Willingness to change car use to commute to the UPTC main campus, Colombia: A hybrid discrete choice modeling approach

Márquez, Luis; Macea, Luis F.; Soto, Jose J.

doi:10.5198/jtlu.2019.1460

Cited by 10 publications

(7 citation statements)

References 37 publications

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“…This would also possibly misguide the land use and transport planning and relevant policy-making in the future. Apart from that, few studies have considered the effects of individuals' travel attitudes and preferences, which may also affect the mode choice and walking behavior, and ultimately influence the outcome of people's health (Marquez, Macea, & Soto, 2019;Schneider, & Stefanich, 2018;Wee & Ettema, 2016). Therefore, it is of great significance to examine the effect of neighborhood walkability on individual BMI considering the mediating role of commute mode and the effect of travel attitudes and preferences in this paper.…”

Section: Literature Reviewmentioning

confidence: 99%

How does neighborhood walkability affect obesity? The mediating role of commute mode

Yang

Zhen

Zhou

2021

JTLU

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The walkability of a neighborhood is closely related to residents’ travel behavior and daily life and, ultimately, their health and wellbeing. Although existing studies in this area have reached some enlightening conclusions, few of them have considered residents’ travel attitudes and preferences, or the mediating role of commute mode. Do travel attitudes and preferences matter in the relationship between neighborhood walkability and residents being obese? How does commute mode work as a mediator? To answer these questions, based on the 2019 travel survey data in Guangzhou, this paper uses the Multilevel Linear Model (MLM) to examine the association between neighborhood walkability and residents’ body mass index (BMI). Furthermore, the Mediation Model is used to identify the mediating role of commute mode in the relationship between walkability and BMI. The results show that (1) travel attitudes and preferences do affect the individual’s BMI through the mediator of commute mode. (2) After controlling the individual socio-demographics and travel attitudes and preferences, neighborhood walkability has a significant negative effect on BMI. Meanwhile, walkability has a significant positive effect on the use of non-private motorized commute modes. Non-private motorized commute modes have a significant negative effect on BMI. (3) The mediating effect of commute mode in the relationship of neighborhood walkability with the individual’s BMI is significant. The proportion of mediation is 32.90%. Insights into the relationship between neighborhood walkability, commute mode, and individual BMI highlight the importance of walkable neighborhoods that encourage people to use healthy commute modes.

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Section: Literature Reviewmentioning

confidence: 99%

How does neighborhood walkability affect obesity? The mediating role of commute mode

Yang

Zhen

Zhou

2021

JTLU

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“…Examples for a provisional implementation in the case of mode choice are provided by Habib et al [23], Yáñez et al [24], Kamargianni et al [13] and Johannsen et al [25]. In view of the travel behavior investigated in recent research, it has to be summarized that the object of car use for commuting under consideration of psychological factors with this method has been studied extensively in the past [14,17,[25][26][27]. Findings have confirmed the significance of psychological factors on the behavioral intention to commute by car.…”

Section: Motives For Car Use In Extended Discrete Choice Modelsmentioning

confidence: 99%

“…Findings have confirmed the significance of psychological factors on the behavioral intention to commute by car. Some studies have focused on environmental aspects [14,27], but only few analyzed the impact of affective or symbolic motives on other trip purposes or car use frequency in general, e.g., Lois and López-Saez [16] or Bergstadt et al [8]. However, they used other modeling techniques than HCM as mentioned above.…”

Section: Motives For Car Use In Extended Discrete Choice Modelsmentioning

confidence: 99%

Revealing Motives for Car Use in Modern Cities—A Case Study from Berlin and San Francisco

et al. 2020

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Car use in modern cities with a well-developed public transit is more sophisticated to explain only through hard factors such as sociodemographic characteristics. In cities, it is especially important to consider motives for car use. Therefore, we examined two modern cities with a high modal share of non-motorized modes and public transit to answer the question: How do the affective and instrumental motives influence car use in such cities? The used data set was collected in Berlin and San Francisco. To investigate the role of motives, we applied an ordered hybrid choice model (OHCM) with a probit kernel. Based on the OHCM we explained more than 14% of the overall heterogeneity and gave further insights to the decision-making process. The affective motive had a strong influence on car use frequency, whereby the instrumental aspects did not matter. Furthermore, an effect resulting from age could not be determined for the affective motives in these cities. Results suggest people are more likely to use cars for affective motives despite the city’s adversities. For these people it is difficult to achieve a shift to alternative means of transport. The only way to intervene here is through regulatory intervention.

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“…residential areas, shopping areas and office areas. Parking charges in shopping areas and office areas impact the modal choice [4,[10][11][12][13][14][15][16]. Simicevic et al (2013), Albert and Mahalel [17] and Tsamboulas [18] all used stated preferences to elicit how parking fees at the destination impact modal choice.…”

Section: Introductionmentioning

confidence: 99%

Impacts of On-Street Parking Fees in Suburbs

Nissan¹,

Ntriankos²,

Eliasson³

et al. 2020

IJTET

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Street parking fees are common in many cities across the world. Knowledge on how such fees impact parking demand is crucial for designing charging schemes. Empirical studies of parking fees are however scares and often hampered by a lack of data systematically collected before and after policy changes. Moreover, almost all studies analyzing the impact of fees on parking demand focuses on dense city centers. This paper aims as showing how on-street parking count conducted before and after the introduction of parking fees of in the suburbs of Stockholm impact parking demand. This paper analyses data conducted before and after the implementation of the new parking policy in 2017, where on-street parking fees were introduced for the first time in the inner suburbs. At the same time, the amount of the fee was also increased in the inner city. Moreover, the fine was raised for the parking ticket issued to cars parked in breach of parking regulations. We find a 35-40 percent reduction in the number of parked cars in response to the introduction of parking fees in the suburbs. However, the increase in the parking fees in the inner city had a substantially lower effect or no effect at all on demand. The effect of increasing the amount of the fine had no impact on the number of the cars violating parking restrictions.

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Willingness to change car use to commute to the UPTC main campus, Colombia: A hybrid discrete choice modeling approach

Cited by 10 publications

References 37 publications

How does neighborhood walkability affect obesity? The mediating role of commute mode

How does neighborhood walkability affect obesity? The mediating role of commute mode

Revealing Motives for Car Use in Modern Cities—A Case Study from Berlin and San Francisco

Impacts of On-Street Parking Fees in Suburbs

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