20 research outputs found
Exploring the potential of phone call data to characterize the relationship between social network and travel behavior
[EN] Social network contacts have significant influence on individual travel behavior. However, transport models rarely consider social interaction. One of the reasons is the difficulty to properly model social influence based on the limited data available. Non-conventional, passively collected data sources, such as Twitter, Facebook or mobile phones, provide large amounts of data containing both social interaction and spatiotemporal information. The analysis of such data opens an opportunity to better understand the influence of social networks on travel behavior. The main objective of this paper is to examine the relationship between travel behavior and social networks using mobile phone data. A huge dataset containing billions of registers has been used for this study. The paper analyzes the nature of co-location events and frequent locations shared by social network contacts, aiming not only to provide understanding on why users share certain locations, but also to quantify the degree in which the different types of locations are shared. Locations have been classified as frequent (home, work and other) and non-frequent. A novel approach to identify co-location events based on the intersection of users' mobility models has been proposed. Results show that other locations different from home and work are frequently associated to social interaction. Additionally, the importance of non-frequent locations in co-location events is shown. Finally, the potential application of the data analysis results to improve activity-based transport models and assess transport policies is discussed.The authors would like to thank the anonymous reviewers for their valuable comments and suggestions to improve the quality of the paper. The research leading to these results has received funding from the European Union Seventh Framework Programme FP7/2007-2013 under grant agreement no 318367 (EUNOIA project) and no 611307 (INSIGHT project). The work of ML has been funded under the PD/004/2013 project, from the Conselleria de Educacion, Cultura y Universidades of the Government of the Balearic Islands and from the European Social Fund through the Balearic Islands ESF operational program for 2013-2017.Picornell Tronch, M.; Ruiz Sánchez, T.; Lenormand, M.; Ramasco, JJ.; Dubernet, T.; Frías-Martínez, E. (2015). Exploring the potential of phone call data to characterize the relationship between social network and travel behavior. Transportation. 42(4):647-668. https://doi.org/10.1007/s11116-015-9594-1S647668424Ahas, R., Aasa, A., Silm, S., Tiru, M.: Daily rhythms of suburban commuters’ movements in the tallinn metropolitan area: case study with mobile positioning data. Transp. Res. 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Dealing with increased complexity in conjoint experiments:Background and overview of alternate approaches
\u3cp\u3eThis paper serves as background information for the TRB workshop on stated preference modelling. The main argument of the paper is that the development of stated preference and choice models has witnessed increased complexity, which in turn has led to higher respondent burden. The paper discusses some examples of such increased complexity and some potential solutions to reduce respondent burden. Because some of these developments and solutions are discussed in more detail in other workshop papers, the level of detail in this paper depends on the specific topic. Those topics that are not discussed in the workshops receive slightly more attention.\u3c/p\u3
Hierarchical information integration experiments and integrated choice experiments
\u3cp\u3eWhen conjoint experiments are applied to study complex decision making that involve many attributes, this often results in problems of information overload and respondent burden, potentially jeopardizing the validity of such experiments. To avoid or reduce the impact of these potential problems, Hierarchical Information Integration has been suggested. The key notion is to classify the large number of potentially influential attributes into a smaller set of decision constructs, construct separate experimental designs for each of these constructs and in addition a bridging design that allows the scaling of all part-worth utilities into a concatenated utility expression. The basic approach suggested for preference measurements has been elaborated for other measurement tasks and the original design strategy has been refined into an alternative approach. This paper summarizes these developments and briefly discusses aspects of respondent burden and validity.\u3c/p\u3
A positive shift in the public acceptability of a low-carbon energy project after implementation:The case of a hydrogen fuel station
Public acceptability of low-carbon energy projects is often measured with one-off polls. This implies that opinion-shifts over time are not always taken into consideration by decision makers relying on these polls. Observations have given the impression that public acceptability of energy projects increases after implementation. However, this positive shift over time has not yet been systematically studied and is not yet understood very well. This paper aims to fill this gap. Based on two psychological mechanisms, loss aversion and cognitive dissonance reduction, we hypothesize that specifically people who live in proximity of a risky low-carbon technology—a hydrogen fuel station (HFS) in this case—evaluate this technology as more positive after its implementation than before. We conducted a survey among Dutch citizen living nearby a HFS and indeed found a positive shift in the overall evaluation of HFS after implementation. We also found that the benefits weighed stronger and the risks weaker after the implementation. This shift did not occur for citizens living further away from the HFS. The perceived risks and benefits did not significantly change after implementation, neither for citizens living in proximity, nor for citizens living further away. The societal implications of the findings are discussed
De mening van burgers over het waterstoftankstation in Arnhem:Excellent of onbekend?
Om het mogelijk te maken dat een aanzienlijk deel van het autopark op waterstof zal gaan rijden, zoals een visie voor 2050 opgesteld door ECN voorspelt, is het nodig om een netwerk van tankstations te plaatsen. De steun van burgers is nodig om de nodige subsidies daarvoor te kunnen geven en om de tankstations te kunnen plaatsen in de omgeving van de burger. Dit paper bespreekt een onderzoek naar de bekendheid, kennis, mening en informatiebehoefte van burgers die wonen rond het eerste publiek\u3cbr/\u3etoegankelijke waterstoftankstation in Nederland, geopend in de Arnhem op 3 December 2010.\u3cbr/\u3e\u3cbr/\u3eRond de opening van het tankstation vonden we een vrij stabiele bekendheid, kennis en mening. Het percentage mensen dat iets in de media had gezien nam wel toe na de opening en de informatiebehoefte nam af. \u3cbr/\u3e\u3cbr/\u3eDe algemene bekendheid met het waterstoftankstation in Arnhem en het kennisniveau was laag. Mensen gaven vaak aan te weinig te weten om een mening te vormen en dat hun mening nog kan veranderen. Mensen die een mening hadden, hadden vaker een positieve mening dan een negatieve mening over het waterstof in Arnhem en waterstoftankstations in het algemeen. \u3cbr/\u3e\u3cbr/\u3eMannen en mensen die iets over het waterstoftankstation in media hadden gezien hadden meer kennis dan vrouwen en mensen die niet iets in de media hadden gezien. Deze bevindingen gelden zowel voor kennis gemeten met een kennistest, genaamd ‘objectieve kennis’ als voor het kennisniveau ingeschat door de respondenten zelf, genaamd ‘subjectieve kennis’.\u3cbr/\u3e\u3cbr/\u3eMensen met meer kennis waren positiever over het waterstoftankstation in Arnhem en waterstoftankstations in het algemeen. Dit effect vonden we echter alleen na de opening van het waterstoftankstation. We concluderen dat aangezien kennis waarschijnlijk leidt tot een positievere mening, het mogelijk is dat in de toekomst de mening van omwonenden rond een tankstation nog positiever zal zijn. Dit hangt natuurlijk af van het type kennis.\u3cbr/\u3e\u3cbr/\u3eVoor de opening bleek dat mensen die verder weg wonen positiever te zijn over het tankstation dan mensen die dichter bij wonen. Dit effect vonden we niet na de opening. Waarschijnlijk is afstand een kritieke factor voor de acceptatie van waterstoftankstations. Voor de opening hadden mensen met een hoger objectief kennisniveau een grotere behoefte aan informatie. Dit leidt tot de conclusie dat mensen met een lager kennisniveau, die mogelijk minder positief zijn over het waterstoftankstation, mogelijk moeilijker te bereiken zijn met informatie. Na de opening vonden we geen significante voorspellers van informatiebehoefte
Hydrogen fuel station acceptance:a structural equation model based on the technology acceptance framework
\u3cp\u3eStimulating hydrogen fuel use is an important candidate policy option for increasing the sustainability of the transport system. Both public support and public opposition may influence the implementation of hydrogen fuel stations. Therefore, this paper examines psychological determinants of citizens' supporting or opposing intentions to take action. A causal model based on the technology acceptance framework is suggested. For both supporters and opponents a structural equation model was estimated. The hypothesized causal relationships are largely confirmed and the models well explain intention to act among the Dutch participants. The three strongest determinants of intention to act in favor of the technology are personal norm, positive affect and the perceived effects of the technology. For intention to act against the technology these are personal norm, negative affect, and trust in the industry. Implications are discussed in relation to the technology acceptance framework and to hydrogen fuel station acceptance.\u3c/p\u3
Use and effects of Advanced Traveller Information Services (ATIS): a review of the literature
Rapid technological developments in the field of personal communication services probe visions of a next generation in Advanced Traveller Information Services (ATIS). These technological developments provoke a renewed interest in the use and effect of such next generation ATISs among academia as well as practitioners. In order to better understand the potential use and effects of such next-generation ATISs, a thorough review is warranted of contemporary conceptual ideas and empirical findings on the use of travel information (services) and their effects on travellers' choices. This paper presents such a review and integrates behavioural determinants such as the role of decision strategies with manifest determinants such as trip contexts and socio-economic variables into a coherent framework of information acquisition and its effect on travellers' perceptions
Carsharing:the impact of system characteristics on its potential to replace private car trips and reduce car ownership
\u3cp\u3eThis paper aims to explore the potential of carsharing in replacing private car trips and reducing car ownership and how this is affected by its attributes. To that affect, a stated choice experiment is conducted and the data are analyzed by latent class models in order to incorporate preference heterogeneity. The results show that around 40% of car drivers indicated that they are willing to replace some of their private car trips by carsharing, and 20% indicated that they may forego a planned purchase or shed a current car if carsharing becomes available near to them. The results further suggest that people vary significantly with respect to these two stated intentions, and that a higher intention of trip replacement does not necessarily correspond to higher intention of reducing car ownership. Our results also imply that changing the system attributes does not have a substantial impact on people’s intention, which suggests that the decision to use carsharing are mainly determined by other factors. Furthermore, deploying electric vehicles in carsharing fleet is preferred to fossil-fuel cars by some segments of the population, while it has no negative impact for other segments.\u3c/p\u3
Consumer preferences for business models in electric vehicle adoption
\u3cp\u3eSuccessful market penetration of electric vehicles may not only rely on the characteristics of the technology but also on the business models available on the market. This study aims to assess and quantify consumer preferences for business models in the context of Electric Vehicle (EV) adoption. In particular, we explore the impact of attitudes on preferences and choices regarding business models. We examine three business models in the present study: battery leasing, vehicle leasing and mobility guarantee. We design a stated choice experiment to disentangle the effect of business models from other factors and estimate a hybrid choice model. According to the results, the preferences for business models depend on the vehicle type: for battery electric vehicle (BEV), vehicle leasing is the most preferred option and battery leasing is the least preferred, while for conventional cars (CV) and plug-in hybrids (PHEV) the traditional business model of full purchase remains more popular. The attitudes of pro-convenience, pro-ownership and pro-EV leasing are all significantly associated with the choice of business models. As for mobility guarantee, we do not find any significant effect on utility. Finally, we discuss the implications for business strategy and government policy derived from our results.\u3c/p\u3
The impact of business models on electric vehicle adoption:a latent transition analysis approach
\u3cp\u3eIt is often argued that successful market penetration of electric vehicles may not only rely on the characteristics of the technology but also on business models. However, empirical evidence for this is largely lacking. This study intends to fill this gap by assessing the impact of business models, in particular battery and vehicle leasing, on Electric Vehicle (EV) adoption. By conducting a stated choice experiment, we examine to what extent car drivers switch their choices between conventional and electric vehicles after business models become available. The results based on the discrete choice model suggest that leasing does not increase EV adoption at the aggregate level. However, a latent transition analysis shows that different groups with internally homogeneous preferences react differently to leasing options at the disaggregate level. The results indicate that 13% of the car drivers changed their preferences, albeit in different ways. Transition probabilities are particularly related to attitudes towards leasing and knowledge of EV. The results show that leasing is useful in facilitating EV adoption for certain groups, which can be identified by their individual characteristics. In addition to these substantial insights, this paper makes a contribution to the literature by demonstrating the potential of latent transition analysis in uncovering heterogeneity in behavioral changes induced by policy or strategy interventions, especially when changes can occur in opposite directions.\u3c/p\u3