Exploring the Relationship between Big-Box Retail and Consumer Travel Demand in the Greater Toronto Area

Canada’s retail landscape has been structurally transformed by the widespread development of large format (big-box) retail since the mid-1990s. Emphasis placed on convenience, price, and auto-based accessibility, coupled with design elements of big-box agglomerations has produced new modes of consumer retail interaction. In view of these recent changes, it is surprising that little effort has been extended to studying the transportation impacts of big-box retail. This paper explores the relationship between consumer travel behaviour and the expansion of large format retail facilities within Canada’s largest metropolitan region, the Greater Toronto Area (GTA). Data have been drawn from the 1996 and 2001 Transportation Tomorrow Surveys (TTS) and combined with a longitudinal retail structural database. Regional travel flows and “big-box” case studies suggest considerable auto-dependence for shopping activities, particularly in the suburban cities of the GTA. Rising retail capacity at case study locations appears to have been matched by a dramatic increase in auto-based shopping travel. Evidence from this research points to a potential gap between consumer activities and the prevailing sustainability objectives of transport and land use policy initiatives

What's "quickest and easiest?": parental decision making about school trip mode

<p>Abstract</p> <p>Background</p> <p>The potential benefits of active school travel (AST) are widely recognized, yet there is consistent evidence of a systematic decline in the use of active modes of transportation to school since the middle part of the 20^thcentury. This study explored parental accounts of the school travel mode choice decision-making process.</p> <p>Methods</p> <p>Thirty-seven parents of children (17 who walked; 20 who were driven) from four elementary schools in Toronto, Canada participated in semi-structured interviews. The schools varied with respect to walkability of the built environment and socio-economic status. Thematic analysis of interview transcripts identified a two-stage decision-making process.</p> <p>Results</p> <p>An initial decision concerned the issue of escorting or chauffeuring a child to/from school. This decision appeared to be primarily influenced by concerns about traffic, the child's personal safety, and the child's maturity and cognitive ability regarding navigating his/her way to/from school safely. Following the escort decision, parents considered mode choice, typically selecting what they perceived to be the easiest and most convenient way to travel. The ascription of convenience to the various modes of transportation was influenced by perceptions of travel time and/or distance to/from school. Convenience became a particularly salient theme for parents who found it necessary to complete multi-activity trip chains.</p> <p>Conclusions</p> <p>The school travel mode choice decision process is complex. Future research and practice should continue to address safety concerns that are typically the focus of active school transport initiatives while addressing more explicitly the behavioural cost of competing mode choices.</p

Does Accessibility Planning address what matters? A review of current practice and practitioner perspectives

'Accessibility' has become commonplace in transport planning and as such there is a plethora of interpretations of what accessibility means, what constitutes a good measure of accessibility, and how this might be applied in practice. This paper presents an overview of approaches to measuring accessibility and presents a case study of Accessibility Planning in England — one approach to formalising the concept of accessibility. Results of semi-structured interviews with local authority officers are discussed to establish whether current approaches, allow their desired outcomes to be met. This approach demonstrates where there might be gaps between measured or modelled accessibility and the perceptions of the individuals. Findings suggest that while the process is deemed useful in raising the profile of accessibility issues, measures of accessibility do not necessarily easily translate into quantifying benefits of those improvements that are perceived by practitioners to improve accessibility and reduce transport disadvantage

Transport geography: perspectives upon entering an accomplished research sub-discipline

No abstract available

The same mode again? An exploration of mode choice variability in Great Britain using the National Travel Survey

© 2015 The Authors. The main focus of travel behaviour research has been explaining differences in behaviour between individuals (interpersonal variability) with less emphasis given to the variability of behaviour within individuals (intrapersonal variability). The subject of this paper is the variability of transport modes used by individuals in their weekly travel. Our review shows that previous studies have not allowed the full use of different modes in weekly travel to be taken into account, have used categorical variables as simple indicators of modal variability and have only considered a limited set of explanatory indicators in seeking to explain modal variability. In our analysis we use National Travel Survey data for Great Britain. We analyse modal variability with continuous measures of modal variability (Herfindahl-Hirschman Index, the difference in mode share between the primary and secondary mode, the total number of modes used). Taking inspiration from Hägerstrand (1970), we conceive that modal variability is determined by different types of spatial mobility constraints and find that reduced modal variability is predicted for having mobility difficulties, being aged over 60, being non-white, working full-time, living in smaller settlement, lower household income, having regular access to a car, having no public transport pass/season ticket and not owning a bicycle. The findings can support a change in perspective in transport policy from encouraging people to replace the use of one mode with another to encouraging people to make a change to their relative use of different transport modes

The Role of Human Movement in the Transmission of Vector-Borne Pathogens

Vector-borne diseases constitute a largely neglected and enormous burden on public health in many resource-challenged environments, demanding efficient control strategies that could be developed through improved understanding of pathogen transmission. Human movement—which determines exposure to vectors—is a key behavioral component of vector-borne disease epidemiology that is poorly understood. We develop a conceptual framework to organize past studies by the scale of movement and then examine movements at fine-scale—i.e., people going through their regular, daily routine—that determine exposure to insect vectors for their role in the dynamics of pathogen transmission. We develop a model to quantify risk of vector contact across locations people visit, with emphasis on mosquito-borne dengue virus in the Amazonian city of Iquitos, Peru. An example scenario illustrates how movement generates variation in exposure risk across individuals, how transmission rates within sites can be increased, and that risk within sites is not solely determined by vector density, as is commonly assumed. Our analysis illustrates the importance of human movement for pathogen transmission, yet little is known—especially for populations most at risk to vector-borne diseases (e.g., dengue, leishmaniasis, etc.). We outline several important considerations for designing epidemiological studies to encourage investigation of individual human movement, based on experience studying dengue

Longitudinal associations between weather, season, and mode of commuting to school amongst Spanish youths

Aim: To study the associations of weather conditions with the travel mode choice for commuting to and from school.  Methods: A total of 6,979 Spanish youths aged 7 to 18 years old (80% adolescents aged 12‐18 years old, 51% male) completed a 5‐day survey of mode of commuting to school in autumn, winter, and spring. Weather data from the nearest weather station to each school was registered. We used Google Maps™ to calculate the distance from home to school. Multilevel logistic regression models were used to estimate odds of active travel based on weather and season.  Results: We analysed a total of 163,846 discrete journeys. In winter, children (aged 7 to 11 years old) were less likely to choose an active mode of commuting to school (OR: 0.72, 95% CI: 0.59‐0.89, p=0.003). In spring, adolescents were more likely to choose an active mode of commuting to school (OR: 1.43, 95% CI: 1.19‐1.73, p<0.001). With higher mean temperatures, adolescents were more likely to choose an active mode of commuting from school (OR: 1.02, 95% CI: 1.00‐1.04, p=0.029).  Conclusion: Certain weather conditions seem to influence the travel mode choice for commuting to and from school in youth, including season and temperature

Mode shifting in school travel mode: examining the prevalence and correlates of active school transport in Ontario, Canada

<p>Abstract</p> <p>Background</p> <p>Studies examining the correlates of school transport commonly fail to make the distinction between morning and afternoon school trips. The purpose of this study was to examine the prevalence and correlates of mode shift from passive in the morning to active in the afternoon among elementary and secondary school students in Ontario, Canada.</p> <p>Methods</p> <p>Data were derived from the 2009 cycle of the Ontario Student Drug Use and Health Survey (OSDUHS). 3,633 students in grades 7 through 12 completed self-administered questionnaires. Socio-demographic, behavioural, psychological, and environmental predictors of active school transport (AST) were assessed using logistic regression.</p> <p>Results</p> <p>Overall, 47% and 38% of elementary school students reported AST to and from school, respectively. The corresponding figures were 23% and 32% for secondary school students. The prevalence of AST varied temporarily and spatially. There was a higher prevalence of walking/biking found for elementary school students than for secondary school students, and there was an approximate 10% increase in AST in the afternoon. Different correlates of active school transport were also found across elementary and secondary school students. For all ages, students living in urban areas, with a shorter travel time between home and school, and having some input to the decision making process, were more likely to walk to and from school.</p> <p>Conclusions</p> <p>Future research examining AST should continue to make the analytic distinction between the morning and afternoon trip, and control for the moderating effect of age and geography in predicting mode choice. In terms of practice, these variations highlight the need for school-specific travel plans rather than 'one size fits all' interventions in promoting active school transport.</p