262 research outputs found
Supplemental Material - The impact of street network connectivity on active school travel: Norway’s HUNT study
No full textSupplemental Material for The impact of street network connectivity on active school travel: Norway’s HUNT study by Peter Schön, Eva Heinen, Vegar Rangul, Erik R. Sund, and Bendik Manum in Environment and Planning B: Urban Analytics and City Science</p
Una vida entre los Warao: Heinz Dieter Heinen (1929-2015)
No full textResumen. Heinz Dieter Heinen (1929–2015) fue un destacado antropólogo con importantes contribuciones al estudio de la cultura e historia de los Warao, autor de numerosas publicaciones acerca de esa etnia amerindia. Este trabajo reseña aspectos de su vida y obra académica.Abstract. Heinz Dieter Heinen (1929–2015) was a prominent anthropologist with important contributions to the study of the culture and history of the Warao, author of numerous publications about that Amerindian ethnic group. This work outlines aspects of his life and academic work
Identity and travel behaviour: A cross-sectional study on commute mode choice and intention to change
No full textIntroduction: Social and self-identities have been conceptualised to prevent travel behaviour change, as threats to one’s identity may cause resistance to change. This study focuses on the role of social, transport, place, and self-identities on commute mode choice and intention to change mode choice. Method: Data were collected in June 2015 in Utrecht, the Netherlands. Invitations to participate were distributed by mail using data from the municipality, resulting in 1,062 adult participants. The outcome measures were the transport mode shares based on a 14-day travel-to-and-from-work record of trips (i) involving any car use, (ii) involving any bicycling, (iii) involving any walking, and (iv) involving any public transport use. The second series of outcome measures concerned the willingness to change the amount of car use, bicycle use and walking, determined by the question ‘to what extent do you intend to change the use of … ?’. Identity was measured on a seven-point disagree/agree scale for 17 items by asking to what extent the respondent ‘sees him/herself as … ’. Separate multinomial regression models were estimated stepwise adjusting for socioeconomic and transport characteristics. Results: Multiple identity items were associated with the use of all commute modes. In the maximally adjusted models, identities associated with the respective modes remained significant. For example, whether someone identified themselves with being a cyclist corresponded with higher likelihood of cycling occasionally (relative risk ratio (RRR): 1.84; 95% confidence interval (CI):1.47–2.30), or always to work (RRR: 2.86; 95%CI: 2.16–3.79). In addition, we found that a family-oriented identity was negatively associated with occasional commuting by car, and a ‘sporty’ identity was negatively associated with always cycling to work. Transport identities were also associated with stated intentions to change as were several social, place, and self-identities. Identifying with being a car driver decreased the likelihood of intending to reduce car use, but it increased the likelihood of intending to increase car use, as did identifying with being career-oriented. Individuals that identified with being a cyclist were less likely to have an intention to reduce bicycle use, whereas countryside-lovers had greater intentions of increasing cycling. Individuals that identified themselves as pedestrians had a lower intention of decreasing their walking levels, and a higher intention of increasing them, as did those who identified themselves as being family-oriented. Discussion: The results confirm limited previous findings that identifying with users of a transport mode corresponds with its use. Nevertheless, questions around causality remain. The intention to change mode choice was associated with several identities, including transport-related identities, place-related identities, social/family-related identities, and self-identities. Future research should focus on the associations between identity and actual behaviour change to further our understanding of the effect of identity on travel behaviour
Latent class and discrete latent trait models similarities and differences
No full textThe standard latent class model has been popular among social scientists as an instrument for data reduction, as a flexible tool for analyzing structural relationships between categorical variables, and as a natural extension of the log-linear model in order to take measurement error into account. Among behavioral scientists, latent trait models have been proposed as the preferable psychometric tools for measuring abilities in such a way that characteristics of items and individuals could be studied separately. What, however, are the similarities and differences between the latent class model and latent trait models? Through a careful examination of these issues, author Ton Heinen explores such topics as how to estimate the parameters of latent class analysis models and latent trait models as well as the methods for model selection and ways to examine the correspondence between discrete latent trait models and certain restricted latent class modelsIn addition, he reviews log-linear models, latent trait models, and a number of restricted latent class models in detail as well as for the estimation of parameters for these model
Variability in baseline travel behaviour as a predictor of changes in commuting by active travel, car and public transport: a natural experimental study
No full textPurpose: 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
The bicycle:Technology and culture
No full textBicycle technology, except for its latest manifestations in “smart” bike sharing systems and in e-bikes, hardly attracts attention in analyses of contemporary bicycle use. If at all considered, the bicycle’s characteristics are seen from a car driver’s perspective, qualifying it as slow, physically demanding, vulnerable (“unsafe”) and exposed. Based on existing historical research, the present contribution broadens the scope by addressing a wide ranch of technical qualities of bicycles and the effects these qualities have on the practice and appreciation of cycling. The single-track design, the self-moving principle and the increased speed and range of travel without increased energy consumption,are discussed as core characteristics leading on to a number of related characteristics, such as the bicycle’s space efficiency and agility, its minimalist and lightweight construction, and its “openness.” The contribution argues that the extent to which these qualities are appreciated or considered important for making modal choices depends on the various cultures of cycling, which can differ substantially from one temporal context to another, from one social group to another, and from one country to another
Stabilität und Variabilität von Zielwahlentscheidungen – Modellierung und Simulation am Beispiel des Freizeitverkehrs
No full textPersonen bewegen sich in ihrem Alltag in Raum und Zeit und suchen dabei eine Vielzahl von Orten auf. Das räumliche Verhalten von Personen ist dabei von sich wiederholenden Mustern und Routine, aber auch vom Streben nach Abwechselung geprägt. Die Zielwahl ist eine der größten Herausforderungen bei der Abbildung des Verhaltens in Verkehrsnachfragemodellen, die zur Prognose von Wirkungen im Rahmen von Maßnahmen erstellt werden.
Die vorliegende Arbeit untersucht das Zielwahlverhalten im Rahmen von Freizeitaktivitäten mit einem Fokus auf dessen Stabilität und Variabilität. Die Arbeit nutzt eine Längsschnitterhebung von mehreren Wochen für die Beschreibung von stabilen und variablen Zielwahlverhalten mit geeigneten Indikatoren. Ergänzend wird eine Erhebungsmethode für Aktivitätenorte erstellt, welches neben dem räumlich-zeitlichen Verhalten den sozialen Kontext der Aktivitätenorte betrachtet. Das Erhebungskonzept wurde in einer Piloterhebung angewandt. Mit einem Zielwahlmodellkonzept werden stabile und variable Verhaltensweisen in ein Verkehrsnachfragemodell integriert. Das Modellkonzept betrachtet Zielwahlentscheidungen in einer langfristigen und kurzfristigen Perspektive, indem es zuerst das typische räumliche Verhalten von Personen bestimmt und die eigentliche Zielwahl dieses in ihren Entscheidungen berücksichtigt. Die Synthese von Ortsbezie-hungen bestimmt die Orte des typischen Verhaltens und deren Präferenzen, die über die Analyse wiederkehrender Zielwahlentscheidungen im Längs-schnitt ermittelt werden. Die Zielwahl nutzt diese verhaltensbasierten Präfe-renzen, um stabiles Verhalten von Personen besser erklären zu können. Die Methode baut in weiten Teilen auf diskreten Entscheidungsmodelle auf und spezifiziert diese entsprechend den Rahmenbedingungen der Zielwahl.
Die Ergebnisse zeigen, dass Freizeitverhalten heterogen ist und viele Unter-schiede zwischen den verschiedenen betrachteten Freizeitzwecken beste-hen. In der Gesamtbetrachtung lässt sich Freizeit als mehrheitlich räumlich variabel charakterisieren. Stabile Verhaltensweisen existieren aber dennoch und einzelne Freizeitkategorien wie Vereins- und Gruppenaktivitäten sind in Summe deutlich stabiler als andere. Freizeitaktivitäten werden überwiegend selbstbestimmt durchgeführt und sind sowohl von Spontanität und Routine geprägt. Das Modellkonzept kann das typische räumliche Verhalten des Aktivitätentyps Freizeit im Wesentlichen erfassen und die Modellanwendung führt zu räumlich stabilerem Verhalten, welches näher an der Realität liegt. Es führt des Weiteren zu einer geringeren Maßnahmensensitivität. Räumli-che Stabilität geht auf Basis der Simulationsergebnisse mit einem höheren Widerstand gegenüber Veränderungen einher. Die Arbeit ermöglicht ein besseres Verständnis des räumlich-zeitlichen Verhaltens der Freizeitmobilität im Längsschnitt und eine realistischere Gestaltung der Zielwahl in Verkehrs-nachfragemodellen
Are multimodals more likely to change their travel behaviour? A cross-sectional analysis to explore the theoretical link between multimodality and the intention to change mode choice.
No full textExisting research suggests that being more multimodal (i.e. the use of more than one transport mode within a given period of time) increases the likelihood of changing travel behaviour over time. However, alternative explanations may have contributed to these findings. Many well-known psychological theories state that the actual demonstration of a behaviour is preceded by an intention to demonstrate this behaviour. Therefore, one essential step towards the determination of a causal relationship between multimodality and behaviour change is to investigate whether multimodality increases the intention to change.
This paper explored to what extent multimodality was associated with the intention to change the level of cycling, walking, car use, and train use. Our findings showed that the more multimodal individuals were, the more likely they intended to decrease their car use. However, most associations between multimodality and the intention to change mode choice were non-significant. This could be interpreted to mean that there is no relationship between multimodality and the intention to change. However, the significant findings for car use, and the direction of most (non-significant) associations in our analyses were intuitive. Therefore, our analyses are not conclusive on whether or not the level of multimodality is associated with the intention to change and actual behavioural change. Additional research will be necessary to test the proposed link between multimodality and behavioural change. Three lines of additional research that focus on associations between multimodality and behavioural change, multimodality and the intention to change behaviour, and variability and stability of individual behaviour over time, respectively, are particularly important
Bicycle parking : an analysis of bicycle parking preferences, behaviors, policies, and economics
No full textThe provision of bicycle parking facilities represents a crucial measure for the promotion of cycling and its associated health and environmental benefits. However, there are significant gaps in the research on bicycle parking. Many previous studies have used an abstract concept of secured bicycle parking without specifying the required qualities. Additionally, many studies ignored fly parking options, such as locking bicycles to street furniture. Therefore, this thesis analyzes parking behavior considering both formal and informal parking facility types. The thesis focuses on the university context and uses RWTH Aachen University as a case study. It comprises an analysis of a stated preference experiment on bicycle parking behavior, the modeling of bicycle parking demand, and an investigation of the economic benefits of measures to improve bicycle parking. The analyses of e-bike charging behavior and of bicycle parking facilities in building code parking requirements complete the methods used. The methodological background is primarily based on mixed logit modeling and includes the application of logsum analysis. The results show that bicycle parking behavior is a complex phenomenon that is affected by facility-related attributes, such as facility type, facility location, and price, as well as individual-specific attributes, such as the resale value of one’s bicycle or one’s status as a student or employee. Cyclists prefer covered parking with a low theft risk and avoid parking at street furniture and informal parking within buildings. When the resale value of the bicycle is high, the preference for high-quality parking facilities increases substantially, and the reluctance to store bicycles in non-designated facilities within buildings, such as parking in offices, decreases. Cyclists prefer facilities that are in close proximity to their destination, and they are more than twice as sensitive to the walking distance to their destination than to the cycling detour required to reach a facility. A comparison of the bicycle parking demand predicted using a synthetic population with the actual occupancy of parking facilities revealed that cyclists are even more sensitive to walking distances than estimated in the stated preference experiment. However, the study was unable to confirm the influence of cycling detours. The findings suggest that bicycle parking facilities have a reasonable economic value. However, financing bicycle parking improvements solely through user fees is unrealistic, since the costs exceed the consumer surplus of the analyzed measures, such as the construction of bicycle parking stations. Furthermore, it is essential to consider informal parking facilities when analyzing bicycle parking behavior, as this significantly affects the economic profitability of bicycle parking, as demonstrated in the analysis of the measures. In the university context, improving conventional bicycle parking facilities is more economically efficient than the construction of high-quality parking facilities due to their high cost and limited capacity. However, the proliferation of e-bikes may change this, as e-bike users are reluctant to use conventional parking facilities due to the value of their bicycles. Consequently, they benefit disproportionately less from measures concerning conventional parking facilities and more from the construction of bicycle parking stations that are only accessible to registered users, thereby offering a higher level of theft protection. Furthermore, the results indicate that the provision of charging facilities may be less important in supporting e-bike commuting than the provision of secure parking facilities. Bicycle parking requirements in building codes are an important policy to increase bicycle parking supply and promote cycling in the long term. However, cities define parking design standards in disparate ways, such as accessibility standards. Consequently, the required qualities are incomplete in several cities. Furthermore, cities do not adequately reflect local conditions in the number of required bicycle parking facilities. This indicates that the instrument is not being used sufficiently. As the findings indicate that bicycle parking facilities are typically not profitable from a business perspective, it is recommended that proper bicycle parking standards be defined in order to involve building developers in the cost of their construction. This necessitates the consideration of various user groups, the subsequent establishment of quality standards, and the definition of adequate accessibility requirements for parking facilities. In conclusion, this thesis demonstrates the complexity of bicycle parking and the necessity for further research in this field. The heterogeneity in the parking behavior of cyclists requires proper attention from planners to promote cycling effectively and from researchers to expand the understanding of parking behavior. Based on the results, it is recommended to provide a differentiated parking supply, with high-quality bicycle parking stations situated further away from destinations and parking facilities such as u racks in closer proximity. This would reflect the diverse preferences among cyclists and circumvent both the congestion of high-quality parking facilities and the occurrence of fly parking behavior. The existing literature on bicycle parking is still deficient in several respects, and further studies are necessary to address this. This is particularly applicable to other location contexts, such as at home or in city centers with different parking conditions and target audiences. Furthermore, the rise of e-bikes challenges the previous under-evaluation of the topic of bicycle parking, both from a research and planning perspective
Cet espace entre nous
No full textThe space between us.
This text is the transcript of a lecture given by Cynthia Cockburn in November 1998 at the Maison des Sciences de l’Homme in Paris, marking the opening of a photo exhibition and the publication of a book on the theme of women and war. Both works were the result of research carried by Cockburn in three regions of the world confronted with armed conflict - Northern Ireland, Bosnia-Herzegovina and Israel/Palestine. Placing herself as a participating observer, the author followed the work of three projects bringing together women from antagonistic political standpoints who have chosen to form alliances, and thus work towards the development of a peace process. She was struck by the fact that, in their activity, far from hiding their differences these women affirm their respective identities. Considering the concept of identity, she underlines the importance of understanding it, as do the women she writes about it, as a category with changing borders and dependent on relations with others.Cockburn Cynthia, Le Doaré Hélène, Heinen Jacqueline. Cet espace entre nous. In: Cahiers du Genre, N°26, 1999. Un continent noir : le travail féminin. pp. 143-156
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