populations, including women, older adults, individuals with disabilities, and low-income households, demonstrating its potential to enhance equity in urban mobility. At the same time, strategic planning is essential to prevent microtransit from cannibalizing fixed-route transit services, particularly among populations for whom alternative transit options are available. This research highlights the untapped potential of pairing granular travel behavior data with sociodemographic information using the digital infrastructure of DRT platforms, and its transformative value for tailoring transit services to meet the needs of underserved communities. As cities seek to implement inclusive mobility solutions, microtransit presents a promising mode that can be flexibly deployed within a multimodal urban ecosystem, to balance convenience, accessibility, and environmental objectives.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"41 ","pages":"Article 101065"},"PeriodicalIF":5.1,"publicationDate":"2025-05-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143936344","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Understanding spatiotemporal patterns of walking behavior of older people via mobile phone big data","authors":"Xuan He,&nbsp;Sylvia Y. He","doi":"10.1016/j.tbs.2025.101046","DOIUrl":"10.1016/j.tbs.2025.101046","url":null,"abstract":"<div><div>The characteristics of older adults’ walking behavior can provide insights for developing an age-friendly future. However, minimal attention has been given to the walking behavior of older adults on a large spatial and temporal scale. This study leveraged big data from mobile phones to decode the spatiotemporal patterns of seniors’ walking behavior, using Shenzhen, China, as a case study. We identified over 27 million elderly walking trips from April to September 2021 and utilized census data to validate the representativeness of older adults’ mobile phone data. The results showed that older adults’ walking trips were largely clustered in urban areas and suburban subcenters. The average number of senior walking trips in urban neighborhoods was 3.8 times higher than in suburbs. We quantified the differences in walking spatial patterns of seniors and younger adults, and found a prominent disparity in urban areas, where 88% of urban neighborhoods had a higher proportion of walking trips for seniors. Regarding temporal patterns, elderly walking trips generally started and ended earlier than those of younger people, and did not have significant peak hours. The unique spatiotemporal patterns of walking behavior of older adults highlight the need for targeted efforts to design walkable and inclusive cities.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"41 ","pages":"Article 101046"},"PeriodicalIF":5.1,"publicationDate":"2025-05-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143936345","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Complementary intermodal commuting and resident travel satisfaction: A nonlinear and interaction analysis","authors":"Huaxiong Jiang ,&nbsp;Mengjuan Li ,&nbsp;Yuxiao Wang ,&nbsp;Xinyue Han ,&nbsp;Quanxiu Chen ,&nbsp;Jingyang Liu ,&nbsp;Haoran Yang","doi":"10.1016/j.tbs.2025.101048","DOIUrl":"10.1016/j.tbs.2025.101048","url":null,"abstract":"<div><div>While many studies focus on single-mode satisfaction drivers, few examine how intermodal commuting affects commuter travel satisfaction and efficiency in urban settings. This study investigates how complementary intermodal commuting—where multiple modes of transportation are used in a single journey—affects travel satisfaction in Shanghai. Using an XGBoost model, we specifically explore how intermodal commuting and its interactions with contextual factors, like trip characteristics and sociodemographic features, influence travel satisfaction. Data was collected from the 2018 Shanghai Urban Resident Survey, with 1,052 respondents. The results show that while the number of commuting modes (NUMOD) and types of mode combinations (TYPMOD) affect satisfaction, commuter seamlessness (fewer delays and interruptions) and commute time (COMTIM) are the most influential factors. Nonlinear analyses show that active travel-dominated combinations (Type 7) are linked to higher satisfaction, while public transit-dominant combinations (Type 5) in China often correlate with lower satisfaction due to overcrowding. Private car-involved combinations (Types 1 and 3) mainly impact long-distance commutes. Nonlinear interaction analyses further reveal that the interaction between intermodal commuting and trip characteristics has an enhanced effect on commuter satisfaction. Overall, this research provides valuable insights into the complex dynamics between intermodal commuting and travel satisfaction, beyond traditional linear analyses. It also offers meaningful guidance for devising rational transportation policies under intermodal commuting conditions.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"41 ","pages":"Article 101048"},"PeriodicalIF":5.1,"publicationDate":"2025-05-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143917731","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Green stormwater infrastructure and active mobility: A case study investigating the effects of bioswales on individuals’ perceptions","authors":"Charlotte Lemieux ,&nbsp;Sara Lach Gar,&nbsp;Françoise Bichai,&nbsp;Francesco Ciari,&nbsp;Geneviève Boisjoly","doi":"10.1016/j.tbs.2025.101042","DOIUrl":"10.1016/j.tbs.2025.101042","url":null,"abstract":"<div><div>Cities are increasingly designing streets with green stormwater infrastructure (GSI) to improve urban drainage systems, while providing secondary socio-environmental benefits. Yet, the relationship between GSI and active mobility remains underexplored. This study addresses this gap by conducting a case study analyzing the impact of GSI implementation on individuals’ perceptions of walking and cycling infrastructure, while identifying associated challenges and opportunities. The case study focuses on the redesign of five residential streets with bioswales in a small Canadian city. Data were collected through: (i)<!--> <!-->an online and in-person survey with 296<!--> <!-->residents, (ii)<!--> <!-->interviews with 12<!--> <!-->municipal stakeholders, residents, or workers, and (iii) two focus groups with children aged<!--> <!-->10–11.</div><div>Findings indicate that implementing bioswales within the right-of-way contributes to enhanced satisfaction with street design for walking and cycling. Bioswales have the potential to improve the comfort and safety of active travellers by reallocating space for pedestrians and cyclists, while segregating non-motorized and motorized traffic. However, satisfaction with bioswales varies significantly among individuals, following personal characteristics and attitudes. Factors such as exhibiting eco-friendly behaviour, valuing the aesthetics of the neighbourhood, and recognizing the socio-environmental and active mobility benefits of bioswales positively contribute to satisfaction. Conversely, limiting factors stem from changes experienced by car drivers due to the new street configuration and limited agreement or awareness regarding the socio-environmental benefits they provide.</div><div>This paper is relevant to planners and researchers wishing to understand the challenges and opportunities associated with designing multifunctional streets to support sustainable urban drainage systems and active mobility.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"41 ","pages":"Article 101042"},"PeriodicalIF":5.1,"publicationDate":"2025-05-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143912969","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Investigating the relationship between built environment and spatiotemporal heterogeneity of metro ridership","authors":"Cansu Güller","doi":"10.1016/j.tbs.2025.101053","DOIUrl":"10.1016/j.tbs.2025.101053","url":null,"abstract":"<div><div>A growing body of research highlights the importance of understanding built environment factors influencing metro ridership to shape future transit strategies. However, previous traditional approaches relying on total or average ridership across distinct periods (peak hours and off-peak hours, weekdays and weekends) fail to capture the dynamic temporal variations of metro stations. This study addresses this gap by evaluating metro ridership patterns based on a 24-hour cycle, allowing for a more nuanced understanding of the effect of built environment characteristics on ridership patterns. Focusing on Ankara, Türkiye, the study identified the spatiotemporal heterogeneity of metro ridership using large-scale Google Maps data and analyzed network-based catchment areas (CAs) using street and building vectors and points of interest (POIs). Employing principal component analysis and the k-means algorithm, four distinct daily ridership patterns with unique temporal evolutions were identified: diurnal, nocturnal, low equilibrium, and peaked equilibrium. Subsequently, interactive multinomial logistic regression was utilized to assess the impact of built environment metrics on these patterns. The results revealed significant interactions between built environment features and daily ridership patterns at the metro station level. Notably, the interaction of commercial POIs with entropy was found to increase the likelihood of diurnal and nocturnal ridership patterns. Conversely, the lack of these factors increased the probability of low equilibrium patterns. Residential population characteristics emerged as a more potent determinant of ridership than land use density or diversity, highlighting the importance of demographic considerations in transit planning. Moreover, conventional accessibility metrics, including betweenness and closeness centrality, were found to be insufficient in ensuring consistent ridership. The different influencing mechanisms of various types of metro ridership highlighted the importance of interactive relationships from a micro perspective to create balanced and dynamic metro CAs. This study offers crucial insights for creating more sustainable and efficient urban transportation systems.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"40 ","pages":"Article 101053"},"PeriodicalIF":5.1,"publicationDate":"2025-05-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143903841","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The race travel penalty for food shopping in metropolitan areas of the United States","authors":"Joe Grengs","doi":"10.1016/j.tbs.2025.101050","DOIUrl":"10.1016/j.tbs.2025.101050","url":null,"abstract":"<div><div>A tenet of transportation planning is that most consumers choose the closest destination when they can. However, when it comes to food shopping, the choice of store is determined by a broad set of characteristics and most shoppers are willing to make long trips to stores beyond their local neighborhoods, making travel an especially important determinant in accessing healthy and affordable food. Since residences and store locations are patterned by race in the United States, this study asks whether racial minorities must endure longer travel for food shopping compared to White travelers. Using a nationally representative data set from the American Time Use Survey (ATUS) and multiple regression, the analysis finds that Black, Asian, and Hispanic shoppers must spend substantially longer travel time when driving to a food store compared to White shoppers. Effective policy interventions require placing attention on supporting travel for disadvantaged residents so they can reach a varied set of food stores with nutritious offerings at competitive prices beyond the local neighborhood.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"40 ","pages":"Article 101050"},"PeriodicalIF":5.1,"publicationDate":"2025-05-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143903842","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Understanding urban spatial structure through the lens of multiple modal accessibility","authors":"Jie Huang ,&nbsp;Meicheng Xiong ,&nbsp;Jiaoe Wang","doi":"10.1016/j.tbs.2025.101043","DOIUrl":"10.1016/j.tbs.2025.101043","url":null,"abstract":"<div><div>In contrast to most previous studies that investigated urban spatial structures via the accessibility pattern by a single transport mode, this study proposes a research framework based on the concept of modal accessibility gap (MAG). This framework uses cumulative accessibility measurements, spatial clustering methods with spatial constraints, and online map tools. These methods were employed in the urban spatial structure identification of Kunming, a major city in Southwest China. Findings can be summarized as follows: First, there are obvious spatial disparities in accessibility between motorized and non-motorized transport modes, which emphasizes the necessity of understanding urban structures with multiple modal accessibility. Second, combining the accessibility of the four common modes (driving, public transport, walking, and cycling) with spatial constraints is beneficial for maintaining spatial continuity. In addition, some substructures can be better depicted compared to urban structures detected by a single transport mode. Thus, introducing non-motorized transport modes into the MAG analysis is helpful for the urban planning aimed at green mobility, healthy lifestyles, and human well-being.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"40 ","pages":"Article 101043"},"PeriodicalIF":5.1,"publicationDate":"2025-05-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143902026","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Did the bumper sticker piss you off? The mediating roles of blame judgement and negative emotion between slogans and aggressive driving behaviour","authors":"Jiayan Yu ,&nbsp;Yan Ge ,&nbsp;Xuchi Luo ,&nbsp;Weina Qu","doi":"10.1016/j.tbs.2025.101052","DOIUrl":"10.1016/j.tbs.2025.101052","url":null,"abstract":"<div><div>With growth in the quantity of vehicles in China, diverse bumper sticker slogans have become a common sight on roads. Bumper sticker slogans are likely to affect the responses of surrounding drivers, but little is known about the underlying mechanism involved. The aims of this study were to explore the effects of bumper sticker slogans on blame judgement, negative emotion and aggressive driving behaviour and to test the mediating roles of blame judgement and negative emotion between bumper sticker slogans and aggressive driving behaviour. We adopted a single-factor design in which bumper sticker slogans were a within-subject factor with two levels: provocative and conciliatory slogans. The participants were asked to imagine five irritating driving scenarios while viewing different slogans and to respond to items measuring other variables. Finally, a total of 233 valid questionnaires were received. The results showed that compared with conciliatory slogans, provocative slogans received higher scores for blame judgement, negative emotion and aggressive driving behaviour. Moreover, both blame judgement and negative emotion played mediating roles between bumper sticker slogans and aggressive driving behaviour, and they had a joint mediating effect, indicating that bumper sticker slogans affected aggressive driving behaviour by increasing blame judgement and negative emotion. This study explores the mechanism by which bumper sticker slogans affect aggressive driving behaviour and provides insights for the future design of bumper sticker slogans and for drivers’ selection of appropriate bumper sticker slogans.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"40 ","pages":"Article 101052"},"PeriodicalIF":5.1,"publicationDate":"2025-05-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143898752","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}