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Mean sea level rise (SLR) could increase up to 2m by 2100, which would see damage caused by coastal flooding in Europe increase from €1.25bn per annum currently to €961bn in just over 80 years. Urban areas situated along the North Sea coastline are particularly vulnerable to extreme sea level rise (a combination of SLR, tide and storm surges). The main goal of this study is to assess the paradigm shift in flood risk management from reducing probability of the flood event to reducing its consequences in the city of Vlissingen, in the Netherlands. Two spatial adaptation strategies are modeled and compared by using spatial, climatic, and socioeconomic projections for the year 2100: the “Vlissings Model” and the “Spuikom Model”. The Vlissings Model is about increased coastal protection through the heightening of existing grey infrastructure by 3 m, which includes the dike and buildings constructed on top of it. The Spuikom Model is accepting and rerouting overtopping water towards an existing former backshore water basin. The study brings forth an interdisciplinary "Design & Assess" framework that brings together design strategies with flood damage models and cost/benefit analyses to compare the effectiveness of two paradigms in dealing with extreme SLR. Results show that raising the dike would ensure full protection from extreme events against an initial investment and maintenance cost of €215 mil. Accepting and rerouting overtopping water would, on the contrary, reduce the impact of the flood to €8,6 million damage and less than a hundred affected inhabitants, without requiring the construction of major infrastructure but of a flood retention basin integrated to the new urban development. On the other hand, the comparison between the two strategies remains complex in quantitative terms given the different cost-benefit assessment models for such interventions.

Background The paper examines whether the widespread assumption holds that younger birth cohorts (referred to as Millennials or Generation Y) act as pioneers of changing everyday mobility. Methodology Based on the time-series dataset "Mobility in Germany" (Mobilität in Deutschland), cohort-specific changes in everyday bicycle and car use that have occurred between 2002 and 2017 are analyzed. The empirical analyses are differentiated by age-group and settlement type. Additionally, socio-structural factors are taken into account. Results The results show a decline in the predominant everyday use of cars in metropolitan cities, especially among Generation Y. However, the Millennials do not emerge as pioneers of the trend toward predominant bicycle use. The results challenge the assumption that changes in everyday mobility are essentially driven by generational change.

Background Frequent car use contributes to health and environmental issues such as air pollution, climate change and obesity. Active and sustainable mobility (bike, walk, public transport, car sharing) may address these issues. Different strategies have been implemented in past research, involving hard levers, aimed at modifying the economical or geographical context (e.g., free public transport), and soft levers, aimed at modifying psychological processes (e.g., personalised transport advice). However, few studies have combined both hard and soft levers. In addition, few have used robust methodologies (e.g., randomised controlled trials), followed behavioural changes in the long-term, and been anchored in behaviour change theories. InterMob aims to address these limits by implementing a 24-month randomised controlled trial including hard and soft levers. The objectives of InterMob are to a) evaluate the effectiveness of an experimental arm versus an active controlled arm, and b) identify the processes of mobility change. Methods Regular car users living in Grenoble (N = 300) will be recruited and randomised to one of the two arms. The experimental arm consists in a six-month intervention combining hard levers (free access to transport/bikes), and soft levers (e.g., personalised transport advice). The control arm consists in a six-month intervention aimed at raising awareness on air pollution and its health effects. Both arms will include eight evaluation weeks (spread out over 24 months) based on a GPS, an accelerometer, and a pollution sensor. Moreover, participants will complete mobility logbooks and surveys measuring psychological constructs, socio-economical, and socio-spatial characteristics. Discussion InterMob will assess the effectiveness of two interventions aimed at reducing car use within regular car users in the short-, mid- and long-term. Moreover, InterMob will allow to better understand the psychological processes of behaviour change, and the socio-economical and geographical conditions under which the intervention is efficient in reducing car use. Finally, the benefits of mobility change in terms of physical activity, quality of life, and exposure to pollution will be quantified. Trial registration ClinicalTrials.gov: NCT05096000 on 27/10/2021 (retrospectively registered).

Carsharing contributes to sustainable urban mobility by reducing private car ownership and use. Thus, policy-makers and planners need to know how cities can foster carsharing and the related benefits. Decentralized mobility hubs are an emerging approach to supporting carsharing. These hubs provide designated carsharing parking spots in the public street spaces of urban residential neighborhoods. The objective is to embed carsharing services into the immediate residential environments of urban households. Thus, the hubs are intended to make carsharing more accessible, reliable, and convenient. However, there is a lack of empirical insights into the impact of decentralized mobility hubs on carsharing. This research uses survey data on carsharing users in the inner city of Hamburg, Germany, to appreciate the actual effects of such hubs on car ownership, transport mode usage, and the perception of carsharing. Decentralized mobility hubs have existed in several high-density residential neighborhoods in Hamburg since 2017. Our findings suggest that the use of these hubs leads to a substantially more positive perception of carsharing and, as a consequence, to a greater willingness of carsharing users to forgo car ownership. Ultimately, by supporting the reduction of private car ownership, the hubs promote not only carsharing, but also the use of other sustainable modes of transportation.

Ilmastonmuutoksen hillitsemiseksi vaaditaan nopeita toimia monilla eri aloilla, myös liikenteessä. Liikenteen ympäristövaikutuksia voidaan vähentää ajoneuvoteknisillä keinoilla, polttoaineisiin liittyvillä keinoilla sekä matkustussuoritteen vähentämisellä. Tämän tutkimuksen tavoitteena on arvioida, kuinka paljon kulkutapamuutoksilla on mahdollista edistää kestävää liikennettä ja tukea liikenteen ilmastopoliittisia tavoitteita. Tutkimuskysymykset ovat: 1) Kuinka paljon eri tulo- ja perheryhmiin kuuluvat matkustavat eri kulkutavoilla? ja 2) Kuinka paljon henkilöautomatkojen kokonaismäärä vähenisi, jos päivittäin vähintään neljä henkilöautomatkaa tekevien henkilöautomatkamäärää rajoitettaisiin ja oletettaisiin nämä matkat kestävämmillä kulkutavoilla tehdyiksi? Analyysit perustuvat valtakunnallisen henkilöliikennetutkimuksen vuoden 2016 aineistoon. Vastaajat jaoteltiin 15 perhe- ja tuloryhmään. Analyyseissä tarkasteltiin ryhmien keskimääräisiä matkalukuja kulkutavoittain, kulkutapajakaumia sekä henkilöautolla tehtyjen matkojen määriä. Tulokset vahvistavat kirjallisuudesta löydettyjä havaintoja siitä, että hyvätuloiset matkustavat enemmän ja useammin autolla kuin pienituloiset. Tulosten perusteella hyvätuloiset tunnistavat automatkoilleen pienituloisempia useammin vaihtoehtoisen kulkutavan, mikä viittaa siihen, että pienituloisemmat käyttävät autoa useammin vain pakollisilla matkoilla ja valitsevat toisen kulkutavan muille matkoille. Artikkelissa laadittiin kolme skenaariota, joiden perusteella arvioitiin, kuinka paljon henkilöautomatkojen määrä voisi vähentyä, jos paljon autoa päivittäin käyttävät valitsisivat kestävämmän kulkutavan osalla henkilöautomatkoista. Tulosten perusteella henkilöautomatkojen vähennyspotentiaali on jopa 25 prosenttia. Pienillä muutoksilla arkiliikkumisessa on mahdollista vähentää liikenteen ympäristövaikutuksia nopealla aikataululla., In this paper, we analyse if it is possible to reduce the environmental impact of travel by changing transport mode choices by those who use car a lot. The research questions are: 1) How much do people in different family and income groups travel with different modes? and 2) How much would the total number of car trips decrease if the amount of car trips was limited among the people who make at least four car trips a day and these trips were assumed to be made using a sustainable mode of transport? The analyses are based on Finnish National Travel Survey conducted in 2016. The respondents are divided into 15 groups based on their household income and family status. The results indicate that people living in higher income households travel more with car, but they are also found to recognise that an alternative transport mode for a car trip is available more often than people living in lower income households. This suggests that people living in lower income households use car more often for only mandatory trips. According to three scenarios created, there is a potential of 25 percent to reduce car trips by making changes in everyday travel.

Besides its undeniable advantages, personal car use generates a wide array of problems, among which its contribution to global warming is probably the most severe. To implement sound policies that are effective in reducing private car use, it is essential to first understand its important antecedents. Structural, psychological and contextual predictors were extensively studied independently, yet integrative approaches that investigate all these factors in a single theoretical model are lacking. The present study contributes to a more comprehensive understanding of car use behavior by proposing a model that includes structural, psychological and contextual determinants and tests this model on an international sample of drivers (N = 414). Responses were analyzed using a structural equation modeling approach. Results show that car use habits, perceived behavioral control, policy measures, fuel cost, infrastructure, temperature and level of precipitations significantly influence car use behavior. Such results support the inclusion of both structural (i.e., hard) and psychological (i.e., soft) factors in the design of policy interventions, while also considering contextual situations. Implications for policy and practice are discussed.

Car transportation has many benefits, yet it also generates problems such as noise and air pollution, loss of urban space, traffic jams and contributes significantly to global warming. Three approaches for explaining car use behavior and intentions to reduce it are often used in the transportation literature, namely a rational choice (e.g. theory of planned behavior), a morality-based (e.g. norm activation model) and a habit-based approach. While there were studies that investigated their comparative power, there were relatively few attempts to integrate these different perspectives in a single theoretical model. The present study proposes an integrated model of the theory of planned behavior, the norm activation model and the concept of habits to predict drivers’ intentions to reduce their car use, and tests this model on a sample of Romanian drivers (N = 140). Results show that the model performed better than the theory of planned behavior, the norm activation model or a combination of the two and that all variables in the model predicted (directly or indirectly) behavioral intentions to reduce car transportation. The strongest predictors were perceived behavioral control, personal norms and car use related habits. The results contribute to theory development and provide a conceptual framework, which can inform the development of future travel demand management solutions.

Modern societies rely on mass mobility, in particular by private car. Car numbers are growing worldwide due to economic and other factors. Nearly, all have engines that run on fossil fuels. Use of fossil fuels contributes to climate change (via CO 2-emissions) and local air pollution (primary NO x- and PM 10-emissions). Both have profound environmental and health implications. The paper explores the technical and behavioural feasibility of zero-emission private car use in The Netherlands in 2030. Base year is 2010. The following research questions are addressed: 1. How much CO 2, NO x and PM 10 did passenger cars emit in 2010? 2. How much will this be in 2030? 3. What would these figures be if electric cars become mainstream in 2030? 4. What would the impact be of sustained urbanization on these emissions? 5. How would a greener power mix in electric power plants affect the emissions of CO 2, NO x and PM 10 by electric cars? A simulation model was used to quantify a rich set of scenarios. Many car manufacturers aim to produce more (fully) electric vehicles (FEVs) in the coming years. More FEV translates into less (growth in) consumption of fossil fuels and emissions. The remaining emissions are still on the high side. Urbanization may support a further reduction. It reduces car ownership and use and thereby the growth in car kilometres, fossil fuel consumption and emissions. Growing production of renewable energy gradually makes the power mix greener. The most extreme combination of scenarios enables society to reduce CO 2-emissions far beyond the −50% target in 2030 for the assumed car mobility scenario. The feasibility of this outcome is rather uncertain. An extension of decades of neoliberal, market-first transport policy would very likely slow down the pace of the transition.

Cet article s’intéresse à la mobilité des ménages français (intégralement) démotorisés, c’est-à-dire ne possédant plus d’automobile mais en ayant eu au moins une par le passé. Si leur nombre est faible (seulement 8 % des ménages en France selon l’Enquête Nationale Transports et Déplacements (ENTD) de 2008), leur cas est intéressant pour la recherche scientifique et l’action publique dans une perspective d’un monde post-automobile personnelle. L’article pose la question des modalités d’adaptation de leurs pratiques de mobilité à un quotidien sans voiture particulière. L’article fait l’hypothèse de différences d’une part entre ménages motorisés, démotorisés et ménages sans voiture mais n’en ayant jamais possédé, d’autre part selon que la démotorisation est plutôt contrainte ou choisie, et enfin selon l’ancienneté de la démotorisation, susceptible de favoriser des formes de réorganisation spécifiques des modes de vie. Les éléments de réponse sont issus de l’exploitation statistique de deux grandes enquêtes nationales, l’ENTD (2008) et le Panel Parc Auto (2015). Nous discutons à la fin des résultats obtenus dans une perspective d’action publique qui se donnerait pour objectif de stimuler les décisions de démotorisation des ménages., RTS - Recherche Transports Sécurité, volume 2021

Australia’s first Mobility as a Service (MaaS) trial commenced in April 2019 in Sydney, running for two years. The objective of the trial is at least twofold – to assess interest in various MaaS subscription plans through bundling public transport, rideshare, car share and car rental with varying financial discounts and monthly subscription fees, in contrast to pay as you go (PAYG); and to assess the extent to which the use of the private car might change following a subscription to a monthly mobility bundle. This paper assesses the second objective by investigating the potential for changes in monthly car use in the presence of a MaaS program. There is no previous research that we are aware of that has tested the relationship between MaaS bundle uptake and private car use. The paper develops a joint discrete-continuous model system to explain the choice between monthly bundles and PAYG, and subsequently, the total monthly car kilometres. Controlling for monthly differences due to other influences such as seasonal travel activity, the findings suggest that the offered bundles do have an encouraging impact on private car use. Within the limits of what was tested under the Sydney MaaS trial, indicative evidence suggests that MaaS has the potential to change travel behaviour in a way aligned with sustainability objectives, although this evidence should not be taken as suggesting that MaaS is a commercially viable mobility strategy.

OBJECTIVE: The UK is one of many high-income countries to experience a decline in driving license acquisition among young adults in the 2000s. This paper draws on newly available nationally representative microdata that captures the progress of individual drivers through the UK driving license acquisition process, to establish socio-demographic correlates. METHODS: Using the 2016 and 2017 editions of England's National Travel Survey data, a series of binary logit models were employed to identify factors associated with progression through the various phases of the UK's driving license acquisition process. Factors that are associated with (1) the frequency of taking the driving license tests, (2) the number of times having failed the theory and driving tests are then identified. RESULTS: The socio-demographic explanators considered were each found to be associated with driving license holding in intuitive ways that are consistent with prior literature. However, relatively few factors are significantly associated with progress through the steps of the license acquisition process, and the goodness-of-fit for progress through these intermediate phases are generally lower (indicating that other unobservable idiosyncratic personal or contextual characteristics are dominant in these processes). A consistent theme is the strong relationship with labor market participation. Links between income and the intermediate phases, however, were generally weaker. Age is negatively associated with progress through the early phases when respondents are applying for provisional license and taking theory test, but this relationship turns positive in later stages of the acquisition process. CONCLUSION: To the authors' knowledge, this study is the first opportunity to evaluate this novel data resource covering the UK's driving license acquisition process. This is an important research direction to help policymakers understand young adults' delay in acquiring licenses, particularly the extent to which there may be structural inequalities. The main finding is that socio-demographic factors appear to be relatively poor predictors, with employment status the strongest single correlate of the variables that were tested. This paper is concluded with suggestions for designers of household travel surveys in regions where youth license-acquisition is of increasing focus, as well as a brief discussion of future research needs.

We analyse changes in individual travel behaviour in Stockholm County over 30 years, using three large cross-sectional travel survey data sets. We show how travel patterns evolve over time by gender, income and age-group, in different areas of the region (centre vs. periphery). We relate the observed trends in travel behaviour to societal trends (gender equality, ICT adoption, knowledge-based economy) and policy changes (congestion charges), and we compare them to trends in other European capital cities. QC 20170918

Internationally, an age-friendly built environment, including safe, affordable, and convenient transportation, has been identified as crucial in enhancing the quality of life for increasingly large numbers of elderly people. This study presents data on the urban travel and mobility patterns of older adults in Shiraz, Iran - a country where the population is ageing faster than the average of western societies. The relationship between car use and socio-demographic and built environment variables is investigated through Ordinary Least Squares and Geographically Weighted Regression models. These models show that the main determinants of car use among older adults are: employment status; household size; car ownership rate; trip purpose; property prices; and mixed land-uses. Also, the study reveals that car dependency is significant and more pronounced among wealthier individuals, who tend to be clustered in the northern section of the city. The population density and road network design characteristics do not affect car use among older adults, while a mix of land-uses tends to attenuate car dependency. Gender gaps in car use are much wider than in the West, and some level of spatial mismatch between travel needs and car access is observed in the southern section of the city. Clearly, Iranian cities must move away from the current car-centric development model. Refereed/Peer-reviewed

Promoting active travel is a public health priority. However, existing studies on active travel tend to focus on major cities: little is known about travel in regional cities. This study examined differences in the prevalence of walking, cycling, public transport use, and car use among adult residents of major, satellite, and regional cities in Queensland, Australia. Logistic regression analyses were used to examine the odds of travel behaviors according to city type. Overall, 14.8% of participants reported any walking, 7.3% walking at least 30 min/d, 1.9% cycling, 4.7% using public transport, and 42.3% using cars over 1 h/d. Compared with residents of major city, residents of satellite and regional cities had significantly lower odds of participating in any walking, walking ≥30 min/d, and using public transport; and residents of regional cities had a significantly higher odds of cycling and lower odds of using a car ≥1 h/d. Differences in travel behaviors between city type were more pronounced for working-age adults (18–64 years) than older adults (65–84 years). Our findings suggest that working-age residents of satellite cities are the least active for transport. Initiatives to promote active travel in Australia may need to prioritize areas outside of major cities.

Physical inactivity is considered as a key factor that contributes to socio-economic inequalities in health, a persistent problem in our society. Living in areas of lower socio-economic status (SES) is known to be associated with lower levels of leisure-time physical activity. However, research examining the relationship between area-level SES and transport-related physical activity has reported mixed findings. This may be due to the presence of sub-groups in which differential associations between transport behaviours and SES exist. This cross-sectional study examined associations of area-level SES with active and sedentary transport behaviours, and whether population density moderates the associations. Data from two household surveys conducted in Australia (South East Queensland, Melbourne) were used. Participants (35,283 adults, aged 18–64 years) reported their travel behaviours using a 24-hr travel diary. They were categorised according to the level of walking (active transport), public transport use (active transport), and car use (sedentary transport). Overall, we found that living in lower SES areas was associated with lower likelihood of walking, public transport use, and prolonged car use. However, stratified analyses found that the associations of area-level SES with active and sedentary transport behaviours varied between areas with different levels of population density. Our findings suggest that residents of low-SES, high-density areas in Australia are particularly at risk of being physically inactive for daily travel (less walking, less public transport use, and longer car use). Given that travel behaviours tend to be habitual, preventive actions may be needed to promote active transport and to reduce the risk of chronic diseases for this sub-group. Interdisciplinary research involving the public health, transport, and planning sectors can inform the development of policy initiatives to facilitate active transport.

The aim of the present work was to evaluate the relation between car use and the level of successful aging of a random sample of older adults living in the Mediterranean basin.During 2005-2011, 2749 older (aged 65-100 years) from 22 islands and the rural Mani region (Peloponnesus) of Greece were voluntarily enrolled in the Mediterranean islands cross-sectional study. Sociodemographics, medical conditions, and dietary and lifestyle habits were derived throughout standard procedures. Car use was recorded with a standard binary question. A successful aging index ranging from 0-10 was used.Older adults who used a car on regular basis had significantly higher levels of successful aging, as well as less prevalence of obesity and hypertension while were more physically active (P .001). After adjusting for several confounders car use was still positively related with elderly islander's successful aging level (beta coefficient [95% confidence interval]: 0.65 [0.54-0.77]).In conclusion, the activity of car use seems to be an indicator of quality of life among older adults, as measured through successful aging.

Rationing car use based on license plate number has become a popular policy in several cities around the world to address traffic congestion and air pollution. This paper studies the effects of the moderate and drastic driving restrictions imposed as part of the Pico y Placa program on car use and air pollution in Bogotá. Using data on ambient carbon monoxide, gasoline consumption, and vehicle sales and registrations, no evidence of an improvement in air quality or a reduction in car use is found in either phase of the program. On the contrary, there is some indication that, relative to the moderate phase, gasoline consumption, vehicle ownership, and carbon monoxide in the morning peak tended to increase slightly when drastic restrictions were implemented.

This paper investigates the pricing of malls in an environment where shoppers choose between a car and public transportation in getting to a suburban mall. The mall implicitly engages in mixed bundling; it sells goods bundled with parking to shoppers who come by car, and only goods to shoppers who come by public transportation. There are external costs of discomfort in public transportation due to crowdedness. Thus, shoppers using public transportation deter each other. The mall internalizes these external costs, much like a policy maker. To do so, it raises the sales price of the good and sets a parking fee less than parking's marginal cost. Hence, parking is always a loss leader. Surprisingly, this pricing scheme is not necessarily distortionary. © 2016 Elsevier Ltd.

In this research, a Bayesian network (BN) approach is proposed to model the car use behavior of drivers by time of day and to analyze its relationship with driver and car characteristics. The proposed BN model can be categorized as a tree-augmented naive (TAN) Bayesian network. A latent class variable is included in this model to describe the unobserved heterogeneity of drivers. Both the structure and the parameters are learned from the dataset, which is extracted from GPS data collected in Toyota City, Japan. Based on inferences and evidence sensitivity analysis using the estimated TAN model, the effects of each single observed characteristic on car use measures are tested and found to be significant. The features of each category of the latent class are also analyzed. By testing the effect of each car use measure on every other measure, it is found that the correlations between car use measures are significant and should be considered in modeling car use behavior.

Land use and transportation scenarios can help evaluate the potential impacts of urban compact or transit-oriented development (TOD). Future scenarios have been based on hypothetical developments or strategic planning but both have rarely been compared. We developed scenarios for an entire metropolitan area (Montreal, Canada) based on current strategic planning documents and contrasted their potential impacts on car use and active transportation with those of hypothetical scenarios. We collected and analyzed available urban planning documents and obtained key stakeholders&rsquo, appreciation of transportation projects on their likelihood of implementation. We allocated 2006&ndash, 2031 population growth according to recent trends (Business As Usual, BAU) or alternative scenarios (current planning, all in TOD areas, all in central zone). A large-scale and representative Origin-Destination Household Travel Survey was used to measure travel behavior. To estimate distances travelled by mode, in 2031, we used a mode choice model and a simpler method based on the 2008 modal share across population strata. Compared to the BAU, the scenario that allocated all the new population in already dense areas and that also included numerous public transit projects (unlikely to be implemented in 2031), was associated with greatest impacts. Nonetheless such major changes had relatively minor impacts, inducing at most a 15% reduction in distances travel by car and a 28% increase in distances walked, compared to a BAU. Strategies that directly target the reduction of car use, not considered in the scenarios assessed, may be necessary to induce substantial changes in a metropolitan area.

Climate change mitigation calls for a massive reduction in CO2-emissions from human sources. A primary human source is combustion of fossil fuels. Transport by road is one of the major and growing users of fossil fuels worldwide. Private cars with internal combustion engines dominate our roads. This paper discusses the feasibility of aligning CO2-emissions of private cars with the Paris Climate Agreement for 2030. It starts in 2010. Country of study is The Netherlands. The relation between climate change and air pollution is taken aboard. The following research questions will be addressed: How many private cars were there in The Netherlands, how many kilometres were driven and what were their CO2, NOx and PM10 emissions in 2010? What would these values be in the year 2030 assuming continuation of current trends in technology and policy? What could these values be if there were only full electric vehicles (FEV) on the road by 2030? Would behavioural change be necessary to reach the national CO2-reduction target for 2030? In the simulation model assumptions were used about car ownership and volume, electric cars, fuel efficiency and electricity mix. Car production could be limited to the most fuel-efficient and lowest emission electric cars. Buyers’ choice would become restricted. Fulfilling the Dutch CO2-emission reduction target for 2030 is only possible by using state-of-the-art technology in a fleet of 100% full electric cars (FEV) and a major reduction in yearly car kilometres (either per car or via fewer cars). This assumes a revolution in car production and sales and an active mobility reduction and modal shift policy. The first has just started, while the second and third are unlikely after decades of liberal policy-making, which has stimulated car mobility by expanding the road network, increasing maximum speeds and cutting public transport budgets.

This survey reviews the current state of the economic literature, assessing the impact of transport policies on growth, inclusion, and sustainability in a developing country context. The findings are summarized and methodologies are critically assessed, especially those dealing with endogeneity issues in empirical studies. The specific implementation challenges of transport policies in developing countries are discussed.

PURPOSE: The aim of the present work was to evaluate the relation between car use and the level of successful aging of a random sample of older adults living in the Mediterranean basin. METHODS: During 2005-2011, 2749 older (aged 65-100 years) from 22 islands and the rural Mani region (Peloponnesus) of Greece were voluntarily enrolled in the Mediterranean islands cross-sectional study. Sociodemographics, medical conditions, and dietary and lifestyle habits were derived throughout standard procedures. Car use was recorded with a standard binary question. A successful aging index ranging from 0-10 was used. RESULTS: Older adults who used a car on regular basis had significantly higher levels of successful aging, as well as less prevalence of obesity and hypertension while were more physically active (P

The notion of ‘forced car ownership’ (FCO), born out of transport research on UK rural areas, is used to define households who own cars, despite limited economic resources. FCO is thought to result in households cutting expenditure on other necessities and/or reducing travel activity to the bare minimum, both of which may result in social exclusion. Social exclusion research, on the other hand, has paid much attention to ‘material deprivation’, i.e., the economic strain and enforced lack of durable goods arising from low income. However, the FCO phenomenon suggests that, among households with limited resources, the enforced possession and use of a durable good can be the cause of material deprivation, economic stress and vulnerability to fuel price increases. In this study, we use 2012 EU ‘Income and Living Conditions’ data (EU-SILC) to shed light on FCO in two European countries (UK and Germany). Through secondary data analysis we are able to show: the social and spatial patterns of FCO; key differences between FCO and ‘car deprived’ households; the intensity of social exclusion, material deprivation, and economic strain among FCO households; and overlaps between FCO and economic stress in other life domains (domestic fuel poverty, housing cost overburden). The results also show contrasting spatial patterns of FCO in Germany (higher incidence in rural areas) and UK (similar incidence in urban and rural areas), which can be explained in light of the different socio-spatial configurations prevalent in the two countries. We conclude by discussing implications for future research and policy-making.

Households’ energy consumption has received a lot of attention in debates on urban sustainability and housing policy due to its possible consequences for climate change. In Europe, the residential sector accounts for roughly one third of the energy consumption and is responsible for 16% of total CO2 emissions. Households have been progressively highlighted as the main actor that can play a substantial in the reduction of this energy use. Their behavior is a complex and hard to change process that combines numerous determinants. These determinants have already been extensively studied in the literature from a variety of thematic domains (psychology, sociology, economics, and engineering), however, each approach is limited by its own assumptions and often omit important energy behavioral components. Therefore, energy behavior studies require an integration of disciplines through interdisciplinary approaches. Based on that knowledge, this paper introduces a conceptual framework to capture and understand households’ energy consumption. The paper aims at connecting objective (physical and technical) with subjective (human) aspects related to energy use of households. This combination provide the answers to the ‘what’, the ‘how’ and most importantly the ‘why’ questions about people’s behavior regarding energy use. It allows clarifying the numerous internal and external factors that act as key determinants, as well as the need to take into account their interactions. By doing so, we conclude the paper by discussing the value of the conceptual framework along with valuable insights for researchers, practitioners and policymakers.

It is common to increase road capacity by constructing ring roads to reduce traffic congestion in city areas, although this is often found to be ineffective in the long run. Accordingly, this study investigates various traffic congestion management approaches and their effectiveness in major cities, and explores an identical transport problem in Almaty, Kazakhstan: The Big Almaty Ring Road (BAKAD). Several case examples from the existing literature are examined in which various approaches were taken for managing traffic congestion problems, and these approaches are classified into three concepts. The first concept comprises heavy engineering measures such as ring road development, new road construction, expansion of existing roads, etc. Such measures can initially reduce traffic congestion, but often become ineffective with time due to the generation of induced traffic. Many cities have taken Push and Pull measures that ensure more efficient use of existing capacity and have initiated environmentally friendly alternative transportation modes such as decreased car usage, promotion of public transport, biking and walking, minimization of the necessity of people&rsquo, s movement by changing urban land use patterns, and so on. These approaches have been found to be effective in providing sustainable transportation solutions and are classified as concept 2. Nevertheless, Push and Pull measures might not be enough for managing traffic congestion, and it might be necessary to increase the road capacity through heavy engineering measures, especially if the city experiences heavy transit traffic. This combined approach is categorized as concept 3. Consequently, the BAKAD project is examined under the umbrella of three concepts, and recommendations are provided based on the findings from the experience of different cities and interviews with experts from Almaty city. Both the results and recommendations developed are relevant for this specific case only, and are not necessarily transferable.

This case study focuses on the question which levels of automobility, i.e. car ownership and use, can be expected for Brazil within the next decades. To answer this question, we combine findings from three studies exploring future automobility: firstly, a study comparing context conditions for automobility in emerging and in advanced economies; secondly, as system dynamics model of the car purchase demand of first-time buyers in Brazil; thirdly, a cluster study of metropolitan areas worldwide. With a GDP per Capita of about 8,000 USD per year, car ownership is rapidly growing in Brazil. Based on analyses of historic paths of automobility development over economic growth, this rapid growth of car ownership in Brazil can be expected to level off in about 30 to 40 years. In light of various factors which are influential for car ownership, we expect that by then Brazil will have a level of automobility higher than Europe today, but lower than the USA today. The availability of domestic oil and bio-ethanol, an important car industry and policy factors conducive to car use contribute to this development. On their path towards low carbon mobility transitions, we suggest to focus on ‘improve’ strategies (e.g. increase efficiencies of cars).

Purpose To strengthen our understanding of the impact of baseline variability in mode choice on the likelihood of travel behaviour change. Methods Quasi-experimental analyses in a cohort study of 450 commuters exposed to a new guided busway with a path for walking and cycling in Cambridge, UK. Exposure to the intervention was defined using the shortest network distance from each participant’s home to the busway. Variability in commuter travel behaviour at baseline was defined using the Herfindahl–Hirschman Index, the number of different modes of transport used over a week, and the proportion of trips made by the main (combination of) mode(s). The outcomes were changes in the share of commute trips (i) involving any active travel, (ii) involving any public transport, and (iii) made entirely by car. Variability and change data were derived from a self-reported seven-day record collected before (2009) and after (2012) the intervention. Separate multinomial regression models were estimated to assess the influence of baseline variability on behaviour change, both independently and as an interaction effect with exposure to the intervention. Results All three measures of variability predicted changes in mode share in most models. The effect size for the intervention was slightly strengthened after including variability. Commuters with higher baseline variability were more likely to increase their active mode share (e.g. for HHI: relative risk ratio [RRR] for interaction 3.34, 95% CI 1.41, 7.89) and decrease their car mode share in response to the intervention (e.g. for HHI: RRR 7.50, 95% CI 2.52, 22.34). Conclusions People reporting a higher level of variability in mode choice were more likely to change their travel behaviour following an intervention. Future research should consider such variability as a potential predictor and effect modifier of travel and physical activity behaviour change, and its significance for the design and targeting of interventions., Highlights • Changing the environment can promote physical activity by altering travel behavior. • Travel mode choice can be highly variable over the course of a week in some commuters. • Changes in travel behaviour were associated with baseline variability in mode choice. • Active travel increased with higher levels of intervention exposure and variability. • Including variability in models slightly strengthened intervention effect estimates.

Previous research demonstrates an impact on subjective well-being (SWB) of affect associated with routine performance of out-of-home activities. A primary aim of the present study is to investigate whether satisfaction with daily travel has a positive impact on SWB, either directly or indirectly through facilitating the performance of out-of-home activities. A secondary aim is to determine whether emotional-symbolic or instrumental reasons for car use results in higher satisfaction with daily travel than other travel modes. A survey of a population-based sample of 1,330 Swedish citizens included measures of car access and use, satisfaction with daily travel, satisfaction with performance of out-of-home routine activities, and affective and cognitive SWB. The results confirmed that the effect on affective and cognitive SWB of satisfaction with daily travel is both direct and indirect via satisfaction with performance of activities. Percent weekly car use had a small effect on satisfaction with daily travel and on affective SWB, although fully mediating the effect of satisfaction with performance of the activities. This suggests that car use plays a minor role for satisfaction with daily travel and its effect on SWB. This role may be larger if investigated after a forced reduced car use.

A key success factor in the future implementation of new in-vehicle technologies is in understanding how users will experience and respond to these devices Although it is recognized that acceptance, acceptability and/or support is important, consistency in the definition of acceptability, and how it can be measured, is absent. In this paper we conceptualize acceptance as the attitudes towards a new device after its introduction and acceptability as the attitudes to it before its introduction. It is our goal to describe and conceptualize the most common and relevant socio-psychological factors that can influence acceptance and acceptability of Intelligent Speed Adaptation (ISA). By analysing the different theories and methods used in ISA trials we arrived at the 14 most potential indicators that could influence the definition of acceptability and acceptance. A test survey was conducted to determine if these indicators are relevant and if they affect acceptability The use of a factor analysis helped to single out those questions that were deemed relevant in doing our conceptual acceptability analysis, and to allocate correlations between the different items We conclude that we have found a concept with some main possible indicators that directly influence the acceptability of ISA. (C) 2010 Elsevier Ltd All rights reserved.

Many studies model the effects of the built environment on travel behaviour. Usually, results are controlled for socio-economic differences and sometimes socio-psychological differences among respondents. However, these studies do not mention why after all a relationship should exist between travel behaviour and spatial, socio-economic and personality characteristics. Answering this query involves combining and linking theories stemming from transport geography (e.g. time geography, activity-based approach) and social psychology (e.g. Theory of Planned Behaviour, Theory of Repeated Behaviour). Using key-variables from these theories, this paper aims to develop a conceptual model for travel behaviour. Comparable to customary theories in transport geography, this conceptual model considers travel behaviour as derived from locational behaviour and activity behaviour. But the conceptual model adds concepts such as 'lifestyle', 'perceptions', 'attitudes' and 'preferences' which indirectly influence travel behaviour.

The deep transformations occurring in transports and mobility call for automakers and other actors in the automotive industry to gain further insights on the mechanisms underpinning behaviours of commuters, which represent the key-actor in determining the success or failure of any industrial initiative or public policy in the sector. The present article provides a detailed overview of the state-of-the-art of research on the determinants of car use, identifying relevant gaps of knowledge and advancing a research agenda to overcome the limitations of current studies hindering their effectiveness in providing a valuable informational background on which to build sound strategies.

This study tested whether the theory of planned behavior (TPB; Ajzen, 1985) could explain people's intention to use a park-and-ride facility (transferium) in Groningen, The Netherlands. We extended the TPB by including egoistic, altruistic, and biospheric concerns. A questionnaire study was conducted among 218 respondents who regularly visit the center of Groningen for work or shopping. Environmental concerns were directly related to attitudes toward using the transferium. However, the 3 types of concerns were not directly related to intention to use the transferium. Furthermore, positive attitudes, positive subjective norms, and high perceived behavioral control toward the use of the transferium were related to stronger intention to use the transferium. Limitations and practical implications of the study are discussed.

This paper discusses possible contributions of psychologists to sustainable transportation. It is argued that in order to reach sustainable transportation, among others, behaviour changes of individual car users are needed. As transport policies will be more effective if they target important antecedents of travel behaviour, first, factors influencing such behaviour are discussed. It is argued that car use is very attractive and sometimes even necessary for many different reasons. This implies that a combination of policies is called for, each targeting different factors that support car use and hinder the use of more sustainable modes of transport. Next, the paper elaborates on policy strategies that may be employed to achieve sustainable transportation by changing car use. Increasing the attractiveness of sustainable transport modes by means of pull measures seems not sufficient to reduce the level of car use. Besides, car use should be made less attractive by means of push measures to force drivers to reconsider their travel behaviour. The acceptability of such policies may be increased by clearly communicating the aim of these policies, and the expected positive consequences (e.g., less congestion, improved environmental quality). Moreover, possible negative effects for individual freedom may be compensated by implementing additional policies aimed at facilitating the use of sustainable transport modes.

We study long-term trends in regional car travel demand within and across socio-demographic groups in Sweden, using cross-sectional data from National Travel Surveys, spanning the period from 1978 to 2011. We find that the reduction in per-adult driving in Sweden mainly occurs among urban men. Urban men of all income groups reduced their driving for both commuting and non-commuting trips in conjunction with rising gasoline prices, which may have contributed to this development. We find that driving among those socio-demographic groups, who have better opportunities to reduce their driving, and driving for discretionary rather than commute purposes is being reduced over time. Sweden is ranked among the most gender-equal countries in the world; yet we find a substantial remaining gender gap in the share of adults driving a car on an average day, even when controlling for other socio-economic differences.

The objective of this paper is to analyse how the use of privately owned cars in Sweden varies across a number of background parameters including fuel price, disposable income, car purchase cost index, children over 18, employment and the car owners’ distance to work. These factors are analysed separately for men and women, individuals living in urban, rural and sparsely populated areas as well as disposable income quartiles. In particular the adaptation of car use of low income car owners in rural and sparsely populated areas to fuel cost and disposable income variations is analysed. Register data of the whole population in Sweden taken from the Swedish tax authorities for 1999-2008 as well as kilometre readings from the National Vehicle Inspection is used. This allows tracking individual changes in car use over ten years as well as to contrast car use in rural and sparsely populated areas to car use in urban areas. Car use is modelled with a dynamic panel data specification, permitting proper methods to deal with endogeneity problems. Small geographical differences in the sensitivity to variations in disposable income are found. For fuel cost on the other hand, there is a tendency towards higher price sensitivity in rural areas especially in the two lowest income quartiles. In sparsely populated areas, there is no higher sensitivity of fuel price compared to urban areas. The income elasticity of car use is fairly small and decreases with increasing disposable income. This latter finding is compatible with the hypothesis of car driving saturation in the rich countries around the world. The car travel elasticity with respect to fuel price is estimated to be between -0.2 and -0.4 in the short run. Here the pattern is as expected with decreasing fuel-price elasticity with increasing income.

A central feature of modern life is the desire and the need to be mobile. The increasing availability of cars during the twentieth century facilitated the rise in individualised, motorised travel in many countries, including Ireland. While car-based mobility bestows many benefits on society, its resource-intensity causes serious social and environmental problems that require urgent attention from researchers and policy-makers. The transport sector represents a prime target for sustainable development initiatives worldwide. This thesis makes an original contribution to current debates on sustainable transport by re-conceptualising corporeal mobility as "consumption of distance". It thereby adopts a practice-theoretical perspective which recognises the social and material embeddedness of (un)sustainable travel practices. By doing so, it challenges individualistic explanations of human travel behaviour that have dominated transport research and policy in the past. At the same time, it expands upon contemporary practice theories by explicating the material and adding an empirically-grounded conceptualisation of change. In addition, the author offers a unique scheme for operationalising and researching the consumption of distance. Reducing people's over-reliance on the car remains a major policy challenge in Ireland and globally. Based on an in-depth investigation of current travel patterns and their social, infrastructural and institutional contexts, this study offers baseline data for Ireland and a suite of policy-relevant propositions for the promotion of less resource-intensive alternatives to car-based commuting. Combining innovative conceptual work with multi-method empirical research, the study develops an original typology of commuting practices and assesses the effectiveness of mobility management initiatives designed specifically for a large employer in the West of Ireland. Here, the study reveals the potential of meso-level organisations to champion sustainable commuting practices locally. Overall, the practice-theoretical focus of this study elucidates the need for integrated, cross-sectoral policies that challenge the dominance of the car and account for the interconnectedness of social practices.

This is the first research article on expanding emissions trading in the EU to households in which law and economics is explicitly and systematically combined with behavioral science. The goal of the article is neither to plead in favor nor against emissions trading for households, but rather to provide an analysis of such a scheme. To that end, the article gathers relevant theoretical insights and discusses how established empirical findings can be used to design a potentially workable scheme. The analysis not only presents an overview of possible economic and behavioral barriers, but also creates a feedback to its institutional design by presenting possible solutions to overcome them. Downstream allocation creates a more direct and visible carbon incentive, whereas administrative costs can be reduced by concentrating monitoring and enforcement upstream. Behavioral acceptance can be boosted via strategic communication, for instance by stressing that emissions trading is both effective (emissions are capped) and fair (those who emit less, pay less). Energy conservation can be stimulated by frequently sending updates to households of their carbon transactions to make the consequences of their behavior more noticeable. Whether these necessary conditions are also sufficient to ensure political acceptance remains an open question.

How much to drive, and how much to use public transport, are modelled as three- and two level decisions, respectively, based on micro-data for Sweden. The choices whether to have a car, whether to drive given access to a car, and how much to drive given that the individual drives at all are then estimated using a three equation model. Also after correcting for other variables, such as income, men are driving much more, and using less public transport, compared to women. People living in big cities are less likely to drive, but those who do are on average driving about as much as others. Age and access to company-cars are also important determinants for travel behaviour, but being a member of an environmental organisation is not. Driving increases with income, but to a lower degree compared to most aggregated studies on national level. The difference is explained in a simple model with income-dependent structural changes, implying that it becomes more difficult to live without a car when average income increases. This indirect effect is found to be of a similar size as the ordinary income elasticity typically found in cross-section analysis within a country or region.

ISSN 0769-6464; Les deux sessions présentées dans ce tome 2 mettent l'accent sur l'évolution du rapport à l'automobile. C'est en premier lieu le développement de nouveaux usages en relation avec l'évolution des modes de vie et la prise de conscience des atteintes à l'environnement. Mais ce sont aussi les incitations et les contraintes liées aux moyens d'actions réglementaires ou tarifaires qui posent le problème de l'équité des mesures envisagées. La présentation de quelques politiques alternatives vient alimenter la réflexion de responsables de l'Etat et de collectivités au cours d'une table ronde centrée sur les conditions de mise en œuvre de ces politiques.

In this paper we study the demand for car kilometres in two-car households, focusing on the substitution between cars of different fuel efficiency in response to fuel price changes. We use a large sample of detailed Danish data on two-car households to estimate - for each car owned by the household - own and cross-price effects of increases in fuel costs per kilometre. The empirical results show that failure to capture substitution between cars within the household can result in substantial misspecification biases. Ignoring substitution, the basic model yielded fuel price elasticities of -0.98 and -1.41 for the primary and secondary cars, respectively. Accounting for substitution effects, these figures reduce to, respectively,-0.32 and -0.45. Consistent with substitution behaviour, we find that the fuel price elasticity of fuel demand exceeds the elasticity of kilometre demands with respect to the fuel price; the difference strongly increases at the highest deciles of the distribution of kilometre demand. Extending the model to account for driver heterogeneity and the role of car characteristics confirmed the relevance of substitution between cars within the household. We found strong evidence of substitution from the secondary to the primary car, especially if the latter is a more recent car with more horsepower. In general, the results of this paper emphasise the importance of behavioural differences related to the position of the most fuel efficient car in the household, suggesting that households' fuel efficiency choices are related to their price sensitivity. (C) 2016 Elsevier Ltd. All rights reserved.