In life good things are meant to be shared...

...so recently I was really happy to share a short story on TU Delft Transport Institute website about my Marie Curie research project experience. Here is the link…

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Welcome to my blog!

Conventionally, travel behaviour theory considers travel as a derived demand. This means that travel occurs just because we want to reach a destination and participate in an activity there. In other words, it is the final goal and the benefits to be got from it, that motivates us to make the trip. But is this always true ? I am pretty sure that the first who would disagree with this theory, which has significantly defined the development path of contemporary cities, would be Constantine P. Cavafy with his most known poem “ Ithaka ”: "As you set out for Ithaka hope the voyage is a long one, full of adventure, full of discovery ... Arriving there is what you are destined for. But do not hurry the journey at all. Better if it lasts for years, so you are old by the time you reach the island, wealthy with all you have gained on the way, not expecting Ithaka to make you rich ".   In my case, I would probably agree more with Cavafy, than the rigorous theory of the scientific...
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Stay local or go regional? Urban form effects on vehicle use at different spatial scales: A theoretical concept and its application to the San Francisco Bay Area

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Abstract: This paper explores the respective roles of local and regional characteristics of urban form on vehicle travel. We hypothesize that the effects of urban form on vehicle use at the local and regional levels are complementary, and we introduce the concept of local and regional action spaces, which are defined based on the accessibility of alternative means of transport within an acceptable travel time, to test this hypothesis. Multilevel and ordered logit models are developed for the San Francisco Bay Area to estimate the effects of urban form and socioeconomic characteristics on vehicle kilometers traveled (VKT) and vehicle trip frequency (for work, shopping, and social/recreational purposes). We find that the two urban scale characteristics exert complementary effects on VKT. However, because people in the San Francisco Bay Area display significantly lower VKT in the local than in the regional action space, we conclude that regional-scale inter-ventions woul...
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Do people consider an acceptable travel time? Evidence from Berkeley, CA

Abstract: This paper explores the extent to which people identify an acceptable travel time for each trip they want to make and investigates the primary characteristics of this behavioural threshold. We assume that an acceptable travel time is defined through utilitarian processes that are related to cognitive and affective evaluations of travel that develop throughout a person’s lifetime. We apply a mixed methods approach to explore our hypothesis, based on semi-structured in-depth interviews with a stratified, according to commuting mode, random sample of 20 individuals living in Berkeley, CA. Our results support the validity of the acceptable travel time concept and offer (a) initial evidence on its variation to the travel mode and sociodemographic characteristics and (b) insights into people’s perceptions, attitudes, feelings and experiences about their travel. Thus, our results can contribute to a better understanding of individuals’ travel decisions and valuation ...
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