Covid-19 Influence on Travelers/ Commuters' Attitude towards Taxi
Services in Saudi Arabia
MOHAMMAD ZULFEEQUAR ALAM
Department of Marketing,
University of Business and Technology,
P.O. Box 110200, Jeddah 21361,
KINGDOM OF SAUDI ARABIA
Abstract: - With COVID-19, significant life events can alter how individuals perceive and employ
transportation systems. The COVID-19 pandemic has disrupted people's lives for a considerable time and may
impact how people see travel and use transportation services. Due to the COVID-19 pandemics' severe
physiological and psychological effects and ongoing financial difficulties, critical personnel must continue
traveling for necessary tasks. The main aim of this study was to explore the use of taxi services after the Covid
19 pandemic perceived by travelers and commuters. To analyze the factors that influenced how people behave
while using taxis for necessary travel during the COVID-19 restrictions imposed in Makkah, Madinah, Riyadh,
and other Saudi Arabian cities. Between October 30 and December 15, 2021, 524 Saudi travelers participated
in the online questionnaire assessment. Respondents' attitudes, perceptions, and attentiveness regarding taxi
services after the lockdown were measured using a categorical scale. Statistical analysis was performed using
the IBM SPSS-20 version and the Chi-Square, Phi, and Cramer's V tests to analyze were applied. The results of
this study revealed how the COVID-19 outbreak caused some people to rethink their travel. This allows
behavior-change approaches to target motives, challenges, and attitudes about changing travel options.
Key-Words: COVID-19 Pandemic, Taxi Services, Travelers Perception, Commuters Attitude, Saudi Arabia.
Received: July 18, 2022. Revised: January 26, 2023. Accepted: February 21, 2023. Published: March 10, 2023.
1 Introduction
Public transportation seems to have a serious chance
of COVID-19 infection and suffers the greatest
financial losses due to its limited use under
government recommendations to use public
transportation. According to a study conducted in a
general practitioner office in Nottingham's inner
city, those who use public transportation within five
days of the onset of symptoms have a six-fold
increased risk of contracting influenza, [1].
Researchers, [2], have examined travelers' mode
shifts before and after COVID-19. As the cost and
journey period increased, fewer people preferred
personalized vehicles. Middle-class travelers prefer
to use specialized vehicles over other modes of
transportation. Policies were made available to
encourage environmentally friendly travel practices.
This study examined the relationship between
females' employment access and availability (price
and duration of various forms of transportation).
This research provides additional perspectives on
the link between work availability and jobs among
Saudi females throughout Riyadh and presents a
comparable travel expense map for the city, [3].
This is especially essential because Saudi females
are experiencing fewer societal limitations than they
may legally drive, as demonstrated by new
legislation. The study demonstrates that when
timing and financial costs are taken into account,
digital hailing benefits female travelers the most,
[3]. In particular, short journeys, or those that do not
require a transfer and take less than 15 minutes,
would be cheaper to take public transportation.
In Riyadh, a study, [4], provided the first
experimental evidence for measuring the tradeoff
between operational expenses (vehicle capacity),
rider discomfort, and driver advantages. Initially,
historical taxi travel allowed the examination of
female taxi consumer habits over a 24-month
interval between 2015 and 2016. At least a
70percent of the present taxi journeys are taken by
females. In fact, compared to male customers,
female taxi customers pay more for their commutes
and take longer to get there. To solve the problems
for services, including Taxi Pixi, if all of their prior
trips were provided by female drivers, they looked
into the female driver efficient revenue rate
underneath a minimal vehicle capacity scenario.
Given the historical travel from Taxi Pixi, this study
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shows that a female driver can typically handle ten
female trips each day. This means that only 11
female drivers were required to handle a mean of
110 female visits daily for Taxi Pixi.
During the COVID-19 pandemic, people are
choosing between active transportation and driving
their cars because of convenience and to avoid using
public transportation. To offset the greater
operational costs brought on by decreased ridership,
governmental regulations, and passengers'
perceptions of COVID-19 risk, public transportation
service providers are raising fees and reducing or
discontinuing services, [5]. Critical workers are
negatively affected by these because they are
underpaid and typically live below or around the
poverty level, [6].
Owing to price and a lack of connection in the
active transportation network, trains, and taxis
represent the only modes of transportation available
for long-distance trips in towns in developing
nations with a large concentration of critical
employees and vulnerable populations. Important
workers found it extremely challenging to move
about the cities of developing countries because of
the lack of regularity, disrupted public transport
services, and increased taxi fares. The impact of
covid-19 on Saudi Arabian travelers’ and
commuters' opinions on taxis was examined in this
study. The objectives and hypotheses of this study
are as follows:
1.1 The Following Objectives Guided the
Study
To explore the use of taxi services after the Covid
19 pandemic new normal versus gender, and
traveler and commuters’ role-wise.
To evaluate the view of willingness to use taxi
services after the Covid 19 pandemic new
normal versus gender, and traveler &
commuters’ role wise.
To investigate the perception towards
worriedness about using taxi services after the
lockdown new normal period versus gender,
and traveler/ commuters’ role wise
To analyze the attitude towards the rating of
captain/driver affects taxi ride choice versus
gender and traveler/ commuters’ role-wise.
1.2 The Following Null Hypothesis has been
Generalized for the Study
There are no differences among travelers in the use
of taxi services after the Covid 19 pandemic new
normal versus gender and traveler/ commuters’ role-
wise.
There are no variations among the travelers/
commuters’ views in willingness to use taxi
services after the Covid 19 pandemic new
normal versus gender, and traveler/ commuters’
role-wise.
There are no relationships between the
perception of travelers/ commuters towards
worriedness about using taxi services after the
lockdown new normal period versus gender, and
role wise
There are no differences among travelers/
commuters in the attitude towards the rating of
captain/driver affecting taxi ride choice versus
gender and role-wise.
2 Literature Review
Physical separation has been an effective
countermeasure for the spread of 3. COVID-19 has
had far-reaching effects on people's travel habits,
especially when using public transportation. Public
transportation use has dropped by 60%-95% in
major cities worldwide due to the COVID-19
epidemic, [5], [7], [8], [9]. This included China, the
US, the UK, Singapore, the Netherlands, Iran,
Hungary, Canada, and France. This drastic drop in
riding is mostly attributable to public behavior shifts
in response to government regulations, safety
problems, and the expansion of work-from-home
opportunities, [10], [11]. Existing work struggles to
address the consequences of the unique and variable
COVID-19 virus on public transportation systems
and the travel patterns of car drivers with varied
sociodemographic features, [5]. The researchers of,
[12], presented the idea of "responsible
transportation" to explain the impacts of personal
travel patterns on everyone and the local
environment and promote the transport policy in
reaction to the COVID-19 epidemic. They believed
that individuals could influence policymakers and
international organizations to build a more
sustainable transport system by accepting
responsibility for their activities at the grassroots
level. The viability and efficacy of the proposed'
responsible transport' are doubtful in the absence of
measurable indicators of success. Employing a
survey form and Pearson correlation, the researchers
of, [13], evaluated the effects of COVID-19 on the
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transportation network, business, and social and
religious actions in Lagos, Nigeria. They said
transportation problems had a major impact on
Lagos's social, religious, and economic lives. Since
the Pearson coefficients for the effects of transport
interruptions on commercial, social, and religious
activities were only 0.4, 0.3, and 0.27, respectively,
these relationships were not statistically significant.
Moreover, given that the actions are connected to
the journey and socioeconomic features of the trip
planners and transport network, a correlation matrix
was inadequate to establish the connection between
the events and transport. The authors of, [14],
outlined the effects of COVID-19 on public
transportation, highlighting the difficulties in
meeting both public expectations and regulatory
requirements for safe and dependable services.
Using a GPS monitoring board and an internet
survey, the authors of, [15], analyzed the travel
patterns of 1439 Swiss citizens during the COVID-
19 quarantine. Respondents cut their vehicle and
train journeys by 60% and 95%, respectively, under
the severe COVID-19 restrictions. When travel
restrictions were eased, people began using their
automobiles again, especially during the morning
and evening rush hours, while public transportation
usage remained low (20% of the pre-COVID
levels). Car usage increased during the afternoon
off-peak period compared to the levels seen before
the COVID outbreak, indicating that individuals
increasingly rely on private vehicles and shunning
public transportation. This could add to heavy traffic
and burden public transportation systems
financially, [15]. However, they noticed a rise in
cyclists' demands for improved riding facilities in
Switzerland's larger cities. When numerous
Australian authorities began lowering their travel
restrictions, the authors of, [16], polled travelers
over time. According to the findings, most people
prefer to drive their cars while going out grocery
shopping, visiting friends, or going on vacations. As
a result of improvements in public transportation
safety, immunization rates, and other legislative
initiatives, people are becoming much more
comfortable taking buses, trains, or subways.
Additionally, consumer preferences could shift,
affecting how people move to access establishments
that remained open and how long they stayed open.
The interests of modern tourists need to be studied,
as they may have shifted toward preferring larger
shops or more diversified groups with many more
products to reduce the number of times they travel.
Sweden's government and public organizations
supported teleworking and virtual meetings despite
the COVID-19 constraints, setting them apart from
the rest of Europe. In [17] the authors evaluated how
suggestions influenced workers' contact and travel
habits in five Swedish government departments.
They reported that the number of business trips had
been drastically reduced as a result of the
suggestions made but that they were optimistic
about the potential of digital technologies for staff
cooperation and interaction. The effects of COVID-
19 on traffic volume were investigated in the
literature regarding travel constraints by analyzing
Internet survey information and time-series travel
information. To investigate how COVID-19 limits
affect people's ability to get around, the authors of,
[18], looked at data on people's actual vehicular,
pedestrian, and public transportation trips in real-
time. They saw people's travel habits change after
the UK government announced the COVID-19
Emergency Bill. Compared to the same time last
year, pedestrian traffic dropped by 60%, public
transportation dropped by 80%, and automobiles
dropped by 60% during the nationwide lockdown.
In [19] the researchers used an economic model of
urban traffic jams to determine what kinds of travel
restrictions would benefit individuals and society to
prevent the spreading of infectious diseases. When
participating in group activities, people do not factor
in the opportunity cost to others posed by the danger
of spreading an ailment. They claimed that the
government must impose lockdown periods and
travel restrictions with optimum social periods and
monetary penalties to manage the COVID-19
epidemic, with the latter being greater in places with
more people and in major cities. For quadratic
utility, which reduced the complexity of the trip
utility, they considered that the people were
distributed evenly and that its usefulness and
infectious risk/cost values were the same. The travel
function is a multivariate distribution over trip
length, trip cost, and traveler attributes and varies
between transport modalities. To assess changes in
traffic patterns on a national and regional scale
before and after the COVID-19 quarantine, the
authors of, [20], examined cellphone paths
throughout 1436 offices across mainland France.
During the lockdown, they predicted a nationwide
reduction in travel of 65%, with the greatest impact
seen by short-distance work journeys taken at peak
hours and long-distance non-work journeys.
Mobility has decreased among areas, although big
cities in mainland France are still only connected by
short-distance commuting. According to the
research, the locations with the highest
concentrations of "active industries" and those in the
"highest energetic age category" (24 to 59 years)
showed the greatest reductions in mobility as a
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result of the lockdown. The authors of, [21],
surveyed key employees at grocery stores, shopping
complexes, restaurants, and entertainment venues in
Japan's Kanto region to learn more about how the
COVID-19 self-restriction proposal influenced their
employees' discretionary travel. Eating out and
recreational activities were more susceptible to the
social impacts of self-restriction, whereas grocery
shopping and household essentials were less at risk.
Anxiety, anxiety symptoms, perceived risks,
perceived level of coming out of self-restriction,
societal pressures on going out, self-restriction
behavior, and subjective well-being were all
measured quantitatively. Standard values and their
usefulness in discrete choice frameworks are open
to debate when considering other predetermined
factors for measuring these parameters. The authors
of, [22], evaluated the effects of the COVID-19
epidemic on people's movement patterns and travel
characteristics throughout the Chicago area in the
US. They employed an expressed choice
questionnaire comprising individual travel activities,
routines, opinions before and after the COVID-19
epidemic, and intention to move. After the epidemic
hit Chicago, they noticed a possible continuation or
alteration in movement and travel activity patterns.
The study found that working from home has
tremendous potential for a sustainable society if the
residential area offers a pleasant and dynamic
workspace, restorative breaks, and low distractions.
They also noted the move from shared
transportation alternatives to walking, cycling,
motorcycles, and personal cars. Utilizing
information from the Bureau of Transportation
Statistics and the Centers for Disease Control and
Prevention regarding COVID-19, the authors of,
[23], investigated whether there was a correlation
between the average daily mileage traveled and the
prevalence of this virus in the United States. Daily
COVID-19-connected deaths in the US were found
to be negatively correlated with residents' long-
distance excursions, defined as more than three
miles; however, the association was minor for newly
infected individuals. A decline in reported new
cases and deaths due to COVID-19 was also found
in the United States, suggesting a closed-loop
situation between residents' travel behavior and the
virus. As a result, residents began taking shorter
journeys to local markets, workplaces, beaches, and
colleagues' and families' homes. The COVID-19
epidemic has unquestionably altered people's
attitudes and habits regarding public transportation.
This inquiry sought to answer what factors influence
people's public transportation choices. To
quantitatively measure the crowding resistance of
public transit riders during and before the COVID-
19 epidemic, the authors of, [24], employed a
randomized parameter mixed logit model based on
two samples from a stated preference questionnaire.
Six different crowd multipliers were used, with
crowd loading ranging from 0% to >180% and
sitting likelihood ranging from 100 percentage
points to 17%. Subway riders were more worried
about contracting the virus than bus riders.
Researchers determined that the crowd factors
during the COVID-19 epidemic remained at 1.04 to
1.23, considerably greater than before the epidemic.
Researchers did not account for riders' economic
backgrounds in their analyses. The authors of, [25],
used a clustering method and then a discrete time
framework in an Internet questionnaire to learn
more about how people in Athens, Greece, used
public transportation after the 2009 epidemic. The
cluster model showed that learners and frequent
riders wanted to continue using public transportation
for a long time after the COVID-19 pandemic.
Passengers with lower incomes and less frequent
flights, as well as those between the ages of 46 and
65, showed a high downtime value. Socio-
Demographic and psychological aspects were the
most influential in the public transportation recovery
period, as determined by the discrete-time
framework. They found that those in the 46-65 age
range who had private automobiles and wore
protective gear in public transportation were less
likely to use the service regularly. The online
questionnaire study had a modest sample size, and
its results favored nonpublic modes of transportation
over those that relied on private automobiles.
3 Methodology of the Study
An online survey was conducted among travelers/
commuters in Saudi Arabia from October 30, 2021,
to December 15, 2021. The survey was conducted in
return for the new normal period to understand the
travel behavior of the residents of Saudi Arabia. To
follow government COVID-19 guidelines, travelers
and commuters were provided with an online survey
link rather than a face-to-face questionnaire survey.
A convenience sample and a structured
questionnaire were employed as the basis for this
study. The questionnaire was pre-tested using a
convenience sample of 30 students to validate the
questionnaire. A total of 524 usable responses were
obtained from the respondents’ responses for the
analysis. A descriptive study with a categorical scale
was used to measure respondents’ attitudes,
perceptions, and attention toward taxi services after
the new normal period following the lockdown. The
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data were analyzed using the IBM SPSS-20 version,
to test the hypothesis Chi-square, Phi, and Cramer's
V tests were applied at a P-Value of <0.05 and it
was analyzed and interpreted according to the
research results in the related sections. As shown in
Table 1, females mostly participated in this study
over males, and all participants were valuable
profiles. The participants were selected from various
provinces of Saudi Arabia, such as Makkah,
Madinah, Riyadh, and other areas. Most Makkah
people are committed to conducting this research in
other areas. Thus, 351 participants were from
Makkah, 88 were from Madinah, 70 were from
Riyadh, and 15 were from other areas of Saudi
Arabia. Of the 524 participants, 344 were aged
between 21 and 30. Similarly, 74 of the 524
participants were between the ages of 31 and 40.
While there were 40 participants above 40, 66
participants were under 20. In addition, of the 524
participants, 86 were employed, 8 were
homemakers, 318 were students, and 112 were
unemployed.
4 Result Analysis
Table 1. Demographic profile of the travelers/ commuters
Gender
Frequency
Valid Percent
Cumulative Percent
Valid
Female
274
52.3
52.3
Male
250
47.7
100.0
Total
524
100.0
Region
Frequency
Valid Percent
Cumulative Percent
Valid
Makkah
351
67.0
67.0
Madinah
88
16.8
83.8
Others
15
2.9
86.6
Riyadh
70
13.4
100.0
Total
524
100.0
Age
Frequency
Valid Percent
Cumulative Percent
Valid
21-30
344
65.6
65.6
31-40
74
14.1
79.8
Less than 20
66
12.6
92.4
Over 40
40
7.6
100.0
Total
524
100.0
Role
Frequency
Percent
Valid Percent
Cumulative Percent
Valid
Employed
86
16.4
16.4
16.4
homemaker
8
1.5
1.5
17.9
Student
318
60.7
60.7
78.6
Unemployed
112
21.4
21.4
100.0
Total
524
100.0
100.0
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As shown in Table 1, females mostly participated in
this study over males, and all participants were
valuable profiles. The participants were selected
from various provinces of Saudi Arabia, such as
Makkah, Madinah, Riyadh, and other areas. Most
Makkah people are committed to conducting this
research in other areas. Thus, 351 participants were
from Makkah, 88 were from Madinah, 70 were from
Riyadh, and 15 were from other areas of Saudi
Arabia. Of the 524 participants, 344 were aged
between 21 and 30. Similarly, 74 of the 524
participants were between the ages of 31 and 40.
While there were 40 participants above 40, 66
participants were under 20. In addition, of the 524
participants, 86 were employed, 8 were
homemakers, 318 were students, and 112 were
unemployed.
Table 2. Travelers/ commuters perception towards the use of taxi services after Covid 19 pandemics new
normal * Gender
Crosstab
Gender
Total
Female
Male
Frequency of
the use of taxi
services after
Covid 19
pandemic new
normal
Daily
Count
10
6
16
% within Frequency of the use of taxi services
after Covid 19 pandemics new normal
62.5%
37.5%
100.0%
% within Gender
3.6%
2.4%
3.1%
Monthly
Count
167
118
285
% within Frequency of the use of taxi services
after Covid 19 pandemic new normal
58.6%
41.4%
100.0%
% within Gender
60.9%
47.2%
54.4%
Not at all
Count
73
102
175
% within Frequency of the use of taxi services
after Covid 19 pandemics new normal
41.7%
58.3%
100.0%
% within Gender
26.6%
40.8%
33.4%
Weekly
Count
24
24
48
% within Frequency of the use of taxi services
after Covid 19 pandemics new normal
50.0%
50.0%
100.0%
% within Gender
8.8%
9.6%
9.2%
Total
Count
274
250
524
% within Frequency of the use of taxi services
after Covid 19 pandemics new normal
52.3%
47.7%
100.0%
% within Gender
100.0%
100.0%
100.0%
Chi-Square Tests
Value
df
Asymp. Sig.
(2-sided)
Pearson Chi-
Square
13.159a
3
.004
Likelihood Ratio
13.206
3
.004
N of Valid Cases
524
a. 0 cells (0.0%) have an expected count of less
than 5. The minimum expected count is 7.63.
Symmetric Measures
Value
Approx. Sig.
Nominal by
Nominal
Phi
.158
.004
Cramer's V
.158
.004
N of Valid Cases
524
a. Not assuming the null hypothesis.
b. Using the asymptotic standard error assuming the
null hypothesis.
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Table 2, depicts the frequency of the use of taxi
services after the Covid 19 pandemic. Table 2
analyzes the number of travelers/ commuters in
different scenarios, including daily, weekly,
monthly, and never. There were ten females and six
males who traveled daily. After the Covid-19
epidemic, 62.5 percent of 10 females and 37.5
percent of 6 males traveled daily. After the Covid-
19 epidemic, 58.6% of the 167 female passengers
and 41.4 % of the 118 male passengers used taxis
every month. While using taxis for weekly travel, 24
males and 24 females traveled. However, 175
genders, including 102 males and 73 females, did
not travel daily, weekly, or monthly. According to
Table 2's overall analysis, out of 524 participants,
females (52.3 percent) traveled more than males
(47.7 percent) daily, weekly, or monthly. Here, we
obtained the values of Pearson chi-square and
likelihood ratio by employing the chi-square test as
13.159a and 13.206, respectively. The notion 'a'
represents certain conditions [0 cells (0.0%) have an
expected count of less than 5. The minimum
expected count is 7.63] to obtain such values. In Phi
and Cramer's V., Correlation coefficients were used
to measure the significance of an association. The
notion' a' and 'b' represent [a. not assuming the null
hypothesis; b. using the asymptotic standard error
assuming the null hypothesis] to obtain significant
outcomes, hence null hypothesis will be rejected.
Table 3. Travelers/ commuters perception towards the use of taxi services after Covid 19 pandemics new
normal * Role
Crosstab
Role
Total
Employe
d
homema
ker
Student
Unemploye
d
Frequency of
the use of
taxi services
after Covid
19
pandemics
new normal
Daily
Count
8
0
8
0
16
% within Frequency of the use of taxi
services after Covid 19 pandemics new
normal
50.0%
0.0%
50.0%
0.0%
100.0%
% within Role
9.3%
0.0%
2.5%
0.0%
3.1%
Monthly
Count
52
8
167
58
285
% within Frequency of the use of taxi
services after Covid 19 pandemics new
normal
18.2%
2.8%
58.6%
20.4%
100.0%
% within Role
60.5%
100.0%
52.5%
51.8%
54.4%
Not at all
Count
20
0
115
40
175
% within Frequency of the use of taxi
services after Covid 19 pandemics new
normal
11.4%
0.0%
65.7%
22.9%
100.0%
% within Role
23.3%
0.0%
36.2%
35.7%
33.4%
Weekly
Count
6
0
28
14
48
% within Frequency of the use of taxi
services after Covid 19 pandemics new
normal
12.5%
0.0%
58.3%
29.2%
100.0%
% within Role
7.0%
0.0%
8.8%
12.5%
9.2%
Total
Count
86
8
318
112
524
% within Frequency of the use of taxi
services after Covid 19 pandemics new
normal
16.4%
1.5%
60.7%
21.4%
100.0%
% within Role
100.0%
100.0%
100.0%
100.0%
100.0%
Chi-Square Tests
Value
df
Asymp. Sig.
(2-sided)
Pearson Chi-Square
27.769a
9
.001
Likelihood Ratio
30.500
9
.000
N of Valid Cases
524
a. 6 cells (37.5%) have an expected count of less than 5.
The minimum expected count is .24.
Symmetric Measures
Value
Approx. Sig.
Nominal by
Nominal
Phi
.230
.001
Cramer's V
.133
.001
N of Valid Cases
524
a. Not assuming the null hypothesis.
b. Using the asymptotic standard error assuming the null
hypothesis.
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Table 3, shows the frequency of taxi service use
after the Covid 19 pandemic, subdivided by role.
After the Covid-19 pandemic, eight employers and
eight students depended primarily on taxis for daily
usage. Similarly, 52 employers, eight homemakers,
167 students, and 58 unemployed travelers used
taxis monthly. Six employed, 28 students and 14
unemployed passengers used taxis every week.
However, around 40 unemployed passengers, 115
students, and 20 employers did not use taxis. Of the
524 participants, 60.7 percent of students traveled
more frequently on a daily, weekly, or monthly
basis than other passengers (employed,
homemakers, unemployed), as per the overall results
in Table 3. Thus, using the chi-square test, we
derived the Pearson chi-square and likelihood ratio
values as 27.769a and 30.500, respectively, for 524
cases. The idea "a" stands for a few conditions [a.
six cells (37.5%) have an expected count of less
than five]. The minimum expected count for
producing these values was 24. Therefore, it can be
concluded from the analysis that there is a strong
association between the use of taxi services after
Covid 19 pandemics new normal vs the role of
travelers/ commuters, hence the stated null
hypothesis has been rejected.
Table 4. Travelers/ commuters’ attitude for the willingness to use taxi services after Covid 19 pandemic new
normal * Gender
Crosstab
Gender
Total
Female
Male
Are you
willing to use
taxi services
after Covid 19
pandemic new
normal?
Maybe
Count
165
126
291
% within Are you willing to use taxi services after Covid
19 pandemics new normal?
56.7%
43.3%
100.0%
% within Gender
60.2%
50.4%
55.5%
No
Count
40
78
118
% within Are you willing to use taxi services after Covid
19 pandemics new normal?
33.9%
66.1%
100.0%
% within Gender
14.6%
31.2%
22.5%
Yes
Count
69
46
115
% within Are you willing to use taxi services after Covid
19 pandemics new normal?
60.0%
40.0%
100.0%
% within Gender
25.2%
18.4%
21.9%
Total
Count
274
250
524
% within Are you willing to use taxi services after Covid
19 pandemics new normal?
52.3%
47.7%
100.0%
% within Gender
100.0%
100.0%
100.0%
Chi-Square Tests
Value
df
Asymp. Sig.
(2-sided)
Pearson Chi-Square
21.009a
2
.000
Likelihood Ratio
21.232
2
.000
N of Valid Cases
524
a. 0 cells (0.0%) have an expected count of less than 5.
The minimum expected count is 54.87.
Symmetric Measures
Value
Approx.
Sig.
Nominal by
Nominal
Phi
.200
.000
Cramer's V
.200
.000
N of Valid Cases
524
a. Not assuming the null hypothesis.
b. Using the asymptotic standard error
assuming the null hypothesis.
The responses to the question "Are you willing to
employ taxi services after the Covid-19 pandemic
new normal?" are listed in Table 4 regarding gender.
A total of 165 females and 126 males out of 291
desired to travel or not. Additionally, 69 females
and 46 males were willing to travel, whereas 40
females and 78 males were not. On average, female
travelers were more willing to use taxis than male
travelers, according to Table 4's overall assessment.
Using the chi-square test, we calculated the Pearson
chi-square and likelihood ratio values for the 524
cases as 21.009a and 21.232, respectively.
Therefore, it is concluded from the analysis there is
a strong association between willingness to use taxi
services after Covid 19 pandemic new normal vs
gender wise hence the null hypothesis is rejected.
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Table 5. Travelers/ commuters’ attitude for the willingness to use taxi services after Covid 19 pandemic new
normal * Role
Crosstab
Role
Total
Employed
homemaker
Student
Unemployed
Are you
willing to use
taxi services
after Covid 19
pandemic new
normal?
Maybe
Count
42
6
185
58
291
% within Are you willing to use
taxi services after Covid 19
pandemics new normal?
14.4%
2.1%
63.6%
19.9%
100.0%
% within Role
48.8%
75.0%
58.2%
51.8%
55.5%
No
Count
28
0
78
12
118
% within Are you willing to use
taxi services after Covid 19
pandemics new normal?
23.7%
0.0%
66.1%
10.2%
100.0%
% within Role
32.6%
0.0%
24.5%
10.7%
22.5%
Yes
Count
16
2
55
42
115
% within Are you willing to use
taxi services after Covid 19
pandemics new normal?
13.9%
1.7%
47.8%
36.5%
100.0%
% within Role
18.6%
25.0%
17.3%
37.5%
21.9%
Total
Count
86
8
318
112
524
% within Are you willing to use
taxi services after Covid 19
pandemics new normal?
16.4%
1.5%
60.7%
21.4%
100.0%
% within Role
100.0%
100.0%
100.0%
100.0%
100.0%
Chi-Square Tests
Value
df
Asymp. Sig.
(2-sided)
Pearson Chi-Square
31.026a
6
.000
Likelihood Ratio
32.088
6
.000
N of Valid Cases
524
a. 3 cells (25.0%) have an expected count of less than
5. The minimum expected count is 1.76.
Symmetric Measures
Value
Approx. Sig.
Nominal by
Nominal
Phi
.243
.000
Cramer's V
.172
.000
N of Valid Cases
524
a. Not assuming the null hypothesis.
b. Using the asymptotic standard error assuming
the null hypothesis.
Table 5, summarizes the responses to the "Are you
willing to use taxi services after the Covid-19
pandemic new normal?" by role. In contrast to the
28 employers, 78 students, 12 jobless travelers, 16
employers, two homemakers, and 55 students were
willing to travel. Of 291, 58 unemployed travelers,
42 employers, six homemakers, 185 students, and
42 employers were desired, whether they travel or
not. Table 5's general conclusion is that, on average,
students are more willing to use cabs than
employers, homemakers, and jobless travelers. We
used the chi-square test for a sample of 524 cases to
determine the Pearson chi-square and likelihood
ratio values, which were 31.026 and 32.088,
respectively. Hence, the willingness to use taxi
services after Covid 19 pandemic new normal with
travelers/commuters role-wise has been rejected and
an alternative hypothesis will be accepted.
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Table 6. Travelers/ commuters worriedness about using taxi services after the lockdown new normal period *
Gender
Crosstab
Gender
Total
Female
Male
Are you worried
about using taxi
services after the
lockdown new
normal period?
It is a
matter of
Concern
Count
161
116
277
% within Are you worried about using taxi services
after the lockdown new normal period?
58.1%
41.9%
100.0%
% within Gender
58.8%
46.4%
52.9%
Moderately
concern
Count
11
18
29
% within Are you worried about using taxi services
after the lockdown new normal period?
37.9%
62.1%
100.0%
% within Gender
4.0%
7.2%
5.5%
No matters
to me
Count
102
116
218
% within Are you worried about using taxi services
after the lockdown new normal period?
46.8%
53.2%
100.0%
% within Gender
37.2%
46.4%
41.6%
Total
Count
274
250
524
% within Are you worried about using taxi services after the
lockdown new normal period?
52.3%
47.7%
100.0%
% within Gender
100.0%
100.0%
100.0%
Chi-Square Tests
Value
df
Asymp. Sig.
(2-sided)
Pearson Chi-
Square
8.818a
2
.012
Likelihood Ratio
8.850
2
.012
N of Valid Cases
524
a. 0 cells (0.0%) have an expected count of less than
5. The minimum expected count is 13.84.
Symmetric Measures
Value
Approx.
Sig.
Nominal by
Nominal
Phi
.130
.012
Cramer's V
.130
.012
N of Valid Cases
524
a. Not assuming the null hypothesis.
b. Using the asymptotic standard error assuming
the null hypothesis.
The answers to the question "Are you worried about
using taxi services after the lockdown new normal
period?" are displayed in Table 6 based on sex. Out
of the 29, 11 females and 18 males had some slight
worry about traveling. Additionally, 161 females
and 116 males were concerned about riding in a
taxi, in contrast to 102 females and 116 males who
were not concerned. The general conclusion from
Table 6 is that, on average, female travelers are
more hesitant to take taxis than male travelers.
Using the chi-square test, we determined the
Pearson chi-square and likelihood ratio values for
524 cases to be 8.818a and 8.850, respectively.
Therefore, the null hypothesis ‘there are no
differences among the perception of travelers/
commuters towards worriedness about using taxi
services after the lockdown new normal period
versus traveler’s role wise has been rejected. Hence
it is proved that there are associations among the
perceptions of worriedness and traveler/ commuter’s
role wise in using the taxi after the lockdown new
normal period and the alternative hypothesis will be
accepted.
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Table 7. Travelers/ commuters worriedness about using taxi services after the lockdown new normal period *
Role
Crosstab
Role
Total
Employed
Homemaker
Student
Unemployed
Are you worried
about using taxi
services after the
lockdown new
normal period?
It is a
matter of
Concern
Count
40
2
171
64
277
% within Are you worried
about using taxi services
after the lockdown new
normal period?
14.4%
0.7%
61.7%
23.1%
100.0%
% within Role
46.5%
25.0%
53.8%
57.1%
52.9%
Moderately
concern
Count
5
0
18
6
29
% within Are you worried
about using taxi services
after the lockdown new
normal period?
17.2%
0.0%
62.1%
20.7%
100.0%
% within Role
5.8%
0.0%
5.7%
5.4%
5.5%
No matters
to me
Count
41
6
129
42
218
% within Are you worried
about using taxi services
after the lockdown new
normal period?
18.8%
2.8%
59.2%
19.3%
100.0%
% within Role
47.7%
75.0%
40.6%
37.5%
41.6%
Total
Count
86
8
318
112
524
% within Are you worried
about using taxi services
after the lockdown new
normal period?
16.4%
1.5%
60.7%
21.4%
100.0%
% within Role
100.0%
100.0%
100.0%
100.0%
100.0%
Chi-Square Tests
Value
df
Asymp. Sig.
(2-sided)
Pearson Chi-Square
6.182a
6
.403
Likelihood Ratio
6.495
6
.370
N of Valid Cases
524
a. 4 cells (33.3%) have an expected count of less than
5. The minimum expected count is .44.
Symmetric Measures
Value
Approx.
Sig.
Nominal by
Nominal
Phi
.109
.403
Cramer's V
.077
.403
N of Valid Cases
524
a. Not assuming the null hypothesis.
b. Using the asymptotic standard error assuming
the null hypothesis.
The answers to the question "Are you worried about
using taxi services after the lockdown new normal
period?" are listed in Table 7. Eighteen students,
five employers, and six unemployed travelers out of
29 expressed mild concerns about traveling.
Additionally, compared to 41 employers, six
homemakers, 129 students, and 42 unemployed
travelers who were not concerned, 171 students, 64
students, 64 unemployed travelers, 40 employers,
two homemakers, and 64 unemployed travelers
were anxious about taking a cab. The overall finding
in Table 7 is that, on average, students are more
apprehensive about taking cabs than other groups of
people. The Pearson chi-square and likelihood ratio
values for 524 instances were determined using the
chi-square test to be 6.182a and 6.495, respectively.
The null hypothesis ‘there are no differences among
the perception of travelers/ commuters towards
worriedness about using taxi services after the
lockdown new normal period versus traveler’s role
wise has been rejected, hence it is proved that there
is a relationship among the perceptions of
worriedness and traveler/ commuter’s role wise in
using the taxi after the lockdown new normal period
with role wise.
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Table 8. Travelers/ commuters opinion, the rating of captain/ driver is affecting your taxi ride choice. * Gender
Crosstab
Gender
Total
Female
Male
In your
opinion, the
rating of
captain/ driver
is affecting
your taxi ride
choice.
It will affect
Count
129
124
253
% within In your opinion, the rating of
captain/ driver is affecting your taxi ride
choice.
51.0%
49.0%
100.0%
% within Gender
47.1%
49.6%
48.3%
It will not affect
Count
42
26
68
% within In your opinion, the rating of
captain/ driver is affecting your taxi ride
choice.
61.8%
38.2%
100.0%
% within Gender
15.3%
10.4%
13.0%
Moderately
affect
Count
103
100
203
% within In your opinion, the rating of
captain/ driver is affecting your taxi ride
choice.
50.7%
49.3%
100.0%
% within Gender
37.6%
40.0%
38.7%
Total
Count
274
250
524
% within In your opinion, the rating of
captain/ driver is affecting your taxi ride
choice.
52.3%
47.7%
100.0%
% within Gender
100.0%
100.0%
100.0%
Chi-Square Tests
Value
df
Asymp. Sig. (2-
sided)
Pearson Chi-Square
2.815a
2
.245
Likelihood Ratio
2.844
2
.241
N of Valid Cases
524
a. 0 cells (0.0%) have an expected count of less than 5. The
minimum expected count is 32.44.
Symmetric Measures
Value
Approx.
Sig.
Nominal by
Nominal
Phi
.073
.245
Cramer's V
.073
.245
N of Valid Cases
524
a. Not assuming the null hypothesis.
b. Using the asymptotic standard error
assuming the null hypothesis.
Table 8 analyzes the gender-wise responses to the
question, "In your opinion, the rating of
captain/driver affects your taxi ride choice gender
wise" A total of 100 males and 103 females out of
203 have little adverse influence on their decision to
take a taxi. The driver's rating will also impact 129
females and 124 males' decisions to take a cab, as
opposed to 42 females and 26 males, who will not
be affected. The main conclusion in Table 8, is that
female travelers will generally be more influenced
by the driver's rating when choosing to take cabs
than male travelers. Overall it can be concluded that
the majority agreed that the rating of captain/ driver
affecting your taxi ride choice will affect (48.3%)
the selection of cab followed by moderately affect
(38.7%) and it will not affect (13.0%). We use the
chi-square test to determine the Pearson chi-square
and likelihood ratio values for 524 cases as 8.818a
and 8.850, respectively. The null hypothesis ‘There
are no differences among travelers/ commuters in
the attitude towards the rating of captain/driver
affecting taxi ride choice versus gender wise has
been rejected, hence it is proved that there is a great
relationship, and the alternative hypothesis there are
differences among travelers/ commuters in the
attitude towards the rating of captain/driver
affecting taxi ride choice versus gender wise will be
accepted.
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In response to the query, "In your opinion, the rating
of captain/ driver is affecting your taxi ride choice,"
Table 9 examines responses based on role. Of the
203 travelers, 32 employers, four homemakers, 119
students, and 48 jobless people will have a slightly
unfavorable impact on their decision to hire a taxi.
Forty employers, four homemakers, 159 students,
and 50 unemployed travelers will be affected by the
driver's rating, compared to the 14 employers, 40
students, and 14 unemployed travelers who will not
be. The critical finding in Table 9 is that when
opting to take cabs, students will be more impacted
by the driver's rating than others. From the table, it
is revealed that the students (60.7%) have been
more obstructed among the role-wise from the
rating of captain ride followed by unemployed
(21.4%), Employ (16.4%), and (1.5%) respectively.
Using the chi-square test, we estimated the Pearson
chi-square and likelihood ratio values for the 524
cases as 3.328a and 4.283, respectively. The null
hypothesis ‘There are no differences among
travelers/ commuters in the attitude towards the
rating of captain/driver affecting taxi ride choice
versus gender wise has been rejected, hence it is
proved that there is a great relationship among
travelers/ commuters in the attitude towards the
rating of captain/driver affecting taxi ride choice
versus gender wise, and the alternative hypothesis is
accepted.
5 Discussion
By March 23, 2020, the Saudi Arabian government
had initiated its official action on the COVID-19
Table 9. Travelers/ commuters opinion towards the rating of captain/ driver is affecting your taxi ride choice. *
Role
Crosstab
Role
Total
Employed
homemaker
Student
Unemployed
In your
opinion,
the rating
of
captain/
driver is
affecting
your taxi
ride
choice.
It will affect
Count
40
4
159
50
253
% within In your opinion, the
rating of captain/ driver is
affecting your taxi ride choice.
15.8%
1.6%
62.8%
19.8%
100.0%
% within Role
46.5%
50.0%
50.0%
44.6%
48.3%
It will not
affect
Count
14
0
40
14
68
% within In your opinion, the
rating of captain/ driver is
affecting your taxi ride choice.
20.6%
0.0%
58.8%
20.6%
100.0%
% within Role
16.3%
0.0%
12.6%
12.5%
13.0%
Moderately
affect
Count
32
4
119
48
203
% within In your opinion, the
rating of captain/ driver is
affecting your taxi ride choice.
15.8%
2.0%
58.6%
23.6%
100.0%
% within Role
37.2%
50.0%
37.4%
42.9%
38.7%
Total
Count
86
8
318
112
524
% within In your opinion, the
rating of captain/ driver is
affecting your taxi ride choice.
16.4%
1.5%
60.7%
21.4%
100.0%
% within Role
100.0%
100.0%
100.0%
100.0%
100.0%
Chi-Square Tests
Value
df
Asymp. Sig. (2-
sided)
Pearson Chi-Square
3.328a
6
.767
Likelihood Ratio
4.283
6
.638
N of Valid Cases
524
a. 3 cells (25.0%) have an expected count of less than
5. The minimum expected count is 1.04.
Symmetric Measures
Value
Approx.
Sig.
Nominal by
Nominal
Phi
.080
.767
Cramer's V
.056
.767
N of Valid Cases
524
a. Not assuming the null hypothesis.
b. Using the asymptotic standard error
assuming the null hypothesis.
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epidemic, which marked the start of unanticipated
transportation disruption. Many working-age people
were compelled to make an unanticipated lifestyle
transformation due to prohibitions on non-essential
jobs. During the first two months, there was a
considerable decrease in travel to and from work
and transport stations. Most of these patterns will
continue to benefit from commuting when travel
bans are eliminated. State officials are compelled to
implement the following tactics to reduce traffic
issues and encourage public and active
transportation for daily routines in the face of the
unexpected difficulties faced by the COVID-19
pandemic and its emotional, regulatory, and
operational consequences.
This study examined how travelers perceived Saudi
Arabia's taxi services during the pandemic. From
October 30, 2021, until the 15th to December 2021,
Saudi Arabian travelers were surveyed online. In
this study, we used the responses from 524 valid
participants. Table 1 also depicts the information on
valid travelers with four sub-categories: Gender,
Age, Region, and Role. The selected regions in
Saudi Arabia were Makkah, Madinah, Riyadh, and
others. This study examined taxi use after Covid-19
versus gender and traveler roles. To compare taxi
use after Covid-19 with gender and traveler roles.
To compare gender and traveler role concerns about
using taxis following the lockdown. To compare
taxi trip choices by gender and traveler role based
on the captain/driver rating. The response of various
social and economic categories to the epidemic is
shown in the COVID-19 concern, [22].
It has been found that those with higher incomes
and who possess cars are less likely to take public
buses. Based on the findings of this study, the use of
buses is mainly unavailable and inaccessible in the
study area. There are a few dedicated bus stations,
but they are unhealthy and do not provide families
with female travelers with a sense of safety,
comfort, or convenience while waiting. The inside
of the bus is subpar and shows a lack of
consideration for the safety, comfort, and ease of
female travelers and families with young children.
The "non-instrumental" aspects of the bus, such as
the "low" average income of the customers, are
more reviled by Saudi citizens than the
"instrumental" aspects, which are the physical
facilities. These findings are consistent with those
of, [26]. The frequency with which men and women
used taxis after the Covid-19 pandemic is shown in
Tables 2 and 3, respectively. As shown in Table 2,
females (52.3%) traveled more than males (47.7%)
daily, weekly, or monthly. Table 3 shows that
60.7% of the 524 students traveled more often than
other passengers (employed, homemakers, and
unemployed). Commuters, tourists, public transit,
and shared and personal mobility have all been
explored in various studies looking at how current
outbreaks have affected these modes of urban
transportation, [22], [27], [28].
The researcher, [27], contended that people's well-
being is affected when they are physically separated
from others and spend too much time alone at home.
This is especially true for the elderly, who often
travel to food stores and other service locations for
social interaction. They recommended active
transportation to improve a person's health.
However, they needed to learn how to connect it
with visits to clinics and other service locations that
help those in need who are already disadvantaged.
During the COVID-19 pandemic, authors, [22],
noted a shift in modal preferences away from car
sharing and toward active transportation, which
presents an opportunity to enhance active transport
services and micro-mobility, both of which can play
significant roles in city development for other
sustainable and resilient communities. Table 4
shows that female travelers are likelier to take cabs
than male travelers. Students are more likely to take
cabs than employers, homemakers, and jobless
travelers, as shown in Table 5. Table 6 shows that
women are less likely to take cabs than men.
Students were more hesitant to take taxis than other
populations, as shown in Table 7. The critical
conclusion in Table 8 is that women are more
impacted by cab driver ratings than men. Table 9
shows that students are more affected by a taxi
driver's rating than others. The government must
work closely with the transportation industry to
conduct risk assessments, ensure that commuters
and employees have access to appropriate safety
equipment, support the transportation workforce,
and outline a systematic approach to physical
separation. This will improve public trust in public
transportation and mitigate the emotional,
economic, and operational consequences of the
COVID-19 epidemic and other viral infections.
6 Conclusion
This research examined the variables influencing
travelers' preferences to take taxis while cities in
Saudi Arabia were under the COVID-19 lockdown.
travelers in Saudi Arabia were surveyed online from
October 30 to December 15, 2021, for research
purposes. A total of 524 valid participants were
included in this study. This study was conducted
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using a convenience sample and organized
questionnaires. A group of 30 students was used for
the preliminary testing to ensure the validity of the
questionnaire. We employed a categorical scale to
gauge how people felt about taxis in the post-
lockdown period. IBM SPSS 20 was used for
statistical analysis. A descriptive analysis was
conducted for the collected data's accuracy and the
hypotheses' validity. Chi-square, Phi, and Cramer's
V tests were used to perform statistical analysis. The
frequency with which men and women used taxis
after the Covid-19 pandemic was evaluated. From
this evaluation, females (52.3%) traveled more than
males (47.7%) daily, weekly, or monthly, and
60.7% of 524 students traveled more often than
employed homemakers and unemployed travelers.
In addition, female travelers are more likely to take
taxes than male travelers, and students are more
likely to take cabs than employers, homemakers,
and jobless travelers. Females are less likely to take
taxis than males, and students are more hesitant to
take taxis than other populations. However, females
are more affected by taxi drivers' ratings than males,
and similarly, students are more affected by taxi
drivers' ratings than others. Statistics from Saudi
Arabia illustrate how the COVID-19 outbreak
served as a shock from the outside world, prompting
some people to rethink their choice of
transportation. This opens the door for research-
based ways to encourage people to alter their
traveling habits by addressing their attitudes, beliefs,
and obstacles
Limitation of the Study:
The following considerations were unavoidably due
to the critical causes of this study:
• Limited time and cost
• This study can only cover some aspects of
passenger/passenger behavior of after the covid 19
pandemic, the situation has returned to its new
normal.
• Sampling volume was limited by time and cost
issues.
• This study was conducted on the population of
Saudi Arabia during the COVID-19 pandemic;
therefore, it cannot be generalized in various
economic, social, and demographic disciplines,
environments, and regions not covered in the study.
Future research:
There are certain limitations in our knowledge of
this research. The current theory developed and
discussed here needs to be expanded for further
study. In-depth exploration with a larger sample can
be taken to generalize the result.
Acknowledgments:
The author is grateful for the support of associates,
scholars, and students as they spent their valuable
time filling out the questionnaire to complete this
study.
References:
[1] Troko, J., Myles, P., Gibson, J., Hashim, A.,
Enstone, J., Kingdon, S., Packham, C., Amin,
S., Hayward, A. and Van-Tam, J.N., Is public
transport a risk factor for acute respiratory
infection? BMC infectious diseases, Vol 11,
No. 1, 2011, pp.1-6.
[2] He, Linghui, Jian Li, and Jianping Sun, How
to promote sustainable travel behavior in the
post COVID-19 period: A perspective from
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DOI: 10.37394/23207.2023.20.58
Mohammad Zulfeequar Alam
E-ISSN: 2224-2899
645
Volume 20, 2023
Contribution of Individual Authors to the
Creation of a Scientific Article (Ghostwriting
Policy)
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stages from the formulation of the problem to the
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Scientific Article or Scientific Article Itself
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