Het wordt steeds belangrijker om vanuit een breder perspectief naar mobiliteits-vraagstukken te kijken. Dit houdt in dat we niet alleen kijken naar de impact van beleidsmaatregelen op bijvoorbeeld het fileprobleem, maar een goede afweging moeten maken tussen maatregelen aan de hand van de effecten op alle vier dimensies die in het kader van brede welvaart genoemd worden: bereikbaarheid, leefbaarheid, veiligheid en gezondheid. Daarbij is het ook van belang om zowel de effecten op de korte, middellange en lange termijn in ogenschouw te nemen én te kijken naar zogenaamde verdelingseffecten. Dit laatste heeft betrekking op de groepen die wel of niet profiteren van bepaalde beleidsmaatregelen. In deze paper is gekeken naar deze verdelingseffecten met behulp van data uit het Landelijk Reizigersonderzoek van het Ministerie van Infrastructuur en Waterstaat. Dit onderzoek wordt sinds 2019 jaarlijks uitgevoerd onder een representatieve steekproef van de Nederlandse bevolking van 18 jaar en ouder. De grootte van de steekproef (N=10.000 tot 12.000) maakt het mogelijk om diverse uitsplitsingen naar achtergrondkenmerken te onderzoeken. Voor bereikbaarheid hebben we ingezoomd op de subjectieve bereikbaarheid (hoe denken mensen zelf over de bereikbaarheid van voorzieningen), voor leefbaarheid op het parkeren bij de woon- en werklocatie, voor veiligheid op de invloed op de vervoerwijzekeuze van de ervaren veiligheid op de fietsroute van en naar het werk en voor gezondheid op de beweegnorm in het woon-werkverkeer. Bij elke indicator zijn uitsplitsingen gemaakt naar leeftijd, opleidingsniveau en stedelijkheid van de woonlocatie. We vinden voor alle indicatoren significante verschillen op deze kenmerken. Zo beoordelen ouderen de bereikbaarheid van voorzieningen hoger dan jongeren en voldoen werknemers die wonen in zeer sterk stedelijke gebieden en gebruik maken van actieve vervoerwijzen voor het woon-werkverkeer vaker aan de beweegnorm in vergelijking met inwoners van minder sterk stedelijke gebieden. Deze analyses en de gevonden verschillen tonen het belang van het meenemen van verdelingseffecten in de afweging van beleidsmaatregelen aan. Ook laten de analyses zien dat instrumenten zoals het landelijk reizigersonderzoek geschikt zijn om deze effecten in kaart te brengen. Wel zijn nadere analyses nodig om de gevonden verschillen beter te kunnen duiden en verklaren. @en

In this paper, we study the deployment potential of automated minibuses (AmBs) on the first-mile part of public transport (PT) trips or short (sub)urban commutes by comparing “regular” (fixed route and fixed schedule) and “flexible” (door-to-door and on-demand) service types. For reaching that goal, we run a stated choice experiment in the Netherlands. The participants have assessed the referred two AmB alternatives compared to their current travel mode (car, PT, or active modes (AM) – bicycle and walking) used as the main mode for unimodal travellers or as access travel mode to transit lines for multimodal travellers. The results of a joint mixed logit model estimation based on data obtained from Dutch travellers show that there are similarities and differences in the preferences for the AmBs service type within and between the segments of travellers (car, PT, and AM) and that these are mostly in instrumental variables (cost and time) and attitudes. Current PT users prefer the flexible service to regular service based on their perception of in-vehicle travel time and waiting time, while current users of car and AM do not show a difference in preference between the two services concerning these variables. Moreover, their perception of in-vehicle travel time and waiting time is not significantly different from PT users’ perception of those variables in the regular service. This may mean that for non-PT users (car and AM), AmB’s flexibility of door-to-door transport is not seen as offering a significant advantage over what they think about public transport. When looking at the preferences of potential users explained by underlying psychological factors, we conclude that a positive attitude towards riding in AmBs is a significant factor in all three segments of travellers. Trust, usefulness, and enjoyment in using AmBs are important prerequisites for car and PT users to choose either service type. The experience with technology positively influences the preferences of current PT users for both AmB services.@en

In the Netherlands, one of the main goals of the Ministry of Infrastructure and Water Management is to increase accessibility and, at the same time, to reduce the negative externalities created by transport, such as congestion and greenhouse gas emissions. Within the Ministry, there was a clear need for a national and integrated monitoring instrument to measure the impact of policy measures on travel behaviour. To satisfy this need, we carried out a national traveller survey in 2019, 2020 and 2021. This paper describes some of the results of these surveys. Annual analyses include the trends in car ownership and mode choice for different purposes, with particular attention to commuting behaviour. It appears that travel time, convenience and flexibility play an important role in mode choice. Travel costs are less important and COVID-19 did not play a decisive role. It appears that free parking or availability of parking space has the most considerable impact on car use for commuting. In October 2019, employees travelled on average 3.8 days per week to work. In October 2020, mainly because of COVID-19, this number decreased to 2.9 travelling days and in October 2021, the number of travelled increased to 3.1. We examined the relationship between changes in car use for commuting between 2019, 2020 and 2021, and external developments in living and working, changes in the level of service of different transport modes and policy measures, both by the government and by employers. In addition, we investigated the influence of the COVID-19 pandemic on car use for commuting and this appeared to be an important factor, although external factors also play an important role. Finally, we estimated the effect of these changes in car use for commuting on congestion and CO2 emissions.@en

In the Netherlands, one of the main goals of the Ministry of Infrastructure and Water Management is to increase accessibility and, at the same time, to reduce the negative externalities created by transport, such as congestion and greenhouse gas emissions. Within the Ministry, there was a clear need for a national and integrated monitoring instrument to measure the impact of policy measures on travel behaviour. To satisfy this need, the national traveller survey was carried out in 2019 and 2020. This paper describes some of the results of the 2019 and 2020 surveys. Annual analyses include the trends in car ownership and mode choice for different purposes, with particular attention to commuting behaviour. It appears that travel time, convenience and flexibility play an important role in mode choice. Travel costs are less important and COVID-19 did not play a decisive role. In October 2019, employees travelled on average 3.8 days per week to work. In October 2020, mainly because of COVID-19, this was decreased to 2.9 travelling days. We examined the relationship between changes in car use for commuting between 2019 and 2020, and autonomous developments, changes in the level of service of different transport modes, policy measures, both by the government and employer. In addition, we investigated the influence of the COVID-19 pandemic on car use for commuting. It appears that free parking or availability of parking space has the most considerable impact on car use. In addition, COVID-19 was an important reason for changes in commuting by car. Finally, we estimated the effect of these changes in car use for commuting on congestion and CO2 emissions.@en