Mobility as a service and sustainable travel behaviour: A thematic analysis study

Mobility as a Service (MaaS) is a novel brand of transport that promises to replace private cars with multimodal personalised mobility packages enabled by a digital platform capable of integrating travel planning, booking and ticketing, and real-time information services. It is an intervention that through its digitisation, connectivity, information and sharing merits intends to inspire and support the transition to a more sustainable mobility paradigm. Recent research suggests, however, that the potential uptake of MaaS might not be overwhelming; current car drivers could face considerable difficulties in bypassing their personal car for it and, more worryingly, future MaaS users may substitute not only personal car trips but also public transport journeys with car-sharing and ride-sharing services. This means that MaaS might not be able to create travel behaviour change, and even if it does, the changes may not be always towards the right direction. Through conducting 40 semi-structured interviews in three different UK cities, namely London, Birmingham and Huddersfield, and employing a robust Thematic Analysis approach, this study explores the factors underpinning the uptake and potential success of MaaS as a sustainable travel mechanism. The challenges and opportunities reflecting and affecting potential for responsible MaaS usage refer to five core themes Car Dependence; Trust; Human Element Externalities; Value; and Cost, each of them with distinctive and diverse dimensions. Policy-makers and mobility providers should realise that MaaS success relies on changing people’s attitudes to private cars (something very challenging) and thus they should incentivise responsible MaaS use, promote public transport as its backbone, use public engagement exercises and trials to expose people to the concept and somewhat demonise private car ownership and car use.     

Ecstasy Use,Outcome Expectancies,and Sexual Risk Taking

Ecstasy has become one of the most widely used illicit drugs in Australia. This study investigated outcome expectancies as possible motivating and maintaining factors in ecstasy use and sexual risk‐taking behaviour. A sample of regular ecstasy users (N = 220) from Sydney and Canberra, Australia, was recruited for structured face‐to‐face interviews. They also completed an Ecstasy Expectancy Questionnaire. Seven of eight subscales significantly differentiated regular users from non‐users. Interestingly, light and heavier users held similar outcome expectancies, except that light users endorsed items on the sexual enhancement subscale more strongly than heavier users. Further investigation showed that the level of sexual risk taking observed in this sample was high, with the majority of participants reporting multiple partners, “casual” sexual encounters, sex under the influence of substances, and inconsistent condom use. Using logistic regression analyses, a key finding was that positive sex‐related ecstasy outcome expectancies were associated with involvement in disinhibited sexual behaviour under the influence of ecstasy. These effects persisted after statistically controlling for the frequency of ecstasy use. The findings suggest that sexual risk taking is related not only to the disinhibiting properties of ecstasy but also to beliefs that users hold about the effects of the drug.     

How do public transport users adjust their travel behaviour if public transport ceases? A qualitative study

Mode shift from public transport (PT) to private car when a PT shut-down occurs results in an increase in the number of car trips on the road network which may contribute to traffic congestion. Policies aimed at reducing the mode shift to car can be designed through a better understanding of PT users’ mode shift in the event of a PT disruption. Furthermore, the share of car mode shift is also an important parameter for assessing traffic congestion relief associated with day to day PT provision in cities. This study sought to uncover factors influencing the mode shift to car among PT users in the event of a PT disruption. Semi-structured interviews were conducted with 30PT users from Melbourne, Australia. Grounded theory was used to derive categories and subcategories of behavioural responses. Factors affecting mode shift to car if PT ceases in the short term were classified into three main themes with several subcategories: individual-specific factors, context-specific factors and journey-specific factors. In the long term, the analysis reveals that only context-specific factors have an influence on mode shift. Findings show that car access, travel time, travel cost, trip importance, non-central business district (CBD) trips, weather, flexibility and accessibility to PT stations are the most important factors favouring use of the car if PT ceases in the short term. This acts to increase traffic congestion due to the mode shift to car. However, in the long term, removing PT is expected to have an impact on land use, leading to individuals changing their residential and workplace location.     

Identity and travel behaviour: A cross-sectional study on commute mode choice and intention to change

IntroductionSocial 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.MethodData were collected in June 2015 in Utrecht, the Netherlands. Invitations to participate were distributed by mail using data from the municipality, resulting in 1062 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.ResultsMultiple 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.DiscussionThe results confirm limited previous findings that identifying with users of a transport mode correspond 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.     

Multimodal traffic safety concerns in a university population

Travelers have different concerns about traffic safety, which may affect their transportation choices and risk-taking behaviors as well as the overall safety performance of multimodal transportation systems. The objective of this study was to examine factors associated with stated concerns surrounding traffic safety among travelers using multiple transport modes. The analysis used data from an online questionnaire survey completed by over 2,000 students and employees at Utah State University in Logan, Utah, US. Four latent variables—concerns about pedestrians and cyclists, auto drivers, modal interactions, and roadway conditions—were confirmed using factor analysis from 16 questions about traffic safety concerns. These four types of safety concerns were then analyzed to understand their associations with mode choice, commuting behavior, and socio-demographics using a structural equation model. Results showed that safety concern varied systematically among different mode users and demographic groups. Auto drivers perceived interactions with pedestrians and cyclists as concerning, while non-auto users felt more concerned by automobile traffic. Commuters who were recently involved in a crash were especially concerned with non-motorized modes. Women, lower-income, and non-white road users were more concerned with traffic safety overall. Findings about multimodal traffic safety concerns provide insights into people’s perceptions, which can be useful in developing designs, plans, and policies for making a safer transportation system for all road users.     

Active school travel,attitudes and psychological well-being of children

The decline in physical activity levels among children emphasizes a need for research on experiences related to children’s active travel. The present study investigates the relationship between mode use on school trips and psychological well-being (PWB) of children. Data were collected from 152 primary school children in Lower Austria. The paper-and-pencil survey investigated transport-related attitudes, travel behavior, and children’s emotional well-being depending on the travel mode used on their trip to school. Parents’ perceptions of their child’s travel mode on well-being were also collected in 31 in-depth interviews. Findings suggest that active school travel is positively associated with children’s PWB, and that travel-related attitudes towards modes are significantly related to well-being. However, it is difficult to determine the causal direction between the two variables as causal feedback loops can be assumed. Clear results can be obtained for the parental survey: Parents reported strong positive associations between active travel modes and the well-being of their children. More research with bigger sample sizes and higher quality measures should be conducted, including about non-school trips and with longitudinal datasets, to further evaluate the interrelations between children’s mode use, attitudes, and well-being and to determine the most successful strategies for increasing active mobility among children.     

Resources versus respect: Social judgments based on targets' power and status positions

In two experiments, we investigate how individuals' levels of power and status interact to determine how they are perceived by others. We find that power and status have similar, positive, effects on judged dominance. We also find that power has a negative effect on perceived warmth, but status moderates this “power penalty”: high power without status is associated with low warmth, but power with status is judged warm. Consequently, we find high status individuals, regardless of power level, are perceived positively - dominant and warm - whereas high power-low status individuals are judged most negatively — dominant and cold (Experiments 1 and 2). As a result, perceivers expect positive interactions with high status individuals, but negative interactions with high power, low status individuals (Experiment 2). These findings provide insight into power and status social judgments, and further our understanding of similarities and differences between these distinct, yet related, constructs.     

Coping profiles associated with psychiatric, physical health, work, and family problems

Compares the coping profiles of 11 samples (total N = 1,298) of individuals experiencing psychiatric, physical health, work, or family problems. Comparisons are made in individuals with and without anxiety and depression to control for the effects of distress. Coping was similar for samples in similar problem categories but different for samples in different categories. Psychiatric patients made more use of avoidance and less use of social supports than individuals in the other categories. Samples with physical health problems were among the most frequent users of social supports. Individuals with a family problem were among the most frequent users of problem-focused coping and the least frequent users of self-blame. Groups with work stress were the most frequent users of self-blame. These results suggest that coping profiles may be useful in describing and differentiating groups of stressed individuals.     

How using a paper versus mobile calendar influences everyday planning and plan fulfillment

This research examines how using a paper versus mobile calendar influences everyday planning and plan fulfillment behavior. Consumers are rapidly moving from paper to mobile calendars for convenience, but this research shows that doing so may lead individuals to be less successful in effectively developing and implementing their plans. In three studies, we demonstrate that compared with mobile calendar users, paper calendar users develop higher-quality plans and are more successful in plan fulfillment. We provide evidence that this happens because paper calendar users take a broader, big-picture perspective during planning, which also leads to higher-quality plan development and a greater likelihood of plan fulfillment. When mobile calendar users use a mode that also provides a broader perspective, their plan quality increases.     

Young macaques (<Emphasis Type="Italic">Macaca fascicularis</Emphasis>) preferentially bias attention towards closer,older, and better tool users

Examining how animals direct social learning during skill acquisition under natural conditions, generates data for examining hypotheses regarding how transmission biases influence cultural change in animal populations. We studied a population of macaques on Koram Island, Thailand, and examined model-based biases during interactions by unskilled individuals with tool-using group members. We first compared the prevalence of interactions (watching, obtaining food, object exploration) and proximity to tool users during interactions, in developing individuals (infants, juveniles) versus mature non-learners (adolescents, adults), to provide evidence that developing individuals are actively seeking information about tool use from social partners. All infants and juveniles, but only 49% of mature individuals carried out interacted with tool users. Macaques predominantly obtained food by scrounging or stealing, suggesting maximizing scrounging opportunities motivates interactions with tool users. However, while interactions by adults was limited to obtaining food, young macaques and particularly infants also watched tool users and explored objects, indicating additional interest in tool use itself. We then ran matrix correlations to identify interaction biases, and what attributes of tool users influenced these. Biases correlated with social affiliation, but macaques also preferentially targeted tool users that potentially increase scrounging and learning opportunities. Results suggest that social structure may constrain social learning, but the motivation to bias interactions towards tool users to maximize feeding opportunities may also socially modulate learning by facilitating close proximity to better tool users, and further interest in tool-use actions and materials, especially during development.     

Influence of values,attitudes towards transport modes and companions on travel behavior

The design and implementation of transport policies to promote active transport requires a deep comprehension of the factors that influence travel behavior. In this context, psychological factors and social interactions play an important role in explaining travel-related decisions. Even though, the importance of psychosocial variables in travel behavior research has been widely recognized during recent years, there is a lack of understanding of how these factors interact. This paper aims to better understand the interrelationships between values, attitudes towards transport modes and a subset of the social network composed by habitual trips and activities companions. For this purpose, a theoretical framework is proposed which posits all the possible relationships among these factors. In order to test this conceptual framework, two Structural Equation Models are estimated considering attitudes towards active transport (bike and walking), using a dataset from a web-based survey developed for the MINERVA project in Valencia (Spain). The data is composed by 404 respondents who provided valid information regarding all the variables of the study. Results confirm the hierarchical value-attitude-behavior structure while several effects are also found directly between values and attitudes. For instance, individuals who attach more importance to Stimulation and Achievement values are higher active transport user, while values traditionally associated with car use are no longer maintaining this relation. Besides that, positive attitudes towards walking and cycling are strongly associated with a higher use of active transport, and also seem to discourage the use of motorized modes. Several characteristics of companions affects personal values and active travel and less influence is found on attitudes. These findings are useful to develop transport policies and campaigns to promote sustainable transport, such as the design of strategies in the context of Travel Behavior Change Programs. Limitations of this research include several aspects related to online surveys, for instance, sample size and underrepresentation of individuals over 55 years.     

A longitudinal study of the effects of coping motives,negative affect and drinking level on drinking problems among college students

We examined among college students the interactive effects of drinking to cope (DTC) motivation, anxiety and depression symptoms, and drinking level in predicting drinking-related problems (DRPs). Using an Internet-based survey, participants (N = 844, 53% women) first reported on their drinking motives and monthly for up to three months, they reported on their drinking level, anxiety, depression, and DRPs. We found a three-way interaction between DTC motivation and average levels of drinking and anxiety (but not depression) in predicting DRPs. Specifically, among individuals with stronger DTC motives, higher mean levels of anxiety were associated with a stronger positive association between mean drinking levels and DRPs. We did not find three-way interactions in the models examining monthly changes in anxiety, depression, and drinking in predicting monthly DRPs. However, individuals high in DTC motivation showed a stronger positive association between changes in drinking level and DRPs. The results are discussed in terms of mechanisms related to attention-allocation and self-control resource depletion.     

Marijuana use from adolescence to young adulthood: multiple developmental trajectories and their associated outcomes.

This study used latent growth mixture modeling to identify discrete developmental patterns of marijuana use from early adolescence (age 13) to young adulthood (age 23) among a sample of 5,833 individuals. After the a priori removal of abstainers, 4 trajectory groups were identified: early high users, who decreased from a relatively high level of use at age 13 to a more moderate level: stable light users, who maintained a low level of use: steady increasers, who consistently increased use; and occasional light users, who began use at age 14 and used at low levels thereafter. Analyses of covariance comparing the trajectory groups on behavioral, socioeconomic, and health outcomes at age 29 revealed that abstainers consistently had the most favorable outcomes, whereas early high users consistently had the least favorable outcomes.     

The resurrection of Tweedledum and Tweedledee: Bimodality cannot distinguish serial and parallel processes

Simultaneously presented signals may be processed in serial or in parallel. One potentially valuable indicator of a system’s characteristics may be the appearance of multimodality in the response time (RT) distributions. It is known that standard serial models can predict multimodal RT distributions, but it is unknown whether multimodality is diagnostic of serial systems, or whether alternative architectures, such as parallel ones, can also make such predictions. We demonstrate via simulations that a multimodal RT distribution is not sufficient by itself to rule out parallel self-terminating processing, even with limited trial numbers. These predictions are discussed within the context of recent data indicating the existence of multimodal distributions in visual search.     

Autonomous buses: Intentions to use,passenger experiences,and suggestions for improvement

Research on the use of autonomous vehicles as a mode of public transport in a city context is lacking. This paper focuses on the use of recently established autonomous buses (self-driving electric shuttle buses) running along a regular public transport line in a residential area of Oslo, Norway. We use a mixed-methods approach based on survey and interview data from two independent studies. The paper examines intentions to use autonomous buses before and after these were introduced in the case area as well as how passengers experience traveling by autonomous bus. Results show that the intention to use the autonomous buses was mostly positive both before and after using them. Most users felt safe while traveling by autonomous bus. Two suggestions for improvement made by the users were to: increase the speed and reduce the abrupt breaking of the autonomous buses. Overall, outcomes from this paper suggest that residents would be willing to use autonomous buses if these offer more frequent bus departures than the existing ones. However, as full automation has not been achieved yet and there is a host on board who can control the vehicle if necessary, passenger experiences and intentions to use should be reassessed with fully automated buses in future studies.     

Consumer knowledge and acceptance of advanced driver assistance systems

This research aimed to examine how personal car users are informed about Advanced Driver Assistance Systems (ADAS) in Australia, and the extent to which information received at point of sale influenced the level of understanding and adaptation of ADAS. Further, this study applied the Technology Acceptance Model (TAM) to assess drivers’ intentions to use ADAS within the next month. Participants were required to have purchased a new or second-hand vehicle within the past five years and which had at least one of the following five ADAS: autonomous emergency braking, lane departure warning, adaptive cruise control, blind spot monitoring, and rear cross traffic alert. Participants (N = 217, Mage = 47.87 years, 149 male) completed a 20-minute online questionnaire. The findings revealed that 122 (56%) participants reported not seeking out any information about ADAS prior to purchasing their vehicle. Further, the most reported approaches used by participants to learn about their vehicle’s ADAS were through the owner’s manual (n = 121, 55%) and via trial and error (n = 117, 54%). It was also found that total time spent with the salesperson in explaining ADAS features did not influence drivers’ level of understanding of ADAS or number of days to adapt to the ADAS in their vehicle. However, and consistent with the TAM, perceived usefulness and perceived ease of use were significant positive predictors of intentions to use ADAS within the next month. It was also found that participants who learnt about these technologies either via reading the owner’s manual, trial and error, or a verbal explanation at point of sale appeared to be more frequently classified as reporting higher acceptance of ADAS than those participants who did not use those learning methods. Given that technology in vehicles will continue to advance, it is vital that more work is conducted to educate drivers about the functionality of ADAS. Further, it is also important to communicate where buyers of personal cars can go and find accurate and reliable information about ADAS.     

The effect of state core self-evaluations on task performance,organizational citizenship behaviour,and counterproductive work behaviour

Although the personality–performance relationship has been studied extensively, most studies focused on the relationship between between-person differences in the Big Five personality dimensions and between-person differences in job performance. The current paper extends this research in two ways. First, we build on core self-evaluations (CSEs): an alternative, broad personality dimension that has proven to be a good predictor of job performance. Second, we tested concurrent and lagged within-person relationships between CSEs and task performance, organizational citizenship behaviour (OCB), and counterproductive work behaviour (CWB). To this end, we conducted two experience sampling studies; the first one assessing the relationship between state CSEs and levels of momentary task performance and OCB, and a second study in which employees reported on their level of state CSEs and momentary CWB. Results showed that there is substantial within-person variability in CSEs and that these within-person fluctuations relate to within-person variation in task performance, OCB, and CWB towards the organization, and CWB towards the individual. Moreover, CSEs prospectively predicted within-person differences in task performance and CWB towards the organization, whereas the reversed effect did not hold. These findings tentatively suggest that state CSEs predict performance, rather than the other way around.     

Co-occurrent use of cigarettes, alcohol, and coffee in healthy, community-living men and women

Previous studies have examined intra-individual aggregation in the use of cigarettes, alcohol, and coffee by examining the co-occurrent use of any pair of these three substances. A recent literature review failed to find a single investigation that studied use of all three in the same sample. In the present study, co-occurrent use of all three of these substances was examined in crossvalidated subsamples of 226 male and 245 female healthy, community-living, middle-class Americans. A log-linear analysis was used to compare the proportion of smokers, ex-smokers, and nonsmokers categorized as users of more or less amounts of coffee and alcohol. Although most of the intercorrelations were not strong, the results indicate that for both sexes, smokers and ex-smokers were more likely than nonsmokers to drink greater amounts of alcohol and coffee. Furthermore, for smokers, ex-smokers, and nonsmokers, a majority of individuals who reported drinking more alcohol also reported drinking more coffee. Interestingly, the coffee and alcohol consumption levels of ex-smokers resembled those of smokers more than those of nonsmokers. Also, ex-smokers reported drinking more wine and decaffeinated coffee than either smokers or nonsmokers. Finally, the number of cigarettes smoked per day (daily quantity) was positively related to total alcohol and coffee consumption in men, but not in women. Further studies are recommended to examine the role of individual differences in the development, maintenance, and modification of these three appetitive habits and their co-occurrence.     

Sustainable mobility choices: Exploring the impact of consumers' values,attitudes, perceived behavioural control and subjective norms on the likelihood to choose sustainable mobility options

This study explores consumers' behaviour regarding sustainable mobility options. A mixed-methods approach was adopted to examine the impact of bio-altruistic values, egoistic values, environmental attitudes, attitudes regarding sustainable mobility, perceived behavioural control and subjective norms on the likelihood of choosing sustainable mobility options. To collect the data, an online survey was applied to a sample of 645 Portuguese consumers, which included one single non-mandatory open-ended question to understand which factors could contribute to increase respondents' likelihood to choose more sustainable transport modes. As most studies in the mobility field are quantitative, combining both quantitative and qualitative data provided a greater in-depth analysis with richer findings. Firstly, findings revealed that attitudes towards sustainable mobility, subjective norms, perceived behaviour control, and egoistic values influence the likelihood of choosing sustainable mobility options. However, environmental attitudes, altruistic and biospheric values do not impact this choice. Secondly, consumers highlight that the existence of a broad public transport network, safe bicycle lanes, and accessible prices would contribute to their likelihood of adopting more sustainable mobility behaviours. The content analysis of 402 answers allowed to discover new dimensions that influence sustainable mobility behaviour, such as safety, respect towards bicycle users, mindset adjustment, willpower, and especially physical efforts associated with long distances, bad weather, orography, and the difficulty to transport materials or other people. Based on both quantitative and qualitative findings, the paper provides key recommendations for politicians, urban planners, and transport organisations, that according to respondents, would contribute to increase their use of sustainable mobility.