In the Interreg Smart Shared Green Mobility Hubs project, electric shared mobility is offered through eHUBs in the city. eHUBs are physical places inneighbourhoods where shared mobility is offered, with the intention of changing citizens’ travel behaviour by creating attractive alternatives to private car use.In this research, we aimed to gain insight into psychological factors that influence car owners’ intentions to try out shared electric vehicles from an eHUB in order to ascertain:1. The psychological factors that determine whether car owners are willing to try out shared electric modalities in the eHUBs and whether these factors are identical for cities with different mobility contexts.2. How these insights into psychological determinants can be applied to entice car owners to try out shared electric modalities in the eHUBs.Research was conducted in two cities: Amsterdam (the Netherlands) and Leuven (Belgium). An onlinesurvey was distributed to car owners in both cities inSeptember 2020 and, additionally, interviews wereheld with 12 car owners in each city.In general, car owners from Amsterdam and Leuven seem positive about the prospect of having eHUBs in their cities. However, they show less interest inusing the eHUBs themselves, as they are satisfied with their private car, which suits their mobility needs. Car owners mentioned the following reasons for notbeing interested in trying out the eHUBs: they simply do not see a need to do so, the costs involved with usage, the need to plan ahead, the expected hasslewith registration and ‘figuring out how it works’, having other travel needs, safety concerns, having to travel a distance to get to the vehicle, and a preferencefor ownership. Car owners who indicated that they felt neutral, or that they were likely to try out an eHUB, mentioned the following reasons for doing so:curiosity, attractive pricing, convenience, not owning a vehicle like those offered in an eHUB, environmental concerns, availability nearby, and necessity when theirown vehicle is unavailable.In both cities, the most important predictor determining car owners’ intention to try out an eHUB is the perceived usefulness of trying out an eHUB.In Amsterdam, experience with shared mobility and familiarity with the concept were the second and third factors determining car owners’ interest in tryingout shared mobility. In Leuven, pro-environmental attitude was the second factor determining car owners’ openness to trying out the eHUBs, and agewas the third factor, with older car owners being less likely to try one out.Having established that perceived usefulness was the most important determinant for car owners to try out shared electric vehicles from an eHUB, weconducted additional research, which showed that, in both cities, three factors contribute to perceived usefulness, in order of relevance: (1) injunctive norms(e.g., perceiving that society views trying out eHUBs as correct behaviour); (2) trust in shared electric mobility as a solution to problems in the city (e.g., expecting private car owners’ uptake of eHUBs to contributeto cleaner air, reduce traffic jams in city, and combat climate change); and (3) trust in the quality and safety of the vehicles, including the protection of users’privacy. In Amsterdam specifically, two additional factors contributed to perceived usefulness of eHUBs: drivers’ confidence in their capacity to try out anunfamiliar vehicle from the eHUB and experience of travelling in various modes of transport.Drawing on the relevant literature, the results of our research, and our behavioural expertise, we make the following recommendations to increase car users’ uptake of shared e-mobility:1. Address car owners’ attentional bias, which filters out messages on alternative transport modes.2. Emphasise benefits of (trying out) shared mobility from different perspectives so that multiple goals can be addressed.3. Change the environment and the infrastructure, as infrastructure determines choice of transport.4. For Leuven specifically: target younger car owners and car owners with high pro-environmental attitudes.5. For Amsterdam specifically: provide information on eHUBs and opportunities for trying out eHUBs.
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Mobility hubs facilitate multimodal transport and have the potential to improve the accessibility and usability of new mobility services. However, in the context of increasing digitalisation, using mobility hubs requires digital literacy or even owning a smartphone. This constraint may result in the exclusion of current and potential users. Digital kiosks might prove to be a solution, as they can facilitate the use of the services found at mobility hubs. Nevertheless, knowledge of how digital kiosks may improve the experience of disadvantaged groups remains limited in the literature. As part of the SmartHubs project, a field test with a digital kiosk was conducted with 105 participants in Brussels (Belgium) and Rotterdam (The Netherlands) to investigate the intention to use it and its usability in the context of mobility hubs. This study adopted a mixed methods approach, combining participant observation and questionnaire surveys. Firstly, participants were asked to accomplish seven tasks with the digital kiosk while being observed by the researchers. Finally, assisted questionnaire surveys were conducted with the same participants, including close-ended, open-ended and socio-demographic questions. The results offer insights into the experience of the users of a digital kiosk in a mobility hub and the differences across specific social groups. These findings may be relevant for decision-makers and practitioners working in urban mobility on subjects such as mobility hubs and shared mobility, and for user interface developers concerned with the inclusivity of digital kiosks.
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(‘Co’-)Designing for healthy behaviour greatly benefits from integrating insights about individual behaviour and systemic influences. This study reports our experiences in using insights about individual and systemic determinants of behaviour to inform a large co-design project. To do so, we used two design tools that encourage focusing on individual determinants (Behavioural Lenses Approach) and social / systemic aspects of behaviour (Socionas). We performed a qualitative analysis to identify 1) when and how the team applied the design tools, and 2) how the tools supported or obstructed the design process. The results show that both tools had their distinctive uses during the process. Both tools improved the co-design process by deepening the conversations and underpinnings of the prototypes. Using the Behavioural Lenses under the guidance of a behavioural expert proved most beneficial. Furthermore, the Socionas showed the most potential when interacting with stakeholders, i.c. parents and PPTs.
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Developing personas is a widely used (marketing) method to gain insight into important behavioral components of a specific population by creating a detailed description of someone who represents the target audience. Personas are fictitious persons and give a detailed description of the motivations, needs, challenges, goals, knowledge, purpose, and opportunities of the target group. Furthermore, a persona consists of a name, demographic details, interests, and behavioral traits. Even though personas are fictional, yet they are data-driven representations of key user segments. They are crafted based on comprehensive research and real data about the target audience, including demographics, psychographics, and behavior patterns. The creation of personas contributes to the realization that there are different people with different needs and expectations. By developing detailed personas for each pilot within the Mobility Makers project, pilot partners can gain a deeper understanding of their audience and precisely guide the execution of pilot activities. By knowing where the facilitators and barriers lie, pilot partners can better focus on driving sustainable mobility changes within their target groups.
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The COVID-19 lockdowns showed that working from home and conducting meetings online can change mobility patterns and needs substantially. This global pandemic may have also substantially changed mobility patterns on the long-term and therefore, also the need of electric vehicle charging infrastructure. Charging need dropped significantly but also changed the distribution of the load on the electricity grid throughout the day. This paper analyses changes in electric charging for different user groups during different phases of the pandemic to assess the long-term effects on EV charging needs.
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To enhance the validity of a mobility emission-effects model, a research is conducted on consumer behaviour. Consumer mobilitypreferences are the main determining factor in the proposed model that describes the kilometre and emission outcome under several scenarios. Motorized mobility of consumers buying fashion in shopping areas cause more kilometres in the network and subsequently more emission than when the fashion is bought online and the delivery is done by the parcel delivery services.The model provides an indication of best practice: if consumers change their shopping preferences they reduce emission and they also enable the PDSs to optimize their delivery operations
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To investigate the digital aspect of travel among vulnerable-to-exclusion groups, Customer Journey Mapping [CJM] was used to gain qualitative and quantitative in-depth knowledge of the experiences of elderly people, low-income citizens, wheelchair users, blind people and women. Due to COVID-19 the developed CJM method questioned participants about past trips over the phone or MS teams. This generated 36 interviews. Main outcomes: the elderly do not struggle with operating ticket machines or transport cards but are insecure about operating apps, finding information and rely on social ties. Low-income participants have good digital capabilities but suffer financial stress and prefer to pay cash. People in wheelchairs plan extensively in advance but receive limited support. Screen readers are crucial for blind people, and 69% of the women felt limited by safety; none of the men did.
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Underutilised charging stations can be a bottleneck in the swift transition to electric mobility. This study is the first to research cooperative behaviour at public charging stations as a way to address improved usage of public charging stations. It does so by viewing public charging stations as a common-pool resource and explains cooperative behaviour from an evolutionary perspective. Current behaviour is analysed using a survey (313 useful responses) and an analysis of large dataset (2.1 million charging sessions) on the use of public charging infrastructure in Amsterdam, The Netherlands. In such a way it identifies the potential, drivers and possible obstacles that electric vehicle drivers experience when cooperating with other drivers to optimally make use of existing infrastructure. Results show that the intention to show direct reciprocal charging behaviour is high among the respondents, although this could be limited if the battery did not reach full or sufficient state-of-charge at the moment of the request. Intention to show direct reciprocal behaviour is mediated by kin and network effects.
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Wereldwijd onderzoek: Hoe gebruiken nieuwsmedia social media? Jongeren lezen geen krant meer, ze kijken op hun smartphone die ze altijd bij de hand hebben. Binnen het lectoraat social media en reputatiemanagement van NHL hogeschool te Leeuwarden heeft een groep internationale studenten in 12 landen onderzoek gedaan. Hierbij hebben ze meer dan 150 social media sites bestudeerd van nieuws media. De resultaten maken deel uit van een internationaal onderzoek van NHL Hogeschool en Haaga Helia University. De onderzoeksvraag was: Wat speelt zich af in de nieuwsmedia? Persbureaus kunnen het overzicht gebruiken om hun social media te optimaliseren. En voor ieder die journalistiek een warm hart toedraagt is het interessante informatie over de nieuwsmedia in een overgangssituatie (2nd edition)
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© 2016, © Emerald Group Publishing Limited. Purpose – Despite their growing popularity among organisations, satisfaction with activity-based work (ABW) environments is found to be below expectations. Research also suggests that workers typically do not switch frequently, or not at all, between different activity settings. Hence, the purpose of this study is to answer two main questions: Is switching behaviour related to satisfaction with ABW environments? Which factors may explain switching behaviour? Design/methodology/approach – Questionnaire data provided by users of ABW environments (n = 3,189) were used to carry out ANOVA and logistic regression analyses. FindingsSatisfaction ratings of the 4 per cent of the respondents who switched several times a day appeared to be significantly above average. Switching frequency was found to be positively related to heterogeneity of the activity profile, share of communication work and external mobility. Practical implicationsOur findings suggest that satisfaction with ABW environments might be enhanced by stimulating workers to switch more frequently. However, as strong objections against switching were observed and switching frequently does not seem to be compatible with all work patterns, this will presumably not work for everyone. Many workers are likely to be more satisfied if provided with an assigned (multifunctional) workstation. Originality/value – In a large representative sample, clear evidence was found for relationships between behavioural aspects and appreciation of ABW environments that had not been studied previously.
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