âMobility managementâ is a global concept of various policies to ensure the efficient sustainable satisfaction of mobility demands. Intermodality including all transport carriers will provide an increased quality of life and added value. Car sharing may effect a new mobility behaviour and support intermodal concepts by providing various vehicles at various traffic and transport roads. Traffic and transport in urban areas are suffering from an increasing mobility demand. Transport carriers operate in isolation and customer needs are not considered. City cars are expected to be part of the solution to weaknesses in present mobility. Smart appears to be an ideal car to be interconnected with road rail and air-bound transportation. Seamless travelling will provide the customer with a new experience in door to door mobility. Owners and users will gain benefits from strong partnerships within the transportation industry.
This paper presents benefit segmentation as a tool which in conjunction with other consumer information helps obtain directions for new products catering to the mobility needs of different segments. Based on a large qualitative and quantitative exercise carried out on the two-wheeler market (motorcycles scooters and mopeds) in India with a view to providing new product directions the study revealed clear expectations and image perceptions associated with different forms. As the market is not evolved the usage pattern of most owners of two-wheelers were quite similar barring a few variations. A benefit segmentation exercise revealed seven distinct segments among urban consumers with distinct functional and emotional needs. The preferences of different segments to a set of two-wheeler profiles enhanced the actionability of the benefit segmentation information. A benefit segmentation exercise in conjunction with a trade off or a conjoint module would provide both product and communication cues for changing the marketing mix or for developing new products in line with the mobility needs of consumers.
The panel is a research method frequently applied to surveys on fast moving consumer goods and media; consumption, exposure to advertising and purchasing behavior are measured in relation to the marketing mix of products. The panel uses methodologies that have been consolidated over time. The attempt to apply these methodologies to non traditional business areas often entails difficulties linked to: sample design; survey method; bias resulting from non-collaboration. This report is going to describe how a panel's design should be built up in order to measure phenomena concerning the mobility of people, specifically concerning average and long journeys, in other words journeys of over 70 kilometers.
A methodology is presented for analysing panel data for the purpose of measuring changes over time in travel mobility and identifying probable causes for such changes. Mobility is assumed to be a nebulous concept, referring to the general opportunity and ability to move about in satisfying activity needs and desires. The mobility experienced by an individual might be affected by changes in income, the location of residence or workplace, family structure, or the time and money costs of travel. Mobility analyses are central to an understanding of the role of transport in everyday life and should contribute to establishment of improved guidelines for forecasting the consequences of governmental policies.
This paper describes a case study in the application of research techniques to a problem concerning occupational mobility. In 1975 the Training Services Agency, under the aegis of the UK Manpower Services Commission, initiated a project called "Grouping of Skills". The underlying theme was the need to develop a unified vocational preparation system, the strategy "to find a means of relating people and jobs to each other in terms of the skills and knowledge possessed or required." A research programme was then designed to tackle this problem area. In the present paper, we have outlined the philosophy, the research methodology, some findings, hypotheses and ideas concerning the future, based on Phase 1 of the research programme. Some of the practical applications of the research are also discussed with indications as to how they can contribute to the fundamental problem of creating greater occupational mobility. The case study is based on a particular occupational band - TECHNICIANS - and, as well as contributing to the development of the overall research programme, it has provided valuable indicators as to the nature of technicians' jobs.
To what extent can drivers of private cars be won over to local public transport by cheap fares during the rush hour! Answering this question was the main task of the experiment NEAR-GRATIS-FARE. During the course of nine months, approximately 10.000 commuters in three towns in the Federal State of North-Rhine-Westphalia were able to use the buses and trams for a monthly fare of DM 12 (approx.£ 2.30). At the same time the effects of the cheap ticket were monitored in a comprehensive research programme. The main results were: 13,5% of commuters who had driven to work before the introduction of the NEAR- GRATIS-FARE changed over to going by bus/tram; 5,4% may be regarded as being "genuine converts"; they took advantage of the NEAR-GRATIS-FARE (NGF) regularly. However, as far as the largest part of motorists are concerned - ânon-converts" and reverting back from the NGF - the cheap ticket is not a convincing argument. The desire to be mobile and independent is stronger, the mobility factor not only being motivated by common sense. Accordingly, in view of existing conditions in public transport, the cheap ticket scarcely fulfils any justifiable function in matters pertaining to traffic: it leads by no means to a massive reduction in the amount of individual private cars in favour of local public transport.
To what extent can drivers of private cars be won over to local public transport by cheap fares during the rush hour! Answering this question was the main task of the experiment NEAR-GRATIS-FARE. During the course of nine months, approximately 10.000 commuters in three towns in the Federal State of North-Rhine-Westphalia were able to use the buses and trams for a monthly fare of DM 12 (approx.£ 2.30). At the same time the effects of the cheap ticket were monitored in a comprehensive research programme. The main results were: 13,5% of commuters who had driven to work before the introduction of the NEAR- GRATIS-FARE changed over to going by bus/tram; 5,4% may be regarded as being "genuine converts"; they took advantage of the NEAR-GRATIS-FARE (NGF) regularly. However, as far as the largest part of motorists are concerned - ânon-converts" and reverting back from the NGF - the cheap ticket is not a convincing argument. The desire to be mobile and independent is stronger, the mobility factor not only being motivated by common sense. Accordingly, in view of existing conditions in public transport, the cheap ticket scarcely fulfils any justifiable function in matters pertaining to traffic: it leads by no means to a massive reduction in the amount of individual private cars in favour of local public transport.