以習慣領域理論探討推動通勤者共乘行為之契機

Abstract

本研究提出通勤共乘行為之分析架構，從習慣觀點、學習觀點與促 進行為 改變技巧，分析促進通勤共乘行為之契機，本研究將 是同時探討運具選擇行為之內蘊行為與外顯表徵行為。內蘊行為之探討， 乃是衡量個體通勤運具選擇習慣行為之習慣性。本研究自行發展一套完整 的習慣性衡量程序，乃是利用態度量表與層級分析法量測出個體的習慣量 值，再透過T分數標準常模轉換成T分數，並以T分數對應之機率值作為界 定習慣性程度之準繩。外顯行為之分析，乃透過一般問卷調查方式蒐集個 體通勤行為特性資料，問卷內容本研究融入了促進行為改變技巧的觀念。 藉由問卷調查，詳細分析資料結果，並與個體習慣性做探討。 研究系 統架構與方法確立後，本研究以新竹科學工業園區之通勤旅次進行實證研 究。結果顯示，所擬之系統分析架構符合邏輯，且習慣性衡量方式亦能確 實捕捉到個體的習慣性。五種運具通勤者中，以單獨駕駛小汽車群之習慣 量值最高，其次為機車通勤者、小汽車共乘通勤者、交通車通勤者，公車 通勤者之習慣量值最低。 另一方面，透過行為改變技巧，利用正增強 、負增強與認知行為，擴大個體習慣領域範圍，促進其共乘行為之發生。 研究結果顯示，未進行任何行為改變技巧前，非共乘通勤者（機車與單獨 駕駛小汽車）願意共乘比率為，機車：30.8%，單獨駕駛小汽車：38.5%； 教育宣導後（認知行為）願意共乘比率為，機車：51.0%，單獨駕駛小汽 車：58.1%。透過教育宣導後願意改變選擇意願者大多屬於習慣性程度偏 低群，不願意改變選擇意願者則大多屬於習慣性程度偏高群。教育宣導後 不願意共乘者，在給予多項驅壓力措施後（正增強與負增強方式），願意 共乘比率為，機車：57.5%，單獨駕駛小汽車：71.4%。整體而言，經由行 為改變技巧的實施後，願意共乘比率為，機車：79.2%，單獨駕駛小汽車 ：88.0%。因此，在實證研究中，管理當局若大力教育宣導車輛共乘概念 與效益，提供高乘載專用道、免費交通車與巡迴公車系統，以及佐以入園 區收費制、停車收費制與限制園區內汽機車停車位數，並強力取締違規停 車之下，是可以促進非共乘通勤者轉以車輛共乘方式通勤。 This research will advance the analysis of pooling behavior in views of habits, educating and manner-changing to explain the opportunity of pooling commuting approach, as well as discuss the internal actions and external actions of transportation selecting. The internal actions are the signs showing the habits of transportation selecting. This research has a completed measuring procedure. The procedure is developed from the level of habits which are judged by attitude scale and analytic hierarchy process, interpreted with T score that identify the habit range. The analysis of external actions is based on the data from questionnaire which indicates individual characteristics of commuting travels. With questionnaire, data will be processed and its connection with individual habits is going to be explore. Once the frame and the methodology choices are decided, this research will probe into the commuting travels of HsinChu Science-Based Industrial Park. The result indicates that the frame is logical and seizes the characteristics of the commuting individual. Analyzing the data of different commuters, the level of habits for individual car driver is most stronger than others, then motorbike rider, caspooling commuter and buspooling commuter, the habit level for public transit is the lowest. By the manner-changing approach, we try to shift the non-pooling commuters to pooling, with positive reinforcement, negative reinforcement and recognition. Without the manner-changing approach, we find the rate of willing to pool from non-pooling is as the following: motorbike 30.8%, car individual car driver 38.1%, after educating( manner-changing approach), the pooling rate becomes: motorbike 51.0%, individual car driver 58.1%. The commuters changing manner has low level of habits, the level of commuting habits of the non-changing manner commuters are very height and strong. If we put pressure (positive reinforcement and negative reinforcement) on the non-changing manner group, the scale of the rate is increased: motorbike 57.5%, individual car driver 71.4%. In brief, with the manner-changing approach, the pooling rate become: motorbike 79.2%, individual car driver 88.0%. If the government could help pushing the work forward, promoting the advantage of pooling, provide the relative support, such as special paths, frees shuttles and round of public transit, new proper parking fee policy, limiting parking spots in the territory and parking violation execution, the pooling commuting will be approached well. in views of habits,