Effect | Number of cars | Home-to-work distance | Round trip frequency | Profession | Built density | Energy consumption (kWh person−1 × year−1) | |
---|---|---|---|---|---|---|---|
Number of floors | Direct | 0.255 | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 |
Indirect | 0.000 | −0.030 | 0.009 | 0.000 | 0.000 | 0.097 | |
Total | 0.255 | −0 |
0.009 | 0.000 | 0.000 | 0.097 | |
Housing type | Direct | 0.295 | 0.000 | −0.139 | 0.227 | 0.664 | 0.000 |
Indirect | 0.000 | −0.035 | 0.010 | 0.000 | 0.000 | 0.016 | |
Total | 0 |
−0 |
−0 |
0 |
0 |
0 |
|
Income | Direct | 0.425 | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 |
Indirect | 0.000 | −0.050 | 0.014 | 0.000 | 0.000 | 0.161 | |
Total | 0.425 | − |
0.014 | 0.000 | 0.000 | 0.161 | |
Occupancy rate per housing | Direct | 0.000 | 0.130 | 0.000 | 0.000 | 0.000 | 0.000 |
Indirect | 0.000 | 0.000 | −0.037 | 0.000 | 0.000 | 0.076 | |
Total | 0.000 | 0.130 | − |
0.000 | 0.000 | 0.076 | |
Bus rotation | Direct | 0.000 | 0.427 | 0.000 | 0.000 | 0.000 | 0.000 |
Indirect | 0.000 | 0.000 | −0.122 | 0.000 | 0.000 | 0.249 | |
Total | 0.000 | 0.427 | − |
0.000 | 0.000 | 0.249 | |
Distance to centre | Direct | 0.000 | 0.330 | 0.000 | 0.000 | −0.331 | 0.000 |
Indirect | 0.000 | 0.000 | −0.094 | 0.000 | 0.000 | 0.241 | |
Total | 0.000 | 0.330 | − |
0.000 | − |
0.241 | |
Number of cars | Direct | 0.000 | −0.117 | 0.000 | 0.000 | 0.000 | 0.448 |
Indirect | 0.000 | 0.000 | 0.033 | 0.000 | 0.000 | −0.068 | |
Total | 0.000 | − |
0.033 | 0.000 | 0.000 | 0.379 | |
Education level | Direct | 0.000 | 0.000 | 0.000 | 0.000 | 0.111 | 0.000 |
Indirect | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | −0.016 | |
Total | 0.000 | 0.000 | 0.000 | 0.000 | 0.111 | − |
|
Bus frequency | Direct | 0.000 | 0.000 | −0.105 | −0.155 | 0.000 | 0.000 |
Indirect | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | −0.054 | |
Total | 0.000 | 0.000 | − |
− |
0.000 | − |
|
Distance to national road | Direct | 0.000 | 0.000 | 0.000 | 0.000 | 0.252 | 0.000 |
Indirect | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | −0.037 | |
Total | 0.000 | 0.000 | 0.000 | 0.000 | 0.252 | − |
|
Home-to-work distance | Direct | 0.000 | 0.000 | −0.285 | 0.000 | 0.000 | 0.661 |
Indirect | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | −0.077 | |
Total | 0.000 | 0.000 | − |
0.000 | 0.000 | 0.584 | |
Respondent age | Direct | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | −0.119 |
Indirect | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | |
Total | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | − |
|
Round–trip frequency | Direct | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | 0.271 |
Indirect | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | |
Total | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | 0.271 | |
Profession | Direct | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | 0.165 |
Indirect | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | |
Total | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | 0.165 | |
Built density | Direct | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | −0.145 |
Indirect | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | |
Total | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | − |
Effect | P | |||
---|---|---|---|---|
Number of cars | < – - | Income | 0.425 | |
Number of cars | < – - | Number of floors | 0.255 | 0.019 |
Number of cars | < – - | Housing type | 0.295 | 0.004 |
Home-to-work distance | < – - | Distance to centre | 0.330 | |
Home-to-work distance | < – - | Number of bus rotation | 0.427 | |
Home-to-work distance | < – - | Occupancy rate per housing | 0.130 | 0.070 |
Home-to-work distance | < – - | Number of cars | −0.117 | 0.071 |
Built density | < – - | Distance to national road | 0.252 | 0.014 |
Profession | < – - | Bus frequency | −0.155 | 0.032 |
Built density | < – - | Distance to centre | −0.331 | 0.002 |
Built density | < – - | Education level | 0.111 | 0.061 |
Profession | < – - | Housing type | 0.227 | 0.002 |
Round trip frequency | < – - | Housing type | −0.139 | 0.057 |
Built density | < – - | Housing type | 0.664 | |
Round trip frequency | < – - | Bus frequency | −0.105 | 0.149 |
Round trip frequency | < – - | Home-to-work distance | −0.285 | |
Energy consumption (kWh × person−1 × year−1) | < – - | Home-to-work distance | 0.661 | |
Energy consumption (kWh × person−1 × year−1) | < – - | Profession | 0.165 | |
Energy consumption (kWh × person−1 × year−1) | < – - | Round trip frequency | 0.271 | |
Energy consumption (kWh × person−1 × year−1) | < – - | Number of cars | 0.448 | |
Energy consumption (kWh × person−1 × year−1) | < – - | Built density | −0.145 | 0.007 |
Energy consumption (kWh × person−1 × year−1) | < – - | Respondent age | −0.119 | 0.032 |
Variables | N | Variable type | Minimum | Maximum | Average | SD |
---|---|---|---|---|---|---|
Accessibility | ||||||
Outward journey time (min) | 175 | Continuous | 2 | 200 | 20.59 | 18.26 |
Home–work distance (m) | 162 | Continuous | 50 | 18,000 | 2,206.91 | 1,966.96 |
Number of bus rotations | 150 | Continuous | 0 | 3 | 1.20 | 0.556 |
Density | ||||||
Plot ratio* | 139 | Continuous | 0.17 | 1.00 | 0.59 | 0.32 |
Built density* | 139 | Continuous | 0.60 | 3.20 | 2.02 | 0.74 |
Design | ||||||
Distance to centre (m)* | 148 | Continuous | 17.59 | 2,659.18 | 1,219.54 | 696.57 |
Distance from national road (m)* | 151 | Continuous | 25.62 | 2,569.23 | 1,163.83 | 629.94 |
Average number of floors. (n)* | 139 | Continuous | 2.00 | 6.00 | 3.79 | 1.08 |
Block's area (m2)* | 139 | Continuous | 770 | 36.061 | 7,398.83 | 9,150.32 |
Housing type (1: collective, 2: individual) | 184 | Nominal | 1 | 2 | 1.54 | 0.50 |
Distance to public transport | ||||||
Distance to public transport (housing zone) |
173 | Ordinal | 1.00 | 4.00 | 2.3237 | 0.98 |
Distance to public transport (work zone) |
172 | Ordinal | 0.00 | 4.00 | 1.6919 | 0.97 |
Bus frequency | 184 | Continuous | 0.00 | 5.00 | 2.4620 | 1.56 |
Diversity | ||||||
Mixed use index (from 5 to 40)* | 175 | Continuous | 12 | 36 | 24.23 | 5.38 |
Households’ SE characteristics | ||||||
Household's average age* | 42 | Continuous | 16.33 | 43.80 | 27.1681 | 8.44 |
Respondent age | 120 | Continuous | 27 | 70 | 43.95 | 10.82 |
Round-trip frequency | 172 | Continuous | 1 | 4 | 1.66 | 0.51 |
Household's education level | 46 | Continuous | 2.00 | 5.00 | 3.5230 | 0.77 |
Respondent's education level | 174 | Ordinal | 0 | 4 | 3.26 | 1.06 |
Number of cars owned | 184 | Continuous | 0 | 2 | 0.60 | 0.57 |
Profession (1: public, 2: liberal) | 181 | Nominal | 1 | 3 | 1.19 | 0.52 |
Income (from 15,000 to + 60,000 Da) | 181 | Ordinal | 1 | 4 | 2.15 | 0.95 |
Occupancy rate per housing. | 139 | Continuous | 2 | 12 | 5.34 | 1.87 |
Modal share | ||||||
Public transport (TC (1: TC, 0: other) | 184 | Nominal | 0.00 | 1.00 | 0.31 | 0.46 |
Car (1: Voiture, 0: other) | 184 | Nominal | 0.00 | 1.00 | 0.26 | 0.44 |
Walking (1: MAP, 0: other) | 184 | Nominal | 0.00 | 1.00 | 0.42 | 0.49 |
Means of commuting | ||||
---|---|---|---|---|
Car | Bus | |||
Fuel type | Diesel | Petrol | LPG | Diesel |
Consumption (L × km−1) | 0.063 |
0.075 |
0.075 |
0.2 |
Rate of occupation per vehicle | 1.27 |
1.27 |
1.27 |
28 |
Density (Tonne/m3) | 0.825 |
0.735 |
0.55 | 0.825 |
Conversion factor 1 (T fuel – >Toe) |
1,015 | 1,054 | 1,084 | 1,015 |
Conversion factor 2 (Toe – >KWh) | 11,630 |
|||
Consumption KWh × km−1 | 0.61 | 0.68 | 0.52 | 1.95 |
Consumption KWh per person per Km per one-way trip | 0.48 | 0.53 | 0.41 | 0.07 |
Consumption KWh per person per Km per year (225 day) | 108 | 119.25 | 92.25 | 15.75 |
df | c2 | Probability level | RMSEA | NFI | CFI | |
---|---|---|---|---|---|---|
Commuting energy consumption model | 53 | 47.785 | 0.677 | 0.000 | 0.948 | 1.000 |
Authors | Country | Period | Data sources | Study scale | Sensitivity analysis method | Sample size | Mobility type | drivers | explanatory power of the modal | |||
---|---|---|---|---|---|---|---|---|---|---|---|---|
C | S | L | SE | BE | ||||||||
Belgium | 2000–2001 | Survey on behaviour of travellers in Ghent on people aged 18 and over. | City | SEM | 2,500 households | × | × | × | × | × | ||
UK – Wales | 1961–1991 | Aggregated data from Ecotec project (1993). | National | Interpolation from data from Ecotec project (1993). | Ecotec project sample (1993) | × | × | × | × | – | ||
California | 2001 | National Household Transportation Survey. Aggregate data. | National | SEM | 2,079 households | × | × | × | × | × | ||
Massachusetts, USA | 2011 | Deducted by detecting signal of mobile phones carried out by AirSag. | Metropolitan area | Multiple linear regression | 1,101 households | × | × | × | × | × | ||
32 cities of different countries | 1980 | Collection of fuel consumption data and calculation of density excluding rural areas. Urban planning agency of different countries. Aggregate data. | City | Bivariate correlation analysis | 32 cities | × | × | × | × | × | / | |
USA | 2003 | Data collected from Highway Statistics. Department of Commerce. | National | SEM | 370 urban areas | × | × | × | × | CFI (>0: 900) 0.969 |
||
USA | 1990–1991 | Bay Area Travel questionnaire survey. | Neighbourhood | Binary logistic regression | 2 Neighbourhoods: 620 households for non commuting. And 840 households for commuting | × | × | × | × | × | Pseudo |
|
NY, USA | 1997/1998 | Household survey | Metropolitan area | SEM | 2,089 trips | × | × | × | ||||
UK | 1970–1995 | Surveys of family spending. | National | Semi-logistic regression | 256 pseudo panels | × | × | × | × | × | ||
Netherlands | 1996 | National Mobility Survey in the Netherlands | National | Multinomial logistic regression | 70,000 households | × | × | × | × | × | ||
Baltimore USA | 2001 | Household survey | Metropolitan area | SEM | 3,519 households | × | × | × | / | |||
China and Netherlands | 2008 | Household survey on mobility in both countries. | City | Multiple linear regression | 2,989 respondents for 10 districts in China and 1,322 respondents for Randstad. | × | × | × | × | × | China: |
|
California (US) | 2003 | E-mail questionnaire carried out on eight neighbourhoods. | District in metropolitan area | Linear regression | 1,466 respondents | × | × | |||||
Oslo, Borway | 2003 | Questionnaire distributed by mail. | Regional | linear regression | 650 for daily trips, 778 for leisure travel, <100 respondents per zone (eight zones selected for the study). | × | × | × | × | |||
42 countries | 1995 | Millennium Cities Database for Sustainable Transport (1999) for 100 countries. And car occupancy from Mobility in Cities database (2006). | Cities | Linear regression | 84 cities | × | × | × | × | |||
Seatle, USA | 2006 | Questionnaires/Puget Sound Regional Council | Metropolitan area | Regression modelling | 10,510 respondents of 4,741 households. | × | × | × | × | / | ||
San Francisco, USA | 1994 | Questionnaire, And land use information is obtained from the Metropolitan Transportation Commission. | Neighbourhood | Multiple linear regression | 5 Neighbourhoods, 640 respondents, | × | × | × | × | |||
Netherlands | 1996 | National Mobility Survey conducted by telephone interview and questionnaire | Regional | Binary logistic regression | Commuting: 2,326 |
× | × | × | × | × | ||
China | 2007 | Questionnaires | Neighbourhoods | Logistic regression | 60 households, 699 trips of 10 neighbourhoods. | × | × | × | × | × | Pseudo |
|
Montréal, Canada | 2003 | Origin-destination survey, | Neighbourhoods | Linear regression | 17,000 trips | × | × | × | SE: |
|||
Belgium | 2001 | 2001 SE survey | National | Multiple linear regression | 966.247 respondents. | × | × | × | ||||
Hangzhou, China | 2005 | Qualitative interview and questionnaire in 40 urban areas. | Urban zone | Multiple linear regression | 28 interviews |
× | × | × | ||||
Hangzhou, China and Copenhague, Danemark | 2005 | Interview and questionnaire | Regional | Linear regression | 1932 et 3150 questionnaire | × | × | × | Copenhague |
|||
Shanghai, China | 2001 | Questionnaires | Neighbourhood | Multiple logistic regression | 1,709 respondents in 4 Neighbourhoods | × | × | × | × | Pseudo |
||
Zhongshan, China | 2010 | Questionnaires | Neighbourhoods | Linear regression | 25,618 respondents | × | × | × | × | × | Pseudo |
|
Algiers, Algeria | 2004 | Household survey conducted by an organisation | City | Linear regression | 1,200 respondents | × |
Commuting energy consumption (KWh × person−1 × year−1) | |||
---|---|---|---|
Correlation | Sig | No. | |
Home-work distance (m) | 0.561 |
0.000 | 162 |
Outward journey time (min) | 0.035 |
0.661 | 163 |
Number of bus rotations | 0.247 |
0.004 | 136 |
Built density | −0.135 |
0.133 | 125 |
Plot ratio | −0.120 |
0.184 | 125 |
Housing type (1: collective, 2: individual) | −0.153 |
0.051 | 164 |
Distance from national road (m) | 0.256 |
0.003 | 136 |
Distance to centre (m) | 0.280 |
0.001 | 133 |
Block's area (m2) | 0.224 |
0.012 | 125 |
Average number of floors | 0.143 |
0.112 | 125 |
Mixed use index | −0.049 |
0.545 | 156 |
Distance to public transport (housing zone) | −0.152 |
0.059 | 154 |
Distance to public transport (work zone) | −0.145 |
0.064 | 164 |
Round trip frequency | 0.118 |
0.141 | 156 |
Profession (1: public, 2: liberal) | 0.169 |
0.031 | 163 |
Respondent age | −0.265 |
0.005 | 109 |
Respondent's education level | 0.107 |
0.183 | 156 |
Household's education level | 0.102 |
0.541 | 138 |
Income | 0.136 |
0.082 | 163 |
Household's average age | −0.307 |
0.064 | 137 |
Number of cars owned | 0.379 |
0.000 | 163 |
Occupancy rate per housing | −0.073 |
0.418 | 126 |
Minimum | Maximum | Average | SD | |
---|---|---|---|---|
Home-to-work distance | 50 | 18,000 | 2,206.91 | 1,966.96 |
Daily consumption (kWh × person−1) | 0.00 | 3.60 | 0.4853 | 0.788 |
Annual consumption (kWh × person−1 × an) | 0.00 | 810.00 | 109.1854 | 177.31 |