Hiroaki Shirayanagi, Yukisada Kitamura (p)

In Japan, the accumulation of the enormous social capital infrastructure is quickly becoming a crisis due to the low birth rate and aging population. To secure a comfortable civic life, we must advance the argument to minimize the expense of renewal and maintenance of infrastructure while maintaining the current service level. However, in small enterprises, a quantitative verification is lacking, making it difficult to plan and perform the renewal and the maintenance of the sewerage systems from a long-term viewpoint while ensuring the present service level. In this study, we quantitatively show the renewal and maintenance methods and cycle periods of pipelines considering asset management of the sewerage systems. First, we propose the deterioration probability per the standard length as a unified point of view in the sewerage pipes. Comparing the standard possibility to the deterioration probability per the sewerage pipe, we can grasp the deterioration conditions of the sewerage pipelines. In addition to these deterioration’s indexes, we propose renewal and re-survey rules about the follow-up period and repair cycle for the renewal and maintenance based on the possibility of severe structural degradation. Using practical applications of the renewal rules, we quantitatively show that the cycle can be extended, decreasing the maximum repair length per year and extending the repair length in this renewal project.

Aliasghar Mehdizadeh Dastjerdi (p), Sigal Kaplan, João António de Abreu e Silva, Francisco Camara Pereira

An advanced real-time multimodal travel planner (RMTP) is developed in Copenhagen with real-time information, integration of CO2 emissions data, and a registration option to create a customize account with preferred travel plans, bicycle and parking availability and advance booking possibilities. The RMTP enables registration to an environmental loyalty program, “the more environmental-friendly you are, the more bonus points you earn” to win free parking or transport tickets. The loyalty program is envisioned to create a better user experience through intrinsic value: “BE BETTER” (making healthier travel choice), “DO BETTER” (carbon level reduction), “FEEL BETTER” (being rewarded for eco-friendly behavior) and “LOOK BETTER” (sharing the information regarding the saved carbon emissions through social media). The benefit of the loyalty program for authorities and operators is the possibility to retrieve information for strategic planning, traffic management, and promotion of pro-environmentally travel behavior. However, the opportunity of registering for the loyalty program is possible when the users create an individual account, login and allow the operator to track their modal choices, travel time and itineraries. In this context, internet/information privacy concerns might deter the registration to the loyalty program.
This study focuses on motivators and barriers for registering for the loyalty program proposed for the RMTP. We ask “how do Internet Privacy Concern (IPC), environmental attitude, and perceived transit resilience affect participation intentions in the loyalty program?” We use the conceptualization of IPC inventory regarding data collection, secondary usage, errors, improper access, control, and awareness. We assess environmental attitudes with the Environmental Attitude Inventory (EAI): nature enjoyment, support for interventionist conservation policies, environmental activism, confidence in science and technology, personal conservation behavior, eco-centric concern, and climate change risk perception. We measure transit resilience by adapting the Community Resilience Assessment Measure (CRAM) to the context of transit systems. The constructs include leadership, collective efficacy, preparedness, place attachment and social trust. Understanding the notion of community resilience could help in alleviating social-trust barriers to technology use. The empirical data analysis is based on a web-based survey exploring the intentions to use the new royalty program of the RMTP, the EAI, IPC and CRAM. We collect the data in Denmark and Portugal via academic, municipal and social networks targeting 1,000 people. Socio-economic information and travel habits are control variables. The questionnaire items and the observed individual characteristics lead to the formulation of a structural equation model (SEM) to test the hypothesized behavioral framework.

Ravid Luria (p), Kira Hyldekær Janstrup

In emerging cycling regions, cyclists are forced to share the road with motorists because the development of cycling infrastructure is lagging behind. The road-sharing experience is associated with tension, anxiety and frustration leading to negative safety perceptions, which serve as barriers to the wide-scale cycling.
This study focuses on understanding how cyclists’ perceptions regarding driver’s emotions, behavior, and reactions to cyclists affect cyclist willingness to share the road . The behavioral approach is the Symbolic Interaction Theory, conceived by George Herbert Mead, and Exchange Theory. Both approaches describe the nature of social interactions underlying behavior. In the process of social interaction, self-concepts as behavioral motivators develop through taking the “role of others” as a “looking-glass” of self-idea. Namely, individuals behave in social environments according to their perceptions of the self and others. A web-based survey among 500 cyclists in Israel serves as the basis for data analysis. Israel is an emerging cycling country with growing numbers of cyclists and scarcity of dedicated cycling infrastructure. The authorities are keen at encouraging cycling and some cycling infrastructure projects were recently developed, as the Tel-Aviv shared bicycle system, or underway as the Tel-Aviv cycling superhighways. Nevertheless, the number of cyclists is rapidly growing and the current cycling infrastructure is insufficient for accommodating the rapid growth, generating many road conflicts and cycling safety incidents. In such a context, encouraging an empathic and welcoming social environment is an important step towards maintaining the growing cycling rates. The questionnaire elicits demographic information (e.g., gender, age, family status, cycling experience, and involvement in cycling safety incidents), cycling habits (i.e., distance, frequency, purpose, time-of-day, bicycle type, location), positive and negative emotions of cyclists and drivers sharing the road (e.g., anxiety, alertness, happiness), and perceived distracted, risky, aggressive, angry or patient cycling and driving styles when sharing the road. As dependent variables, the survey elicits the choice to cycle on shared infrastructure in urban and inter-urban environments. The data is analyzed by means of structural equation models since they are the most suitable to combine observed socio-economic characteristics and latent constructs.
The results, namely understanding the nature of social interactions and their inflictions on road user behaviors, provide insights that can be used by policy makers, transport and urban planners, to create a physical and social urban environments that promote cycling through decreasing social friction and encouraging empathic road behavior and conflict management.

Sigal Kaplan (p), Ilan Salomon, Matan Singer, Ori Nachmani, Carlo Prato

Civil society organizations (CSOs) have become increasingly prominent in promoting road safety and shaping an alternative agenda to the use of the private vehicle. CSOs mobilize population and policy makers towards creating a critical mass that encourage social dynamics towards a self-sustaining and growing rate of behavioral change. According to Roger's diffusion model, the diffusion of a technology, a product, a service or a behavior propagates through the population from the early adopters to the majority. The 'critical mass' is number of early adopters which serve as the tipping point towards large-scale adoption.
The current study addresses the willingness-to-participate in the activities of transport-related CSO's and the willingness for behavioral change. The participation includes reading newsletters, donating money, participating in public events and getting involved in media campaigns etc. Behavioral change consists of driving safely, using shared-rides, using public transport, cycling and walking. The research hypothesizes that the depth and breadth of participation is related to thematic interest and the strength of CSO's. We evaluate the strength of transport-related CSO's according to four dimensions suggested by Malena and Heinrich (2007): structure (diversity of opinions, organization, inter-relations and resources), environment (relations between CSOs, policy makers and the private sector), values (transparency, tolerance, non-violence, social equity and environmental sustainability) and impact (influencing public policy, empowering citizens, meeting societal needs). The activity of CSOs is also evaluated in four main spheres of influence that are essential for behavioral change: infrastructure, social climate, institutions, and economics. The evaluation of the transport-related CSOs is relative. Namely considering individual judgement, the most favorable CSO of an individual is evaluated compared to the least favorable CSO by the same individual. To represent actual willingness-to-donate, we raffle a prize that can be donated by the respondents. To empirically validate the conceptual framework we administer an internet-based survey among 1,000 individuals through CSO, social and academic networks. The data is analyzed by means of structural equation models in order to incorporate both latent and observed variables.
The results provide an indication regarding the role of transport-related CSOs such as cycling and road safety advocacy groups have in changing people's travel behavior. The results serve as guidelines for CSOs to increase their effectiveness among the general public and to create sufficient social support for their activities to mobilize policy makers.