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Nonstandard ridehail use in Austin
Journal of Transport Geography ( IF 5.899 ) Pub Date : 2020-06-01 , DOI: 10.1016/j.jtrangeo.2020.102746
Mickey Edwards

Abstract Ridehailing quickly proliferated by geography and socioeconomic status following the 2012 introduction of UberX and Lyft, but did that proliferation extend to higher-priced, nonstandard-vehicle trips? What explains nonstandard ridehail use, who uses it, and where are they going? RideAustin trip-level data, land-use codes, ACS block groups, and parking data are analyzed using GIS and statistical software to find out. Results imply the nonstandard-vehicle, RideAustin traveler varied from the standard-vehicle traveler in several important socioeconomic ways, including access to a car, household income, race/ethnicity, age, education, and neighborhood trips per capita. About 47% of nonstandard-vehicle trips were made in neighborhoods with the highest carless household rate, and 40% of those were made in SUVs. Better tips and higher star ratings imply standard-vehicle passengers had a higher level of satisfaction compared to nonstandard-vehicle passengers. Policy recommendations are made to incentivize carpooling in these extra-capacity vehicles through subsidies.

中文翻译:

奥斯汀的非标准乘车使用

摘要 在 2012 年推出 UberX 和 Lyft 后,乘车服务因地理位置和社会经济地位而迅速激增,但这种激增是否会扩展到价格更高的非标准车辆出行?什么解释了非标准的乘车使用、谁使用它以及他们要去哪里?RideAustin 行程级别数据、土地使用代码、ACS 块组和停车数据使用 GIS 和统计软件进行分析以找出答案。结果表明,非标准车辆、RideAustin 旅行者在几个重要的社会经济方面与标准车辆旅行者不同,包括获得汽车、家庭收入、种族/民族、年龄、教育和人均邻里旅行。大约 47% 的非标准车辆出行是在无车家庭率最高的社区进行的,其中 40% 是在 SUV 中进行的。更好的小费和更高的星级意味着与非标准车辆乘客相比,标准车辆乘客的满意度更高。提出了政策建议,通过补贴来激励这些额外容量车辆的拼车。
更新日期:2020-06-01
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