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MODELING OF TRANSPORTATION BEHAVIOR FOR COERCIVE MEASURES FOR CAR DRIVING IN KUALA LUMPUR
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The rapid increase of car ownership associated with inadequate public transport has largely contributed to increase traffic congestion, accidents and environmental pollution. A policy proposed to improve public transport and control car ownership simultaneously has become necessary for solving the problems the objectives of this research are to develop mode choice models to expressing car users and public transport users' behavior and investigate their response to scenario of a reduction in bus and train travel time and travel cost. In this paper, a survey of 1200 car, bus and train users was conducted in Kuala Lumpur city center. A binary logit model was developed for the three alternative modes, bus, train and car. It was found that travel time, travel cost, gender, age, income level and car ownership are significant in influencing car users' mode choice behavior. The probability of car drivers shifting to public transport was also examined based on a scenario of a reduction in bus and train travel time and travel cost. Reduction of total travel time and travel cost for the bus and train mode emerges as the most important element in a program aimed at attracting car users towards public transport and away from car mode.
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... This study investigates commute mode switch as a longer-term decision and conceptualizes that individuals evaluate their commute mode following a change in residential location along their life-course. For adequate understanding of the behaviour, a dynamic modelling approach is required to address the temporal dimension of the individuals' life-time (Nurdeen et al., 2007;Wang and Chen, 2012). To address the temporal dynamics within the modelling framework, this study utilizes a random parameters logit (RPL) modelling technique. ...
... They revealed that short term mode switching can occur depending on the time of the day. Nurdeen et al. (2007) examined the mode switch behaviour from car to public transportation using both revealed and stated preference survey data in response to temporary incentives. On the other hand, mode switch is conceptualized as a longer-term decision as well. ...
This paper presents the findings of a random parameters logit model (RPL) of mode switching behaviour as a longer-term decision using retrospective survey data. This study focuses on whether or not individuals switch their commute modes following residential relocation. The study accommodates the panel effects of the repeated mode switching decisions of individuals during their life-time and captures unobserved heterogeneity within the RPL modelling framework. This study extensively examines the effects of past travel behaviour, changes in household state due to life-cycle events, attitude, and accessibility measures. Factor analysis is performed to generate the following six attitudinal factors: pro-high density, pro-environment, travel satisfaction, travel stress, pro-car, and pro-active transportation. The model results suggest that past travel experiences significantly influence the mode switch decisions. Individuals are found to show preference in persisting with their past mode. In the case of change in household state, individuals are more likely to switch mode if household size increases. Among the attitudinal variables, pro-high density, pro-active transportation, and travel stress are found to influence mode switch. Individuals living closer to transit stops show preference to change mode; in contrast, individuals living farther from work locations reveal a lower likelihood to change mode. The model results reveal that heterogeneity exists among the individuals. For example, individuals with pro-high density attitude show significant variation during mode switching decisions. This study provides important behavioural insights, which will assist transportation planning and policy making that focuses to influence longer-term shifts in travel behaviour and choice of residential location.
... A universal design (transportation systems that accommodate people with disabilities and other special needs) [22], [23]. Develop pedestrian oriented land use and building design [24], Increase road and path connectivity, with special non motorized shortcuts [20], such as paths between cul-de-sac heads and mid-block pedestrian links, Street furniture and design features [23] Traffic calming, improvement, traffic speed reductions, vehicles restriction and road space reallocation [21]. Safety education [24], law enforcement and encouragement programs [14], Integrate with transit; bike transit integration and transit oriented development [17], Bicycle parking [12]. ...
... Develop pedestrian oriented land use and building design [24], Increase road and path connectivity, with special non motorized shortcuts [20], such as paths between cul-de-sac heads and mid-block pedestrian links, Street furniture and design features [23] Traffic calming, improvement, traffic speed reductions, vehicles restriction and road space reallocation [21]. Safety education [24], law enforcement and encouragement programs [14], Integrate with transit; bike transit integration and transit oriented development [17], Bicycle parking [12]. Address security concepts of pedestrians and cyclists [8], [11], Personal Security refers to freedom from risk of assault [15], theft and vandalism. ...
The recent increase in privately owned vehicles has caused numerous problems: traffic congestions, unnecessary fuel lost and global warming are only few of these problems. This study will try to understand people’s behavior and modal choice and try to sway them to means of public transportation. A survey of mode choice between cars users in a neighborhood in Kuala Lumpur was conducted. A total of 25 surveys were collected over the course of a month. Among data collected were demographic details such as age, gender, educational level and travel behavior. The data was processed by SPSS software to determine which factors encourages and discourages using private, public transportation or walking. The study highlighted four models travel time reduction, travel cost reduction, and increase the parking charges and improves the walking facility. The sensitivity analysis results show that the main attraction that might switch private car users is travel time and improving the walking facility. The consequences of these would be less traffic on the roads contributing to less pollution and greater safety.
... For those at middle and high income levels, the study observed that in-vehicle time when traveling by bus and the money cost of choosing to travel by taxi were more important attributes, whereas for low incomes, money cost and in-vehicle time of choosing to travel by bus seemed to be more important. Nurdeen et al. (2007) modeled the transportation behavior for coercive measures for car driving in Kuala Lumpur. A binary logit model was developed for the three alternative modes: bus, train, and car. ...
Background: Transportation significantly influences a nation’s social and economic development. In India, where rapid urbanization, expanding cities, and rising income inequality are prominent, daily commuting patterns are shaped by several socioeconomic factors. These factors include income, occupation, education, caste, gender, age, family size, and whether individuals live in urban or rural areas. Together, they determine not just access to transportation but also the choice of commuting modes. India’s transport system is highly diverse. People travel by walking, cycling, buses, trains, metro rail, auto-rickshaws, and private vehicles. However, access and usage vary. Low-income groups often rely on walking, cycling, or overcrowded buses, while wealthier commuters use private vehicles or app-based cabs.
Objectives: The present study aims to analyze the socio-economic determinets that influence the selection of modes by commuters for daily travel to work.
Methodology: The present study primarily relies on primary data sources to explore the socioeconomic determinants influencing modes of transportation for daily commuting. To ensure systematic and reliable data collection, a well-structured questionnaire was developed. The questionnaire was designed to capture relevant information regarding respondents’ socioeconomic background, commuting preferences, transport accessibility, and related behavioral patterns. The field survey was carried out during the months of April and May 2017. A simple random sampling technique was employed to select the respondents. For the purpose of data analysis, the simple percentage method was used.
Results: The result clearly reveals that the selection of modes of transit varies with the variations in socio-economic conditions of commuters. It has also been found that the commuters living in better socio-economic condition in terms of education, monthly income, and size of household were likely more to commute by private modes of transportation than the commuters belonging to poor socio-economic condition who mostly rely on public and non-motorized vehicles.
Conclusion: The study concluded and suggested that the base to better understand which attributes are more effective in selecting the means to travel for work Moreover, the commuting modes discussed in terms of public, private and non-motorized vehicles used by commuters according to their demographic, social and economic characteristics can help to formulate the effective and successful transportation policies.
... A longer kilometre travelled might not change the users' preference for modal shift, as a significant number of users would still stick to their own private vehicles [7]. On the contrary, the likelihood of shifting private vehicle users to public transport is likely to happen if a reduction in travel time and cost could be achieved [9]. ...
Mass Rapid Transit, also known as MRT, was introduced by the Malaysian government as an alternative transport mode to address issues related to congestion and road traffic crashes as well as improve public transportation connectivity. Alternative transport modes may not be successful in attracting road users to shift their mode from private if the service provided fails to meet the users’ expectations. Therefore, there is a need to investigate the factors that influence the modal shift to MRT, which could potentially increase its ridership and reduce congestion as well as risk on the road. Thus, this study aimed to identify the factors influencing the use of MRT service in Klang Valley. The factors influencing the users’ decision to modal shift from private vehicles to MRT upon completion of the MRT SBK line were measured through a face-to-face questionnaire survey comprising three sections asking for the respondents’ demographic information, their trip profile, and their MRT usage experience. Based on the MRT usage experience, the respondents were given the choice of answers based on the 5-point Likert scale to rate the 19 factor-related statements indicating the factors that encourage the users to use MRT. Using exploratory factor analysis, four dimensions were identified to explain 19 statements: service quality, travel satisfaction, travel value, and connecting facility. Further analysis using the Rasch model was carried out to measure the reliability and validity of the 19 statements indicating the factors influencing the use of MRT based on the 500 respondents received. Analysis of the results indicated that the most influential factors that encourage people to shift their mode of transportation from private to MRT include the convenience of MRT service, cost, and time. Findings of this study support the idea that MRT is a good transport choice with minimal exposure to road crashes. Results from the reliability and validity test also suggested increasing the diversity of respondents since the value of respondents’ separation is only slightly good enough.
... Mode transition has been investigated as a longer-term decision by Oakil et al. (6) and by Fatmi and Habib (17) and as a shorter-term decision by Hess et al. (18), among others. Shorter-term mode changes have been examined in response to temporary incentives (19) and acquisition of specific travel information (20 (22). They focused on the behavior of continuing with the car and shifting from the car to transit and other modes. ...
This study developed a dynamic model for individuals' commute mode choice over their lifetime by using retrospective survey data. The study conceptualized that individuals reassessed their choice of commute mode when they relocated to a new residential location. Following the reappraisal, people either continued using the same mode, which was considered mode loyalty, or made a transition to a new mode, which was considered mode transition in this study. The study developed a panel based random-parameters logit model. One key feature of this study is a life-oriented approach to accommodate the effects of life-cycle events, longer-term changes, life-oriented sociodemographic transitions, and accessibility transitions. The model results suggest that the high-income group tends to be car loyal. No car ownership over the lifetime and the addition of a job increase the probability of transit loyalty. Individuals with no children in the household and residing in an area with high walk and bike usage have a higher probability to be loyal to active transportation. A decrease in household income and tenure transition from owned to rental are likely to trigger a transition from car to transit. However, the presence of children and the addition of a car increase the transition propensity from transit to car. The model results suggest that the use of life-oriented characteristics to explain longer-term commute mode loyalty and transition behavior provides important behavioral insights into the dynamics of individuals' travel behavior over their lifetime.
In this work face-centred response, surface methodology is used to make an analysis work trip journey mode choice behaviour by high-income level and low-income level of residential settlement. Statistical models between factors (Bus and Car) and their response variables (travel time and travel cost) were developed. The experimental values were evaluated using the software program Design-Expert 9.0.3. Relationships were created, and final mathematical models were built from projected responses in terms of coded variables. The effects of parameters on property are visually seen from the response surface and contour plot for all variables. The findings obtained from these established models are considered to be closely correlated with data obtained from field survey. These developed models can therefore be used for predicted trips in the behaviour of different commuters in each mode. This paper would also be of great benefit to transportation engineers to examine the construction of the road on the basis of the passengers, which in turn benefits society.
A tremendous growth has been observed in the use of personal vehicles. Increase in private vehicle use has created many environmental, social and economic problems. A multi-stage trip can help to elevate the problems of delays, environmental degradation, and congestion. Multi-stage trips provide the benefits of smarter, cleaner and sustainable transport. This paper focuses on the organization of different multi-stage trips with respect to first mile, main stage, and last mile and factors that influence the choice of these mode combinations. A multinomial logistic regression (MNL) model is used to evaluate the factors that affect the choice of different mode combinations in a multi-stage trip. For most of the combinations, the trip purpose is significantly associated with mode choice for these combinations. In most cases, availability of the car results in a decline of probability for choosing a combination involving walk. The families with children prefer to take a combination involving a car or public transport at the first or last mile. This study only focuses on the mode combination of 3-stage trips so, an analysis can also be made for multi-stage trips having more than 3 stages.
Urbanisation across the world has accounted for overstretching of urban amenities and transport facilities, as well as rise in car ownership, traffic congestion and visual intrusion. The aftermath effect led to rise in transport emission, environmental degradation, energy depletion, road crashes, climate change, public transport decline and other transport-related challenges. However, since accessibilities to socioeconomic activities are paramount to household wellbeing, sustainable transport system has been the discourse in recent literatures. In view of developing inclusive infrastructures for sustainable and efficient urban mobility, this study examines "walking on urban road with respect to socioeconomic benefits and challenges". Discrete Choice Model by Ben-Akiva & Lerman (1985) was adopted and modified to capture the modal preference of respondents. 246 questionnaires were administered to elicit information from civil servants in Ilorin metropolis, Nigeria. Descriptive methodology and stepwise regression were used to avoid spurious result. The findings show that: income; distance of the trips; purpose of the trips; time of the trips; trip frequency; car ownership; location of residence and walking routes are the core determinants of walking. The study suggested that government should put incentive and regulatory policy and mechanism in place to enhance compliance to speed limit, respect of pedestrian right of road and proper road parking to guarantee safety of pedestrians. As well as protect pedestrian right of way against encroachment by other road users and erection of physical materials like sign post, excavation, obstruction from roadside retailers' stands. It equally suggested proper demarcation of pedestrian path and provision of street for illumination.
The congestion of Bogor City is increasingly alarming that it urgently needs policies on transportation system. This study used crosstab analysis and multinomial logistic regression to analyze the behavior of choice of commuter modes in Bogor City. This study had 588 respondents. The selected-by-subdistrict results showed that gender, total income, private car ownership, motorcycle ownership, trip cost, distance traveled, work commute and distance to the terminal affect the choices of Bogor’s public transportation modes. As for the implications given in this study, the government is expected to add and renew infrastructure such as stations and shelters. The government is also expected to develop inexpensive public transportation that offers good quality of security and convenience.
Similarities of residential density and travel characteristics in the outer suburbs of both Australian and North American urban areas have led to the term “auto dependency”. The landscape, originally filled with coherent communities, now has, according to Kunster (1993) in the Geography of Nowhere, the unreality of the suburbs and the tyranny of comparative commuting, such that every place is a “no place”. Freeway investment encourages low-density development leading to the unsustainability of high car usage, petroleum consumption and air pollution. As referenced fully by Steiner (1994), a few researchers and real estate developers, and an increasing number of policy makers in many US states, and around the world, argue for infill housing, mixed land uses and increased density, especially around public transport services. These urban forms are variously referred to as urban consolidation, urban villages or “neo-traditional development”.
Differences in automobile and public transportation use in Canada compared with that in the United States are described. In Canada public transit use is almost twice as high per capita as in the United States. Automobile use is almost 20 percent lower per capita, or about the same as the U.S. level of the 1970s. Gasoline prices, which have been about US0.50/gal) higher in Canada than in the United States since 1984, slowed the growth in Canadian automobile ownership and driving and created a more efficient automobile fleet, resulting by the early 1990s in 40 percent less highway fuel consumption per capita compared with that in the United States. One explanation for the higher level of transit use in Canada is more compact urban densities, as evidenced by the significantly lower share of single-family detached houses. The influx of public subsidies for transit in the 1970s in both countries had different effects: a much larger increase in service in Canada and deeper fare cuts in the United States but similar increases in unit cost of service. Each new transit trip in 1992 beyond the 1970 ridership level cost about four times as much to attract in the United States as it did in Canada.
The German city of Freiburg has experienced an enormous and unprecedented rise in the demand for local public transport since the early 1980s. This study investigates the causes of this dramatic increase in the popularity of both tram and bus use. Although traffic restraint measures and improvements in the quality of the public transit service are significant factors, the main explanation lies in the introduction of low cost `environmental' travel cards with the key characteristics of transferability across friends and family and wide regional validity across operators. These season tickets considerably augmented transit demand without seriously exacerbating the operating deficit.
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