Дисертації з теми "Travel habit"

If travel choices are made habitually in specific contexts, rather than deliberately, then, when these contexts change (e.g. with moving house), do travellers deliberate over travel choices and, perhaps, make changes? This thesis investigates this idea (the Habit Discontinuity Hypothesis: Verplanken, Walker, Davis, & Jurasek, 2008). Key literature was reviewed and some important research questions identified. To obtain rich, descriptive information about these experiences, a purposive sample (N = 29) of commuters were interviewed. Thematic analysis of these accounts identified two principal themes: choice factors (reasons for travel choices) and experience of travel. Neither habitual travel-choices nor habit discontinuities were described. Instead, participants identified familiar journeys (on frequently-travelled routes) as habitual and life- events as leading to travel-choice change only when impacting travel goals. Two studies investigated university-student travel-mode choice before and after they moved from one term-time accommodation to another. In each study, a group whose accommodation changed was compared to another group whose accommodation didn't change. Both studies showed a small association between moving accommodation and changing travel behaviour (to or from walking to the university). This association was statistically mediated by (a) prior planning and (b) living with new housemates. Automaticity also changed amongst movers as anticipated. However, evidence with respect to the role of values, ease/difficulty of change and self-regulation failure/ competing priorities with change was inconclusive. There was also no clear evidence that changes in walking distance with residential relocation accounted for change in walking behaviour with residential relocation. These findings are discussed with respect to the habit discontinuity hypothesis, as well as other interpretations.

The car is the most popular travel mode in the UK, but reliance on the car has numerous negative effects on health, the economy, and the environment. Encouraging sustainable travel mode choices (modal choice) can minimise these problems. To promote behaviour change, psychologists have an interest in understanding modal choice. Historically, modal choice has been understood as a reasoned and rational decision that requires a conscious assessment of thoughts and attitudes: but evidence suggests this approach has limitations when promoting behaviour change. Alternatively, processes that are automatically enacted, without conscious effort, can have an influence on thought and behaviour. Two automatic processes in particular have been proposed as useful factors when considering modal choice: habit and affect. Habits are behaviours that are learned over time in stable contexts, have become automatic, and moderate the link between intentions and behaviour. Affect is an automatically positive or negative sensation, which can influence consciously accessed attitudes and perceptions. This thesis explores these two automatic concepts in travel mode choice, with the aim of applying the concepts to promote sustainable travel. Using a mixed-methods approach, initial exploratory work used qualitative and quantitative methods to define how people construct affective responses to modal choice, and whether certain travel modes are more automatic than others. The exploratory work inspired three investigations: modelling the influence of automatic and reasoned decisions to use a travel mode, measuring automatic and implicit environmental preferences, and illustrating how changing the context of routines can increase use of available information. Exploratory and investigative results are then applied in the creation of the UK’s first Walking Network, a series of walking routes designed to deliver targeted information and knowledge to promote walking. This thesis concludes that automatic influences are beneficial factors when considering modal change interventions.

The purpose of this thesis was to develop an understanding of active school travel and to investigate the effects of a school-based intervention within the context of an extension of the theory of planned behaviour (Ajzen, 1985, 1991). Specifically, the focus was on understanding the role of habit and cognition in guiding intention and behaviour. This focus was addressed in four studies. The first two studies addressed measurement issues in this area: Study 1 examining the validity and reliability of the Self Report Habit Index (SRHI; Verplanken & Orbell, 2003) as a measure of habit and study 2 examining the validity of a measure of active travel cognition. The third study examined the theory of planned behaviour and the role of habit in predicting active school travel intention and behaviour. Finally, the fourth study examined the effect of a school-based active travel intervention, the Travelling Green resource, at changing these constructs. The findings from the research in this thesis emphasised the importance of both cognition and habit in the prediction of behaviour. However, the ability to change these constructs through the Travelling Green resource was not demonstrated. The implications of these findings in terms of direction for future research and practice are discussed in the final chapter of this thesis.

Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2008.
Includes bibliographical references (p. 183-190).
The baby boomer generation is an unprecedented demographic of 78 million Americans, now entering retirement. Living mostly in suburbs and dependent on private vehicles for nearly all travel needs, boomers face increasing mobility challenges as they age. Evidence suggests that walkable and social neighborhoods are important in sustaining independence and good health during later life. Age-restricted communities may offer a social and physical environment that supports an active lifestyle. I use a travel survey to investigate local activity and sociability in age-restricted communities and unrestricted typical neighborhoods in suburban Boston. I explore three techniques to account for residential self-selection, attempting to isolate the true effect of neighborhood location from personal preferences. Controlling for income, retirement and other factors, residents of restricted communities are more active than residents of typical suburbs, with more people making trips on foot and to visit neighbors. Boomers appear to select age-restricted locations to fulfill latent desires to make trips to neighbors, whereas increased walking in the same communities does not appear to be a result of self-selection. The association between age-restricted communities and increased activity suggest that these developments have lessons for better suburban environments. How the communities influence activity is not understood: in models, measures of urban form are not significant, though these developments appear to have different layouts from typical neighborhoods. More detailed analysis and additional data collection may provide a clearer assessment of the role of different neighborhood features in influencing boomer travel habits.
by Francis Hebbert.
M.C.P.

Den hållbara samhällsutvecklingen hotas av att människor i samband med globaliseringen reser allt mer. Ett ökat behov av att resa har resulterat i större mängder växthusgasutsläpp som i sin tur har en negativ påverkan på klimatet. Förbränning av fossila bränslen står idag för den största andelen utsläpp av växthusgaser i relation till den totala mängden utsläpp i Sverige. De klimatpåverkande utsläppen från vägtrafiken har från och med år 2010 minskat med 18 procent, men för att nå Regeringens uppsatta klimatmål måste utsläppen fortsatt minska med åtta procent varje år fram till år 2030. I linje med Regeringens klimatmål krävs en samhällsomställning med mål att minska transportsektorns koldioxidutsläpp.   I denna studie läggs fokus på begreppet hållbart resande med syftet att kartlägga studenters resvanor till och från Högskolan i Gävle och dessutom se över vilka behov, möjligheter och hinder som studenterna upplever i samband med val av transportslag vid resor till och från Högskolan. Detta för att vidare kunna presentera åtgärdsförslag vilka ska främja ett mer hållbart resande. För att kartlägga studenternas resvanor utfördes en kvantitativ enkätundersökning. Enkäten besvarades av 106 studenter på Högskolan i Gävle och var indelad i sex olika delar. Den första delen bestod av grundläggande frågor såsom ålder och kön. I den andra delen kartlades studenternas förutsättningar för ett hållbart resande till och från Högskolan. Den tredje delen berörde studenternas faktiska resvanor till och från Högskolan. Den fjärde delen avsåg undersöka studenternas möjligheter och hinder. I den femte delen behandlades digital undervisning och huruvida studenternas skulle föredra detta. Den sjätte och sista delen avsåg kartlägga deltagarnas attityd gentemot miljöproblem för att se om det fanns ett samband mellan attityderna och studenternas val av transportmedel.    Resultatet av enkätundersökningen visade att studenterna i genomsnitt reste 25,2 kilometer från sin bostad till Högskolan. De flesta deltagarna valde transportslaget kollektivtrafik som det primära transportslaget under vinterhalvåret. Under sommarhalvåret valdes transportslaget cykel flest gånger. Den mest betydande faktorn vid val av transportslag var tidseffektivitet och bekvämlighet och de studenterna med lång resväg föredrog i högre utsträckning digital undervisning än de med kortare resväg. Resultatet av undersökningen visade även att deltagarnas val av transportslag inte hade något samband med deras attityder till miljöproblem. Däremot fanns ett samband mellan studenternas attityder till miljöproblem och påverkande faktorer vid val av transportslag. Resultatet av denna resvaneundersökning visade att transportslaget bil inte används i samma utsträckning som i många andra tidigare utförda resvaneundersökningar, vilket är anmärkningsvärt. Resvaneundersökningen påvisar dock ett behov av vissa förändringar och förbättringar som på sikt skulle främja ett mer hållbart resande för studenterna på Högskolan i Gävle.

Barn reser mycket, precis som vuxna människor gör. En stor andel av barnens resor går till och från skolan, men utöver det sker även mycket fritidsresor till bland annat föreningsliv och idrottsanläggningar. Hur barn reser i vardagen påverkar både barns hälsa och utvecklande av självständighet. Med anledning av detta handlar detta examensarbete om just barns mobilitet och hållbara vardagsresor. Syftet är att lyfta barns olika resande samt inspirera och ta fram underlag för ett vidare arbete med barns mobilitet. Studien utfördes främst genom litteraturstudier samt enkätundersökningar. En resvaneundersökning gjordes tillsammans med Järfälla kommun för elever och föräldrar på Skälbyskolan, där frågorna undersökte resorna till skolan samt fritidsaktiviteter. En ytterligare enkät skickades ut till kommuner i nätverket ResSmart i Stockholmsområdet, och undersökta huruvida kommunerna arbetar med skol- respektive fritidsresor eller inte samt anledningar till detta. Resultatet av undersökningarna visar att gång och cykel är de vanligaste färdsätten till skolan, oftast själv eller tillsammans med jämnåriga. Skillnaden är dock stor gällande hur många barn som cyklar beroende på årstid, där endast en mycket liten andel cyklar på vinterhalvåret. Till fritidsaktiviteter är det överlägset vanligaste färdmedlet bil, vilket leder till att barnens självständighet kring dessa resor är låg. Anledningen till skjuts till fritidsaktiviteter är främst avståndet men även kopplat till tiden på dygnet och det generella familjepusslet. Vid skjuts till skolan uppgavs anledningen vara tidsbrist och att föräldrarna ändå skulle resa vidare med bilen. Vid jämförelse mellan förortsskolan Skälbyskolan och Gustav Vasa skola i Stockholms innerstad, syns att gång är det vanligaste färdsättet i båda områden. Däremot sker varken skjutsning eller cykling till Gustav Vasa skola, trots att anledningen till skjuts när den väl sker är densamma som vid Skälbyskolan. Gällande det kommunala arbetet är det fler kommuner som arbetar med hållbara skolvägar än barns fritidsresor. Dessutom skiljer sig arbetssättet, och vid arbete med fritidsresor nämns endast fysiska åtgärder och mjuka åtgärder saknas helt. Utifrån resultatet har åtgärdsförslag presenterats för ett utvecklat arbete inom området. För skolresor bör fokus ligga på att påverka föräldrarnas resvanor samt underlätta för vintercyklande. För fritidsresor föreslås istället att mycket åtgärder kopieras från skolvärlden, och där arbetet bör starta med inventering och resvaneundersökningar. Vidare föreslås att mjuka åtgärder ska introduceras, samt att komplexa och långsiktiga åtgärder som fritidsbussar och tätare stadsplanering är nödvändiga. Slutligen menar studien att vidare arbeten och arbete krävs för ett fortsatt utvecklat arbete med barnsresor. Området fritidsresor behöver lyftas både i underlag och information men även i medier och i större forum.
Just like adults, children travel regularly in their everyday life. A major part of children’s travels goes to school, but apart from that children also do leisure travels to club activities and leisure facilities. The everyday travel habits of children affect both their health and independence. For this reason, this thesis will embrace children’s mobility and sustainable everyday travels. The aim is to raise the different travel types of children as well as present a basis for continued work within the topic. The study contains of literature research and questionnaires. One of the surveys was made in collaboration with Järfälla municipality. The two questionnaires, one for the students and one for their parents, investigated the travels habits to school and leisure activities for children in Skälbyskolan. Another questionnaire was sent to municipalities in the network of ResSmart. This survey collected information about if and how the municipalities work with children’s school travels and leisure travels, including also the reason why in some cases nothing was done. The result of the surveys showed that walking and cycling are the most common ways of transport to school. Most of the travels was done alone or with other children. Considering the use of bicycle, the use is dependent on the time of the year, where a large proportion cycle in summer but few in winter. To leisure activities, a great majority of the travels are made by car. Because of this, the independence of children’s leisure travel is generally non-existing. The reason why parents drive their children to leisure activities mainly depends on the distance, but also the time of the day in relation to darkness and the general family life. When driving children to school, the main reasons are lack of time and continued travels by car. When comparing Skälbyskolan with Gustav Vasa skola in the downtown of Stockholm, the result showed that walking is to most popular way of travel for both schools. However, neither cycling nor driving was made regularly to Gustav Vasa skola, even if the reasons when actually driving was the same as in Skälbyskolan. Regarding the municipality planning and actions, it is more common that municipalities work with sustainable school travels than children’s leisure travels. Furthermore, the working methods differ, where only physical arrangements are made within leisure travel routes and the lack of mobility management is a fact. With basis in the literature and survey results, action proposals are presented for a developed work within the area. For school travels, the actions should focus on reaching the parents and affecting their choice of mode, as well as actions for easier and more comfortable cycling during winter season. Considering leisure travels is the proposal to copy actions from the work with school travels, where the work should start off with inventions and travel habits surveys in leisure clubs. Furthermore, mobility management actions should be introduced, but also complex and long-term actions including leisure buses for children as well as compact city planning. Finally, the study mean that further work and surveys are needed for continued and developed work with children’s mobility. The area of children’s leisure travels should be raised both in planning documents and information, but also is media and larger forums.

As more in-depth research is carried out in global warming, greenhouse gases and relevant fields, scholars are no longer satisfied with the achievements they have gained in investigating the operating mechanism of greenhouse gases; they want to develop more complex and challenging measures to reduce the impact of human behaviours on the environment and further achieve sustainable development based on the harmony bewteen man and nature. The transport sector, in most countries, has been identified as one of the major sources of the greenhouse gases, second to the industrial and energy sectors, giving rise to the assertion that a proper understanding of the CO[sub]2 emission mechanism in the transport sector, would be helpful to policy makers and urban designers with regard to reducing the emissions of greenhouse gases. However, the concept and related studies of CO[sub]2 emission reduction are not yet completed, leading to an absence of a systematic understanding on the CO[sub]2 emissions from small-scale transport system in towns and small regions. Typically when trying to analyse the preference of commuters over transport modes, the increasing number of variables substantially complicates the model; further, an insufficiently clear logic among variables makes the model more complex and existing models do not address the problem clearly. To make a significant contribution to current knowledge, this study has developed a model, covering small-scale regions with full consideration of human activities, which adopts the concept of the grey system. The grey system enables researchers to use historical data to repair data records in the case of constraints and faults in the records. In addition, the model also uses the artificial network algorithm, which functions as a self-improving algorithm, provided that sufficient preliminary data are available. With resort to the self-learning ability and the fuzzy calculating function of the algorithm, the model could simulate and predict the decision making of commuters in order to infer the CO[sub]2 emissions in a small-scale region. Kingston-upon-Thames in the UK is the basis in this model which collects and analyses related data from the transport network in the area. The predictive outcome of the model is found to be consistent with the outcome from a survey conducted by the local council, supported by the UK government. Compared with traditional models, this model can use sporadic data as the basis of the analysis to ensure the accuracy of prediction while substantially reducing costs. In addition, it can build a distinctive data blueprint for specific research questions, satisfy the demand of practitioners and strategists and policy makers, and describe local transport networks with specific travel goals (such as a tourist bus). Moreover, this model is highly adaptable and developed in line with different research needs (policy making, transport system planning, travel behaviour simulation, etc.) in different target groups and regions. This study also summarizes the limitations of the model in its final section while specifying the future direction required to achieve further reduction in CO[sub]2 emissions from transport networks.

Transportation is a central component to most political, economic, social and environmental issues throughout most inhabited societies. The concerns of transport have become widely acknowledged. It is broadly accepted that promoting alternative forms of transport such as walking, cycling and public transport use is one solution to tackle environmental concerns. Although, delivering, implementing and developing transport strategies to reduce car usage is still highly debated. Transport stakeholders (e.g. planners and policymakers) have long strived to reduce car usage. Many studies have attempted to develop strategies or understand triggers that might encourage and promote a reduction in car use. Despite this, the car usage has typically intensified and alternative forms of transport have become marginalised or discouraged when compared to the car. This research investigates travel attitudes and behaviours of individuals along a specific urban travel corridor within an area of Birmingham, UK. It explores socio-demographic factors using a mixed methods approach that incorporated questionnaires, travel diaries and interviews. This work identified a series of transport measures conceived upon different urban demographic characteristics in order to meet different individuals’ transport need. A significant finding from this work indicated there was an appetite amongst the sampled participants to be willing to reduce their car use if the right transport strategies were introduced. Initially the results from the questionnaire suggested age influenced car use the most, however, other demographic characteristics (e.g. gender and deprivation) were found to be an influential factor.

Syftet med studien är att ta reda på vilka faktorer som påverkar varför människor i ett mindre samhälle med historiskt lågt cyklande väljer att cykla eller inte cykla. Vi vill se vilka faktorer som påverkar cyklandet positivt respektive negativt. Vi önskar också att se om det finns några likheter eller skillnader mellan stora städer och mindre samhällen, jämförelsen kommer göras både i en internationell och nationell kontext.

Vilka faktorer påverkar människors cyklande? Vilka likheter och skillnader finns det mellan befintlig statistik och våra undersökta grupper gällande cykelvaner? Vilka likheter och skillnader finns det mellan cyklandet i ett mindre samhälle jämfört med större städer? Som teori har vi använt oss av tidsgeografi, plats, rum, rumskrig, avståndsfriktion och aktivitetsansatsen. Vi har också titta på tidigare forskning om cykling i större städer och även svensk statistik som tagits fram på olika nivåer. Det empiriska materialet har samlats in genom enkäter. Enkäterna delades ut via två olika forum, den ena var genom Grums kommun där alla anställda hade möjlighet att svara på en webenkäten. Det andra var utanför en livsmedelsbutik i Grums där alla som passerade hade möjlighet att svara. Det empiriska materialet är uppdelat i bakgrundsfrågor, resvanor och hur respondenterna ställer sig till olika påståenden. Det avslutas med korsanalyser där olika variabler som anses vara av intresse analyseras mot varandra. Våra viktigaste slutsatser är: Människor över 65 år är mindre benägna att cykla än de under 65 år De med gymnasieutbildning som högsta avslutade utbildning cyklar mest Bilen är det vanligaste färdmedlet oavsett målpunkt eller avstånd Tillgång till lånecykel gör inte att respondenterna kommer cykla mer Människor som bor i tätorten cyklar mer än de som bor på landsbygden Långa avstånd gör att människor väljer bort cykeln
The purpose of this study is to find out which factors affect why people in a smaller communities with historically low cyclists choose to ride a bike or not. We want to see which factors affect cycling positively and negatively. We also want to see if there are any similarities or differences between big cities and smaller communities, the comparison will be done in both an international and national context. Which factors affect people's cycling? What are the similarities and differences between existing statistics and our investigated groups of cycling habits? Which are the similarities and differences between cycling in a smaller communities compared to larger cities? As theory, we have used time geography, space, place, space war, distance friction and activity patterns. We also look at previous research on cycling in larger cities and also Swedish statistics developed at different levels. The empirical material has been collected by questionnaires. The surveys were distributed through two different forums, one through Grums Municipality where all employees were able to answer the web questionnaire. The second was outside a grocery store in Grums where everyone who passed was able to answer. The empirical material is divided into background issues, travel habits and how respondents respond to different statements. It ends with cross-analyzes where different variables considered to be of interest are analysed agents each other. People over the age of 65 are less likely to cycle than those under 65 years of age Those with upper secondary education are the most cyclists The car is the most common means of transport regardless of destination or distance Access to the loan cycle does not cause respondents to cycle more People living in the smaller communities area bicycle more than those living in the countryside Long distances make people not choose the bike

Detta uppsatsarbete syftade till att undersöka ifall allmänheten upplevde att Covid-19-pandemin har lett till ändrade beteenden vad gäller pendlings- och resvanor samt att utforska ifall det finns vissa färdsätt som har fått en ändrad betydelse för allmänheten i stort. Tidigare forskning om resvanor som genomförts under Covid-19-pandemins gång visar underlag och stöd för ändrade resvanor i dagsläget i kontrast med resvanor som de såg ut före pandemins utbrott med fokus på effekterna som pandemins restriktioner och rekommendationer har medfört. En utgångspunkt i detta forskningsområdet berör den omställning som många människor har fått göra till att i någon grad utföra sina vardagssysselsättningar digitalt och på distans som följd av pandemin och hur denna omställning har påverkat människors resvanor. Samtidigt indikerar tidigare forskning även att andra aspekter av människors resvanor har ändrats som följd av pandemin såsom en observerad tendens att undvika kollektivtrafik, att genomföra färre besök till exempelvis butiker under pandemiförhållanden och att man i allt större utsträckning väljer alternativa färdsätt för att undvika just kollektivtrafiken och folksamlingar. Slutsatsen som dras från både resultaten av uppsatsarbetets enkätstudie och arbetets litteraturstudie är att en majoritet av allmänheten upplever att de har utvecklat nya vanor och beteenden kring resor i vardagen samtidigt som många även upplever att kollektivtrafiken som färdsätt har fått en annan betydelse för dem under pandemins gång.
The purpose of this paper was to investigate whether the general public felt that the Covid-19 pandemic had led to altered behaviors regarding commuting and travel habits while also seeking to explore whether there are certain modes of transport that have gained a different meaning to the general public. Previous research on travel habits conducted during the Covid-19 pandemic provides a basis in regards to potentially investigating differing travel habits as they are perceived today in contrast with how travel habits were perceived before the pandemic outbreak, while also focusing on the effects of pandemic restrictions and recommendations. A starting point in this research area includes the adjustments that many people have taken on to carry out their everyday activities both virtually and remotely to varying degrees as a result of the pandemic, while also striving to understand how this change has affected people's travel habits. Meanwhile, previous research also indicates that other aspects of people's travel habits have changed as a result of the pandemic, such as an observed tendency to avoid public transport, to carry out fewer unnecessary outings to shops during the pandemic and to increasingly choose alternative modes of transport in order to avoid public transport and potential crowds. The conclusions drawn from both the results of this paper’s survey study and the accompanying literature study is that a majority of the public feel that they have developed new habits and behaviors in relation to everyday travel while this same majority also feels that public transport as a mode of transport has acquired a different meaning for them during the pandemic.

À travers une entrée par l’activité, cette recherche se donne pour objet la compréhension des processus selon lesquels le sujet construit son expérience en réélaborant ses « habitudes d’activités ». L’analyse de l’activité de plusieurs médecins du travail lors de consultations avec les salariés des entreprises dont ils assurent le suivi, nous permet de réaliser l’hypothèse selon laquelle le dialogue qui s’y déroule constitue pour ces acteurs un moyen privilégié de conduire leur action de prévention, mais également d’apprendre au contact d’autrui. En mobilisant la théorie de « l’enquête » de J. Dewey, nous montrons comment ces médecins sont susceptibles de transformer les habitudes qui orientent leur action, lorsqu’ils sont confrontés à une situation insuffisamment déterminée. Nous pensons que ces transformations qui se réalisent dans et par l’action, constituent au fil du temps, une des voies privilégiées du « travail de l’expérience » du sujet en situation professionnelle
By focusing on the activity, this research aims to understand the process through which the subject constructs his experience by re-developing his “activity habits”. By analyzing the activities of a number of occupational health physicians during their consultations with patients (who are business employees), we may hypothesize that the dialogue which unfolds between the physicians and the patients is a means for physicians to take preventative action and to connect with others. By mobilising J. Dewey’s theory of the “inquiry”, we show how these physicians may transform the habits that orient their action when they are confronted with a situation that is insufficiently determined. We think that these transformations take place in and through actions, constituting

With the internationalization of financial markets, short-term capital flows to emerging market economies have become an important phenomenon in the world. The papers in this dissertation are concerned with investigating the effects of such flows in the receiving countries. The analysis is cast in a dynamic general equilibrium framework for small open economies. Two of the papers are quantitative investigations of the forces at work in small and relatively poor economies that liberalize trade and capital flows. The common approach of these papers is that of a computational experiment: calibrated simulations constitute a test of whether the models can explain certain dynamics which we observe in the data. The first paper investigates whether a calibrated two-sector neoclassical growth model can explain the magnitudes and the timing of capital flows in the Baltic countries after the fall of the Soviet Union. The results indicate that it can, and that the large and persistent trade deficits which we observe in the data need not be a reason to worry. However, the model also tells us that a reversal of capital flows and large sectoral adjustments lie ahead of the Baltic countries. In the second paper, the focus is on modelling the observed co-movement between consumption and the real exchange rate in Spain, which experienced large capital inflows following the entry into the European Community in 1986. In accordance with episodes of trade liberalization elsewhere, consumption in Spain boomed and the real exchange rate appreciated for several years after 1986. Standard two-sector models with traded and non-traded goods have problems accounting for these facts. The paper explores some mechanisms that can improve the standard modelling framework, and evaluates their quantitative importance in calibrated simulations for Spain. The third paper studies the government’s optimal bailout policy in an environment where sudden stops of capital flows cause financial crises in a small open economy. Real world events, such as the financial crises in the South East Asian countries in 1997, motivate the analysis. Compared to the previous essays, the paper is different in its nature in that it develops a highly stylized environment to analytically study the government’s optimal bailout policy. The paper shows that the government should optimally commit to a policy that only partially protects private debtors against inefficient liquidation.
Diss. Stockholm : Handelshögsk., 2004

L’océan Austral est soumis à la redistribution globale des contaminants par les voies atmosphérique et océanique. Cependant, la contamination des écosystèmes austraux est très peu connue, en particulier dans le secteur Indien. De par leur toxicité, leur mobilité et leur capacité à se bioaccumuler dans les tissus des organismes et à se bioamplifier dans les réseaux trophiques, le mercure (Hg) et les polluants organiques persistants (POPs) comptent parmi les contaminants les plus préoccupants. Du fait de leur position élevée dans les réseaux trophiques, les oiseaux marins sont exposés à de grande quantités de contaminants par la voie alimentaire. En conséquence, ils sont souvent utilisés comme bioindicateurs de l’état de contamination des écosystèmes, par le biais des plumes et du sang, qui peuvent être échantillonnés de façon non destructive. Ma thèse s’est intéressée aux nombreuses espèces d’oiseaux marins (plus de 40) qui nichent au sein des Terres Australes et Antarctiques Françaises, au sud de l’Océan Indien, afin de décrire et expliquer les niveaux de contaminants le long d’un large gradient latitudinal, de l’Antarctique à la Zone Subtropicale, et d’identifier les meilleures espèces bioindicatrices pour un suivi à long terme de la contamination de ces écosystèmes. Au cours d’une première étape méthodologique, les manchots et les poussins de toutes les espèces ont été identifiés comme de bons bioindicateurs de contamination puisque, à la différence de la plupart des oiseaux adultes, ils présentent une faible variabilité des niveaux de contaminants dans les plumes. Au cours d’une seconde étape explicative, l’effet de facteurs intrinsèques (traits individuels) et extrinsèques (écologie alimentaire déduite grâce à la méthode des isotopes stables) sur les niveaux de contaminants a été évalué dans les plumes des oiseaux de la communauté de Kerguelen (27 espèces) et dans le sang du grand albatros de Crozet (180 individus dont les traits de vie sont connus). L’écologie alimentaire s’est avérée être le principal facteur explicatif des niveaux de contaminants, tandis que l’âge, le sexe, la phylogénie et le statut reproducteur jouent un rôle mineur. La classe d’âge est néanmoins un facteur à prendre en compte, puisque les poussins montrent souvent des concentrations inférieures aux adultes. Au cours d’une troisième étape, les variations spatio-temporelles de la contamination ont été étudiées en utilisant une sélection d’espèces bioindicatrices et en tenant compte de leur écologie alimentaire. Plusieurs résultats portant sur différentes espèces (oiseaux océaniques) et populations (poussins de skua) ont montré que, contrairement aux prédictions, l’exposition des oiseaux au Hg augmente graduellement des eaux antarctiques aux eaux subantarctiques puis aux subtropicales, alors que l’exposition aux POPs, en accord avec la théorie de la distillation globale, montre la tendance inverse. D’autre part, la comparaison des concentrations en Hg dans les plumes de manchot, effectuée entre des spécimens de musée et des échantillons actuels, indique que leur exposition au Hg n’a pas changée depuis les années 1950-1970. Toutefois, des espèces subantarctiques montrent une tendance à la hausse. De futures études devraient viser à l’utilisation des plumes comme tissu de référence pour l’évaluation et le suivi de la contamination des écosystèmes, en particulier en ce qui concerne les POPs. Parmi les nombreuses espèces étudiées au cours de ces travaux de thèse, les bioindicateurs les plus pertinents se révèlent être le manchot empereur et le pétrel des neiges (Antarctique), le manchot royal, le pétrel bleu et l’albatros à sourcil noirs (subantarctique), le gorfou sauteur subtropical et l’albatros à bec jaune (subtropical). Le suivi à long terme de ces espèces permettra d’évaluer l’évolution temporelle de l’état de contamination de l’océan Austral
Antarctic and subantarctic marine environments are reached by inorganic and organic contaminants through ocean circulation and atmospheric transport. Yet, environmental contamination is poorly known in the Southern Ocean, in particular in the Indian sector. Among environmental contaminants, mercury (Hg) and persistent organic pollutants (POPs) are primarily of concern, because they are toxic, highly mobile, and they bioaccumulate in the tissues of living organisms and biomagnify up the food web. Seabirds, as upper predators, are exposed to large quantities of contaminants via food intake and have widely served as biomonitors of marine contamination, notably through the non-destructive sampling of their feathers and blood. My doctoral work has focussed on the abundant and diverse seabird species (more than 40) breeding in the French Southern and Antarctic Lands, southern Indian Ocean, in order to describe and explain contaminant concentrations over a large latitudinal gradient, from Antarctica to the subtropics, and to identify the best bioindicator species for contaminant biomonitoring. In a first methodological step, seabirds with synchronous moult of body feathers (adult penguins and chicks of all species) were recognised as good candidates as bioindicators, because, unlike most adult birds, they present low within-individual variation in feather contaminant concentrations. In a second explanatory step, the influence of intrinsic (individual traits) and extrinsic factors (feeding ecology inferred from the stable isotope method) driving variation in contaminant concentrations was evaluated in feathers of the large avian community of the Kerguelen Islands (27 species) and in blood of wandering albatrosses from the Crozet Islands (180 birds of known individual traits). Feeding ecology was the main factor driving variation in contaminant concentrations of blood and feathers, both at the community, population and individual levels, whereas age, sex, phylogeny and breeding status played a minor role. Age-class was however an important intrinsic factor to consider, with chicks usually having lower concentrations than adults. In a third step, spatio-temporal patterns of contamination were studied through selected bioindicator species and by taking into account their feeding habits. Results from different species (oceanic seabirds) and populations (skua chicks) showed that, contrary to predictions, Hg exposure gradually increases from Antarctic to subantarctic and subtropical waters, whereas, in accordance with the global distillation theory, POPs exposure has the opposite pattern. Comparisons between penguin feathers from museum collections and contemporary samples showed that bird exposure to Hg is overall not different today when compared to 50-70 years ago, but subantarctic species are possibly experiencing an increasing trend. Future research efforts should be focussed on the use of feathers as biomonitoring tools, in particular for POPs determination. The best recommended bioindicator species include the emperor penguin and snow petrel (Antarctic), king penguin, blue petrel and black-browed albatross (subantarctic), and northern rockhopper penguin and Indian yellow-nosed albatross (subtropical). Future biomonitoring studies on these species will give invaluable insights into the poorly-known temporal trends of environmental contamination in the Southern Ocean

Erasmus students, also considered Millennials, are heavy users of technology and have been traveling more over the years. As consequence of this growth, as well as from the use of technology in different industries, tourism has evolved into Smart Tourism, and with it, Smart Destinations were born. This paper defines Smart Tourism, the Erasmus program, and Millennials. Afterwards, a discussion that sheds light on their travel habits is done, with the purpose of finding out how Smart Destinations can attract them more easily. This is followed by recommendations the National Tourism Agency should do to allow it to happen.

Edward Said’s Orientalism (1978) has generally been recognized as an influential study of western literary perceptions of the East, but numerous critics have also challenged his geographical parameters as too narrow and his conceptual framework as insufficiently complex. This thesis further expands the study of Orientalism (1) by focussing on a colonized area generally overlooked in this context, namely Southeast Asia; (2) by including a writer of German background, a nationality frequently omitted in the discussion of colonial history in general and of Orientalism in particular; and (3) perhaps most importantly, by juxtaposing the views of a Chinese author with those of western writers. This thesis is the critical study of three authors about their travels in Southeast Asia: Isabella Bird (1831-1904), Max Dauthendey (1867-1918) and Ai Wu (1904-1992). Since postcolonial criticism does not generally concern itself with the cultural habits which are formed in a traveller’s native society prior to his or her departure, this approach alone does not provide the tools for the differentiated kind of investigation I wish to conduct. I therefore draw on the cultural criticism of Pierre Bourdieu (1972, 1979, 1993), Johannes Fabian (1983, 1991), and Walter Benjamin (1969, 1974, 1985), to focus on a decisive moment in each traveller’s background, which may be said to have shaped his or her perception of other cultures. In Bird’s case, this event was the 1851 Exhibition which encapsulated the Victorian ideals of industrial progress, imperial expansion, and Christian philanthropy. By contrast, Dauthendey’s responses were shaped by the Art Nouveau sensibilities he bad acquired in the German, French, and Scandinavian bohème. Finally, Al Wu derived his outlook from the May Fourth Movement, a brief period when western ideas were welcomed into Chinese social and literary history. Said’s Orietalism posits the homogeneous cultural entity of an imperial West in contradistinction to a victimized East. This thesis does not reverse these categories, but it does provide the space for an equal discussion of Chinese and western writings within a differentiated historical context.

碩士
南華大學
文化創意事業管理學系
106
According to the Taiwanese Travel and Tourism Survey 2016 from Tourism Bureau, Ministry of Transportation and communications Republic of China, we know tasting delicious foods has become a primary factor for choose a destination in recently years, and the percentage is higher year by year. So we can proof the research from Cohen and Avielie, 2004 shows that food and beverages plays a significant role in tourism attraction, however when travelers travel to different destinations, food and beverages might be a travel constrains. 　　Asia Pacific vegetarian Union estimated that there are 12% vegetarians in Taiwan, about two million and eight hundred thousand people. Vegetarians accounts for up to 21.8 percent of world’s population. So vegetarian traveling market is more and more important in the world. 　　The purpose of this study is to investigate the perceptions of traveling and how they choose the destination of travelers from different background. Then it explores the relationships between vegetarians and traveling, then to promote vegetarians to travel abroad. 　　According to statistics based on questionnaires, travelers from different background has different travel constrains. Vegetarians have much more travel constrains than others, especially in interpersonal constrain, perceived risk and the constrain of food and beverages aspect. However, there are no significant differences between different dietary habits and destination chosen. We can infer that there are more and more reasons to become a vegetarian, not only religious reasons. So when vegetarians choose a traveling destination, there are more consideration factors.

博士
中華大學
科技管理博士學位學程
102
The purpose of this study is to explore the effect between repurchase intention and Information Quality、System Quality、Service Quality、 Flow Experience、Satisfaction and Habit of purchasing traveling products through websites buy DeLone and McLean Information System Success Model. The research was aimed on consumers who have been purchased traveling products from travel agency’s web-side. According the statistics numbers provided by Tourism Bureau; there were 2454 travel agencies(not including sub-agency) of Taiwan by May,2013, and the researcher using Stratifies and Purposive Sampling, focused on travel agencies which earned web-side business permit and license。 There are 409 valid questionnaires received, data analyzed by SPSS and AMOS statistical software. The researcher make the reliability and validity analysis of questionnaire, and using Structural Equation Modeling (SEM) for data analysis to explore the correlation between variables to testing the hypothesis, provided the conclusions and suggestions as well. The findings of this study showed that under the ISS Model, the habit of consumers will affect the repurchase intention, which is the major contribution from this research, another issue; Information System Quality which haven’t significant effect for consumer satisfaction. According the results of research; since the quickly progress and improvement of science and technology, consumer's expectation and using habit of information web-side were huge different than ever, and provide practical suggestions for both academy and travel industry. Keywords: Information System Success Model, Flow Experience, Satisfaction, Habit and Repurchase Intention

abstract: This is a study that tests the New Urbanist claims that neighborhood design impacts sense of community and residential habits. Through the framework provided by New Urbanist theories, a social survey is used to examine residential perception and behavior among three fringe neighborhoods in southeast Tucson, each representing a different approach to neighborhood design: New Urbanist, traditional suburban, and a hybrid variety. The primary relationships studied are between neighborhood design and use of public space, neighborhood design and travel habits, and neighborhood design and sense of community. The findings show that the New Urbanist community does support the highest levels of sense of community and use of public space, but conclusions cannot be drawn concerning the relationship between sense of community and travel behavior, especially non-vehicular travel to public space. While these results are inconclusive concerning the direct impact of the neighborhood type on certain behaviors and perceptions, the findings support the notion that a New Urbanist design does indeed enhance social interactions and use of public space. It also offers insight into the importance of residential preferences, not as much towards walkability but towards general environmental concern.
Dissertation/Thesis
M.U.E.P. Urban and Environmental Planning 2012

碩士
國立高雄師範大學
成人教育研究所在職專班
92
Abstract The main purpose of this research is to analyze the civic servants’ attitude and disturbance in using the Travel Card and thus to understand their motives and habits for traveling and buying. The findings of the research will form a basis of reference for modification and management of existing policies for related instructions The research both applies questionnaire survey and interview to collect and analyze the data. The interviewees are included 35 staff working in Kaohsiung City Government and the subordinate institutes. The major questionnaire is produced by the researcher and the data is proceeded through the descriptive analysis with SPSS statistics software package and Pearson Product Moment Correlation Coefficient. The conclusion is shown as the below: 1、 Nearly 20% of the civic servants are familiar the related regulations concerning the Travel Card; nearly 70% agree the card inconvenient; 60% think the subsidy can’t stimulate their interests in traveling; 50% think the shopping expanses higher than usual with the Travel Card; nearly 70% agree the exercise will promote the tourism; 55% usually spend more than the subsidy; nearly 75% don’t agree the overnight policy will affect the domestic tourism; nearly 60% don’t get the subsidy with inexperience; nearly 70% get information on the internet. 2、 80% of the civic servants travel for leisure; 80% choose the spot for access to the nature; 40% travel overnight 1-2 times one year; 50% choose to travel by driving; nearly 90% stay overnight in the hotel; nearly 70% enjoy fixed traveling; 40% enjoy to travel on holidays following non-holiday days; 80% like to travel with the family; nearly 50% choose the new spot for traveling; 70% never use pre-purchase; 60% always use the card in accommodations. 3、 In accommodation, 70% of the civic servants disturb with limited number of the hotel and in transportation 50% with the only one shop, the Chin Petroleum Co. without other choice. In shopping, 70% feel restricted with the number of shops and in applying the subsidy, nearly 60% with the procedure usually taking too much time. 4、 The civic servants usually recognize the disturbance highly related to the satisfaction toward the Travel Card. When the disturbance arises higher, the satisfaction will show lower. Key Words: Disturbance Factor、The Travel Card Policy、Satisfaction