The anatomy of ride-hailing trips in the Jakarta metro:spatial patterns, trip-level characteristics, and interaction with other modes

This paper provides a baseline understanding on the anatomy of car-based ride-hailing (CBRH) and motorcycle-based ride-hailing (MBRH) trips in emerging economies, using the case of the Jakarta Metropolitan Area (JMA). Leveraging innovative urban data collection technologies, as manifested in an app-based travel survey with high granularity, this study unravels the spatial patterns of ride-hailing trips, trip-level characteristics (purpose, distance, time of day, duration), and their interaction with other modes, particularly transit. Based on recorded ride-hailing trips and a suite of descriptive analyses, findings suggest that: 1) ride-hailing is primarily a central city phenomenon, with most trips occurring to and from dense and spatially mixed neighborhoods; 2) there are substantial differences in trip characteristics between CBRH and MBRH; and 3) a predominant share of ride-hailing trips are stand-alone trips, coupled with insights that nearly 40% of ride-hailing trips likely fill the gap where quality transit services are lacking.</p

MAKE YOURSELF AS COMFORTABLE AS POSSIBLE: A PROXEMICS APPROACH FOR PASSENGER COMFORT OF ONLINE MOTORCYCLE RIDE-HAILING (OJOL)

Motorcycle ride-hailing service (Ojek Online also known as Ojol) that using phone / mobile application as the public transport of two-wheeled taxi, currently a popular public transport used by the general public, Ojol Services in addi-tion to having some advantages such as the speed of road access in urban areas, high cruising range, and economical, but on the other hand there are things that are basically out of the ordinary situation, that will affect to the comfort of passengers, both from the psychological and physical side. The phenomenon of distance and sitting position between the driver and passengers that are very close was the attention of the author, that condition becomes one of the research questions to know what factors which makes passengers feel the condition is still reasonable although the distance privacy and the position has entered into an intimate distance and how to make that situation more comfortable by develop some product design. In this study data collection is planned using literature study method, observation, interview and questionnaire so as to get data such as complaints from users psychologically or the perception of passengers by using proxemics approach related to passenger seating position and other findings that can be considered in improving the comfortable of Ojol service users. The result, distance and sitting position will create a condition that is uncomfortable for the passengers, and tend to try to create space or physical distance apart, psychology suggestions in various ways, or positions in order to get a little comfort, there is a consensus about the prevalence where that “out of the ordinary” is still considered reasonable, temporary, always in a 'supervised' state by the public, professionalism expectation, and various other psychology suggestions. Keywords: comfort, motorcycle, ojek online, passenger, perception, product design, proxemic

Main design factors for shared ride-hailing services from a user perspective

Shared ride-hailing transportation is discreetly emerging in cities all over the world with the purpose of decongesting cities, offering a similar comfort and convenience of the private car, and this way, filling the gap between the cities’ bus services and the regular taxi services. Hence, the aim of this research is to detect the main factors that should be taken into account for the service design of shared ride- hailing transportation, as well as to compare this mean of transport with the bus and taxi services. The research was conducted through, first, an analysis of shared ride-hailing services business model. Then, a quantitative research was conducted to users of a small-scale one-week pilot in Barcelona. The results show that factors related to price and travel times are more important from a user perspective than the ones related to comfort, such as the walking distance to the pickup point or the comfort provided by the vehicle. Furthermore, results indicate the intended use of participants of a potential future shared ride-hailing service in different use casesPostprint (author's final draft

Investigating the Influence of Dockless Electric Bike-share on Travel Behavior, Attitudes, Health, and Equity

Cities throughout the world have implemented bike-share systems as a strategy for expanding mobility options. While these have attracted substantial ridership, little is known about their influence on travel behavior more broadly. The aim of this study was to examine how shared electric bikes (e-bikes) and e-scooters influence individual travel attitudes and behavior, and related outcomes of physical activity and transportation equity. The study involved a survey in the greater Sacramento area of 1959 households before (Spring 2016) and 988 after (Spring 2019) the Summer 2018 implementation of the e-bike and e-scooterservice operated by Jump, Inc., as well as a direct survey of 703 e-bike users (in Fall 2018 &amp; Spring 2019). Among householdrespondents, 3–13% reported having used the service. Of e-bike share trips, 35% substituted for car travel, 30% substituted for walking, and 5% were used to connect to transit. Before- and after-household surveys indicated a slight decrease in self-reported (not objectively measured) median vehicle miles traveled and slight positive shifts in attitudes towards bicycling. Service implementation was associated with minimal changes in health in terms of physical activity and numbers of collisions. The percentages of users by self-reported student status, race, and income suggest a fairly equitable service distribution by these parameters, but each survey under-represents racial minorities and people with low incomes. Therefore, the study is inconclusive about how this service impacts those most in need. Furthermore, aggregated socio-demographics of areas where trips started or ended did not correlate with, and therefore are not reliable indicators of, the socio-demographics of e-bike-share users. Thus, targeted surveying of racial minorities and people with low-incomes is needed to understand bike-share equity

Unraveling the travel patterns of ride-hailing users: A latent class cluster analysis across income groups in Yogyakarta, Indonesia

This study provides valuable insights into ride-hailing trip patterns among various income groups, including lower-income groups and those living below the poverty line, groups often overlooked in previous research. Using latent class cluster analysis (LCCA) based on a survey in Yogyakarta Province, Indonesia, we examine how variations in trip pattern characteristics are influenced by socio-demographics, household characteristics, and travel-related attitudes toward ride-hailing usage. Our results establish that six distinct clusters representing different ride-hailing travel patterns can be identified. We found dominant clusters for short and less expensive trips using motorcycle-based ride-hailing services (RH MC). In contrast, longer and more expensive trips are associated with car-based ride-hailing (RH CAR). Moreover, ride-hailing plays an important role in essential trips such as returning home, commuting, and maintenance activities, highlighting its importance in addressing transportation challenges, particularly in regions with limited public transportation access. Lower-income individuals and those living in poverty tend to use ride-hailing primarily for shorter and cheaper trips with RH MC, while those from higher-income brackets utilize it for a broader range of purposes. These findings highlight the diverse effects of ride-hailing across income groups and suggest the potential for ride-hailing to enhance accessibility for low-income individuals in Indonesia. We propose policy recommendations to alleviate transport poverty and enhance transport equity in light of these findings

Moving from Walkability? Evaluation Traditional and Merging Data Sources for Evaluating Changes in Campus-Generated Greenhouse Gas Emissions

Universities are increasingly committing to reduce campus-generated greenhouse gas emissions, whether voluntarily or in response to a legal mandate. As an initial step to keeping these commitments, universities need an accounting of baseline greenhouse gas emissions levels and means of monitoring changes in campus-generated greenhouse gas emissions over time. Commute-generated greenhouse gas emissions from travel to and from campus by students and employees are among the most difficult to quantify. This report examines some of the challenges associated with estimating campus-generated greenhouse gas emissions and evaluates ways to address those challenges. The purpose of this study is to identify changes in campus-generated travel behavior at California Polytechnic State University based on the results of three successive campus-wide travel surveys; to evaluate alternative data sources that have the potential to supplement or replace campus travel surveys as a source of data for campus-generated greenhouse gas emissions; and to evaluate alternate methods to estimating greenhouse gas emissions from campus-generated vehicle miles traveled, depending on the presence of campus-specific information about vehicle fleet characteristics. The results of successive travel surveys suggest that the campus population has become more car-dependent over time. Comparison of survey results with data collected from automating traffic counting devices and mobile device data suggest that surveys that are limited to members of the campus community are likely to undercount campus-generated vehicle miles traveled by excluding infrequent, but potentially long, trips by campus visitors. Finally, we find that using campus-specific information on the model years of vehicles used to commute to campus yields higher estimates of campus-generated greenhouse gas emissions, relative to average regional emissions rates

Carbon Free Boston: Transportation Technical Report

Part of a series of reports that includes: Carbon Free Boston: Summary Report; Carbon Free Boston: Social Equity Report; Carbon Free Boston: Technical Summary; Carbon Free Boston: Buildings Technical Report; Carbon Free Boston: Waste Technical Report; Carbon Free Boston: Energy Technical Report; Carbon Free Boston: Offsets Technical ReportOVERVIEW: Transportation connects Boston’s workers, residents and tourists to their livelihoods, health care, education, recreation, culture, and other aspects of life quality. In cities, transit access is a critical factor determining upward mobility. Yet many urban transportation systems, including Boston’s, underserve some populations along one or more of those dimensions. Boston has the opportunity and means to expand mobility access to all residents, and at the same time reduce GHG emissions from transportation. This requires the transformation of the automobile-centric system that is fueled predominantly by gasoline and diesel fuel. The near elimination of fossil fuels—combined with more transit, walking, and biking—will curtail air pollution and crashes, and dramatically reduce the public health impact of transportation. The City embarks on this transition from a position of strength. Boston is consistently ranked as one of the most walkable and bikeable cities in the nation, and one in three commuters already take public transportation. There are three general strategies to reaching a carbon-neutral transportation system: • Shift trips out of automobiles to transit, biking, and walking;1 • Reduce automobile trips via land use planning that encourages denser development and affordable housing in transit-rich neighborhoods; • Shift most automobiles, trucks, buses, and trains to zero-GHG electricity. Even with Boston’s strong transit foundation, a carbon-neutral transportation system requires a wholesale change in Boston’s transportation culture. Success depends on the intelligent adoption of new technologies, influencing behavior with strong, equitable, and clearly articulated planning and investment, and effective collaboration with state and regional partners.Published versio

Taxicab regulation and urban residents' use and perception of taxi services: a survey in eight cities

1. Several market failures would justify some forms of price control and entry regulation in the taxicab industry. Unfortunately, history shows that very often the taxi regulators get captured by taxi operators' lobbies and fail to adapt their regulation to changing market conditions. Hence, faced with a sclerotic service supply, several cities and countries have thoroughly deregulated their taxi industry... only to gradually bring back some elements of regulation later on. Since the late 1960s academics have at length debated the pros and cons of price and entry regulations for the taxi market, either using very simplified models of selected segments of the market or referring to empirical data comparing service supply before and after deregulation in one or in several case studies. Because of the paucity of available data on the demand side, most of these empirical studies generally only consider the supply side, overlooking the impact of regulation or deregulation on taxi use and on the perception of taxi services by their clients. We have selected eight capital cities with contrasting regulatory systems and carried out a survey among their residents to understand why and how they use taxis and to collect their opinion about the quality of the service provided. Some 3200 respondents answered about 40 questions. Taxi use varies greatly from one city to the other, both in terms of trip frequency and of trip purposes. A statistical analysis of the results enabled us to draw some conclusions about the impacts of various elements of taxicab regulation on the mobility of urban residents.taxi; regulation; deregulation; mobility; London; Paris; New York; Amsterdam; Dublin; Berlin; Stockholm; Lisbon

Benefits of Electric Motorcycle in Improving Personal Sustainable Economy: A View from Indonesia Online Ride-Hailing Rider

The energy cost of electric vehicles is reportedly less than its internal combustion engine counterpart due to using technologies to boost efficiency through regenerative braking. Based on this condition, a possibility of its implementation as vehicles in ride-sharing applications is observed. Therefore, this study aims to analyze the benefits of electric vehicle implementation to ride-sharing platforms in Indonesia. An electric motorcycle was used in this study as a vehicle for daily ride-sharing activities. In addition, the rider often used an internal combustion engine motorcycle. The study focused on the economic benefits obtained by the rider through swapping the ICE motorcycle with an electric scooter. Also, it used observation data for two months by utilizing electric motorcycles. Before using this vehicle, a comparison was additionally conducted based on the amount of money received by the rider. Furthermore, potential drawbacks were considered, such as battery charging durations and range of travel per day. The questions in this study included the following, "Are there any compromises that should be conducted by the rider to use the electric motorcycle for ride-hailing purposes?". Therefore, the results obtained in this study are expected to provide answers to these questions. Based on the data comparisons, a rider saved up to 68% of their income by using an electric motorcycle, compared to an ICE vehicle. It was also found to be similarly practical as the ICE counterpart for ride-hailing. Moreover, the electric motorcycle effectively served the customers' requirements as conducted by the ICE vehicle regarding orders and trips traveled. To further enhance the benefits of economic riders, a battery swap station should be readily available to prevent charging for 3-4 hours. By utilizing this station, the personal productivity of the electric motorcycle increased to 100%. Therefore, electric motorcycles successfully met the expected standards by creating substantial unique economic benefits and providing a more environmentally friendly vehicle without any losses. Th study was used as evidence for those interested in adopting the electric motorcycle to improve personal economic benefits. The government also used it to set up momentum to accelerate electric motorcycle adoption in Indonesia