Factors influencing visitor travel to festivals: Challenges in encouraging sustainable travel

This paper examines how visitor travel-mode choicesto festivals are formedandhow sustainabletravel could be encouraged.The empirical analysis focuses on HayFestival of Literature and Arts using semi-structured interviews with visitors. Themes and topics explored through the interviews were informed by theories of travel behaviour.Findingshighlighta range of externalandinternalfactors influencingvisitor travel-modechoices, which are closely interrelated.External factors reflect environmental elements related to the location and type of overnight accommodation, festivallocation, travel time, and quality of public transport services. Internal factors include autonomyin travelling different routes and times, travellingwith young children, cost of travel,and physical-health and mobility issues.An additional internal factor was routine use of the car and extension ofthis behaviourwhen travelling tothe festival.Based on the consolidation of the empirical findings, the paper also proposesa new theoretical frameworkfor capturinga more comprehensive understandingofeventrelatedtraveldecisions. To encourage further sustainable travel,festival organisers and policy makers should notonlyfocus exclusively on travel time and cost butconsider a wider arrayof factorsthat are unique to festivals and their geographic locations

Eliciting citizens’ priorities for active travel infrastructure investments: A qualitative analysis of best-worst scaling experiments

Introduction: The built environment plays an important role in individuals’ propensity to walk and cycle and local authorities increasingly invest financial resources towards its development. Organisations responsible for the built environment have developed auditing tools as guidelines to inspect routes and identify improvements to support active travel. Methods: Using these auditing tools as a starting point, this study developed 21 walking and 25 cycling investment-relevant factors that were embedded into two choice-based survey instruments, respectively. The study used cognitive interview pre-testing to internally validate a preference-based elicitation approach known as Best-Worst Scaling (BWS), which aimed to capture pedestrian and cyclist preferences. We report findings from cognitive interviews (data analysed thematically) with 20 participants (10 pedestrians and 10 cyclists). Results: In both sets of interviews, four themes emerged regarding how the participants approached the BWS task and five themes related to the understanding of the factors. The BWS choice tasks required refinement regarding the ‘frame of reference’, ‘travel context’, the ‘decision-making strategy’, and the ‘concrete thinking’ (finding some factors easier to interpret). Additionally, issues with understanding the factors, the wording, ‘overlapping’, negatively phrased factors, and technical jargon all pointed towards the need to refine auditing tools if these were to be introduced in a preference elicitation context. Conclusions: This study helps to empirically uncover how citizens interpret infrastructure related aspects of walking and cycling by pointing to nuanced aspects that auditing tools may miss. The findings also helped develop an internally consistent preference elicitation survey-instrument that any local authority can implement to determine which walking and cycling infrastructure investments are a priority in their area

Working princible and performance evolution of camera-based intelligent signalized intersections: Samsun City, Türkiye Example.

In the current literature, it is clearly seen that most of the traffic chaos is generally observed at intersections of the urban roads in cities. On the other hand, many current traffic studies and research prove that fixed-time signalized intersections cannot have a good ability to control and manage current traffic flow at signalized intersection legs. For this aim, intelligent intersections were developed and started to be used in many cities all over the world in the last decade. These new intelligent intersection systems suggest dynamic signal times for all intersection legs by using real-time measured traffic data. These systems generally use cameras or loop detectors, which are located in the proper places on a signalized intersection leg and record vehicle movements. Within the scope of this study, a performance comparison was made for before and after the camera-based intelligent intersection applications at three isolated pilot signalized intersections within the scope of the "Smart City Traffic Safety" project, which is one of the largest Intelligent Transportation System projects in Turkey. After the system was activated, it was observed that the drivers had impatient behaviors in the beginning and had difficulty getting used to these new systems. After the signal cycle was regulated with the learning of artificial intelligence, it was seen that the drivers had more patience and more observant behaviors. It was also obtained from the analysis results that these new intelligent systems resulted in an average 16% decrease in control delays and a 20% decrease in vehicle speeds

Can the equitable roll out of electric vehicle charging infrastructure be achieved?

Equitable and sufficient charging infrastructure is required for transport decarbonization to reach its goals. Despite increased electric vehicle infrastructure roll out rates, there is still considerable uncertainty regarding the charging market. For example, studies have evidenced disparities in electric vehicle charging placement, however, predictable as the market caters for early adopters. While there is an emerging discourse surrounding social equity in charging infrastructure, this is scattered across interdisciplinary research covering broader aspects of electric vehicle infrastructure provision with a lack of studies consolidating issues. This study aims to synthesize evidence on social equity in various aspects of electric vehicle charging infrastructure provision and set an agenda for centering social equity in the debate. Findings of this critical synthesis of research have helped to draw out the complexities involved in the equitable roll out of electric vehicle charging infrastructure, which are interlinked with an array of other dimensions including the affordability of electric vehicle purchase. Research into solutions and best practice has shown examples of local target setting, monetary incentives (grants, loans and rebates for electric vehicle purchase and charging infrastructure and smart energy tariffs) and other policy incentives (increased public overnight charging, electric car-clubs, extended battery warranties for second-hand vehicles) that can or have been employed to redress the balance. The outcomes could be utilized when developing and implementing electric vehicle strategies to support uptake across all people. Policy implications and further study suggested could ensure that communities and individuals are not locked out of the benefits of investment

Factor structure and construct validity of the Adult Social Care Outcomes Toolkit for Carers (ASCOT-Carer)

Background: The ASCOT-Carer is a self-report instrument designed to measure social care-related quality of life (SCRQoL). This article presents the psychometric testing and validation of the ASCOT-Carer four response-level interview (INT4) in a sample of unpaid carers of adults who receive publicly-funded social care services in England. Methods: Unpaid carers were identified through a survey of users of publicly-funded social care services in England. 387 carers completed a face-to-face or telephone interview. Data on variables hypothesised to be related to SCRQoL (for example, characteristics of the carer, cared-for person and care situation) and measures of carer experience, strain, health-related quality of life and overall QoL were collected. Relationships between these variables and overall SCRQoL score were evaluated through correlation, ANOVA and regression analysis to test the construct validity of the scale. Internal reliability was assessed using Cronbach’s alpha and feasibility by the number of missing responses. Results: The construct validity was supported by statistically significant relationships between SCRQoL and scores on instruments of related constructs, as well as with characteristics of the carer and care recipient in univariate and multivariate analyses. A Cronbach’s alpha of 0.87 (7 items) indicates that the internal reliability of the instrument is satisfactory and a low number of missing responses (<1%) indicates a high level of acceptance. Conclusions: The results provide evidence to support the construct validity, factor structure, internal reliability and feasibility of the ASCOT-Carer INT4 as an instrument for measuring social care-related quality of life of unpaid carers who care for adults with a variety of long-term conditions, disability or problems related to old age

Assessing the importance of car meanings and attitudes in consumer evaluations of electric vehicles

This paper reports findings from a research study which assesses the importance of attitudinal constructs related to general car attitudes and the meanings attached to car ownership over evaluations of electric vehicles (EVs). The data are assessed using principal component analysis to evaluate the structure of the underlying attitudinal constructs. The identified constructs are then entered into a hierarchical regression analysis which uses either positive or negative evaluations of the instrumental capabilities of EVs as the dependent variable. Results show that attitudinal constructs offer additional predictive power over socioeconomic characteristics and that the symbolic and emotive meanings of car ownership are as, if not more, effective in explaining the assessment of EV instrumental capability as compared to issues of cost and environmental concern. Additionally, the more important an individual considers their car to be in their everyday life, the more negative their evaluations are of EVs whilst individuals who claim to be knowledgeable about cars in general and EVs in particular have a lower propensity for negative EV attitudes. However, positive and negative EV attitudes are related to different attitudinal constructs suggesting that it is possible for someone to hold both negative and positive assessments at the same time

Demand for environmentally friendly vehicles: A review and new evidence

Although the need for more environmentally friendly vehicles was recognized some decades ago, this new market has not yet established itself. Consumer behavior needs to be studied to ascertain when people will decide to purchase hybrid or electric vehicles rather than conventional ones. An in-depth review of the state-of-the-art has identified existing deficiencies and these are addressed in this paper, proposing a new approach that is applied to the case of Santander in Spain. Emphasis is placed on the role of citizens in researching the local market and their requirements with respect to such vehicles; our model assumes variability in user preferences, an utmost requirement as concluded from the literature review. Results suggest that the highest demand for cleaner vehicles would be achieved in two ways: firstly, by penalizing conventional vehicles in terms of costs/km; secondly, by providing incentives directed at lowering the purchasing price of hybrid and electric vehicles. Finally, as demand becomes more elastic, the preferred strategy should initially focus on hybrid vehicles

A Systematic Review Comparing the Acceptability, Validity and Concordance of Discrete Choice Experiments and Best–Worst Scaling for Eliciting Preferences in Healthcare

Objective: The aim of this study was to compare the acceptability, validity and concordance of discrete choice experiment (DCE) and best–worst scaling (BWS) stated preference approaches in health. Methods: A systematic search of EMBASE, Medline, AMED, PubMed, CINAHL, Cochrane Library and EconLit databases was undertaken in October to December 2016 without date restriction. Studies were included if they were published in English, presented empirical data related to the administration or findings of traditional format DCE and object-, profile- or multiprofile-case BWS, and were related to health. Study quality was assessed using the PREFS checklist. Results: Fourteen articles describing 12 studies were included, comparing DCE with profile-case BWS (9 studies), DCE and multiprofile-case BWS (1 study), and profile- and multiprofile-case BWS (2 studies). Although limited and inconsistent, the balance of evidence suggests that preferences derived from DCE and profile-case BWS may not be concordant, regardless of the decision context. Preferences estimated from DCE and multiprofile-case BWS may be concordant (single study). Profile- and multiprofile-case BWS appear more statistically efficient than DCE, but no evidence is available to suggest they have a greater response efficiency. Little evidence suggests superior validity for one format over another. Participant acceptability may favour DCE, which had a lower self-reported task difficulty and was preferred over profile-case BWS in a priority setting but not necessarily in other decision contexts. Conclusion: DCE and profile-case BWS may be of equal validity but give different preference estimates regardless of the health context; thus, they may be measuring different constructs. Therefore, choice between methods is likely to be based on normative considerations related to coherence with theoretical frameworks and on pragmatic considerations related to ease of data collection

Changes in level of household car ownership: The role of life events and spatial context

Recent longitudinal studies of household car ownership have examined factors associated with increases and decreases in car ownership level. The contribution of this panel data analysis is to identify the predictors of different types of car ownership level change (zero to one car, one to two cars and vice versa) and demonstrate that these are quite different in nature. The study develops a large scale data set (n=19,334), drawing on the first two waves (2009–2011) of the UK Household Longitudinal Study (UKHLS). This has enabled the generation of a comprehensive set of life event and spatial context variables. Changes to composition of households (people arriving and leaving) and to driving licence availability are the strongest predictors of car ownership level changes, followed by employment status and income changes. Households were found to be more likely to relinquish cars in association with an income reduction than they were to acquire cars in association with an income gain. This may be attributed to the economic recession of the time. The effect of having children differs according to car ownership state with it increasing the probability of acquiring a car for non-car owners and increasing the probability of relinquishing a car for two car owners. Sensitivity to spatial context is demonstrated by poorer access to public transport predicting higher probability of a non-car owning household acquiring a car and lower probability of a one-car owning household relinquishing a car. While previous panel studies have had to rely on comparatively small samples, the large scale nature of the UKHLS has provided robust and comprehensive evidence of the factors that determine different car ownership level changes