Enhancing Public Travel Behavior Modeling in Jakarta Through Advanced Machine Learning Techniques

Geographic access, including mode of transportation, to health care facilities remains understudied. To identify sociodemographic factors associated with public vs private transportation use to access health care and identify the respondent, trip, and community factors associated with longer distance and time traveled for health care visits. This cross-sectional study used data from the 2017 National Household Travel Survey, including 16 760 trips or a nationally weighted estimate of 5 550 527 364 trips to seek care in the United States. Households that completed the recruitment and retrieval survey for all members aged 5 years and older were included. Data were analyzed between June and August 2022. Mode of transportation (private vs public transportation) used to seek care. Survey-weighted multivariable logistic regression models were used to identify factors associated with public vs private transportation and self-reported distance and travel time. Then, for each income category, an interaction term of race and ethnicity with type of transportation was used to estimate the specific increase in travel burden associated with using public transportation compared a private vehicle for each race category. The sample included 12 092 households and 15 063 respondents (8500 respondents [56.4%] aged 51-75 years; 8930 [59.3%] females) who had trips for medical care, of whom 1028 respondents (6.9%) were Hispanic, 1164 respondents (7.8%) were non-Hispanic Black, and 11 957 respondents (79.7%) were non-Hispanic White. Factors associated with public transportation use included non-Hispanic Black race (compared with non-Hispanic White: adjusted odds ratio [aOR], 3.54 [95% CI, 1.90-6.61]; P < .001) and household income less than $25 000 (compared with ≥$100 000: aOR, 7.16 [95% CI, 3.50-14.68]; P < .001). The additional travel time associated with use of public transportation compared with private vehicle use varied by race and household income, with non-Hispanic Black respondents with income of $25 000 to $49 999 experiencing higher burden associated with public transportation (mean difference, 81.9 [95% CI, 48.5-115.3] minutes) than non-Hispanic White respondents with similar income (mean difference, 25.5 [95% CI, 17.5-33.5] minutes; P < .001). These findings suggest that certain racial, ethnic, and socioeconomically disadvantaged populations rely on public transportation to seek health care and that reducing delays associated with public transportation could improve care for these patients.

Tulehu Port, located on Ambon Island, is the main route of the maritime transportation system for entering and exiting Ambon Island and its surrounding islands. This port plays an important role in the transportation of passengers and goods. High activity levels and long journeys to the port make many passengers choose private transportation over public transport, which is lacking in both quality and quantity. The purpose of this research is to identify the factors, percentage values of the criteria, and to determine the probability values of the selection of public transportation and private transportation modes at Tulehu Port. The choice of transportation mode plays a crucial role in transportation planning at Tulehu Port to understand the community's preferences for the chosen transportation modes. For this, a binary logit model method based on multiple linear regression analysis was used. The analysis results show that the factors of time, cost, comfort, and safety have a significant impact, with a significance value of &lt;0.05. The mode selection variables for urban transport and private transport indicate that the time variable to Tulehu Port is 0.322, while for the mode selection from Tulehu Port, the comfort variable is 0.280. Meanwhile, the reasons respondents use urban transport to and from Tulehu Port are cost at 56% and 61%, while for private transport respondents to and from Tulehu Port, the reasons are comfort at 44% and speed at 58%. In terms of the probability of mode selection at Tulehu Port based on movement, for the route to Tulehu Port (Ambon – Tulehu), the chance of choosing urban transport is 42%, and for private transport, it is 58%. For the movement from Tulehu Port (Tulehu – Ambon), the chance of choosing urban transport is 39%, and for private transport, it is 61%. Keyword: Binary Logiet Model; Transportation Mode Selection; Multiple Linear Regression

The article deals with the influence of the infrastructure for public transport on the delay time of private and public transport in the city. The study employed the methods of simulation, mathematical modeling and field research. Imitation microscopic modeling determined the parameters of mathematical models of the delay time of private and public transport for various parameters of the bus lane, the length of the bus stop loading area, and its distance from the signalized intersection. Calculations determined the total delay time, taking into account the number of passengers in public and private transport on the section of the main street of regulated traffic. Determining the optimum parameters of the public transport infrastructure requires considering not only public transport passengers, but also drivers and passengers of private vehicles. Over-improving parameters of the bus lane has no effect on public transport, but traffic parameters for all other road users degrade. At high traffic intensity, the dependences of the total delay time on the length of the marking lines 1.11 and 1.5 are described by the parabola equation. The values for a road with three lanes have been determined, marking lines 1.11 and 1.5 at which the total delay time is minimal. For a highway with a high intensity, minimum bus stop parameters lead to significant increases in delay time.

BackgroundActive transportation is a crucial sort of physical activity for developing sustainable environments and provides essential health benefits. This is particularly important in Latin American countries because they present the highest burden of non-communicable diseases relative to other worldwide regions. This study aimed to examine the patterns of active transportation and its association with sociodemographic inequities in Latin American countries.MethodsThis cross-sectional study was conducted in eight countries. Participants (n = 8547, 18–65 years) self-reported their active transportation (walking, cycling, and total) using the International Physical Activity Questionnaire. Sex, age, ethnicity, socioeconomic level, education level, public and private transport use, and transport mode were used as sociodemographic inequities.ResultsParticipants spent a total of 19.9, 3.1, and 23.3 min/day with walking, cycling, and total active transportation, respectively. Mixed and other ethnicity (Asian, Indigenous, Gypsy, and other), high socioeconomic level as well as middle and high education level presented higher walking than Caucasian, low socioeconomic and education level. Private transport mode and use of ≥ 6 days/week of private transport showed lower walking than public transport mode and ≤ 2 days/week of private transport. Use of ≥ 3 days/week of public transport use presented higher walking than ≤ 2 days/week of public transport. Men had higher cycling for active transportation than women. Use of ≥ 3 days/week of public transport use presented higher cycling than ≤ 2 days/week of public transport. ≥6 days/week showed lower cycling than ≤ 2 days/week of private transport use. Men (b: 5.57: 95 %CI: 3.89;7.26), black (3.77: 0.23;7.31), mixed (3.20: 1.39;5.00) and other ethnicity (7.30: 2.55;12.04), had higher total active transportation than women and Caucasian. Private transport mode (-7.03: -11.65;-2.41) and ≥ 6 days/week of private transport use (-4.80: -6.91;-0.31) showed lower total active transportation than public transport mode and ≤ 2 days/week of private transport use. Use of 3–5 (5.10: 1.35;8.85) and ≥ 6 days/week (8.90: 3.07;14.73) of public transport use presented higher total active transportation than ≤ 2 days/week of public transport use. Differences among countries were observed.ConclusionsSociodemographic inequities are associated differently with active transportation across Latin American countries. Interventions and policies that target the promotion of active policies transportation essential to consider sociodemographic inequities.Trial registrationClinicalTrials.Gov NCT02226627. Retrospectively registered on August 27, 2014.

Prelims

Ride-hailing service availability and private transportation mode usage in a motorcycle-based city: Evidence from Hanoi

In 2010, Klang Valley has only 17% trips each day were completed using public transport, with the rest of the 83% trips were made through private transport. The inclination towards private car usage will only get worse if the transport policy continues to be inefficient and ineffective. Under the National Key Economic Area, the priority aimed to stimulate the increase of modal share of public transport in the Klang Valley to 50% by 2020. In the 10th Malaysia Plan, the Klang Valley Mass Rapid Transit was proposed, equipped with 141 km of MRT system, and will integrate with the existing rail networks. Nevertheless, adding kilometers into the rail system will not help, if people do not make the shift from private into public transport. This research would like to assess the possible mode shift of travellers in the Klang Valley towards using public transport, based on the utility function of available transport modes. It intends to identify the criteria that will trigger their willingness to make changes in favour of public transport as targeted by the NKEA.

Pesawaran Regency is known to have advantages in the tourism sector. This can be seen from the number of tourists who continue to increase, especially on national holidays. The Provincial Government is collaborating with the Trans Lampung Bus by opening routes to tourist destinations, namely from Tanjung Karang Station - Ketapang Harbor. However, in practice, there is a tendency for tourists to use private transportation modes compared to public transportation modes that have been provided. Therefore, this study aims to find out how to increase tourist interest in using the Trans Lampung Bus public transportation route from Tanjung Karang Station to Ketapang Port as tourist transportation. There are three targets to achieve the research objectives, namely: 1. Knowing what factors influence the choice of mode; 2. Knowing the opportunities for using private and public transportation modes; 3. Make recommendations for optimizing public transportation mode. The analytical method used in this study is binary logistic regression and sensitivity. Based on the sensitivity analysis, it is known that the comfort factor has a higher sensitivity than the bus trip rit factor. Therefore, the comfort factor will be optimized first.

This article presents the results of public and private (car) transport accessibility modelling, which gives the room for the comparison of two types of transport throughout the whole day as well as the rush hours. Both public and private transport models are based on public available data, accessible via the Internet which is downloaded using a programming language and processed using the GIS tools. The public transport model is based on the GTFS data (General Transit Feed Specification), while the car model has been created from data on driving times derived from Google Maps® API. Both models presented in the article have been constructed for a specified period of time, namely from 5.00 am to 10.00 pm in 15-min intervals. The analysis of the above-mentioned models has allowed the comparison of differences in potential accessibility and its deviations at different times of the day. The disparities revealed by the study have indicated that there are certain times of the day when public transport is actually competitive with the private means of transport. The results of potential accessibility analysis are visualised with the use of maps, including the choropleth ones.

Promoting public transport use is expected to contribute to reducing CO2 emissions in the transport sector. Using Okayama City and Central Tokyo as representative case studies of regional and metropolitan areas in Japan, this study examines the impact of the evaluation of the ‘hard’ and ‘soft’ attributes of rail and bus services on the overall evaluation. This study then explores the relationship between the overall evaluation and usage frequency of rail and bus services, as well as the relationship between the usage frequency and travel-based CO2 emissions from private transport modes. Furthermore, this study investigates whether the emissions cause differences in the evaluation of the ‘hard’ and ‘soft’ attributes of public transport services. The findings suggest prioritising an improvement in ‘hard’ rather than ‘soft’ attributes in order to reduce emissions through the use of public transport in regional areas. However, in metropolitan areas, no relationship was found between the evaluation of public transport services and emissions, presumably because of the lower ownership rate of private cars that residents can use freely and the markedly higher level of rail and bus services. This study provides a methodological reference for analysing the potential to reduce travel-based emissions from private transport modes by enhancing public transport service contents.

This study aimed to evaluate the quality of Public Transport (PT) in the Jordan University of Science and Technology (JUST) area, Irbid, Jordan. The study focused on two different analytical techniques. The first was the Partial Least Squares Structural Equation Model (PLS-SEM) method to analyze student satisfaction and loyalty toward using PT. The second method was binary logistic regression (BLR), which analyzed factors such as socioeconomic status and travel habits that might make someone choose PT or their car to travel to JUST. Data were collected through an electronic and paper-based questionnaire with 572 participants. This study concluded that the proposed structural model could explain 76% of the loyalty variance. Passenger satisfaction, perceived service quality, perceived costs, and environmental impact were four of the five factors directly influencing passenger loyalty that demonstrated significant impact. In addition, it was concluded that through Multi-Group Analysis (MGA), gender group was the most influential categorical moderator variable. Moreover, the indirect analysis showed that perceived service quality was the most important mediator between the observed constructs’ relationships. BLR showed that the mode of transportation at JUST was statistically correlated with occupancy, travel cost, travel time, average use of PT, and car ownership, with an overall model accuracy of 90.0%. In conclusion, by considering the discussed influencing factors, it is recommended that transportation agencies consider perceived costs, information, reliability, safety, and vehicle characteristics variables while improving PT service quality and travel time, especially in rural areas, which may raise passenger satisfaction, shift car users to PT, and lower emissions. Thus, research results can assist policymakers in implementing sustainable modes of PT.

SummaryThe purpose of this study was to determine the relationship between bus service satisfaction and the transport mode of choice among university students in Qatar. The degree of bus service satisfaction was collected directly from questionnaire surveys, in which university students were asked questions in relation to their satisfaction with the bus service they used and their transport mode of choice. These questions were categorized into three factors according to confirmatory factor analysis: service at bus stops, service of busses, and service of drivers. Furthermore, the students were asked which mode of transport they used given the choice between public and private transport. This study presents a structural equation model to determine how much bus service satisfaction affects people's decisions about their transport mode. The results from the analysis showed that three key factors—namely, service at bus stops, service of busses, and service of bus drivers—were strongly correlated to the mode of choice. In particular, the bus stop was strongly associated with ease of use, shade, cleanliness, safety, and crowdedness level, while the bus itself influenced reliability, travel time, and frequency. Complying with traffic laws and the driver's attitude were also important contributors to the level of bus service satisfaction. Ultimately, this study will be beneficial for policy/decision‐makers. It will allow them to determine what needs to be accomplished to encourage people to use public transportation. Copyright © 2016 John Wiley &amp; Sons, Ltd.

Introducción: La percepción de la comodidad en el transporte público es heterogénea debido a que sus usuarios lo son en sí, y la elección de viajar en dicho medio de transporte es un proceso que refleja diferentes actitudes de usuario, entre las que se encuentran sus características socioeconómicas. Relacionar características del usuario y su nivel de comodidad percibido puede estimarse mediante métodos estadísticos y logísticos con la finalidad de determinar la probabilidad de empleo del medio.Método: A partir de una encuesta Origen Destino aplicada en la Zona Conurbada de Querétaro y considerando que el costo generalizado del viaje en automóvil es inferior al del transporte público, la presente investigación presenta la estimación de atributos para ambos medios, por un lado, un proceso para la obtención del atributo de la comodidad en el transporte público y por el otro, un índice del costo generalizado para el automóvil.Resultados: En los modelos estimados, el atributo del medio de transporte calculado bajo el procedimiento reportado refleja una menor probabilidad de elegir el vehículo privado como medio de transporte, si se tiene un mayor nivel de comodidad en el transporte público. Además, considerando la relación intrínseca en el atributo del automóvil, entre más similar es el costo generalizado en transporte público y el del automóvil, más cercano a cero y menor utilidad plantea el automóvil, rigiendo así el atributo de la comodidad en el transporte público.Discusión o Conclusión: Se comprueba que la percepción de comodidad en el transporte público está relacionada con la elección de dicho medio. Respecto al atributo del automóvil el indicador presentado muestra que entre menor es el costo generalizado del viaje en automóvil y mayor el del autobús, lo cual genera una mayor probabilidad del uso del primer medio, lo anterior, considerado para ciudades como la del caso de estudio, en las que el costo generalizado en automóvil (considerando los parámetros expuestos) será menor que el costo generalizado en transporte público, principalmente por los tiempos totales de viaje.

The traffic problem in Jakarta can be seen as a social dilemma problem. The commuter here face the dilemma to decide to commute by private or public transportation. This decision situation reveals the conflict between immediate self interest and longterm collective interest. The goal of this reseach is twofold. First, the research elaborrate the differences in the level of interest of among the commuter in the transportation modes. Second, the research analyse the influence of social dilemma awareness of the commuter to prioritize the common interest of the commuter. The first reseach question is answered by employing descriptive analysis and the second one is analyzed by inferential analysis. The results of this research reveals some important points. First, the commuter think that the congestion is the most traffic problem in Jakarta. Second, private transportation is preferred transportation mode than public transportation. Third, the commuter intention to prioritize public transportation is influenced by three factors, i.e. flexibility, low fare, speed (short duration).

The current socio-economic conditions of some developed and developing countries are not favorable for the development of the public mass transport services. Most of the residents of large and medium-sized cities, but also smaller towns, use their own passenger car on mandatory trips. This phenomenon perfectly reflects the constantly growing of motorization index in such countries. The consequence of this is, of course, the decreasing number of passengers carried by means of public mass transport, in particular operating outside of large urbanized areas. This causes and unfortunately will cause not only further problems of automotive congestion on the transport networks of urban areas, reduction of the road safety level, but also adverse environmental effects in the form of pollution. The authors of the article analyzed the results of transport surveys, which were carried out in recent years among the public transport passengers. The surveys concerned the assessments and postulates and expectations of passengers. The research was carried out in one of the typical in terms of socio-economic conditions of Polish voivodships (a country dynamically developing in the passenger transport sector, in terms of both mobility, as well as the quantitative and qualitative status of transport means and transport infrastructure). The voivodship subjected to such analysis was the Kuyavian-Pomeranian Voivodship, located in the central part of Poland. The respondents were asked to speak on topics related to, among others, transport infrastructure, means of transport, access to services of public transport systems, comfort and safety of traveling. The analysis also included assessments and postulates related to tariff systems, travel information systems, and transport integration systems - functioning in the voivodship. The results of the research were analyzed by the rail passenger transport and bus passenger transport as part of the voivodship public transport system. In the majority of cases, passengers’ assessments were not satisfactory. The most frequently issued evaluations fluctuated only around the average (on a scale from 1 to 10). The authors have thoroughly analyzed the results of the transport survey, confronting the results obtained and trying to find out their causes depending on the characteristics of the area under analysis.