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This paper is an attempt to bridge the gap between, on the one hand, the mobility behaviour of households and their perception of accessibility to urban amenities and, on the other hand, house price dynamics as captured through hedonic modelling.

In order to analyse the mobility behaviour of individuals and households, their sensitivity to travel time from home to service places is estimated so as to assess their perceived accessibility, using “subjective” indices based on actual trips, as reported in the 2001 origin‐destination survey designed for Quebec City. For comparative purposes, both objective and subjective accessibility indices based, in the former case on observed travel times and, in the latter case on fuzzy logic criteria, are computed and used as a complement to a centrality index in a hedonic model of house prices.

Findings indicate that there are statistically significant differences in the way accessibility is structured depending on trip purposes and household profiles. They also suggest that, while an objective measure of accessibility yields good results, resorting to subjective, and more comprehensive, accessibility indices derived from fuzzy logic provides greater insight into the understanding of commuting patterns and travel behaviour of people.

Better understanding the complexity of individuals’ and households’ mobility behaviour should result in more adequate initiatives and decisions being taken by transportation and city planning authorities.

Accessibility to jobs and services has long been known as a major determinant of urban, residential and non residential, rents. Yet, it is more often than not assumed to derive from a rather straightforward process, which this paper shows is not the case.

The purpose of this study was to investigate and model travel behaviour and attitudes for households in Saudi Arabia.

A household survey was used to collect data on household travel patterns and socio‐economic variables in the city of Tabuk in Saudi Arabia. The population of Tabuk city is just under 500,000 people, of which approximately 83 per cent are Saudi nationals and 17 per cent non‐Saudi nationals. The average household size is about six persons.

Although there have been a large number of research investigations into travel behaviour in Western countries, there is a huge lack of studies in this area in some countries, such as Saudi Arabia. The specific characteristics of socio‐economic patterns as well as travel behaviour attitudes in this country make it a very interesting and unique area, which has its own characteristics and patterns, hence the need for the research.

Although there have been a large number of research investigations into travel behaviour in the Western countries, there is a huge lack of studies in this area in some countries such as Saudi Arabia. The specific characteristics of socio‐economic patterns as well as travel behaviour attitudes in this country make it a very interesting and unique area which has its own characteristics and patterns, hence the need for the research.

The purpose of this study is to provide a full understanding of library use patterns in their full temporal and spatial environment. By analyzing individuals' daily travel activity, this study seeks to measure the travel distance and travel time of library users in multi‐destination trip settings.

The data set for analysis was collected from the Metropolitan Travel Survey Archive, which stores 79 household daily travel data sets. Daily activities of 409 people who visited public libraries were extracted from the Puget Sound Region data set.

Through the analysis, four library access patterns were identified: single‐destination, en route, base camp, and trip‐chaining trips. Only 20 percent of library users made single‐destination trips, while 80 percent of users made trips of a multi‐destination nature; these are depicted by the latter three listed patterns. In particular, 62.2 percent of the activities fell into the trip‐chaining travel pattern. Such a pattern is defined as “discretionary activities which include a library visit.” Findings indicate that although travel distance is still a constraint to library access, travel time is a more informative factor than travel distance for gaining a richer understanding of the nature of library visits.

This study develops new measurements of travel distance and time, D_library and T_library respectively, enabling more accurate measures of travel distance and time, and further supporting precise measurements of the portions of multi‐destination trips most relevant to library visits.

The purpose of this paper is to ascertain how elements of the built environment may or may not influence the frequency of grocery shopping.

Using data from the 2009 Seattle Obesity Study, the research investigated the effect of the urban built environment on grocery shopping travel frequency in the Seattle-King County area. Binary and ordered logit models served to estimate the impact of individual characteristics and built environments on grocery shopping travel frequency.

The results showed that the respondents’ attitude towards food, travel mode, and the network distance between homes and stores exerted the strongest influence on the travel frequency while urban form variables only had a modest influence. The study showed that frequent shoppers were more likely to use alternative transportation modes and shopped closer to their homes and infrequent shoppers tended to drive longer distances to their stores and spent more time and money per visit.

This research has implications for urban planners and policy makers as well as grocery retailers, as the seemingly disparate groups both have an interest in food shopping frequency.

Few studies in the planning or retail literature investigate the influence of the urban built environment and the insights from the planning field. This study uses GIS and a planning framework to provide information that is relevant for grocery retailers and those invested in food distribution.

This paper aims to show the need for tourism researchers to identify clearly units of observation and measurement.

Using examples focusing on international tourism, discussion shows how terms commonly used in tourism research can be vague, ambiguous or invalid for formulating theory or analysis or for generating and presenting research results.

A tourism research best practice is needed regarding identifying populations and observation and measurement units so ambiguous or invalid use of terms like person, visits, visitor and travelers does not occur and specific terms, for example, person‐visit, person‐visit‐day and party‐visit are used to communicate clearly.

The paper clarifies the necessity of using terms like person‐visit, person‐visit days and nuclear‐family party visit to give research clear meaning and, in some cases, to avoid propagating questionable or invalid analysis.

The purpose of this paper is to compare public preferences for investment and spending on non-automobile infrastructures (mass transit and bicycling) to preferences for new roads and the repair of current highways. The study explores the factors that explain preferences for non-automobile infrastructure using a three-factor model including self-interest (personal transportation benefits), concern for community-wide benefits (political beliefs), and concern for the economic impact. The study uses a case study of the urban context of the Hampton Roads region of Southeastern Virginia (USA).

The analysis uses data from a 2013 telephone survey of urban residents in the Hampton Roads area. Survey respondents were asked to identify their two investment priorities from four options: repairing existing roads, bridges, and tunnels; constructing new or expanding roads, bridges, and tunnels; expanding mass transit; and expanding bicycle routes and improving bike safety.

Repairing existing highway infrastructure is the most popular spending priority (66 percent of residents). There is as much support (46 percent) for investing in non-automobile infrastructure as for investing in new roads, bridges, and tunnels. Significant predictors of support for non-automobile infrastructure, using the three-factor model, are: length of commute time, self-identification as liberal, use of light rail, and a belief that light rail contributes to economic development.

The study examines public preferences for both non-traditional and traditional transportation infrastructure investments. It highlights the factors that contribute to public support for different transportation spending options.

The purpose of this paper is to focus on the carbon intensity of “last mile” deliveries (i.e. deliveries of goods from local depots to the home) and personal shopping trips.

Several last mile scenarios are constructed for the purchase of small, non‐food items, such as books, CDs, clothing, cameras and household items. Official government data, operational data from a large logistics service provider, face‐to‐face and telephone interviews with company managers and realistic assumptions derived from the literature form the basis of the calculations. Allowance has been made for home delivery failures, “browsing” trips to the shops and the return of unwanted goods.

Overall, the research suggests that, while neither home delivery nor conventional shopping has an absolute CO₂ advantage, on average, the home delivery operation is likely to generate less CO₂ than the typical shopping trip. Nevertheless, CO₂ emissions per item for intensive/infrequent shopping trips by bus could match online shopping/home delivery.

The number of items purchased per shopping trip, the choice of travel mode and the willingness to combine shopping with other activities and to group purchases into as few shopping trips or online transactions as possible are shown to be critical factors. Online retailers and home delivery companies could also apply measures (e.g. maximising drop densities and increasing the use of electric vehicles) to enhance the CO₂ efficiency of their logistical operations and gain a clearer environmental advantage.

Both consumers and suppliers need to be made more aware of the environmental implications of their respective purchasing behaviour and distribution methods so that potential CO₂ savings can be made.

The paper offers insights into the carbon footprints of conventional and online retailing from a “last mile” perspective.

This study attempts to provide insights into three justice dimensions that constitute a negative family travel experience and to examine the differences existing in industry sectors, service failure settings, and compensation types across the dimensions.

The research dissected service failures in the family travel market based on the three dimensions of the justice theory. Qualitative data were collected and analyzed utilizing a modified procedure of the critical incident technique. Differences in industry sector, complaint setting, and compensation type were investigated through comparisons of service failure themes within the three justice dimensions using correspondence analysis.

Critical incidents of family travelers were divided into distributional, procedural, and interpersonal justice categories. The distributive justice dimension showed the highest complaint frequency. Significant differences in justice dimensions were found in the industrial sector, complaint settings, and desired compensation types.

The study is based on data collected from only four public domains. For further research, log data could be collected to triangulate the result from public domains and improve the reliability of the research.

The study has merit in pioneering an examination of the distinct dimensions of family travel service failures across all industry sectors. The results of this study will help tourism suppliers to provide total tourism products for family travelers.

The paper serves as the first exploratory research and contributes to methodological advances in the family travel market by combining justice dimension theory, the CIT approach, and more quantitative tools.

This paper proposes an intact framework for building life cycle energy estimation (LCEE), which includes three major energy sources: embodied, operational and mobile.

A systematic review is conducted to summarize the selected 109 studies published during 2012–2021 related to quantifying building energy consumption and its major estimation methodologies, tools and key influence parameters of three energy sources.

Results show that the method limitations and the variety of potential parameters lead to significant energy estimation errors. An in-depth qualitative discussion is conducted to identify research knowledge gaps and future directions.

With societies and economies developing rapidly across the world, a large amount of energy is consumed at an alarming rate. Unfortunately, its huge environmental impacts have forced many countries to take energy issues as urgent social problems to be solved. Even though the construction industry, as the one of most important carbon contributors, has been constantly and academically active, researchers still have not arrived at a clear consensus for system boundaries of life cycle energy. Besides, there is a significant difference between the actual and estimated values in countless current and advanced energy estimation approaches in the literature.

This study aims to examine the differential impact of ride-hailing services (RHS) on private and commercial vehicle ownership from five metropolitan cities in India.

Using vehicle ownership data from five metropolitan cities over period 1991 to 2020, a panel corrected standard errors model was estimated to model the association between RHS and vehicle ownership.

The results indicate that advent of RHS has led to a significant reduction in private vehicle ownership rates and a corresponding increase in addition of intermediate public transport. The net effects of RHS on road congestion and pollution levels need to be studied in detail.

The findings of this study can potentially assist policymakers and mobility planners in efforts to decarbonise and decongest urban transport.

This study sets precedence in analysing the impact of RHS on private and commercial vehicle independently. Further, to the best of the author’s knowledge, this is the first study to examine this association for the city of Delhi and Kolkata.