Distributional characteristics and influencing factors of tolerance threshold of commuting time for car users

He, Mingwei; Cun, Yipeng; Shi, Zhuangbin; He, Baohong

doi:10.3724/sp.j.1249.2021.04340

Cited by 2 publications

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“…These three statistics are consistent with the data obtained by other researchers. Relevant studies have shown that the ICT is concentrated on 10 to 20 min ( 20 , 33–35 ), while the acceptable or tolerable commute time is mainly distributed between 30 and 40 min ( 11 , 12 , 19 , 26 , 36 ). The average ICT, ACT, and TTCT in Kunming in 2014 were 18.6 min, 28.7 min, and 37.4 min, respectively ( 8 ).…”

Section: Discussionmentioning

confidence: 99%

Exploring the Nonlinearity of Commute-Time Utility Considering Individual Ideal Preferences and Tolerance ThresholdsC: ase Study in Kunming

Yang

et al. 2023

Transportation Research Record: Journal of the Transportation R

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Exploring the nonlinearity of commute-time utility is useful in predicting urban travel demand. However, existing studies assume that commute utility decreases linearly with commute time. This ignores the influence of commuters’ ideal preferences and tolerance thresholds on commute utility. To reveal the nonlinear variation of commute utility with commute time and its influence on the choice of commute mode, the ideal commute time (ICT) and the tolerance threshold for commute time (TTCT) were introduced. Three-piecewise linear utility models (Models 2, 3, 4) were constructed and compared with the linear utility multinomial logit model (Model 1). The results of empirical study showed that: (a) the goodness of fit of these three modified models is higher than that of Model 1, indicating that the fitting effect of the commute-time utility model can be improved with either or both the ICT and TTCT; (b) there is a nonlinear relationship between the commute utility and the commute time. The commute-time utility decreases slowly before ICT, declines steadily between the ICT and the TTCT, and falls significantly after TTCT; and (c) when the commute time exceeds the TTCT, the perceived utility of commuters traveling by walking or cycling decreases significantly, and there are few changes in the perceived utility of commuters by car, which increases the probability that commuters who use active modes will transfer to commuting by car. The research results have implications for improving the prediction capacity of commute mode choice model and could guide commuters to switch to more sustainable commute modes.

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Section: Discussionmentioning

confidence: 99%

Exploring the Nonlinearity of Commute-Time Utility Considering Individual Ideal Preferences and Tolerance ThresholdsC: ase Study in Kunming

Yang

et al. 2023

Transportation Research Record: Journal of the Transportation R

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“…Subsequently, the relevant literature on the positive utility of an ideal commuting time and the negative utility of an acceptable (tolerable) commuting time emerged [50][51][52][53][54]. The ideal commuting time (ICT) reflects commuters' preferences for commuting times; people's ICTs are mainly around 10-20 min [55,56], while the tolerance threshold for commuting times (TTCT) reflects commuters' tolerance of commuting times; people's TTCTs was 30-40 min [57,58]. The researchers asked the respondents to evaluate their satisfaction with different hypothetical commuting times; they found that the commuting satisfaction increased before an HCT of 15 min, while it dropped sharply after 30 min, showing significant nonlinear distribution characteristics [36,40,42].…”

Section: Literature Reviewmentioning

confidence: 99%

“…An option that matched the respondent's attitude reflection from five satisfaction options (very satis-fied, satisfied, neutral, dissatisfied, and very dissatisfied) was chosen. The first scenario had a commuting time of 0 min, with an additional note that it meant "telecommuting"; the second scenario had a commuting time of 15 min because people's ICTs were concentrated in the range of 10-20 min [41,50,55,56]; therefore, setting the items in this way was helpful for analyzing the changes in commuting satisfaction around the ICT; the commuting times of the third and fourth scenarios were 30 and 45 min, respectively, because the respondents' acceptable or tolerable commuting times were mainly concentrated in the range of 30-45 min [36,42,57,58], and the context set in this way helped to reveal the changing characteristics of commuting satisfaction when the commuting time approached or exceeded the TTCT. To analyze the impact of long or extreme commuting [66][67][68][69] on commuting satisfaction, the last two scenarios of commuting times of 60 and 75 min were also set.…”

Section: Commuting Satisfactionmentioning

confidence: 99%

“…When the ACT is close to the ICT, the perceived satisfaction of commuters is better [41,43,78]. While the TTCT reflects commuters' tolerance of commuting times [57,58], When the ACT approaches or even exceeds the TTCT, the negative motions of commuters significantly increase [54], which leads to a sharp satisfaction decrease [40,42]. In addition, the advantage of clustering respondents in this way is that it not only reflects the relationship between the actual commuting time and commuting satisfaction, but also helps to reveal the specific impact of respondents' subjective commuting-time boundary points on commuting satisfaction.…”

Section: Group Differences In the Nonlinear Relationships Between Com...mentioning

confidence: 99%

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Exploring the Group Difference in the Nonlinear Relationship between Commuting Satisfaction and Commuting Time

Yang

2022

Sustainability

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Analyzing commuting-time satisfaction could help to improve the subjective well-being of society. This study aimed to explore the nonlinear relationship between commuting satisfaction and commuting times in different groups and its influencing factors. An empirical study was conducted in Kunming, China. Firstly, applying a random forest algorithm revealed that there was a nonlinear relationship between commuting satisfaction and commuting time. Secondly, the k-means clustering algorithm was used to divide the respondents into three types of commuter: short-duration-tolerant (group 1), medium-duration-tolerant (group 2), and long-duration-tolerant (group 3). It was found that the commuting-time satisfaction of these three clustered groups had different threshold effects. Specifically, the commuting satisfaction of group 1 showed a nonlinear downward trend, which decreased significantly at 12 and 28 min, respectively; the commuting satisfaction of group 2 rapidly decreased at 35 min; the commuting satisfaction of group 3 first increased in the range of 20–30 min, decreased significantly after 45 min, and decreased sharply above 70 min. These time thresholds were consistent with the ideal commuting times (ICTs) and tolerance thresholds of the commuting times (TTCTs) of the three clustered groups, which indicates that the ICT and TTCT had significant effects on commuting satisfaction. Lastly, the results of the multinominal logistic model showed that variables such as the commuting mode, job–housing distance, income, and educational background had significant effects on the three clustered groups. The policy implications of the study are that commuting circles should be planned with the TTCT as a constraint boundary and ICT as the optimal goal; in addition, different strategies should be adopted for different commuting groups to improve commuting satisfaction.

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Distributional characteristics and influencing factors of tolerance threshold of commuting time for car users

Cited by 2 publications

References 0 publications

Exploring the Nonlinearity of Commute-Time Utility Considering Individual Ideal Preferences and Tolerance ThresholdsC: ase Study in Kunming

Exploring the Nonlinearity of Commute-Time Utility Considering Individual Ideal Preferences and Tolerance ThresholdsC: ase Study in Kunming

Exploring the Group Difference in the Nonlinear Relationship between Commuting Satisfaction and Commuting Time

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