An interesting issue in contemporary travel behavior research is whether the transportation demand has to be considered purely derived from underlying activity patterns or whether a utility is also associated with traveling per se. In the latter case, substantial amendments of current planning models would be needed to represent this phenomenon adequately. Earlier research consistently gave evidence of the existence of this specific utility, but its quantification is hindered by a specific measurement problem because survey respondents tend to mingle the utility of traveling and the utility of reaching a destination. The present work defines a methodology to quantify the decrement in the specific utility of driving a car due to the presence of difficulties and self-limiting behaviors. This is in turn responsible for an alteration of driving frequency. A structural equation modeling technique is used for the analysis. The structural submodel represents the complex relationships between socio-economic variables, specific utility, and driving frequency. The measurement submodel defines the specific utility on the basis of reported self-evaluations concerning physical fitness and self-limiting behaviors while driving. An application of the method based on data collected in the 2002 National Transportation Availability and Use Survey is presented. The results show that the decrement of specific utility (which can be seen as a disutility) of driving a car has an important impact on the frequency of performing this activity compared with the derived utility that is customarily modeled through socioeconomic variables.

Relationship between specific (dis)utility and the frequency of driving a car / Diana, Marco. - In: TRANSPORTATION RESEARCH RECORD. - ISSN 0361-1981. - 1926:(2005), pp. 88-95. [10.3141/1926-11]

Relationship between specific (dis)utility and the frequency of driving a car

DIANA, Marco
2005

Abstract

An interesting issue in contemporary travel behavior research is whether the transportation demand has to be considered purely derived from underlying activity patterns or whether a utility is also associated with traveling per se. In the latter case, substantial amendments of current planning models would be needed to represent this phenomenon adequately. Earlier research consistently gave evidence of the existence of this specific utility, but its quantification is hindered by a specific measurement problem because survey respondents tend to mingle the utility of traveling and the utility of reaching a destination. The present work defines a methodology to quantify the decrement in the specific utility of driving a car due to the presence of difficulties and self-limiting behaviors. This is in turn responsible for an alteration of driving frequency. A structural equation modeling technique is used for the analysis. The structural submodel represents the complex relationships between socio-economic variables, specific utility, and driving frequency. The measurement submodel defines the specific utility on the basis of reported self-evaluations concerning physical fitness and self-limiting behaviors while driving. An application of the method based on data collected in the 2002 National Transportation Availability and Use Survey is presented. The results show that the decrement of specific utility (which can be seen as a disutility) of driving a car has an important impact on the frequency of performing this activity compared with the derived utility that is customarily modeled through socioeconomic variables.
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Utilizza questo identificativo per citare o creare un link a questo documento: http://hdl.handle.net/11583/1636638
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