Article

Changing Commuter Travel Behavior: Employer-Initiated Strategies

Journal of Environmental Systems 01/1995; DOI: 10.2190/L2NP-8AQM-FJRG-GRPV

ABSTRACT

Commuter travel has certain features that make it potentially more responsive to interventions than other types of travel. However, from the perspective of the employer attempting to implement a trip reduction program, it is often difficult to determine what type of intervention (or combination of interventions) would be most effective. This article reviews the literature on strategies for changing commuter behavior, with a focus on techniques that an employer might use (i.e., rather than a focus on physical or regulatory barriers to non-conserving behavior). Behavior change strategies are organized into three categories: informational approaches, positive motivational approaches, and coercive approaches. In general, research in commuter behavior change
has focused on the application of external, tangible motivation (e.g., financial incentives or disincentives) to the exclusion of self-initiated, less tangible factors (e.g., commitment and self-monitoring techniques). The implications of this bias are discussed along with suggestions for future research.

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Available from: Raymond K De Young, Dec 31, 2013
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    • "Anyhow, holding models were calibrated in order to compare their goodness-of-fit and their generalisation capability compared to switching solutions. If the holding approach within the random utility paradigm is the most used in transportation mode choice issues (Domencich and McFadden, 1975; Ben-Akiva and Lerman, 1985; Cascetta, 2009; Ortuzar and Willumsen, 2011), transportation behavioural modifications can count on a smaller number of contributions (Ben-Akiva and Morikawa, 1990; Cairns et al., 2008; Fujii and Taniguchi, 2006; Garling and Fujii, 2009; Kearney and De Young, 1996) and have been mainly focussed on transport mode choice, on route choice or on departure time choice. "
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    Full-text · Article · Jan 2015 · Transportation Research Part A Policy and Practice
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    • "Automobile use is the source of many current woes, including air pollution (Kearney and De Young 1996), greenhouse gas emissions (Walsh 1993), loss of life and property (Evans 2004), and, of course, traffic congestion (Schrank and Lomax 2005). "
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    ABSTRACT: Carsharing involves the communal ownership and use of a fleet of vehicles, typically on an hourly basis (Millard-Ball et al. 2005). Austin CarShare (ACS) was launched in the fall of 2006, making Austin the first city in Texas with carsharing services. While many studies have discussed the positive impacts of carsharing, few have examined widespread public opinion of carsharing. This study undertook the challenge of investigating traveler preferences during ACS's service launch, in order to anticipate latent demand for such services. The survey provides rich information on public opinion of different aspects of the ACS program, as well as the expected demand on the service and possible changes in travel patterns. Supplementing the survey results with spatial data, membership models of two pricing plans reveal that households with higher vehicle ownership and income-to-adults ratios are less likely to join the program, while level of education exhibits a convex relationship with the probability of joining the Freedom Plan, ceteris paribus. Although potential carsharing users share similar characteristics, the two plans serve slightly different customer sets and have the potential to supplement one another.
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    • "Bamberg, Ajzen, andfound that the theory of planned behavior adequately modeled modal split changes that were observed in the context of an intervention to promote public transport use by providing students with free bus passes. On the basis of a review of 29 intervention studies, Kearney and DeYoung (1996)concluded that providing material incentives and personalized information can be effective in changing car use frequency. On the other hand, Ogilvie, Egan, Hamilton, and Petticrew (2004) reviewed 22 studies aimed at shifting mode from car to walking and cycling, and concluded that although there is some evidence that targeted behavior change programs can change motivated subgroups, publicity campaigns, engineering measures, and other interventions generally have not been very effective (see alsoOgilvie et al., 2007). "
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