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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Unravelling Mode and Route Choice Behaviour of Active Mode Users</title>
      <link>https://trid.trb.org/View/2014809</link>
      <description><![CDATA[Due to increasing urbanisation rates worldwide combined with growing transportation demand, liveability of the urban environment is under pressure (UN, 2018). In response, many governments worldwide have set goals for increasing the share of trips made using sustainable modes of transport, such as walking and cycling. The use of active modes (i.e. walking and cycling) provides health benefits for individuals due to increased activity levels, and on a network level these modes (standalone or in combination with public transport) can potentially reduce traffic jams and the associated externalities (including air and noise pollution) when substituting the car. To achieve the desired increase in active mode shares, targeted policies need to be implemented. This requires a better understanding of who currently uses these modes, who could be persuaded to switch to active modes, and which determinants are driving active mode choice. This intended change towards active modes requires an adequate representation of walking and cycling in the transportation planning models in order to assess the effect of active mode policies on modal shares and distribution over the network. However, this is often not the case. Moreover, integration of active modes in these models occurs very slowly. Walking and cycling are often missing in transportation planning models, treated as a ‘rest’ category, or combined into slow/active modes, all of which result in incorrect estimates of the active mode shares, making it impossible to correctly identify the impact of potential policy measures on active mode shares. Examples of these policy measures are introduction of new infrastructure or changes to existing infrastructure, which impact route choice and distribution over the network, and reimbursement of using the bicycle to go to work, which impacts the mode choice of individuals. Investigating mode and route choice of active mode users increases the knowledge on active mode choice behaviour. By bridging this gap, the transportation planning models can potentially be improved. The objective of this thesis is ‘to understand and model mode and route choice behaviour of active mode users’. The author identifies six topics that are imperative to travel choices. First, the author investigates the daily mobility patterns of individuals in relation to attitudes towards modes, because attitudes are considered to influence travel behaviour (Chapter 2). Afterwards, the author zooms in on individual trips. The author aims to understand which determinants drive the choice to walk or cycle (Chapter 3). In this topic the author defines the mode choice set as all feasible modes per individual and trip. However, not all feasible modes are used by individuals. Therefore, the third topic focuses on modes used over a long period of time, which the author coins the experienced choice set. The author investigates which determinants are relevant for including or excluding modes in this choice set (Chapter 4). Regarding cyclists’ route choice, the author investigates the determinants influencing this choice (Chapter 5). This research is based on the experienced choice set. Accordingly, the author compares this method to frequently used choice set generation methods to identify the added value of the experienced choice set (Chapter 6). Finally, the author performs a literature review on how mode and route choice can be modelled simultaneously (Chapter 7).]]></description>
      <pubDate>Thu, 17 Nov 2022 10:15:20 GMT</pubDate>
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      <title>The Influence of Urban Transport Infrastructure on Bicycle Route and Mode Choice</title>
      <link>https://trid.trb.org/View/1652525</link>
      <description><![CDATA[This thesis studies how improved availability, quality, and connectivity of bicycle infrastructure can influence cycling behavior in urban areas. Two important factors for understanding the effects of bicycle infrastructure are: the choice of cycling instead of other travel modes; and choice of route. The author first addresses cycling and route choice separately before analyzing their interaction when bicycle infrastructure is implemented. The thesis contains four empirical studies and a literature review. Three of the case studies are based in Trondheim and the fourth in Oslo. Paper I addresses the modal shift of employees following a workplace relocation, while papers II and III focus on bicycle route choice. The two final papers integrate both mode and route choice for the detailed analysis of neighborhood effects resulting from installation of bicycle lanes in Trondheim and Oslo. The research uses empirical data collected from before-and-after travel surveys, web-based maps, and the Global Positioning System. The dat was analyzed using a Geographic Information System. Findings suggest that a decision to cycle is influenced by the trip characteristics and the spatial characteristics of the rider's destination. Route substitution is witnessed in the Trondheim and Oslo studies, while significant changes in the modal share of cyclists is only witnessed in one, suggesting that it is mostly changes of route rather than mode that contribute to a street’s change in bicycle volumes. Bicycle infrastructure appears to be valued by all road users, though public transit riders and pedestrians are more willing to change their mode of transportation. Much of the increase in cycling may result from a reduction in the use of other transportation modes. Many benefits of increased cycling are due to reduced automobile use, but for this to happen, initiatives beneficial to cyclists alone are insufficient. Developing an understanding of the impacts of bicycle infrastructure can assist the direction of limited city budgets towards promotion of sustainable mobility. The author's research attempts to advance the understanding of bicycle route choice, while addressing the decision to adopt a bicycle for personal transportation.]]></description>
      <pubDate>Tue, 22 Oct 2019 14:38:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1652525</guid>
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      <title>Built Environment Influences on Healthy Transportation Choices: Bicycling Versus Driving</title>
      <link>https://trid.trb.org/View/1089432</link>
      <description><![CDATA[Transportation behaviors, health outcomes, and physical activity levels are linked to the built environment in a growing body of evidence. Cycling has been the focus of little of this research, although it is a sustainable transportation option with great growth potential in North America. Associations between decisions to bicycle (as opposed to driving) and the built environment are examined in this study, with explicit consideration given to three different spatial zones that may be relevant to travel behavior: trip origins and destinations, as well as the routes between the two. The authors analyzed 3,280 automobile and bicycle trips in the metropolitan Vancouver (Canada) area, made by 1,902 adults, including both current and potential bicyclists. Objective measures were developed for built environment characteristics relating to bicycle-specific facilities, the road network, land use patterns and the physical environment. To model the likelihood that a trip was made by bicycle, with adjustments made for trip distance and personal demographics, multilevel logistic regression was used. A global model examined relative influence of each spatial zone, although separate models were constructed for each zone. Trips made by bicycle totaled 31% (1,023 of 3,280). Less hilliness; higher density at intersections; fewer highways and arterials; bicycle signage presence, traffic calming, and cyclist-activated traffic lights; more neighborhood industrial, educational, and commercial land use; greater land use mix; and higher population density were associated with increased odds of bicycling. Each spatial zone had different factors deemed important. Overall, origin or destination characteristics were less influential than route characteristics. That the built environment significantly influences healthy travel decisions, and that spatial context is important, are indicated by these findings. Future research investigating the relationship between urban form and physical activity should explicitly consider relevant spatial zones.]]></description>
      <pubDate>Tue, 25 Jan 2011 07:51:04 GMT</pubDate>
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