Applying valence framing to enhance the effect of information on transport-related carbon dioxide emissions

The provision of information about transport-related carbon dioxide (CO2) emissions to the traveler can be seen as an instrument to increase the likelihood of more sustainable choices being made by individuals. However, as transport-related CO2 emissions are largely seen as a 'social' cost rather than a 'private' cost to the individual, the behavioral engagement with and response to information on environmental effects of travel choices may be limited. It is argued that framing, studied in a range of contexts, can be used to enhance the evaluation of choice attributes and promote more sustainable choices. An experiment is reported that examines the effect of valence framing of amounts of CO2 emissions on the perceived differences between alternative amounts. Through the use of positive and negative terms, the information is framed to focus attention either on the potential of a travel mode to provide environmental benefit (positive frame) or on its potential to reduce environmental loss (negative frame). Survey participants' estimates of CO2 amounts were compared for positive and negative framing of the same information using an ordered logit model. The findings imply that negative framing is more effective than positive framing in highlighting differences between CO2 amounts of alternative travel modes and therefore is likely to influence travel-related choices. © 2012 Elsevier Ltd

カツドウ ノ キンセツカ ニ ツイテ : ナゼ コンパクトカ カイハツ ガ ジドウ ノ コウツウ コウドウ オ タスケルノカ

京都大学0048新制・課程博士博士(工学)甲第14917号工博第3144号新制||工||1471(附属図書館)27355UT51-2009-M831京都大学大学院工学研究科都市社会工学専攻(主査)教授 藤井 聡, 教授 谷口 栄一, 教授 小林 潔司学位規則第4条第1項該当Doctor of Philosophy (Engineering)Kyoto UniversityDA

Children in a rail-based developed area of Japan: Travel patterns, independence, and exercise

This paper examines measures of travel behavior and exercise for children in four different levels of population density in the Osaka metropolitan areas of Japan. This area's built environment reflects principles of transitoriented development with neighborhoods that have grown around an initial train station, where shops intermix with housing and often cluster around the station. Local trips by adults are often by nonmotorized modes. For children's travel behavior, this study looked at measures of social cohesion, independent travel, mode splits, and average travel times. The study found positive correlations of population density with both the social cohesion measure and the percentage of independent trips over a day. Negative correlation was observed for travel time. The measures for exercise were the number of times a child participated in running-level activities over a day and how much exercise was gained through nonmotorized travel. Mixed results occurred, with only Sundays having a negative correlation for the running-level activity participation and the correlation for the amount of exercise gained through nonmotorized travel flip-flopping between weekdays and Sundays

A long term analysis of the mechanisms underlying children\u92s activity-travel engagements in the Osaka metropolitan area

Using a series of conventional large-scale household travel surveys conducted in the Osaka metropolitan area of Japan in 1980, 1990 and 2000 this study examines the mechanisms underlying children\u92s activity and travel engagements and how these mechanisms have changed over time. The results from a structural equation model show that, in the last two decades, children\u92s trip patterns in the Osaka metropolitan area have become more efficient through greater trip chaining. At the same time, the results also show that boys have become less mobile and their non-school activities tend to be in fewer locations than those of girls. Further, Japanese boys are the ones who travelled by car more frequently than girls. Denser built environments, accessibility by rail transport, and a higher number of school trips have constantly reduced the amount of children\u92s private car trips in the last three decades. Moreover, private car availability did not significantly increase the amount of children trip chaining in any observed year. This finding goes against the commonly held belief that public transport is less suitable for trip chaining. This is presumably due to the travel environment created by the well developed transit networks and dense land use in the study area

A long term analysis of the mechanisms underlying children's activity-travel engagements in the Osaka metropolitan area

Using a series of conventional large-scale household travel surveys conducted in the Osaka metropolitan area of Japan in 1980, 1990 and 2000 this study examines the mechanisms underlying children's activity and travel engagements and how these mechanisms have changed over time. The results from a structural equation model show that, in the last two decades, children's trip patterns in the Osaka metropolitan area have become more efficient through greater trip chaining. At the same time, the results also show that boys have become less mobile and their non-school activities tend to be in fewer locations than those of girls. Further, Japanese boys are the ones who travelled by car more frequently than girls. Denser built environments, accessibility by rail transport, and a higher number of school trips have constantly reduced the amount of children's private car trips in the last three decades. Moreover, private car availability did not significantly increase the amount of children trip chaining in any observed year. This finding goes against the commonly held belief that public transport is less suitable for trip chaining. This is presumably due to the travel environment created by the well developed transit networks and dense land use in the study area. © 2011 Elsevier Ltd

A long term analysis of the mechanisms underlying children’s activity-travel engagements in the Osaka metropolitan area

Using a series of conventional large-scale household travel surveys conducted in the Osaka metropolitan area of Japan in 1980, 1990 and 2000 this study examines the mechanisms underlying children’s activity and travel engagements and how these mechanisms have changed over time. The results from a structural equation model show that, in the last two decades, children’s trip patterns in the Osaka metropolitan area have become more efficient through greater trip chaining. At the same time, the results also show that boys have become less mobile and their non-school activities tend to be in fewer locations than those of girls. Further, Japanese boys are the ones who travelled by car more frequently than girls. Denser built environments, accessibility by rail transport, and a higher number of school trips have constantly reduced the amount of children’s private car trips in the last three decades. Moreover, private car availability did not significantly increase the amount of children trip chaining in any observed year. This finding goes against the commonly held belief that public transport is less suitable for trip chaining. This is presumably due to the travel environment created by the well developed transit networks and dense land use in the study area.Children; Travel behaviour; Over time changes; SEM; The Osaka metropolitan area

Subjective well-being of Canadian children and youth during the COVID-19 pandemic: The role of the social and physical environment and healthy movement behaviours

The current COVID-19 pandemic has disrupted daily behaviours of children and youth. Yet, little is known about how they are mentally coping with the pandemic-time changes to their lives. This study explores children and youths’ self-reported subjective well-being (SWB) during the pandemic, and provides novel insights into the correlates of potential decrease, using data from a pan-Canadian online survey of 932 children/youth and their parents. SWB was measured based on perceived changes in 12 affective/emotional states. The results indicate that in spring 2020, at the height of the first wave of the pandemic, many children and youth were more bored (37.6%) and worried (31%) compared to pre-pandemic time. At the same time, many self-reported that they felt calmer (31.9%) and more rested (30%). A latent class analysis revealed that nearly half (49.4%) of surveyed children and youth reported patterns in changes in their emotional state that may contribute to lower SWB. Results from binomial logistic regression suggest that socio-demographic characteristics and size of the municipality were not associated with low pandemic-time SWB. Instead, other potentially modifiable factors such as having access to friends, indoor and outdoor spaces/places to play and exercise, and healthy movement behaviours during the pandemic, were correlated with a lower likelihood of reporting low SWB. The findings can inform pandemic-time public health policy relating to physical distancing, and in the longer term, mental and physical health promotion. The results will also help improve urban planning and design practices in creating healthier, more resilient and equitable communities

How Many Electric Vehicles Are Needed to Reach CO2 Emissions Goals? A Case Study from Montreal, Canada

In the province of Quebec, Canada where the electricity is nearly carbon-free, the road transport sector represents 35.6% of all emissions. As such, electric vehicles (EVs) have been proposed as a means to reduce such emissions. However, it is not clear how many conventional vehicles (CVs) would need to change to electric in order to meet the greenhouse gas (GHG) emissions reduction target of reducing 1990 CO2 emissions by 37.5% by 2030 in the province. In fact, various considerations exist such as which vehicles will change and how those vehicles are used. This articleaddresses this issue in the case of Montreal, Canada. First, to create a baseline, direct emissions by all personal vehicles in Montreal in 2018 are calculated using data from the 2018 origin-destination (OD) survey and provincial vehicle registration. Next, five scenarios are studied to calculate the variations in the number of EVs needed in the fleet in order to achieve provincial targets. The most optimistic scenario shows that roughly 49% of the fleet would need to change. The most pessimistic scenario estimates that almost 73% of the fleet would need to be converted to EVs. It can be concluded that the strategy used can have a great impact on how many vehicles need to be replaced in the fleet. However, all simulations show that the necessary replacements are far from negligible. It must surely be coupled with other actions such as reducing veh.km travelled (vkmt) or increasing public transport use