Social inequalities in travel behaviour: trip distances in the context of residential self-selection and lifestyles

Scheiner, Joachim

doi:10.1016/j.jtrangeo.2009.09.002

Cited by 129 publications

(65 citation statements)

References 25 publications

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“…During the past two decades, dozens of studies have addressed the issue of residential self-selection in the relationship between the built environment and travel behavior. The studies have employed various modeling techniques, including statistical control (Frank et al 2007;Naess 2009), instrumental variables (Boarnet and Sarmiento 1998;Khattak and Rodriguez 2005), sample-selection model (Bhat and Eluru 2009;Zhou and Kockelman 2008), propensity score matching (Cao and Fan 2012), joint modeling (Scheiner 2010;Pinjari et al 2011), and longitudinal design (Krizek 2003;Brown and Werner 2007). Among the approaches, statistical control is the most commonly used method in the literature.…”

Section: 2mentioning

confidence: 99%

Satisfaction with travel and residential self-selection: How do preferences moderate the impact of the Hiawatha Light Rail Transit line?

Cao

Ettema²

2014

JTLU

113

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Abstract:Policies in urban and transportation planning increasingly aim at improving residents' wellbeing. Satisfaction with travel (SWT) is a relevant component of well-being. Insight into the effect of the built environment on SWT is limited and therefore the focus of this paper. To assess this effect, a crucial issue is to what extent a relationship between the built environment and SWT is due to residential self-selection. To explore this question, a survey was held in corridors of the Twin Cities, which differed in terms of accessibility and transit options. Respondents reported their SWT, travel preferences and reasons for location choices, among other things. Using a fixed-effect model of SWT, we found that self-selection plays a significant role in explaining SWT, but that built environment characteristics also have an independent effect on SWT. Taken together this suggests that policies to build high-quality transit have a positive effect on SWT, in general, and particularly for those with a transit preference.

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Section: 2mentioning

confidence: 99%

Satisfaction with travel and residential self-selection: How do preferences moderate the impact of the Hiawatha Light Rail Transit line?

Cao

Ettema²

2014

JTLU

113

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“…Furthermore, trip-related attributes are considered. In literature these attributes are often pinpointed as predominant variables including: trip purpose (de Palma and Picard, 2005), trip distances (Scheiner, 2010) and congestion (Jan et al, 2000). Five types of trip purposes are distinguished: work, leisure, shopping, home and other.…”

Section: Figure 1 Map Of Belgiummentioning

confidence: 99%

Modelling Route Choice Decisions of Car Travellers Using Combined GPS and Diary Data

et al. 2013

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The aim of this research is to identify the relationship between activity patterns and route choice decisions. The focus is twofold: on the one hand, the relationship between the purpose of a trip and the road categories used for the relocation is investigated; on the other hand, the relationship between the purpose of a trip and the deviation from the shortest path is studied. The data for this study were collected in 2006 and 2007 in Flanders, the Dutch speaking and northern part of Belgium. To estimate the relationship between the primary road category travelled on and the corresponding activity-travel behaviour a multinomial logit model is developed. To estimate the relationship between the deviation from the shortest path and the corresponding activity-travel behaviour a Tobit model is developed. The results of the first model point out that route choice is a function of multiple factors, not just travel time or distance. Crucial for modelling route choices or in general for traffic assignment procedures is the conclusion that activity patterns have a clear influence on the road category primarily driven on. Particularly, it was shown that the likelihood of taking primarily through roads is highest for work trips and lowest for leisure trips. The second model shows a significant relationship between the deviation from the shortest path and the purpose of the trip. Furthermore, next to trip-related attributes (trip distance), also socio-demographic variables and geographical differences play an important role. These results certainly suggest that traffic assignment procedures should be developed that explicitly take into account an activity-based segmentation. In addition, it was shown that route choices were similar during peak and off-peak periods. This is an indication that car drivers are not necessarily utility maximizers, or that classical utility functions in the context of route choices are omitting important explanatory variables.

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“…In its unstructured and irregular nature [4], weekend travel considerably differs from weekday travel in terms of the distribution of peak hours and variety of destinations [5]. (Actually, weekend travel, especially summer weekend travel, may be generated for visiting a second home.…”

Section: Introductionmentioning

confidence: 99%

An Analysis of the Relationship between Land Use and Weekend Travel: Focusing on the Internal Capture of Trips

Gim

2018

Sustainability

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Weekend travel has not been duly considered in academics and practice regarding its relationship with land use. A lack of consideration is notable in terms of how land use internalizes weekend travel. Thus, by separating the internal and external travel of the traffic analysis zone, this study analyzes the land use effect on weekend travel in comparison with that on weekday travel. Two structural equation models, each of which is specified for weekday and weekend travel, construct the same sample and their results become comparable. At the travel variable level, the models find consistent results: Stronger effects are made on internal travel than on external travel and particularly, on trip frequency than on travel time. This implies that compact land use causes a stronger addition of internal trips and a less strong reduction of external trips, that is, changes in destinations rather than in total travel time. At the factor level, unlike the weekday model in which the sociodemographic factor exerts a stronger effect, the weekend model presents that land use more strongly affects travel patterns. This magnitude difference is explained by the different flexibility of compulsory weekday travel and discretionary weekend travel in relation to the choice of trip destination and frequency.

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Social inequalities in travel behaviour: trip distances in the context of residential self-selection and lifestyles

Cited by 129 publications

References 25 publications

Satisfaction with travel and residential self-selection: How do preferences moderate the impact of the Hiawatha Light Rail Transit line?

Satisfaction with travel and residential self-selection: How do preferences moderate the impact of the Hiawatha Light Rail Transit line?

Modelling Route Choice Decisions of Car Travellers Using Combined GPS and Diary Data

An Analysis of the Relationship between Land Use and Weekend Travel: Focusing on the Internal Capture of Trips

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