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Just A Better Taxi? A Survey-Based Comparison of Taxis, Transit, and Ridesourcing Services in San Francisco

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... A. Background on the rise of cab aggregator platforms The rise of cab aggregator platforms has transformed urban mobility and reshaped the transportation landscape globally. Emerging in the early 2010s, these platforms leverage mobile technology and GPS to connect passengers with drivers through user-friendly applications, effectively streamlining the booking process and enhancing user convenience (Rayle et al., 2016). Major players like Uber and Lyft pioneered this model, quickly gaining traction in cities by offering competitive pricing and improved service compared to traditional taxi services. ...
... 1. (Rayle et al., 2016). User Experience In terms of user experience, traditional taxi services often lack the convenience of pre-booking or tracking a cab in real-time. ...
... Moreover, the presence of multiple competitors can complicate regulatory compliance, as different platforms may face varying requirements in different jurisdictions. As companies compete for market share, they may inadvertently neglect safety, insurance, and regulatory standards, which can lead to reputational damage and increased scrutiny from regulatory bodies (Rayle et al., 2016). Therefore, cab aggregators must navigate a complex landscape where competition and market saturation are intertwined, necessitating innovative strategies to differentiate themselves and sustain long-term growth. ...
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This research explores the innovations and challenges associated with managing online cab aggregators, focusing on how these platforms are transforming urban mobility. As the demand for ride-hailing services grows, cab aggregators face plenty of operational challenges, including regulatory compliance, driver management, customer satisfaction, and competition. Innovations in technology, such as real-time data analytics, artificial intelligence, and mobile applications, play a crucial role in enhancing service efficiency and user experience. The study examines case studies from leading cab aggregator platforms, highlighting successful management strategies and identifying potential barriers to effective operation. By understanding the interplay between technological advancements and management practices, this research aims to provide insights for industry stakeholders to navigate the evolving landscape of online cab aggregation effectively. Key Words: Cab Aggregators, Urban Mobility, Operational Challenges, Technological Innovations, Ride-Hailing Services, Management Strategies
... There are some regional companies in the market as well, for instance, DiDi Chuxing in China. In past few years, ride-hailing services have gradually become an indispensable element of urban transportation systems [4][5][6][7][8]. ...
... A considerable number of researchers have conducted extensive studies on the behavior of travelers utilizing ride-hailing services from various viewpoints. From extant research on the adoption of ride-hailing services, consumers who use ride-hailing services are normally younger, well-educated individuals with higher income [4,[26][27][28][29]. In addition, females and males show different attitudes towards ride-hailing services. ...
... Moreover, the usage of ride-hailing services has a significant impact on the choice of public transport [4,12,18]. Based on a multinomial linear regression analysis in the case of Las Vegas, [17] argued that ride-hailing services have a negative effect on the usage of taxicabs. Interestingly, [18] suggested that ride-hailing is not only in competition with, but also complementing, public transport. ...
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The travel behavior of urban residents has gradually changed in response to the widespread adoption of ride-hailing services. This paper explores the travel mode choices made by individuals utilizing multiple forms of ride-hailing services. Eight scenarios were established, which considered combinations of activity types (commute or recreation), travel periods (peak or off-peak), and price levels (discounted or normal rates for ride-hailing). Moreover, socio-psychological variables such as perceived value, behavioral intention, and subjective norm were integrated into the analysis. The findings reveal that consumers of ride-hailing services generally exhibit characteristics such as being younger in age, having higher income, lack of car ownership, and having greater experience in using ride-hailing services. Furthermore, the inclusion of socio-psychological variables significantly improved the model’s fitness. Travelers exhibit a preference for ride-hailing services in scenarios involving recreational activities, normal travel periods, and discounted ride-hailing prices. In conclusion, this study sheds light on the evolving travel behavior of urban residents in light of the widespread availability of ride-hailing services. The incorporation of socio-psychological factors is essential in comprehending and predicting travel mode choices. The insights derived from this research contribute to a nuanced understanding of the factors influencing the adoption of and preference for ride-hailing services among urban commuters.
... Online public transportation services, characterized by their reliance on digital platforms, have revolutionized traditional modes of transport, offering greater convenience, cost efficiency, and enhanced user experiences (Rayle et al., 2016). These platforms have not only transformed the logistics and operational aspects of public transportation but have also had profound social implications by increasing accessibility and inclusivity (Shaheen, Cohen, & Zohdy, 2016). ...
... Research indicates that online public transportation services have reduced barriers to mobility by offering more personalized and flexible transportation options. A study by Shaheen and Chan (2016) highlights that digital platforms have increased the availability of ride-sharing services, making it easier for individuals without access to private vehicles to travel conveniently. This democratization of transportation options promotes social equity and inclusivity, allowing more people to participate in economic and social activities. ...
... Research shows that digital platforms can lower operational costs by minimizing the need for physical infrastructure and reducing administrative expenses. A study by Rayle et al. (2016) highlights that ride-sharing services can provide transportation at lower costs compared to traditional taxis, leading to savings for both service providers and consumers. This increased cost efficiency can result in lower prices for consumers and higher profitability for service providers, contributing to economic growth. ...
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Published by: This study aims to examine the digital transformation in industrial technology and its social impact on online public transportation. The primary focus is on analyzing how advancements in digital technology are reshaping the public transportation sector and the resultant social implications. A qualitative research method was employed, using case studies to provide an in-depth understanding of the phenomena. Data collection was conducted through comprehensive interviews with industry experts, public transportation operators, and users of online transportation services. Additionally, relevant documents and reports related to digital transformation and its impact on public transportation were analyzed. The results of the study indicate that digital transformation has significantly improved the efficiency, accessibility, and convenience of public transportation services. Innovations such as mobile applications, real-time tracking, and automated scheduling have enhanced the user experience and operational efficiency. From a social perspective, the adoption of digital technology in public transportation has facilitated greater inclusivity and mobility for various demographic groups, including the elderly and people with disabilities. However, the study also highlights several challenges, including digital divide issues, cybersecurity concerns, and the need for continuous technological upgrades and training. In conclusion, the digital transformation in industrial technology has a profound positive impact on online public transportation, enhancing service delivery and social inclusivity. The study recommends ongoing investment in digital infrastructure and comprehensive stakeholder engagement to address the challenges and maximize the benefits of digital transformation in the public transportation sector.
... Online public transportation services, characterized by their reliance on digital platforms, have revolutionized traditional modes of transport, offering greater convenience, cost efficiency, and enhanced user experiences (Rayle et al., 2016). These platforms have not only transformed the logistics and operational aspects of public transportation but have also had profound social implications by increasing accessibility and inclusivity (Shaheen, Cohen, & Zohdy, 2016). ...
... Research indicates that online public transportation services have reduced barriers to mobility by offering more personalized and flexible transportation options. A study by Shaheen and Chan (2016) highlights that digital platforms have increased the availability of ride-sharing services, making it easier for individuals without access to private vehicles to travel conveniently. This democratization of transportation options promotes social equity and inclusivity, allowing more people to participate in economic and social activities. ...
... Research shows that digital platforms can lower operational costs by minimizing the need for physical infrastructure and reducing administrative expenses. A study by Rayle et al. (2016) highlights that ride-sharing services can provide transportation at lower costs compared to traditional taxis, leading to savings for both service providers and consumers. This increased cost efficiency can result in lower prices for consumers and higher profitability for service providers, contributing to economic growth. ...
Article
Full-text available
This study aims to examine the digital transformation in industrial technology and its social impact on online public transportation. The primary focus is on analyzing how advancements in digital technology are reshaping the public transportation sector and the resultant social implications. A qualitative research method was employed, using case studies to provide an in-depth understanding of the phenomena. Data collection was conducted through comprehensive interviews with industry experts, public transportation operators, and users of online transportation services. Additionally, relevant documents and reports related to digital transformation and its impact on public transportation were analyzed. The results of the study indicate that digital transformation has significantly improved the efficiency, accessibility, and convenience of public transportation services. Innovations such as mobile applications, real-time tracking, and automated scheduling have enhanced the user experience and operational efficiency. From a social perspective, the adoption of digital technology in public transportation has facilitated greater inclusivity and mobility for various demographic groups, including the elderly and people with disabilities. However, the study also highlights several challenges, including digital divide issues, cybersecurity concerns, and the need for continuous technological upgrades and training. In conclusion, the digital transformation in industrial technology has a profound positive impact on online public transportation, enhancing service delivery and social inclusivity. The study recommends ongoing investment in digital infrastructure and comprehensive stakeholder engagement to address the challenges and maximize the benefits of digital transformation in the public transportation sector.
... In South-East Asia, ride-hailing services are usually embedded in so-called super-apps (Chandler 2019), that, in addition to ride-hailing, offer a host of other services such as food and goods delivery, e-shopping, and e-wallet payment (Suhartanto et al. 2019;Sawatzky 2021;Irawan and Belgiawan 2022). Obviously, the introduction of ride-hailing has large consequences for daily travel, via changes in mode choice and in accessibility (Rayle et al. 2016;Flores and Rayle 2017;Brown 2019). In addition, the question can be raised as to what extent app-based food delivery affects in-person dining and associated travel to restaurants, as food delivery provides an alternative for eating out especially during the COVID-19 pandemic. ...
... The ride-hailing super-app and food delivery services Ride-hailing, also known as ride-sourcing or on-demand transport is a smartphone-based transport service which allows passengers to request a motorbike or car ride without the burden of car or motorcycle ownership (Rayle et al. 2016;Alemi et al. 2018a, b). The introduction of ride-hailing might have an effect on private car ownership, but may also reduce the use of public transport and conventional taxis (Clewlow and Mishra 2017;Irawan et al. 2019;Tirachini 2019). ...
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The study aims to assess the impact of information and communication technology (ICT) on travel and out-of-home activity by analyzing primary data collected from ride-hailing app users in Yogyakarta Province, Indonesia. The data was analyzed using a random effect ordered logistic panel model. The results indicate a complementary relationship between food delivery and eating out. Individuals who frequently use food delivery services are more likely to also engage in eating out activities, and vice versa. Furthermore, the COVID-19 pandemic had a significant impact on these behaviors. Eating out experienced a substantial decrease during the pandemic, while food delivery remained stable. The findings highlight that food delivery cannot easily replace the experience of eating out, even under lockdown conditions. Overall, this study provides insights into the dynamics between food delivery and eating out, emphasizing the complexities and limitations of substituting one with the other.
... Ride-hailing services like Uber and Lyft offer convenient door-to-door mobility services that can greatly increase accessibility for many, especially those with few transportation alternatives. In addition to accessibility benefits, extant literature asserts that ride-hailing can reduce parking demand and eventually car ownership and, by extension, mode shifts to shared or active transportation modes (1)(2)(3). On the other hand, these services can increase congestion in dense urban centers and draw travelers away from public transit and active transportation modes (1,(3)(4)(5). Pooling is seen as a potential solution to reduce ride-hailing's externalities by reducing total vehicle-miles traveled (6). ...
... In general, standard ride-hailing services (2,21,27,32,35,38,39) and pooled ride-hailing (13,33,37,38) attract younger passengers. Self-identified White passengers are more likely to frequently use ride-hailing, relative to other races (40), but non-Hispanic White individuals are less likely to share the ride (25), perhaps because of a higher disutility of sharing rides because of privacy concerns (37). ...
Article
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Emerging mobility technologies, like ride-hailing, are underrepresented in travel behavior surveys. Consequently, travel demand modelers have often resorted to simplistic solo-traveler assumptions or relied on aggregate trip size factors within activity-and agent-based models. To address this gap and help modelers understand ride-hail party size, this study analyzed data collected from a 2021 to 2022 household travel survey in the greater Twin Cities (Minneapolis-St. Paul, MN) region. Ride-hail trips were paired with person-, household-, and trip-level attributes to provide context for both single-party and multiparty ride-hailing. Binary logistic regression models indicated that shared micromobility users, households with more children, renters in large multifamily buildings, and individuals with at most a high school education were significantly more likely to use ride-hailing for group travel than for solo trips. A hurdle regression for party size count revealed that lower-income households, while less likely to use ride-hailing, were more likely to opt for group travel and form larger parties than other income cohorts. These findings offer insights into who takes ride-hailing for group travel, enabling policy makers to devise strategies targeting solo, unshared ride-hailing without negatively affecting large groups.
... Despite these benefits, there are challenges associated with ride-sharing. Some individuals are reluctant to sacrifice the flexibility and convenience of private automobiles, whereas others are concerned about personal security when riding with strangers (Rayle et al., 2016). Additionally, the integration of dynamic ride-sharing systems into local government transportation portfolios has been explored to meet the mobility needs of specific demographics such as elderly services (Leistner & Steiner, 2017). ...
... Additionally, past research indicates that the majority of consumers utilize ride-sharing services for social and leisure purposes. (Rayle et al., 2016;Mitra et al., 2019). ...
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The rapid expansion of ride-sharing services has caused significant disruptions in the transpor-tation industry and fundamentally altered the way individuals move from one place to another. Accurate estimation of ride-sharing improves service utilization and reliability and reduces travel time and traffic congestion. In this study, we employ two Bayesian models to estimate ride-sharing demand in the 77 Chicago community areas. We consider demographic, scoio-economic, transportation factors as well as land-use characteristics as explanatory variables. Our models assume conditional autoregression (CAR) prior for the explanatory variables. Moreover, the Bayesian frameworks estimate both the unstructured random error and the struc-tured errors for the spatial and the spatiotemporal correlation. We assessed the performance of the estimated models and the residuals of the spatial regression model have no left-over spatial structure. For the spatiotemporal model, the squared correlation between actual ride-shares and the fitted values is 0.95. Our analysis revealed that the demographic factors (populations size and registered crimes) positively impact the ride-sharing demand. Additionally, the ride-sharing demand increases with higher income and increase in the economically active propor-tion of the population as well as the residents with no cars. Moreover, the transit availability and the walkability indices are crucial determinants for the ridesharing in Chicago.
... Similarly, Guo and Zhang (2021) highlightes that parking concerns compel car drivers to use shared e-scooters, offering a convenient solution for accessing destinations without parking worries. In the context of ride-hailing, Rayle et al. (2016) notes that ride-hailing services meet a latent demand for urban travel by appealing to users seeking to avoid parking inconveniences. Clewlow & Mishra (2017) further underscores that parking represents a top reason for ridehailing adoption, both in substituting self-driving and in choosing ridehailing over driving. ...
... Indianapolis is a city that heavily relies on automobiles and offers abundant parking. Previous studies have highlighted how travelers in dense cities, such as San Francisco, where parking is constrained, have been driven towards shared mobility options (Rayle et al., 2016). Furthermore, another study underscores how high dwelling density in residential neighborhoods can positively impact the choice of shared mobility due to parking constraints at the destination (Orvin and Fatmi, 2021). ...
... [7]. Selain itu, di daerah dengan aksesibilitas angkutan umum yang rendah, 16% layanan ride-hailing menghubungkan warga dengan angkutan umum dan berperan positif dalam mengisi kesenjangan angkutan umum [8][9]. Berdasarkan perspektif spatio-temporal, ruang dan waktu adalah dua dimensi yang sangat diperlukan dalam memprediksi on-demand ride-hailing. ...
... Online ride-hailing services utilize real-time GPS data of both drivers and passengers, facilitating efficient location tracking for pick-ups (Jiang et al., 2021). These services offer users features such as tracking driver location, estimating arrival time, and predicting journey costs, while GPS-enabled navigation aids in optimizing routes for faster travel (Shah & Kubota, 2022) and (Rayle et al., 2016). ...
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As various transportation modalities continue to rise, Motorcycle Taxi Hailing Services (MTHS) has reshaped traditional modes of transportation. The evolving landscape of MTHS has brought a significant shift in the transportation sector, particularly amid the country’s extreme traffic congestion. This study employed the Usage, Attitude, and Image (UAI) Study by Ned Roberto (1996) with 401 valid respondents. The research examined demographic profiles, extent of usage, levels of attitude, and the image held by Filipino students. Additionally, the significance of UAI was measured when grouped according to gender identity, weekly allowance, and employment. Furthermore, the study explored the relationship between MTHS brands and passengers’ preferences for features. Findings revealed that undergraduate students aged 20 to 23 years old and female passengers are the prevalent users of MTHS, with cash being the most used payment option and commuting to school as their primary transportation purpose. Convenience in booking, safety, and sanitation ranked highest among the ten service features in terms of attitude levels. Angkas emerged as the most prominent brand in terms of brand awareness. Usage frequency when grouped according to gender identity (H4; p = < .001), weekly allowance (H5; p = < .001), employment (H6; p = < .001), and levels of attitude when grouped according to gender identity (H7; p = < .001) and weekly allowance (H8; p = < .001) were found to be statistically significant. Through using multinomial logistic regression and linear regression, it was found that promotions and discounts have a positive estimate and are statistically significant (p = 0.043), which implied that the mentioned feature may influence the respondents in choosing an MTHS app. Based on the study’s outcomes, it is recommended that a female rider option be included in MTHS apps. Additionally, MTHS companies should strategically create promotions to entice the passengers to book such MTHS app; the promotions and discounts were found to be a decision factor.
... If the aforementioned scenario occurs during peak hours or in densely populated areas, it may exacerbate the transportation burden of the region [6,7]. Therefore, using historical MoD vehicle data for traffic flow prediction and pre-allocating the required vehicles to areas with high demand not only reduces commuting waiting time but also provides policymakers with effective, real-time traffic management strategies. ...
Article
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Traffic flow prediction in a given area is often influenced by the interactions with complex dependencies among multiple areas. By far, it remains unexplored to obtain interactive information. To address the issue, MSTMN was proposed, a multi-task learning framework that jointly learns interactive information and spatiotemporal dependencies across tasks. MSTMN consists of a node network, an edge network, and a prediction network. The node network and edge network were trained using the proposed meta-fully convolutional blocks to extract interactive features and generalizable features. The prediction network employed the meta-gated fusion and the recalibration block to both integrate these learned features and external factors. This ensures that the features capture optimal interaction information during the training phase. The proposed model was validated on two real-world movement-on-demand traffic datasets collected in Xiamen, China. Experimental results showed that MSTMN improved performance by 38.42% and 31.77% for one-step and multi-step prediction compared to the state-of-the-art baseline.
... Safety emerged as the most critical factor, reflecting users' priority for a secure and harassment-free environment during their rides. This aligns with previous studies, such as those by Rayle et al. (2016) and Dias et al. (2020), which found that safety significantly influences overall satisfaction and willingness to reuse ride-hailing services. Price and convenience also significantly influenced satisfaction, indicating that users value affordability and ease of use. ...
Article
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The role of taxis in public transportation is crucial for providing comfort and flexibility. With the rise of e-commerce and smartphone usage, online taxi services have emerged as a significant revenue stream. This study focuses on the prominent app-based ride-hailing service in Sri Lanka to identify the factors affecting passengers' satisfaction. Utilizing a positivist philosophy and deductive approach, the study surveyed 384 ride-hailing users through a structured questionnaire and data were processed using correlation and regression analyses. The findings revealed that safety, price, and convenience factors significantly influence passengers' satisfaction, and the safety factors were identified as the most critical. Price and convenience factors also showed positive relationships with satisfaction, while availability factors did not have a significant impact on passengers' satisfaction. Implications include introducing an insurance package, secure communication codes, a zero-tolerance policy for unsafe behavior, price adjustments, and emergency support features. The study acknowledges limitations, such as English-based surveys. Future research should encompass a broader demographic and additional variables and these insights are valuable for refining app-based ride-hailing services to enhance user experiences and satisfaction. This study provides a comprehensive understanding of the factors influencing passenger satisfaction, emphasizing the need for strategic improvements in safety, pricing, and convenience to enhance the overall user experience.
... Furthermore, the presence of ride-hailing services, particularly motorcycle ride-hailing, in the JMA (Irawan et al., 2020) poses a caution to the transition from private vehicles to public transport during the implementation of a high parking charge policy. Studies found that the lack of parking fees has become a significant reason people use ride-hailing services (Ilavarasan et al., 2018;Rayle et al., 2016;Tirachini and del Río, 2019;Tirachini and Gomez-Lobo, 2020). ...
Article
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Although Jakarta has invested in various mass transport systems, these efforts have not successfully reduced private vehicle use. Due to this, this study aims to analyze the impact of implementing TransJakarta bus rapid transit corridor-based high parking tariffs on travel mode choice, including road- and rail-based public transport, ride-hailing, taxi, car, and motorcycle. Involving 478 private vehicle users and implementing a nested logit model, some variables, including respondents’ income, travel time, egress time, parking costs, parking distance, travel cost, and parking surcharge, are considered to understand to what extent these variables influence the use of proposed travel mode in the future. The nested logit model shows that not all variables significantly influence travel mode use, specifically related to rail-based public transport choice among motorcyclists. Meanwhile,parking distance insignificantly influences the choice of all travel modes except cars among car users. The results also indicate that increasing parking tariffs insignificantly influences the likelihood of both motorcyclists and car users shifting to public transport. Motorcyclists and car users tend to continue using motorcycles but change parking locations with higher tariffs. Additionally, some shifts towards ride-hailing services and TransJakarta Bus Rapid Transit are found, meaning that there is potential for these alternatives to play a significant role in reducing private vehicle use. Based on the model results, additional push-based policies, such as the odd-even license plate rule, are necessary to effectively support the transition from private vehicle use to public transport. Implementing these policies is expected to significantly contribute to reducing traffic congestion and promoting a sustainable and resilient urban environment.
... In Western settings, primarily in developed countries, ride-hailing services are predominantly available as car-based (RH CAR) services. Based on trip purpose, previous studies in the West have found that social, leisure, and recreational activities are the most frequent reasons for using ride-hailing services (Clewlow and Mishra, 2017;Dias et al., 2017;Rayle et al., 2016). Additional research by (Rafiq and McNally, 2022) has found that returning home trips become the primary reasons people use ridehailing in the United States and the District of Columbia. ...
Article
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This study provides valuable insights into ride-hailing trip patterns among various income groups, including lower-income groups and those living below the poverty line, groups often overlooked in previous research. Using latent class cluster analysis (LCCA) based on a survey in Yogyakarta Province, Indonesia, we examine how variations in trip pattern characteristics are influenced by socio-demographics, household characteristics, and travel-related attitudes toward ride-hailing usage. Our results establish that six distinct clusters representing different ride-hailing travel patterns can be identified. We found dominant clusters for short and less expensive trips using motorcycle-based ride-hailing services (RH MC). In contrast, longer and more expensive trips are associated with car-based ride-hailing (RH CAR). Moreover, ride-hailing plays an important role in essential trips such as returning home, commuting, and maintenance activities, highlighting its importance in addressing transportation challenges, particularly in regions with limited public transportation access. Lower-income individuals and those living in poverty tend to use ride-hailing primarily for shorter and cheaper trips with RH MC, while those from higher-income brackets utilize it for a broader range of purposes. These findings highlight the diverse effects of ride-hailing across income groups and suggest the potential for ride-hailing to enhance accessibility for low-income individuals in Indonesia. We propose policy recommendations to alleviate transport poverty and enhance transport equity in light of these findings.
... This technology advancement has caused significant disruption to the taxi sector in multiple locations and exhibits indications of altering travel patterns (Rayle et al., 2016). Users view ridehailing services as a suitable transport option that offers fast, convenient and flexible mobility in the urban areas. ...
Article
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Environmental impact of modern-day transport has made citizens concerned about the footprint left by these innovations. Mobile application-based ride-hailing services, recently emerged in developing countries are regarded as technology-based innovative products to meet the growing travel demand among commuters. Technology upgrades have allowed smartphone users to access the ride-hailing services apps with ease. Ride-hailing service entered the Pakistani market in the year 2016. Since then, the demand for these services has been on the rise. Therefore, this study aims to investigate which factors have a causal relationship with travelers’ intention to use ride-hailing services in the backdrop of unified theory of acceptance and use of technology (UTAUT). Data were collected through questionnaire from 1,694 respondents at two time points. This study analyzes the hypothesized relationships with structural equation modeling in partial least square with SmartPLS 4. Results shows that environmental citizenship and perceived convenience along with UTAUT constructs have a significant effect on intention to use ride-hailing applications in the long-run, indicating causal relationships. The study extends UTAUT model with two antecedents of perceived convenience and environmental citizenship behavior.
... More likely to use multimodal transit services, ondemand/ridesourcing, ridehailing, carsharing, and active travel modes than previous generations (Acheampong et al., 2020;Asgari et al., 2022;Azimi and Jin, 2022;Deka and Fei, 2019;Rayle et al., 2016;Sikder, 2019) In developed countries like Germany, Russia, and France, Generation Z tends to favor multimodal transport services such as ride-sourcing, ridehailing, car-sharing, and active transportation modes more than previous generations. This trend aligns with an increased environmental awareness and a preference for efficiency and convenience in transportation, facilitated by digital technology and mobile applications that ease access to these services (Bekka et al., 2020;Burghard and Scherrer, 2022;Olayode et al., 2023;Tarnovetckaia and Mostofi, 2022). ...
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This paper critically reviews the prevailing generalizations in current research on Generation Z (Gen-Z) travel behavior. While various studies have characterized Gen-Z’s transportation preferences as leaning towards sustainable and technology-integrated modes of transport, this paper argues that the findings are largely based on observations from developed countries and may not accurately reflect behavior in developing countries. This paper is written using a narrative literature study approach. Through a comprehensive literature review, the paper highlights the differences in Gen-Z travel patterns across different geographical regions, emphasizing the need for context-specific analysis. The paper addresses often overlooked factors such as economic limitations, infrastructure challenges, and cultural nuances that shape mobility choices. The aim is to dissect the cohort effect and look at its validity across different socio-economic landscapes through existing literature. As such, the paper provides nuanced insights into the heterogeneity of Gen-Z travel behavior and suggests cautioning against over-generalization, as well as advocating for a more localized approach in transportation policy and planning. The paper also encourages similar research in developing countries to gain a more comprehensive understanding of Gen-Z travel behavior globally.
... One of the concerning issues about taxi services is that the unproductive miles driven without a passenger and customers do not get a taxi for a long time. The percentage of taxi drivers who can get passengers on time is 35%, and customers wait for the taxi for over 20 minutes (Cramer and Krueger 2016;Rayle et al. 2016). Because of these problems, the income of taxi drivers decreases, and the customers' waiting time increases (Liu et al. 2020b). ...
Thesis
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New York City (NYC) is known for its high population density, frequent traffic congestion, and consequently its relatively expensive travel costs. To save money, time, and stress, most of its residents opt to use the taxi for travel as opposed to driving a private vehicle. However, the outbreak of the Covid-19 pandemic has brought huge impacts and changes to people's mobility and travel behavior. The use of taxis in NYC was substantially affected by the epidemic. Therefore, this study aims to explore how Covid-19 affected taxi demand in NYC and evaluate the predicting performance of different machine learning models such as Random Forest (RF), Decision Tree (DT), Extreme Gradient Boosting (XGBoost), Linear Regression (LR), K-Nearest Neighborhood (KNN), Support Vector Regression (SVR), and SVR with Gaussian Kernel on prediction of demand for taxis. Furthermore, this study investigates which factors, including trip attributes, land use characteristics, and weather attributes, are significantly associated with taxi demand. We performed exploratory data analysis to see the spatio-temporal variations of the demand for taxis in different weather conditions. To conduct this study, the taxi trip data for 2019 (before Covid-19) and 2020 (after Covid-19) was acquired from the NYC Taxi and Limousine Commission database, the land use data were obtained from the smart location database of the environmental iii protection agency (EPA), and the weather data was collected from the historical database of the Weather Underground. The results suggest that regardless of the changing mobility pattern due to the pandemic, RF performed the best to predict taxi demand. Several discrepancies were found in the factors significantly associated with the demand for taxis before and after the pandemic. This study will help the policymakers to plan accordingly so that the drivers need to drive their empty vehicles less, and the passengers get taxis with no or shorter waiting times. iv ACKNOWLEDGEMENTS
... Yet, in this case, referred to in the literature as Mobility-as-a-Service (MaaS; , digital data are the key resource, and the key activities are data-driven (Hartmann et al., 2016). This approach is followed by new entrants to the mobility sector, like Uber (e.g., Rayle et al., 2016). They found their business on data-driven value creation that is needed to connect drivers and passengers on platforms as well as the background system regarding recommendations or paying. ...
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Market entrants have brought a variety of new urban mobility services over the past years, which are rooted in the sharing economy and have their origin in digitalization. Digital data serve as key resource of a business model and, accordingly, digital technologies are the basis of key activities. Building our analysis on the resource-based view and on the business model debate, we ask: what degrees of digitalization do urban mobility service business models exhibit? We perform a systematic literature review and a qualitative content analysis. As a result, we identify a continuum of highly and lowly digitalized business models. We derive a threefold business model framework, substantiated in conventional mobility, hybrid, and data-driven business models. (1) Conventional mobility business models are dominated by mobility as a key resource, digitalization is low and performed by key partners, (2) hybrid models contain both conventional mobility and data-driven key resources, and (3) data-driven models take digital data as key resources, while conventional mobility is carried out by key partners. As a first main contribution, we conceptualize conventional versus purely data-driven business models along the continuum of data-driven business model components. New urban mobility services are the group of both hybrid and data-driven business models, while conventional urban mobility stands on its own. As a second contribution, we clarify the Mobility-as-a-Service (MaaS) concept by corroborating it as a purely data-driven business model with key partners provisioning mobility.
... Moreover, the increased energy consumption and GHG emissions associated with transportation exacerbate climate change. E-hailing services can both mitigate and exacerbate these impacts (Rayle et al., 2016) . ...
... Examples of these services include ridesharing and carpooling, in which people share or split a ride, as well as carsharing and shared micromobility options such as bikesharing and e-scooter-sharing, in which vehicles can be rented based on time or distance (Narayanan and Antoniou 2022;Gilibert and Ribas 2019). These new mobility services have changed the landscape of urban mobility by introducing the concepts of on-demand services and pay-per-use, which increases the attractiveness of such services for users due to their ease of use, ease of payment, convenience, but also as they are perceived to be convenient, safe, and environmentally friendly (Arteaga-Sánchez et al. 2020;Tirachini and del Río 2019;Watanabe et al. 2017;Rayle et al. 2016). ...
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Carsharing services have a significant potential for improving urban mobility by increasing the independence and freedom of travel and reducing traffic externalities. Although carsharing has been used for over a decade, several aspects need further investigation, such as the impact of user’s psychological factors on service use, as well as the factors impacting users’ choices between different carsharing operators, in particular their preferences for different payment schemes, and their perceptions of the operators’ application rating. Accordingly, four hybrid choice models (HCM) were estimated to investigate factors impacting (i) the knowledge about carsharing services, (ii) carsharing adoption, (iii) the shift from other modes to carsharing, (iv) the choice between carsharing operators with different payment schemes, using a large survey sample (N = 1044 responses 9469 SP observation) from Munich, Germany. The models showed the significance of sociodemographics, such as income level, education level, household size, employment status, ownership of a bike, access to a car, the availability of a driving license, and public transport subscription-based tickets on the carsharing use directly and indirectly, and four psychological factors encompassing different personality traits (i.e., adventurous), travel behavior, and attitudes were found to be significant in the various models; the latter covered service-related attitudes (perceived carsharing app importance) and travel behavior attitudes or profiles (frequent public transport user and frequent shared micromobility user). This research raises questions regarding the inequitable use of carsharing, the impacts of mobile applications on using the service, and the potential of integrating carsharing in mobility as a Service platforms to increase the potential for multimodality.
... Additionally, Nairobi's implementation of smart traffic management systems seeks to optimize traffic flow and reduce congestion in the city (Nairobi Metropolitan Area Transport Authority, 2018). not only reduced the reliance on personal vehicles but also complemented public transportation systems by offering last-mile connectivity (Rayle, Dai, Chan, Cervero & Shaheen, 2016). Moreover, cities like San Francisco and Los Angeles are exploring the potential of autonomous vehicles to further revolutionize urban mobility. ...
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Purpose: The general objective of the study was to investigate the role of autonomous vehicles in urban mobility solutions. Methodology: The study adopted a desktop research methodology. Desk research refers to secondary data or that which can be collected without fieldwork. Desk research is basically involved in collecting data from existing resources hence it is often considered a low cost technique as compared to field research, as the main cost is involved in executive’s time, telephone charges and directories. Thus, the study relied on already published studies, reports and statistics. This secondary data was easily accessed through the online journals and library. Findings: The findings reveal that there exists a contextual and methodological gap relating to the role of autonomous vehicles in urban mobility solutions. Preliminary empirical review revealed that autonomous vehicles (AVs) had the potential to significantly enhance urban mobility by improving traffic flow, reducing congestion, and increasing road safety. AVs could also contribute to environmental sustainability by lowering emissions and fuel consumption, particularly with electric and hybrid models. The research emphasized the socioeconomic benefits, such as increased mobility for underserved populations and new economic opportunities, while acknowledging the challenges in technology, regulation, public acceptance, and infrastructure that needed to be addressed for successful implementation. Unique Contribution to Theory, Practice and Policy: The Diffusion of Innovations Theory, Technology Acceptance Model (ATM) and Actor- Network Theory (ANT) may be used to anchor future studies on the role of autonomous vehicles in urban mobility solutions. The study recommended a multifaceted approach to fully realize the potential of AVs in urban mobility, including continued investment in AV research and development, the establishment of comprehensive regulatory frameworks, and the adaptation of urban infrastructure. It suggested smart infrastructure integration and public engagement initiatives to build trust and acceptance. The study also highlighted the importance of workforce transition strategies to mitigate the economic impact on traditional driving roles, advocating for retraining programs and collaboration between governments and industry stakeholders to support displaced workers and ensure broad economic benefits.
... This cost advantage was further accentuated by the provision of discount vouchers offered by e-hailing providers, which enhance the financial savings of consumers [23]. The study conducted by Mohd Idros et al. [29] and Rayle et al. [30] highlights the crucial role of user-friendliness in e-hailing websites, particularly in terms of navigational, functional, and information accessibility features. These features significantly contribute to enhancing the overall user experience, which in turn fosters passenger intent to utilize these services. ...
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In the realm of public transportation, e-hailing services have emerged as a prominent mode of transportation in recent years. This study aims to elucidate the complex relationships between four key constructs, namely safety features, fare, ease of usage, and accessibility, in shaping user inclination towards the adoption of e-hailing services. Using the Stated Preference Survey (SPS) method, a meticulously designed online questionnaire was administered to three hundred respondents in Kota Kinabalu. Employing partial least squares-structural equation modelling for analysis, the results highlight the significance of ease of usage and accessibility as robust predictors influencing Kota Kinabalu residents' preference for using e-hailing services. The safety aspect displays notable disparities based on gender, as male and female consumers possess contrasting perspectives regarding the degree of protection provided by e-hailing services. In contrast, the concept of price value has a restricted ability to forecast user propensity, as surge pricing was universally enforced during peak hours in all e-hailing services. The study's findings provide useful insights for e-hailing businesses, indicating strategic enhancements in service delivery to guarantee customer comfort and safety, thereby increasing their service coverage, and attracting a wider user demographic.
... Os serviços de transporte por aplicativo são uma inovação relativamente recente na mobilidade urbana e têm recebido muita atenção de pesquisadores e formuladores de políticas públicas (Shaheen e Cohen, 2019). Diversos estudos têm analisado como os serviços de ride-hailing podem ter implicações para os sistemas de mobilidade urbana afetando, por exemplo, a demanda de passageiros do transporte público (Diab et al., 2020;Erhardt et al., 2022;Lavieri e Bhat, 2019;Rayle et al., 2016) e a geração de externalidades, como congestionamento (Diao, Kong e Zhao, 2021;Erhardt et al., 2019;Tirachini e Gomez-Lobo, 2020), poluição ambiental (Barnes, Guo e Borgo, 2020;Sui et al., 2019;Yu et al., 2017) e acidentes de trânsito (Barreto, Silveira Neto e Carazza, 2021;Barrios, Hochberg e Yi, 2019;Kirk, Cavalli e Brazil, 2020). ...
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Serviços de ride-hailing (transporte sob demanda por aplicativo) têm o potencial de expandir o acesso às oportunidades, mas os custos monetários desse modo de transporte podem limitar seus benefícios para a população de baixa renda. Este estudo examina como os serviços de ride-hailing podem influenciar desigualdades sociais e espaciais de acesso a oportunidades, considerando o trade-off entre custos monetários e tempos de viagens. Utilizando um ano de dados agregados de viagens da Uber no Rio de Janeiro em 2019 e um novo modelo de roteamento multiobjetivo, analisamos como serviços de ride-hailing podem melhorar o acesso a empregos quando utilizados tanto como único modo de transporte quanto de maneira integrada ao transporte público, realizando a conexão de primeira milha. Aplicamos medidas cumulativas de acessibilidade considerando múltiplas combinações de limites de tempos de viagem e de custos monetários para comparar as fronteiras de Pareto de acesso a empregos calculadas para cada uma das alternativas de transporte. Os resultados indicam que, em comparação com o transporte público, o ride-hailing pode expandir significativamente a acessibilidade tanto quando utilizado isoladamente em viagens relativamente curtas (entre dez e quarenta minutos), quanto para viagens de mais de trinta minutos quando usado de maneira integrada fazendo conexão de primeira milha com o transporte público. Em ambos os casos, as vantagens de acessibilidade do ride-hailing são restringidas em larga medida por custos monetários mais altos. Quando consideramos o impacto do custo tarifário sobre a renda da população, os benefícios de acessibilidade dos serviços de ride-hailing limitam-se principalmente aos grupos de alta renda. Esses resultados sugerem que políticas públicas que busquem integrar serviços de transporte sob demanda com sistemas de transporte público dificilmente trarão benefícios às populações de baixa renda se não forem acompanhadas de alguma forma de desconto tarifário ou subsídio capaz de aliviar suas barreiras financeiras. Este estudo também mostra que levar em conta os trade-offs entre custos monetários e tempos de viagem pode influenciar de maneira significativa os resultados dos estudos de acessibilidade urbana e equidade, e que esses trade-offs deveriam ser considerados por pesquisas futuras.
... Boundary system of increasing the efficiency and affordability of transport system. [12], [19], [17] Private/Share Vehicles Usage Socio Economic Impact [20], [14], [21], [18] Resource Conservation [11] Efficient Pricing [11] Battery Electric Vehicle [11] Transport System Efficiency Public Transport Hierarchy Introduce Cashless Payments [10], [16] Resource Conservation System Integration and Intermodal [11], [12], [13] Transport Mobility and Accessibility Transport System Efficiency Land Use Accessibility [11], [12], [22], [10], [23], [24] Public Transport Driver's Contract [17] Public Transport Demand ...
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The increasing number of motorized vehicles that exceed the road capacity, as well as the behavior of people who still ignore traffic regulations on the highway, have led to increasingly complex problems in the transportation system. A strategy is needed to improve the efficiency and affordability of the transportation system. The method used to improve the efficiency and affordability of the transportation system is system dynamics. The affordability of the transport system can be increased by introducing prices and priorities. This can be achieved by regulating fuel, road use, and parking prices to promote travel and mode efficiency. This strategy is designed to increase the demand for public transport.
... Over the past decade, ride-hailing has become a major force driving the development of smart mobility worldwide. This development provided passengers with flexible travel arrangements, short travel times, no parking hassle, and increased comfort, [10] and [11]. Additionally, this service also had the potential to benefit cities by reducing private car ownership and increasing the number of public transportation passengers by solving firstlast-mile problems, [12] and [13]. ...
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The challenges of North Sulawesi Province lie in the difficulty of developing sustainable industries and economic structures in this region. With the evolution of technology and the growing government policies, factors such as online motorcycle taxi services (ojek online), village funds (dana desa), business and production incentives from the government, financial technology (fintech), and technological disruption have become increasingly crucial in reshaping the economic activities in Indonesia including the creation of new jobs, disruption in existing jobs, and job transitions. This research, however, aims to pinpoint the main drivers of job transitions after significant changes in technology and government policies. To our knowledge, this is the first study attempting to investigate what leads to a change in the profession or job of the actor of MSMEs considering individuals’ demography characteristics, public insurance, and the advent of technology in business. The findings of this study suggest that the fulfillment of electricity needs, personal income, and business income are among the determinants of the job transitions of individuals in North Sulawesi Province. Additionally, factors that can drive job transitions within the same industry or sector due to the presence of new technologies include age, ownership of the National Health Insurance (BPJS/KIS), and residential and workplace or school locations. Working or studying in urban areas increases the likelihood of changing professions or jobs within the same sector or industry. On the other hand, the results suggest that the factors above, along with marital status and higher education attainment, can also drive changes in professions or jobs in different industries or sectors due to the presence of new technologies.
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The entry of on-demand ridesourcing digital labour platforms (OR-DLPs) in Kolkata, India, restructured the local taxi-cab service industry's economic geography and spatial practices. Notably, they eroded the significance of the spatial fixity of taxi stands operated by traditional trade unions, enmeshed in local society's partisan political dynamics. Therefore, OR-DLPs triggered a reconfiguration of the socio-spatial and political practices around the taxi-cab industry in the city. Globally, traditional trade unions have struggled to organise workers in informal work arrangements and DLPs. However, in Kolkata, the Kolkata Ola-Uber App-Cab Operator and Drivers Union has proved to be successful. They established hybrid and networked unionism through technological affordances, placing worker-organisers rather than external organisers at the centre of their organisational structure. Furthermore, they undertook tech-mediated resistance against the OR-DLPs, local bureaucracy (e.g. the police) and the state. We explore this context to examine the impact of OR-DLPs on labour geography, worker-organising and resistance practices, along with the revitalisation strategies of traditional trade unions in response. From a non-Western context, we expand the frame for CSCW and HCI scholars' ongoing efforts to design worker-centric technologies for resistance.
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We contribute to the literature on new mobilities by measuring spatial disparities in travel times for accessing essential non-work destinations via ridehailing. We focused on healthcare, restaurants, and grocery destinations in Chicago. Data from Chicago ridehailing providers, which included detailed information about all realized ridehailing trips in Chicago, were used to derive mean travel times by ridehailing for each census tract. Inspired by the gravity-based model, we calculated an inverse travel time index based on cumulative travel times for each census tract where ridehailing trips occurred. To understand the disparities in travel times, we compared the inverse travel time index for ridehailing and transit in the same census tracts. Then, we applied spatial autor-egressive regression to examine the effects of various sociodemographic factors. The results suggested that the inverse travel time index was preferable in tracts with a higher household income and a lower percentage of minority populations. Also, disparities in travel times tended to be greater via ridehailing than transit. This study sheds light on disparities related to ridehailing and how we could improve access to essential destinations for underserved and underrepresented populations and communities. Policy implications include subsidizing disadvantaged users who lack reliable transportation options, regulating ridehailing prices, increasing the provision of essential destinations for underserved areas, and maintaining the quality of public transit services.
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The rapid development of information and communication technologies and mobile computing has generated a variety of mobility big data, providing new opportunities for understanding and exploring the spatiotemporal distribution and mobility characteristics of resident travel, and further contributing to the construction of smart cities. However, the emerging mobile data have experienced significant growth in both scale and complexity compared to traditional data, posing challenges for its structural characteristic analysis. To address these issues, this paper proposes an analytical framework to deal with the spatiotemporal distribution characteristics of high-dimensional ride-hailing travel pattern. Compared to traditional square partitions, a regular hexagon is closer to a circle, and the six adjacent hexagons connected to its edges are symmetrically equivalent, which can be more advantageous in aggregating demands with similar travel characteristics into the same partition. Therefore, hexagonal partition is selected as the basic clustering unit, and different spatiotemporal patterns are identified by clustering homogeneous travel distribution groups. Firstly, the spatiotemporal characteristics of travel distribution aggregated in the hexagonal partition are summarized into three main components: the departure demand distribution at the origin partition, the spatial distribution at the destination partition, and the arrival demand distribution at the destination partition. The spatiotemporal similarity between two partitions can be expressed as the product of these three types of distribution similarity. Furthermore, a Clustering Algorithm with Fast Search and Find of Spatiotemporal Density Peaks (CFSFSTDP) is proposed to identify the spatiotemporal patterns of ride-hailing travel distribution in each partition. The spatiotemporal distances between different partitions are obtained through the calculation of spatiotemporal similarity. Finally, affinity propagation clustering algorithm is used to perform clustering analysis on the time series variation
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This study investigates the spatial and temporal patterns of greenhouse gas (GHG) emissions from transportation network companies (TNCs) in Toronto, Canada. TNC services primarily consist of short-distance trips in the central business district. Deadheading—driving without passengers—contributes 40% of TNC GHG emissions, and part-time drivers had a higher deadheading proportion than full-time drivers. Pooled TNC trips account for 10% of total trips, and just 27% of pooled trips resulted in multiple passengers sharing a vehicle on the same route. The GHG implications of pooled trips were compared with other TNC services and with a consumer driving their own private vehicle, through the estimation of median trip emission intensities of each TNC service in grams of CO 2eq per passenger-km, while accounting for deadheading. Non-pooled internal combustion engine (ICE) ride-hailing trips have a median emission intensity 61% higher than that of a single-occupancy private vehicle. The median emission intensity for a pooled ICE ride-hailing trip is 20% higher than that of driving one’s own vehicle. Vehicle electrification provides a 91% daily GHG emission reduction for this fleet. This reduction is mainly achieved through full-time drivers, who, on average, achieve three times as much GHG savings per electrified vehicle compared with part-time drivers.
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The emergence of ride-sourcing services dramatically facilitates travel for residents. At the same time, it is bound to impact urban traffic, which will also affect the ride-sourcing service operation. This paper explores this interaction effect in large-scale scenarios. Firstly, we establish a traffic dynamics model based on the macroscopic fundamental diagram theory and cell transmission model, which considers the time variability of the traffic demand, state dependence, and regional boundary anisotropy. The dynamics model is integrated into a simulation module driven by a hybrid drive mechanism. Secondly, the bipartite graph matching model considering the constraints of pickup radius is integrated into the travel module. The accuracy of the simulation is proved by comparing it with the survey data. The simulation calculation time can save at least 91.6% compared with micro-simulation. Finally, we obtain a multiple nonlinear regression model to analyze the interaction and the marginal effect of the congestion and fleet size. The results show that the fitting degree of each operation indicator is above 0.98. For every 1,000 additional ride-sourcing taxis, the percent time delay of road travel by 1.30% in one day and by 1.84% during peak hours increases, respectively. The marginal effect of fleet size growth on congestion is incremental, and the marginal effect of fleet size growth on TNCs' benefits is diminishing. The optimal fleet size increases with worsening congestion, and peak benefits decrease with worsening congestion. Several indicators show that large fleets are not conducive to the operation of ride-sourcing services.
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The availability of ridehailing services, such as Uber and Lyft, affects the way people choose to travel and can enable travel opportunities that were previously suppressed, leading to additional trips. Previous studies have investigated the modal substitution and induced travel caused by ridehailing, yet few have investigated the factors associated with these travel behaviors. Accordingly, this study examines the personal and trip characteristics associated with ridehailing users’ decisions to substitute other modes of travel or conduct new trips by ridehailing. Using detailed survey data collected in three California metropolitan regions from 2018 and 2019, we estimated an error components logit model of ridehailing users’ choice of an alternative travel option if ridehailing services were unavailable. We found that over 50% of ridehailing trips in our sample were replacing more sustainable modes (i.e., public transit, active modes, and carpooling) or were creating new vehicle miles, with a 5.8% rate of induced travel, with public transit being the most frequently substituted mode. Respondents without a household vehicle and who use pooled services were more likely to replace transit. Longer-distance ridehailing trips were less likely to replace walking, biking, or transit trips. Respondents identifying as a racial or ethnic minority or lacking a household vehicle were least likely to cancel a trip were ridehailing unavailable, suggesting their use of ridehailing for essential rather than discretionary purposes. Together, these findings provide valuable insights for policy makers seeking to address the environmental and equity issues associated with ridehailing.
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The taxi travel distance distribution can be used to forecast the origin and destination (OD) distribution of taxis and private cars. Most of the existing studies on taxi trip distributions have summarized a “low–high–low” trend and approached zero at both ends; however, they failed to explain the reason for this distance distribution. The key indicators and parameters identified by various researchers using big data for the same city and year typically differ, especially in terms of the mode and mean values of distance and time. This study uses New York yellow and green taxi data (a total of 417,018,811 data points) from 2017 to 2022, as well as data from China, to obtain a general law of the taxi travel distance distribution through an analysis of the relative distance and relative frequency. The travel mode was 0.54 times the relative distance, while the data tended towards zero at 2.0 times the relative distance. We verified the reliability of the research method based on reference and survey data. The results reveal the formation mechanism of the taxi travel distance distribution characteristics, which follow an exponential distribution. These laws can be used in the context of urban planning and transportation research. We propose a taxi form distance clustering method based on the k-means approach, chosen for its effectiveness on large datasets, interpretability, and alignment with our research objectives. This method provides visual results for the travel distance and accurate information for urban transportation planning and taxi services. The practical implications for policymakers, urban planners, and taxi services are discussed, demonstrating how the identified travel distance distribution laws can influence urban planning and taxi service optimization. Finally, the problems of data collection, cleaning, and processing are identified from the perspective of data statistics and analysis.
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Cruising ride-hailing vehicles exacerbate traffic congestion by generating negative externalities. In contrast, reserved ride-hailing services leverage precise information regarding the departure times and origins-destinations of future trips. Platforms can use this data to dispatch and route drivers more efficiently, thereby reducing the need for cruising. Although previous research has largely concentrated on real-time ride-hailing services, the impact of the built environment on reserved ride-hailing remains unexplored with empirical data. This study integrates multi-source data from Haikou City in China and utilizes the gradient boosting decision tree model, which is an interpretable machine learning approach, to investigate potential relationships between reserved ride-hailing trip demand and the built environment. The rankings of relative importance reveal that factors such as the density of food services, education institutions, accessibility to town centers, and proximity to transportation hubs significantly influence the demand for reserved ride-hailing. Furthermore, the study demonstrates that the aforementioned factors exhibit non-linear effects on the demand for reserved ride-hailing. The findings have policy implications for local governments aiming to promote reserved ride-hailing and enhance urban mobility services.
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Car purchasing intentions are related to changes in urban motor vehicle ownership changes, which further affect urban mobility, livability, and sustainable development. The exploration of car purchasing intention investigation is crucial to help better understand future urban transportation and the adjustment of planning and management strategies. Driven by Internet-based techniques and business innovation, online ride-hailing has transformed the traditional traveling mode, which may bring some changes to private car consumption. Previous publications mainly investigated the characteristic portraits of online ride-hailing users and the influential factors while failing to probe into the potential influences of online ride-hailing on private car consumption intention. This study tries to shift our eyes to the influential mechanism of online ride-hailing on car purchasing intention by employing an extended theory of planned behavior (TPB) considering perceived value, perceived risk, and environmental awareness factors. The questionnaire survey is designed and 519 research data samples are collected by online questionnaire. The partial least squares structural equation model (PLS-SEM) is formulated to validate the proposed hypotheses based on the formulated expanded TPB, aiming to scrutinize the influential paths of online ride-hailing on car purchasing intention. Results indicate that the purchasing intention of consumers is positively related to their attitude and subjective norms, while it is not correlated with perceived behavioral control. Both attitudes and subjective norms play a mediation role during the potential influence of perceived value, perceived risk, and environmental awareness on consumers' purchasing intention. Besides, the heterogeneity analysis tests are also conducted to investigate the discrepant influential mechanisms for different consumers' demographic characteristics. This study extends academic research on consumer behavior by investigating the influential mechanisms of online ride-hailing on car purchasing intention, as well as providing strategic implications for local government and industrial sectors.
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The first chapter explores three pathways for incorporating automated vehicles (AVs) into future mobility ecosystems: privately owned AVs, robotaxis and automated minibuses in a Mobility-as-a-Service (MaaS) and (later) in an Intelligent Transport System (ITS). The chapter emphasises that automated minibuses, when seamlessly integrated into a MaaS, could emerge as pivotal “game changer”, complementing and fostering other means of transport, in particular mass transport. Integrating in a next step AVs within an ITS could further make it possible to use mobility data and artificial intelligence (AI) to improve the transport system to a higher level of mobility evolution. By employing both fast and slow closed AI loops, it envisions a transport ecosystem that not only operates more efficiently and flexibly but is also consequently citizen-centric and addresses sustainability challenges. The successful implementation of this concept hinges on open data, Application Protocol Interface (APIs) and the potential of AI to create a self-learning transport system to serve the general interest. A sustainable and citizen-centric mobility is thus possible without a coercive (technology push) transport policy. Instead, it champions an approach that increases the transport options and enhances the provided mobility services (demand & attractiveness pull). Depending on the local governance, even privately owned or privately shared cars can be part of the model, justified, e.g. in areas where mobility infrastructure deficits loom large or when travel time is too high. This chapter therefore forms the basis for a vision to redesign our mobility ecosystem and marks the beginning of a disrupting system innovation, where integrated sustainability and citizen centricity reshape the nature of mobility.
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Understanding the relationship between the emerging shared mobility and the metro is essential for their successful integration. Although several studies have examined specific shared mobility modes individually, the differences between these modes in terms of integration with the metro system have largely been neglected. We address this research gap by investigating the impact of bike-sharing and ride-hailing on metro ridership, using a comprehensive dataset collected in Shenzhen. We also conduct a comparative analysis of these two shared mobility modes based on temporal and spatial dimensions and proximity to job centers. Our results are as follows. 1) Metro-integrated bike-sharing trips are most highly concentrated in commuting hours, primarily near downtown stations, and in areas with easy access to the metro system, while metro-integrated ride-hailing trips demonstrate a more even distribution between morning and evening and are more closely associated with job centers, especially those with inadequate metro service coverage. 2) Compared with bike-sharing, ride-hailing is a more effective shared mobility mode for addressing the “first- and last-mile” issue at night and at stations located far from job centers, but bike-sharing is more complementary to the metro system during peak hours and near downtown stations. 3) The complementary effects of shared mobility are only identified within a certain range. Once the number of shared mobility arrivals exceeds a certain threshold, the effects of bike-sharing become limited and those of ride-hailing shift toward negative. Based on our findings, we provide policy recommendations for better integration of shared mobility services with the metro.
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Shared mobility platforms have built scalable digital marketplaces that facilitate the allocation and sharing of transportation and promote sustainable urban travel. Generation Z’s attitude toward shared consumption is closely linked to their perceptions of the importance of sustainability. This study identifies Generation Z’s awareness of shared mobility platforms in India and the factors that influence their use. Data were collected from 318 respondents from Generation Z in India and analyzed using partial least squares structural equation modeling. Findings indicate that Generation Z’s intention to use shared mobility is influenced by environmental consciousness, social aspects, economic benefits, and perceived risks. Results also show that perceived risks have an indirect effect on intention, which is mediated by attitude. The novel conceptual model developed and tested in this research can be used to inform policies and business models for the adoption of shared mobility services for Generation Z, ultimately promoting more sustainable transportation systems and improved urban mobility.
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The spread of GPS-based location services using smartphone applications has led to the rapid growth of new startups offering smartphone-enabled dispatch service for taxicabs, limousines, and ridesharing vehicles. This change in communicative technology has been accompanied by the creation of new categories of car service, particularly as drivers of limousines and private vehicles use the apps to provide on-demand service of a kind previously reserved for taxicabs. One of the most controversial new models of car service is for-profit ridesharing, which combines the for-profit model of taxi service with the overall traffic reduction goals of ridesharing. A preliminary attempt is here made at understanding how for-profit ridesharing compares to traditional taxicab and ridesharing models. Ethnographic interviews are drawn on to illustrate the range of motivations and strategies used by for-profit ridesharing drivers in San Francisco, California as they make use of the service. A range of driver strategies is identified, ranging from incidental, to part-time, to full-time driving. This makes possible a provisional account of the potential ecological impacts of the spread of this model of car service, based on the concept of taxicab efficiency, conceived as the ratio of shared versus unshared miles driven. The on/off flexibility of the for-profit ridesharing model has the potential to lead to either more or less efficiency compared to traditional dedicated taxicab vehicles, depending ultimately on the ratio of driving strategies (incidental, part-time, or full-time) adopted by drivers. At the same time, the deregulatory threat posed by the for-profit model of ridesharing could contribute to increased pollution and congestion through the erosion of regulatory controls on taxicab vehicle numbers and standards.
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Since the late 1990s, numerous ridematching programmes have integrated the Internet, mobile phones, and social networking into their services. Online ridematching systems are employing a range of new strategies to create “critical mass”: (1) regional and large employer partnerships, (2) financial incentives, (3) social networking to younger populations, and (4) real-time ridematching services that employ “smartphones” and automated ridematching software. Enhanced casual carpooling approaches, which focus on “meeting places”, are also being explored. Today, ridesharing represents approximately 8–11% of the transportation modal share in Canada and the USA, respectively. There are approximately 638 ridematching programmes in North America. Ridesharing's evolution can be categorized into five phases: (1) World War II car-sharing (or carpooling) clubs; (2) major responses to the 1970s energy crises; (3) early organized ridesharing schemes; (4) reliable ridesharing systems; and (5) technology-enabled ridematching. While ridesharing's future growth and direction are uncertain, the next decade is likely to include greater interoperability among services, technology integration, and stronger policy support. In light of growing concerns about climate change, congestion, and oil dependency, more research is needed to better understand ridesharing's impacts on infrastructure, congestion, and energy/emissions.
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Information from various sources, but most specifically from the YORKSHARE car-sharing schemes, is brought together in an analysis of public reaction to, and participation in, a car-sharing scheme with centralised matching of applicants. The importance of various attributes of the sites, of the individuals and of the scheme organisation are assessed and conclusions are drawn. The motivation of individual participants is analysed and is seen to vary from one person to another depending to some extent on their circumstances, but the universal importance of some features, notably cost savings, is revealed.
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Uber, the ride-sharing company launched in 2010, has grown at an exponential rate. Using both survey and administrative data, the authors provide the first comprehensive analysis of the labor market for Uber’s driver-partners. Drivers appear to be attracted to the Uber platform largely because of the flexibility it offers, the level of compensation, and the fact that earnings per hour do not vary much based on the number of hours worked. Uber’s driver-partners are more similar in terms of their age and education to the general workforce than to taxi drivers and chauffeurs. Most of Uber’s driver-partners had full- or part-time employment before joining Uber, and many continue in those positions after starting to drive with the Uber platform, which makes the flexibility to set their own hours especially valuable. Drivers often cite the desire to smooth fluctuations in their income as one of their reasons for partnering with Uber.
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Faced with intolerable congestion and noxious pollution, cities around the world are rethinking automobiles. In the United States a loosely organized livability movement seeks to reduce car use by reconfiguring urban space into denser, transit-oriented, walkable built forms, a development pattern also associated with smart growth and new urbanism. Through a detailed case study of San Francisco, Jason Henderson examines how this is not just a struggle over what type of transportation is best for the city, but an ideologically-charged politics of street space, parking policy and transit finance intertwined with housing policy and social justice. Despite significant gains by livability advocates, automobiles continue to dominate much of San Francisco’s urban space and the city’s financially strained bus system is slow and often unreliable. A vitriolic and emotional backlash stymies efforts to limit automobiles, revealing deeply-engrained ideological conflicts over the right to the city. Both inspirational and cautionary Henderson argues that ideology must be understood as part of the struggle for sustainable cities. In San Francisco, and arguably throughout the United States, three competing political ideologies—progressive, neoliberal, and conservative— have come to dominate the contemporary political discourse about urban mobility. Consistent with its iconic role as a hearth for environmental, labor, civil rights, and peace movements, San Francisco is a compelling bellwether for how the debate over sustainable urban transportation may unfold.
Article
In many American cities, the taxicab is an important but frequently overlooked public transportation mode and represents a significant opportunity to provide mobility in many places where conventional mass transit cannot do so cost-effectively. This paper investigates the taxicab and its role as a form of public transportation and uses the taxicab system in Boston, Massachusetts, to study the mode's function in the city as well as its relationship to other forms of transportation. The central inquiry of this paper is when and where the taxicab operates as a complement or a substitute to Boston's mass transit system and which factors appear to affect its fulfillment of each role. Taxicab activity in Boston is analyzed with trip-level data recorded for Boston taxicabs during the past 2 years, mapping of taxicab activity, and specification of regression models that illuminate significant relationships between the taxicab, transit access, and other characteristics of the urban environment. Evidence suggests that the taxicab acts as both a mass transit substitute and complement in Boston and that this tendency varies by transit line and time of day. These models are also used to infer the existence of unmet demand for taxicab service.
Article
Significance Recent advances in information technologies have increased our participation in “sharing economies,” where applications that allow networked, real-time data exchange facilitate the sharing of living spaces, equipment, or vehicles with others. However, the impact of large-scale sharing on sustainability is not clear, and a framework to assess its benefits quantitatively is missing. For this purpose, we propose the method of shareability networks, which translates spatio-temporal sharing problems into a graph-theoretic framework that provides efficient solutions. Applying this method to a dataset of 150 million taxi trips in New York City, our simulations reveal the vast potential of a new taxi system in which trips are routinely shareable while keeping passenger discomfort low in terms of prolonged travel time.
Article
Ever since the 1970s, Demand Responsive Transport (DRT) has been promoted as a transport solution in circumstances where more traditional services are not economically viable, although so far a range of barriers has prevented its widespread adoption. More recently, new developments in operational and vehicle technology, coupled with significant cuts to public transport subsidy budgets, promote a willingness to explore ‘institutionally challenging’ options such as integrating transport provision across a range of different sectors. This has once more pushed the DRT concept forward as a possible option for saving money whilst retaining opportunities for accessibility.
Article
During the last fifteen years, Congress has deregulated, wholly or partly, a number of infrastructure industries, including most modes of transport - airlines, motor carriers, railroads, and intercity bus companies. Deregulation emerged in a comprehensive ideological movement which abhorred governmental pricing and entry controls as manifestly causing waste and inefficiency, while denying consumers the range of price and service options they desire. In a nation dedicated to free market capitalism, governmental restraints on the freedom to enter into a business or allowing the competitive market to set the price seem fundamentally at odds with immutable notions of economic liberty. While in the late 19th and early 20th Century, market failure gave birth to economic regulation of infrastructure industries, today, we live in an era where the conventional wisdom is that government can do little good and the market can do little wrong.Despite this passionate and powerful contemporary political/economic ideological movement, one mode of transportation has come full circle from regulation, through deregulation, and back again to regulation - the taxi industry. American cities began regulating local taxi firms in the 1920s. Beginning a half century later, more than 20 cities, most located in the Sunbelt, totally or partially deregulated their taxi companies. However, the experience with taxicab deregulation was so profoundly unsatisfactory that virtually every city that embraced it has since jettisoned it in favor of resumed economic regulation. Today, nearly all large and medium-sized communities regulate their local taxicab companies. Typically, regulation of taxicabs involves: (1) limited entry (restricting the number of firms, and/or the ratio of taxis to population), usually under a standard of "public convenience and necessity," [PC&N] (2) just, reasonable, and non-discriminatory fares, (3) service standards (e.g., vehicular and driver safety standards, as well as a common carrier obligation of non-discriminatory service, 24-hour radio dispatch capability, and a minimum level of response time), and (4) financial responsibility standards (e.g., insurance). This article explores the legal, historical, economic, and philosophical bases of regulation and deregulation in the taxi industry, as well as the empirical results of taxi deregulation. The paradoxical metamorphosis from regulation, to deregulation, and back again, to regulation is an interesting case study of the collision of economic theory and ideology, with empirical reality. We begin with a look at the historical origins of taxi regulation.
Article
TRB’s Transit Cooperative Research Program (TCRP) Report 95: Chapter 11 – Transit Information and Promotion examines travelers’ responses to mass-marketed and targeted information and promotions, customer information services, and real-time transit information dissemination. This report is part of TCRP’s Traveler Response to Transportation System Changes Handbook series. The overarching objective of the Traveler Response to Transportation System Changes Handbook is to equip members of the transportation profession with a comprehensive, readily accessible, interpretive documentation of results and experience obtained across the United States and elsewhere from (1) different types of transportation system changes and policy actions and (2) alternative land use and site development design approaches. This is the third of 19 chapters expected to be published in this series.
Article
TRB’s Transit Cooperative Research Program (TCRP) Report 95: Chapter 9 – Transit Scheduling and Frequency examines scheduling changes made to conventional bus and rail transit, including changes in the frequency of service, hours of service, structuring of schedules, and schedule reliability. This report is part of TCRP’s Traveler Response to Transportation System Changes Handbook series. The overarching objective of the Traveler Response to Transportation System Changes Handbook is to equip members of the transportation profession with a comprehensive, readily accessible, interpretive documentation of results and experience obtained across the United States and elsewhere from (1) different types of transportation system changes and policy actions and (2) alternative land use and site development design approaches. This is the sixth of 19 chapters expected to be published in this series.
Book
Paratransit challenges the conventional approach to public transport in the United States, which depends on fixed-route, fixed-schedule, publicly owned or regulated systems such as buses and trains. Paratransit is a type of service which relies on small vehicles which are frequently privately owned and operated, and which may not work on a schedule. The various options concerning service types, market niches, and effectiveness are discussed, along with the future of paratransit. Case studies describe paratransit systems in the U.S. and other places, and the interaction of paratransit with more traditional systems.
Article
Changes in the economic and demographic characteristics of US cities over the past two decades have modified but have not diminished the need for extensive public transportation service in these areas. The vast bulk of trips to work, to shop, and for most other purposes within large American cities are still made by residents of those cities, a significant portion of whom do not own or have access to an automobile. Expensive and far-ranging programs to enhance surburban commutation to the central city by means of rail rapid transit do little to meet the needs of those who still must rely upon local, extensive service within the city. One form of public transport — the taxicab — offers the quality and flexibility of service which even those of limited means find well worth the price. As a consequence, fleet taxicabs serve almost 40 percent more passengers than all US rapid transit systems and about 60 percent as many passengers as all bus transit systems. Removal of archaic and restrictive regulations governing the number and use of taxicabs in major US cities would promote more effective and widespread use of this, the only form of public transit that still operates — at a profit — without public subsidy.
Article
In previous work on aesthetics and the urban road environment, the authors drew attention to the growing visual disparity between the modern automobile and its urban setting, and suggested a new design approach which would provide some measure of visual integration of cars into the urban landscape, and make them less alien to pedestrians. Here, the authors broaden their critique, exploring the cultural implications of car design, and how cars might be used more effectively to promote mobility while reducing their impact on the urban environment. They argue that conventional fantasies of freedom, speed and power on which the outward form of the modern automobile is presently based, are inappropriate during a period of growing congestion, urban traffic blight, climate change and diminishing fuel resources. The role and function of the automobile must change, and this in turn implies a change in ‘car culture’. Certain processes are already at work, which will assist change in the proposed direction independently of what people actually want. The authors propose additionally a reshaping of the external form of the private car to reflect a new and more environmentally appropriate role, helping, we suggest, to decouple its image from outworn fantasies, and bringing it into the public realm as a more sociable apparatus for modern living.
Article
Many local authorities and public transport operators throughout Europe are experimenting with or considering flexibly delivered public transport systems, mainly with a view to improving social inclusion in areas difficult to cover by conventional public transport. Many such initiatives have been in response to recent developments in transport telematics.The objective of this paper is to provide accessible and user friendly guidelines for the implementation or development of flexible services identifying key issues that need to be considered at a policy level. These follow an analysis of the provision of telematics-based flexible transport schemes showcasing examples of recent practical experience from the US and Europe.
Article
This paper assesses the effects of entry regulation and deregulation on taxicab availability and service quality based on the experiences of 43 cities and counties in the United States and Canada. The analysis shows that entry controls have quite different impacts in the two basic markets served by taxicabs: the telephone order (dispatch) market and the cab stand/street hail market. Without entry controls, the cab stand and street hail market experiences an oversupply of cabs, leading to deterioration of vehicle and driver quality. Applied to the dispatch market, however, entry restrictions often lead to deficiencies in taxicab availability. The paper reviews the effectiveness of regulatory approaches for each market and for cities with substantial trip volumes in both markets. Approaches include two-tier systems, flexible forms of entry control, company-level entry qualifications, geographic restrictions and service requirements. These approaches and implications for regulation are discussed.
Taxi Drivers Picket Mayor's Visit to Uber headquarters
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Public Transit Should Be Uber's New Best Friend
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Intermode: Innovations in Demand Responsive Transport. Department for Transport and Greater Manchester Passenger Transport Executive
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Enoch, M., Potter, S., Parkhust, G., Smith, M., 2004. Intermode: Innovations in Demand Responsive Transport. Department for Transport and Greater Manchester Passenger Transport Executive, Leicestershire, UK.
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Ridesharing in North America: past, present, and 5 Examples are countless. See, e.g
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Best Practices Studies of Taxi Regulation: Managing Taxi Supply. SFMTA
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Uber Is Serving New York's Outer Boroughs More Than Taxis Are
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Taxicabs for Improved Urban Mobility: Are We Missing an Opportunity?
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A Policy Agenda for the Sharing Economy
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Carpooling: Attitudes and Participation
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The Role of Taxicabs in Urban Transportation
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Best Practices Studies of Taxi Regulation: Taxi User Surveys. SFMTA
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Travel Decisions Survey 2014-Sumary Report. San Francisco Municipal Transportation Agency
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Chapter 9: transit scheduling and frequency
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Chapter 11: transit information and promotion
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