Is non-work travel excessive?

Efectos de la crisis económica en la movilidad cotidiana de la región metropolitana de Barcelona

“…El aumento de los viajes por persona y día es pues un reflejo del constante deseo de aumentar el número de actividades que realizamos y a los servicios a los que tenemos acceso. Y a pesar que las externalidades no siempre deseadas de esta hipermovilidad han llevado a algunos a hablar de un nivel excesivo de viajes (Horner y O'Kelly, 2007;Mokhtarian y Handy, 2008) la realidad es que el aumento de desplazamientos per cápita está íntimamente relacionado con la búsqueda de una mejor calidad de vida y no puede suscitar más que valoraciones positivas.…”

A multivariate hurdle count data model with an endogenous multiple discrete–continuous selection system

“…The activity diaries for weekends, Mondays, and Fridays were excluded, leaving only the midweek days (Tuesday, Wednesday, and Thursday). The work and work-related episodes of individuals were then removed, because work and work-related decisions (employment decisions, number of hours of work, and work timings) usually tend to be made on a relatively longer term basis compared to the day-to-day planning and scheduling of non-work activity episodes (Rajagopalan et al, 2009, Horner and O'Kelly, 2007, and Saleh and Farrell, 2005. Next, we collapsed the remaining 23 category non-workrelated activity purpose taxonomy into four activity purposes: (1) shopping (including grocery shopping, clothes shopping, window shopping, purchasing gas, quick stop for coffee/newspaper maintenance), (2) social activities (including dining out, visiting friends and family, community meetings, political/civic event, public hearing, occasional volunteer work, church, temple and religious meeting), (3) recreation (including watching sports or attending a sports event, going to the movies/opera, going dancing, visiting a bar, going to the gym, playing sports, bicycling, walking, and camping), and (4) personal activities (including ATM and other banking, visiting post office, banking, paying bills, and medical/doctor visits).…”

Developing context-sensitive livability indicators for transportation planning: a measurement framework

“…These measures are highly influenced by the spatial representation of the system; e.g., aggregate traffic analysis zones with Euclidean distances versus disaggregate neighborhoods with network-based distances (Horner 2004;Niedzielski 2006). Spatial disaggregation also supports disaggregation by trip purpose, socioeconomic status, gender, age and other factors to capture social and cultural differences in this livability indicator (Horner and O'Kelly 2007;Horner 2002). Similarly, transportation performance measures such as travel time, congestion, level of service give different depictions when measured at the zone level, the corridor level or at level of the individual links (Zietsman and Rilett 2008).…”