Urban areas such as The Hague face traffic congestion and environmental issues due to frequent car usage, especially for short trips up to 5 kilometres. To address these challenges, combining cycling with public transportation (PT) offers a promising alternative. This study examines the potential of bicycle parking facilities at public transport stops in The Hague, aiming to encourage multimodal travel and discourage short car trips.

The qualitative part of the research involved structured interviews with residents of The Hague. The results showed that people are open to considering the bicycle-PT combination but have not yet adopted it. The main barriers are the lack of safe, accessible, and well-maintained bicycle parking at public transport stops. Respondents emphasized the need for more bike parking and cited bad weather and convenience as common reasons for choosing the car.

The quantitative analysis, based on a stated preference survey and a multinomial logit model, confirmed the interview findings. Residents are more likely to opt for the bicycle-PT combination if certain bicycle parking facilities, such as bike racks or lockers, are available. These specific facilities could shift up to 2 percentage points of trips toward the bicycle-PT combination and reduce short car trips by up to 3 percentage points.

Additionally, the results indicate that cost and travel time are important factors in transport choice. Increasing car-related costs and reducing public transport fares were tested and could further contribute to a modal shift from car to bicycle-PT. Tested scenarios showed a potential increase of up to 5 percentage points in bike-transit usage and a reduction of up to 6.5 percentage points in car trips.

Based on these findings, it is recommended to invest in user-friendly and more abundant bicycle parking at transit stops, particularly bike racks, which are cost- and space-efficient. Policymakers are also advised to explore pricing policies that make public transport more financially attractive compared to car use.

These findings are not only relevant for The Hague but also offer insights for similar cities striving to create a more sustainable mobility system by better integrating cycling with public transport.

Over the past decades, car ownership in the Netherlands has been on an increase. Besides being an environmental burden, passenger cars also require a lot of space. Mitigating the impact of passenger cars on climate change and public space requires a shift to a more sustainable view of transport, in which neighborhood mobility hubs might play a role. As a relatively new concept, mobility hubs are starting to gain attention in academia and practice. The first findings, however, showed that the adoption rate of mobility hubs might be low and no good image of the user can be formed yet. This research therefore aims to identify which user groups are likely to adopt mobility offered by neighborhood mobility hubs in the Netherlands. To do this, a conceptual model is based on the Unified Theory of Acceptance and Use of Technology 2 (UTAUT2) and subsequently, a survey was distributed in the Netherlands (N=298). After analyzing the data using an Exploratory Factor Analysis, a Latent Class Cluster Analysis was executed in order to find groups in the sample population with similar preferences and socio-economic profiles. By means of the latter, four distinctive groups of travelers are uncovered. Two clusters have intentions to use neighborhood mobility hubs: hub huggers (45%) and hub-ready impacting travelers (25%). The other two clusters, anti-new mobility individuals (22%) and traditional car owners (8%) are not yet ready to use neighborhood mobility hubs. There are some determinants that are likely to play a role in future mobility hub usage: people with prior experience with shared transport and households who do not own a car are more likely to use neighborhood mobility hubs in the future. People who currently use a sustainable travel mode (train or (e-)bike) to reach their work and/or study are more likely to be the adapters of neighborhood mobility hubs. This also holds for people who have a social and environmental responsibility, innovative mindset and clearly see the benefits of using a mobility hub and who are (most often) higher educated and younger of age.

COVID-19 had (and still has) a huge impact on travel behaviour. Most research on the effects of COVID-19 on travel behaviour is based on daily travel behaviour. Long-distance travel is most of the time not included. Therefore, this paper studies the impact of perceived COVID-19 risk on mode-choice for long-distance travel in Europe. This paper uses a Stated-Preference approach which consists of two parts, the perceived risk rating experiment and the main mode choice experiment. In total
1147 responses were collected. In the rating experiment, respondents rated their perceived risk based on eight attributes. In the main choice experiment, respondents chose between train, plane and care based on travel time, travel cost, travel comfort and perceived risk. With this,
the Value of Risk (VoR) for a decrease in perceived risk is derived, both expressed in travel cost and travel comfort. Moreover, the Willingness to Pay (WtP) for comfort and Value of Time (VoT) are derived. With the combination of both models, the WtP for risk attributes given a perceived risk level is derived. The combination of both models shows the Willingness to Pay values for the different risk attributes, given a certain perceived risk level. To test the influence of perceived risk on modal split, three routes with real-world values are used. The results implicate a maximum of 5% market share difference possible. This shows that perceived COVID-19 has a moderate effect on modal split.

Following the emergence of new mobility trends, in which shared mobility plays an essential role, Public transport operators face the challenge of reacting in a convenient way to the changes brought to the transportation scene. Even though different collaborations are being put in place between public operators and shared mobility providers, the effects they may have in mode choice are still uncertain, and to the best of the author’s knowledge still to be studied. Accordingly, a stated choice experiment was conducted in the city of Rotterdam, in which preferences towards shared bicycles and shared mopeds were analysed under the assumption of a perfect integration between transit and shared mobility. The results suggest that under said conditions, shared modes have the potential to be interesting egress alternatives for trips by metro, which could imrprove preferences towards the metro. Furthermore, considering choice determinants exhibited during the experiment, it is noticed that egress cost and total travel time are key aspects for traveller’s choices. Finally, young people, respondents that claimed having used shared modes before, and frequent transit users showed a better perception of shared modes.