Das Mobilitätsskelett – ein integrativer Ansatz zur mehrdimensionalen Betrachtung von urbaner Mobilität

In Städten steigt durch zunehmenden Verkehr und dessen negative Begleiterscheinungen der Handlungsdruck für eine Transformation hin zu einer nachhaltigeren Mobilität. Im Fokus der Betrachtung urbaner Mobilität steht häufig der Besitz und die Nutzung privater Pkw. Scheinbar losgelöst von der Verfügbarkeit attraktiver Verkehrsmittelalternativen spielt das Auto immer noch eine relevante Rolle bei der Gestaltung der persönlichen Mobilität. Bei der Untersuchung des Phänomens der anhaltenden Bedeutung des privaten Pkw in der Gesellschaft stoßen Methoden und Theorien der klassischen Verkehrsforschung an ihre Grenzen. Eine ergänzende und relevante Erklärungsperspektive für die Rolle des Pkw kann die Einbeziehung sozialwissenschaftlicher Erkenntnisse, wie mobilitätsbezogener Einstellungen und ökologische Normorientierungen, liefern. Etablierte Mobilitätserhebungen mit einem Wegetagebuch erfassen durch einen zu kurzen Betrachtungszeitraum von einem Tag entweder nicht ausreichend intrapersonelle Variabilität oder sie können aufgrund des schon hohen Erhebungsaufwands für die Probanden, gerade bei Längsschnitterhebungen, keine zusätzlichen Fragen zu psychographischen Eigenschaften berücksichtigen. Diese Einschränkung bei Längsschnitterhebungen gilt auch für die Betrachtung seltener Fernverkehrsereignisse, die in der Gesamtmobilität von Stadtbewohnern oftmals einen relevanten Anteil ausmachen. Um die Rolle des Pkw in der urbanen Mobilität zu untersuchen oder Zielgruppen zu identifizieren, die heute schon eine nachhaltige Mobilität oder Potenzial für eine Transformation hin zu mehr Nachhaltigkeit besitzen, bedarf es einer geeigneten Erhebungsmethode, welche die genannten Nachteile traditioneller Methoden nicht besitzt. Für eine ganzheitliche Betrachtung wird in der vorliegenden Arbeit ein neuartiges Erhebungskonzept vorgestellt: das Mobilitätsskelett. Dieses verbindet durch den modularen Aufbau die Erhebung der Alltagsmobilität in einer typischen Woche mit seltenen Fernverkehrsereignissen als Quasi-Längsschnitt und ermöglicht außerdem die Erfassung psychographischer Eigenschaften. Das Mobilitätsskelett wird einer ausführlichen Validierung mit dem Wegetagebuch im Längsschnitt unterzogen und weist dabei eine valide Übereinstimmung auf. Eine Anwendung der Methodik erfolgt in drei unterschiedlichen Zielgruppensegmentierungen mit den Schwerpunkten Pkw-Besitzer, Mobilitäts-Gesamtmarkt und Pkw-Vielnutzer. Deren Ergebnisse liefern eine mögliche Entscheidungsgrundlage für politische Entscheidungsträger und die Mobilitätsindustrie, um Handlungsoptionen für eine nachhaltige Mobilität abzuleiten. Abgeschlossen werden die Anwendungsfälle durch eine Analyse der Ursachen-Wirkungs-Zusammenhänge für verschiedene Pkw-Nutzungshäufigkeiten mit einem neuartigen Ordered-Hybrid-Choice-Modell. Als Ergebnis liefert die Arbeit ein praxisorientiertes Erhebungsinstrument, das umfassend validiert und in vielfältigen Anwendungen mit mehr als 8.500 Probanden international erprobt wurde

Exploring the role of individuals’ attitudes in the use of on-demand mobility services for commuting – A case study in eight Chinese cities

The use of on-demand mobility (ODM) services has increased in Chinese cities and is used by people for various purposes, such as leisure activities or commuting. The aim of this study is to identify and analyze factors that play a role in the use of ODM services for commuting of high-income earners in China. In previous studies, this group of people was identified as extremely relevant for ODM use as they can afford the services in principle. A specific focus of this study is on the influence of travel mode attitudes as well as sociodemographic characteristics. The data set used in this study was collected with the innovative travel skeleton approach based on information given by high-income individuals. The survey took place in eight different Chinese cities with 5,192 respondents. They have provided insights on their everyday travel (e.g., commuting) and attitudes towards car and public transit. To investigate the role of psychological factors behind the use frequency of ODM services, we applied a factor analysis to identify latent factors from psychological item sets used. Next, we integrated them into an ordered hybrid choice model (OHCM). The results show that people’s perceived public transit experience increase the probability to use ODM more often for commuting. We suggest a strong interrelation between public transit and such services, even among people with high incomes

Social aspects of long-distance travel - a study of two survey designs

Major parts of transportation research focus on everyday travel, including qualitative, quantitative and mixed-methods approaches. However, to find strategies to reduce transport-related emissions on a global scale, studies on long-distance travel require greater consideration. This paper presents and compares two independent mixed-methods research approaches exploring social aspects of long-distance travel. While one study is qualitative dominant and focuses on relational aspects of travel decisions, the other is quantitative dominant and originates from the individuals’ needs. Both studies highlight motivational factors as important stimuli for long-distance travel patterns and that part of long-distance travel is due to social commitment

Influences of Norm and Excitement on Bike Use Behavior of High-Income People in China

In China, the bicycle had a high relevance in the past. Some decades ago, it was the major mode for most Chinese people. This situation changed with growing wealth and increasing car ownership. Today, as cities are traffic-crowded, the bicycle seems to be an alternative again. At the same time, the government as well as private equity, invest in public bike systems. Previous research indicates that especially people with high-income are less likely to use the bicycle as a mode of transport. The question arises whether the bike is used by high-income people that usually have a car as an alternative. What are the influencing factors to use bicycles? To investigate these aspects, we present results of a study conducted in 8 Chinese cities. The data is analyzed using a structural equation model to investigate influences on bike use behavior of high-income people. This study provides no contribution in the research of psychological characteristics of users or the routes used. Rather, it is intended to provide understanding to ecological norm and excitement regarding usage. The results provides insights into the complex interrelationships of sociodemographic and psychological aspects as well as the modernity of the cities in the context of bike usage. Mainly car ownership and the place of residence show significant effects on the attitudes and norms of people and thus influence the use of bicycles. Our results help to understand the interrelationships between sociodemographic characteristics, spatial characteristics and the attitudes of people while making mobility decisions

Home Deliveries and Their Impacts on Travel: Capturing Shopping Behavior and Attitudes towards Shopping in a Travel Behavior Skeleton Approach

Attractive options such as home delivery services (e-commerce) may shift the travel for shopping purposes to a more voluntary activity. Research is faced with the question which (latent) characteristics of people might indicate a higher potential to use home delivery services as a substitute for individual travel. Therefore, an appropriate survey instrument is needed which in its function fully depicts both individual travel and particular shopping behavior. Further, it should be supplemented by psychological aspects relating to shopping behavior and shopping-relevant relevant transport modes. This work presents an extensive literature review and a survey approach which has been exploratively tested

Time Use during Activities and Trips – Potentials for Analyzing Future Travel and Activity Behavior

We carried out a survey with students on time use during activities and trips with upcoming fully automated vehicles (AV). Compared to current time used in public transit, in AV more attention-demanding activities will be undertaken. Shorter trips lead to use the time with less attention-demanding activities. Time use differences originate in the current mode. Using time in the vehicle for activities, people save time outside it. This is mostly done to extend previously existing activities or to spend more time at home. However, around 15% of the students will perform new activities, which leads to an increase of travel demand

Classifying Car Owners in Latent Psychographic Profiles

Policy makers in urban areas are subjected to increasing pressure to find sustainable solutions to congestion and transportation. A detailed understanding of the motivations of car owners is required to enable the development of policies that are both socially fair and take effective measures. The objective of this study is to provide a more granular differentiation of car owners using psychographic profiles in three basic dimensions (privacy, autonomy, and car excitement). These profiles are also examined in relation to general travel behavior in everyday and long-distance travel. Data was collected in Munich and Berlin (Germany) and a latent class analysis was applied to segment respondents into latent profile classes. On this basis, six different profile classes were identified. In addition to the Car Independents profile class which does not have strong orientations toward the car, several profile classes were also identified with high concerns about “privacy” in relation to social distances in public transit. The information and analysis presented enables a deeper understanding of the motivations of the different target profile classes and discusses the need for tailored, socially fair measures to reduce car ownership and use within these groups

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

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

Mobility Styles and Car Ownership - Potentials for a Sustainable Urban Transport

Decision-makers in cities worldwide have the responsibility to contribute to the reduction of greenhouse gas emissions in urban transport. Therefore, effective measures and policies that allow for a change in people’s mobility towards sustainable mobility must be derived. To understand how different people respond to measures and policies, and to increase the effectiveness of such policies, individual mobility needs and mobility determinants have to be considered. For this, the definition of individual mobility styles as holistic descriptions considering travel behavior, attitudes, as well as life stages is useful. This study presents a segmentation approach that identifies eight urban mobility styles by using data from a multidimensional survey conducted in Berlin and San Francisco. We applied a cluster analysis with both behavioral and attitudinal characteristics as segmentation criteria. By analyzing the characteristics, we identified a mobility style—the Environmentally Oriented Multimodals—that is environmentally oriented, but not yet all people in this cluster are sustainable in their mobility. Thus, they are the group with the highest potential to accept and use sustainable mobility. Additionally, we found that within the Environmentally Oriented Multimodals, the change from one life stage to another is also likely to be accompanied by a car acquisition

Electric Factor - A Comparison of Car Usage Profiles of Electric and Conventional Vehicles by a Probabilistic Approach

To counteract climate change, electric vehicles are replacing vehicles with internal combustion engine on the automotive market. Therefore, electric vehicles must be accepted and used like conventional vehicles. This study aims to investigate to which extent electric vehicles are already being used like conventional vehicles. To do this, we present a supervised method where we combine usage data from conventional vehicles (from car use model based on survey data) and electric vehicles (from sensor data) in Germany and California. Based on conventional vehicles, eight car usage profiles were defined by hierarchical clustering in a previous study. Using a softmax regression, we estimate for each electric vehicle a probability of assignment for every car usage profile. Comparison of conventional and electric vehicles with a high probability reveals that electric vehicles are used similar for long-distance travel (>100 km) and different for short-distance travel (<10 km) to conventional vehicles. This implies that electric vehicles are indeed used for long-distance travel but are still not entirely used for everyday mobility. This could be because electric vehicles are not yet suitable for all trip purposes (e.g., transport of larger items)