Journal of Urban Mobility最新文献

{"title":"Exploring the elements of effective public cycle parking: A literature review","authors":"Robert Egan ,&nbsp;Conor Mark Dowling ,&nbsp;Brian Caulfield","doi":"10.1016/j.urbmob.2023.100046","DOIUrl":"https://doi.org/10.1016/j.urbmob.2023.100046","url":null,"abstract":"<div><p>In the field of cycle policy and planning, alongside ambitions to expand segregated cycle networks, there is a push across many countries for increasing the quality and quantity of cycle parking as a critical component of cycling infrastructure. In order to support these measures, planning guides have been developed to guide the expansion and improvement of cycle parking facilities. A common feature of these policies and guides for cycle parking interventions is an absence of dialogue with, or reference to, peer-reviewed research investigating cycle parking and the potential effectiveness of different approaches to cycle parking planning. The use of such research could help to create cycle parking that may be more effective in attracting and providing for people cycling. On this basis, we engage in a literature review of a select body of cycling research whose findings could contribute to more effective cycle parking planning practice. Drawing on our review, we propose a number of tentative ‘elements’ for effective public cycle parking planning practice: <em>visibility, protection, accessibility, proximity, integration</em>, and <em>diversification</em>. These elements could be used in conjunction with local knowledge and context-specific assessment measures to maximise the potential effectiveness of cycle parking planning in different regions, and can be situated as part of a wider struggle to acquire public space for cycling within car-dominant contexts.</p></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"3 ","pages":"Article 100046"},"PeriodicalIF":0.0,"publicationDate":"2023-01-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49762118","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Ridesharing in all its forms – Comparing the characteristics of three ridesharing practices in France","authors":"Eléonore Pigalle,&nbsp;Anne Aguiléra","doi":"10.1016/j.urbmob.2023.100045","DOIUrl":"https://doi.org/10.1016/j.urbmob.2023.100045","url":null,"abstract":"<div><p>While existing literature has primarily focused on carpooling, i.e. ridesharing to work, this article seeks to contribute to the comparison of three non-household ridesharing practices in terms of the profile of the people involved, and the characteristics of each practice regarding cost sharing, the ways ridesharers are connected and their main motivations. We differentiate between ridesharing practices for commuting trips, other (non-work) everyday trips, and long-distance trips. In addition to the usual determinants of ridesharing highlighted by previous literature, this study also investigates the links with collaborative consumption in general. Data come from an online survey conducted in 2016 with a sample of 2,000 French adults. They make it possible to compare ridesharers and non-ridesharers for each of the three categories of ridesharing practices, and also the three categories of ridesharers between them. Results show, on the one hand, that regardless the category of ridesharing, ridesharers differ primarily from non-ridesharers in their practices of the sharing economy, and in the fact that they have people who practice ridesharing in their entourage. Moreover, and secondly, we show differences in terms of the profile of the three categories of ridesharers, the use of online platforms and apps versus off-line methods to connect divers and passenger, and the sharing of travel costs. These result suggest that it is necessary to better distinguish between forms of ridesharing in research in order to improve our understanding of the processes at work in ridesharing, and to propose appropriate policies.</p></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"3 ","pages":"Article 100045"},"PeriodicalIF":0.0,"publicationDate":"2023-01-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49762117","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The local socio-economic impact of improved waterborne public transportation. The case of the New York City ferry service","authors":"Gitte Schreurs,&nbsp;Kris Scheerlinck,&nbsp;Maarten Gheysen","doi":"10.1016/j.urbmob.2022.100042","DOIUrl":"https://doi.org/10.1016/j.urbmob.2022.100042","url":null,"abstract":"<div><p>This paper looks into the recent actions of the New York City government to connect its five boroughs over water and the consequential impact on the socio-economic conditions of local coastal neighborhoods. The predictions from the Comprehensive Citywide Ferry Study (CFS2013) are contrasted with actual data and observations of the transformations that have taken place in the direct surroundings of a selection of ferry terminals, both in terms of spatial changes, as well as economic growth or decline.</p><p>The paper starts with an illustration of how different modes of waterborne transportation steered urban transformation processes and coastal land uses over time. Next, the paper explains the rise of the NYC ferry network as a contemporary answer to a growing demand for public transportation that connects coastal neighborhoods. A comparative analysis between a selection of ferry landings reflects upon the impact that improved accessibility has on neighborhoods’ spatial, social, economic, and environmental conditions. The paper studies several parameters, including the neighborhoods’ property prices, employment rates, daily commutes, development interest, demographics, and tourism.</p><p>What distinguishes this paper from other studies is the direct link between the quantitative data and the social, economic and environmental characteristics of the surroundings of the ferry landings. Instead of providing a mere technical analysis, the paper studies the transformation of neighborhoods in proximity to the ferry stops and reflects upon hypothetical future impact of new ferry stops. A link is made between the quantitative results of existing studies to a case analysis of the concerned neighborhoods. Whereas the methodology used in this paper is a combination of both a theoretical and an empirical analysis of New York City's waterfront, the main goal is to provide a theoretical contribution by notion of a case study approach.</p></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"3 ","pages":"Article 100042"},"PeriodicalIF":0.0,"publicationDate":"2023-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49721390","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Breaking commuter mode-use habits: An exploration of deliberative decision-making windows and their implications for travel demand management","authors":"Eric Adjei ,&nbsp;Roger Behrens","doi":"10.1016/j.urbmob.2022.100041","DOIUrl":"https://doi.org/10.1016/j.urbmob.2022.100041","url":null,"abstract":"<div><p>It is widely accepted that travel behaviour can be habitual. It is also widely accepted that voluntary Travel Demand Management (TDM) seldom records city-wide mode-switching impacts. If travel choices are habitual, this is unsurprising, as much of the population are not making deliberative choices, and new information is not considered. Shifts to deliberative choice-making are posited to occur when a ‘stressor’ (e.g., changing job location) is experienced, which renders the travel habit no longer satisfactory. A common conceptualisation of these moments is that the stressor triggers deliberation, manifested in information-seeking and experimentation, to find a new satisfactory behaviour. If found and implemented, a new habit may be formed. This conceptualisation has implications for improving TDM impacts. It is tempting to assume that voluntary TDM measures should target those who have just experienced such stressors, as they are likely to be most receptive to deliberative change. This paper reports the findings of a retrospective survey of a purposive non-probability sample of (<em>n</em> = 250) Cape Town commuters who had experienced a habit-breaking stressor. A recall aid in the form of an ‘event history calendar’ was used to help create multiple memory recollection pathways of past commuting behaviour, and a ‘deliberation calendar’ was used to guide respondents in reporting the process of habit breaking. The study found that the trigger for deliberation and information-seeking was not the manifestation of a new residence or job location (together accounting for the majority of observed stressors), but around two months earlier when the decision-maker consolidated a plan of action. This finding contributes to a growing literature on the temporal dimensions of behaviour dynamics, and has implications for how TDM should be targeted. Targeting new homeowners or employees misses the ‘window of opportunity’ to influence deliberative decisions and new habits. These decision-makers need to be targeted sooner, while still house- or job-seekers.</p></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"3 ","pages":"Article 100041"},"PeriodicalIF":0.0,"publicationDate":"2022-12-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49721416","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"How to promote the environmental sustainability of shared e-scooters: A life-cycle analysis based on a case study from Lisbon, Portugal,","authors":"Ana Filipa Reis ,&nbsp;Patrícia Baptista ,&nbsp;Filipe Moura","doi":"10.1016/j.urbmob.2022.100044","DOIUrl":"https://doi.org/10.1016/j.urbmob.2022.100044","url":null,"abstract":"<div><p>Electric scooter sharing systems have emerged as an innovative short distance transport mode. Since these systems are dockless, they require collection for maintenance and charging, as well as rebalancing operations citywide, justifying the need for an integrated analysis. This work performs a Life Cycle Analysis to assess the environmental impacts of all stages of a shared e-scooter, based on the use case of Lisbon, Portugal. Results indicate that an e-scooter emits 804 to 1679 g  <span><math><mrow><mi>C</mi><msub><mi>O</mi><mrow><mn>2</mn><mi>e</mi><mi>q</mi></mrow></msub></mrow></math></span>/km, which is justified by its low use rates and reduced life span. Its production accounts for more than 70% of impacts, collection and distribution processes for 6% and vehicle use corresponds to 17%. Increasing the shared e-scooter life expectancy reduces environmental impacts by 26 to 47%, while increasing the kilometers per day reduces the impacts between 50% to 80%. Also, a less frequent collection of e-scooters would improve the results between 7 and 42%. These results enabled defining specific strategies and policies to guarantee a more sustainable deployment and operation of shared e-scooter systems.</p></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"3 ","pages":"Article 100044"},"PeriodicalIF":0.0,"publicationDate":"2022-12-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49736326","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"A composite X-minute city cycling accessibility metric and its role in assessing spatial and socioeconomic inequalities – A case study in Utrecht, the Netherlands","authors":"Elizabeth Knap ,&nbsp;Mehmet Baran Ulak ,&nbsp;Karst T. Geurs ,&nbsp;Alex Mulders ,&nbsp;Sander van der Drift","doi":"10.1016/j.urbmob.2022.100043","DOIUrl":"https://doi.org/10.1016/j.urbmob.2022.100043","url":null,"abstract":"<div><p>The 15 min city (or “X-minute city” in general) concept aims to give people access to all essential services and daily needs (e.g., healthcare, education, etc.) within X minutes of active transportation, to improve transport equity, sustainability, and traffic safety. To date, there is a lack of methods and tools to assess to what degree cities currently, or after implementing policies, comply with the X-minute city concept. This research aims to develop a methodology for quantifying the X-minute city through a metric (CS_x) that was developed based on an accessibility framework and tested for cycling mode in the Utrecht region in the Netherlands as a study area. Travel data from the Netherlands mobility panel were analysed to determine input characteristics of the metric, such as the weight of destination types. Standardized gravity-based 2-step floating catchment area (2SFCA) accessibility scores for all destination types were weighted and aggregated into a composite metric that shows relative scores as an X-minute city. The results of the analysis show that 100% of the population in the Utrecht region has access to at least one destination for all 9 destination types within 15 min, whereas this number reduces to 94% within a 10 min cycling threshold; indicating the status of Utrecht as a cycling city with cycling-friendly infrastructure. Furthermore, low-income groups do not have lower cycling accessibility to the services in the 15 min city in the study area, reinforcing the notion that cycling can be an effective solution to reduce transport inequalities. The developed metric can be used to assess cities on their way towards becoming X-minute city, prioritise neighbourhoods to develop, set quantifiable goals, and evaluate planning scenarios.</p></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"3 ","pages":"Article 100043"},"PeriodicalIF":0.0,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49736325","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Understanding the determinants of x-minute city policies: A review of the North American and Australian cities’ planning documents","authors":"Michael Lu ,&nbsp;Ehab Diab","doi":"10.1016/j.urbmob.2022.100040","DOIUrl":"https://doi.org/10.1016/j.urbmob.2022.100040","url":null,"abstract":"<div><p>The concept of a x-minute city (or 15-minute city) has recently emerged and has been endorsed by many policymakers across the globe, with the aim of achieving a wide array of economic, environmental, and social goals related to people's quality of life and community cohesion. The concept refers to developing neighborhoods in which destinations of interest are accessible locally by active transportation modes. Despite the popularity of this concept, there has been little effort to understand its determinants, and policy directions related to this concept seem thematically and geographically dispersed. To address this gap in the literature, this study aims at understanding the developed x-minute city policies across North America and Australia. To achieve this goal, a detailed analysis of different x-minute city policies that have been recently developed was conducted. Using scholarly work, news articles, and a systematic identification approach several cities in North America and Australia were identified to be included in the research by reviewing their planning documents. In total, 15 cities were identified with very recent plans and documents that incorporated the concept of x-minute cities. Based on the analysis, several cities incorporated the concept of x-minute city with the idea of achieving complete local living, while introducing several targets, goals, and measures. Nevertheless, most of the cities operationalized the concept differently by using various types of modes of transportation, cut-off values, and destinations. This study offers transit practitioners and planners a better understanding of the determinants of the concept, helping them in incorporating it into future plans.</p></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"3 ","pages":"Article 100040"},"PeriodicalIF":0.0,"publicationDate":"2022-12-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49736146","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Assessing service characteristics of an automated transit on-demand service","authors":"Yves M. Räth ,&nbsp;Milos Balac ,&nbsp;Sebastian Hörl ,&nbsp;Kay W. Axhausen","doi":"10.1016/j.urbmob.2022.100038","DOIUrl":"https://doi.org/10.1016/j.urbmob.2022.100038","url":null,"abstract":"<div><p>With the introduction of automated vehicles, new operating regimes for public transport services will become possible. A station-based Automated Transit on Demand service could be an attractive alternative to the current modes of transportation. In this paper, the impact of this kind of service on the modal share for the city of Zurich, Switzerland, and its surrounding area is modeled using an agent-based approach. Different scenarios regarding the operating area, pricing scheme, and a cordon charge are tested on their potential to make use of the benefits of the new service while preventing an overflow of automated vehicles in the urban core. Results show that if left unconstrained the proposed service can substantially impact the demand for public transport. A pricing scheme that bases the pricing of the new service relative to the accessibility of the current public transport service is a promising solution to increase the accessibility of the rural areas while maintaining a high modal share for public transport in the city center. Finally, using an optimization algorithm we show that the total car-fleet and public parking space can be reduced at the cost of a slight increase in vehicle kilometers traveled. Moreover, we find that the cost coverage of the proposed transit service is potentially much higher in comparison to current public transport services.</p></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"3 ","pages":"Article 100038"},"PeriodicalIF":0.0,"publicationDate":"2022-12-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49762116","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"MaaS platform features: An exploration of their relationship and importance from supply and demand perspective","authors":"Alexia Athanasopoulou,&nbsp;Tom Deijkers,&nbsp;Baris Ozkan,&nbsp;Oktay Turetken","doi":"10.1016/j.urbmob.2022.100028","DOIUrl":"https://doi.org/10.1016/j.urbmob.2022.100028","url":null,"abstract":"<div><p>Mobility as a Service (MaaS) aims to offer travelers easy and convenient access to transportation modes via a joint digital channel, often in a mobile application. MaaS has the potential to fundamentally change the way we commute as it encourages a more sustainable travel behavior. MaaS, as a business model, is an innovative concept that integrates a variety of these solutions and can significantly change the mobility environment by encouraging sustainable travel behavior. Despite the existing initiatives and efforts toward MaaS solutions, there is still no consensus on the essential features of MaaS platforms for actors from the supply and demand sides. This study explores the critical features of MaaS platforms from the perspective of mobility service providers - MSP (i.e., supply-side) and travelers (i.e., demand-side). We collected data via interviews with mobility experts for the supply side and a survey for the users' side. Based on a Gaussian Graphical Model, our results show that optimizing the number and use of the vehicles and appropriate data handling are the essential features of a MaaS platform for the MSPs. For the travelers, although retrieval of personal information and enhancing services, such as suggestions on local events and concert tickets, are expected, they are considered less significant. Our study provides insights into the features of MaaS platforms through synthesized and prioritized features -including their relationships-which would be helpful both for research and practice.</p></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"2 ","pages":"Article 100028"},"PeriodicalIF":0.0,"publicationDate":"2022-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.sciencedirect.com/science/article/pii/S2667091722000164/pdfft?md5=8a1856792fbe40ef4db12db12c460145&pid=1-s2.0-S2667091722000164-main.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"72243073","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Evaluating the accessibility benefits of the new BRT system during the COVID-19 pandemic in Winnipeg, Canada","authors":"Suraj Shirodkar Singh ,&nbsp;Reyhane Javanmard ,&nbsp;Jinhyung Lee ,&nbsp;Junghwan Kim ,&nbsp;Ehab Diab","doi":"10.1016/j.urbmob.2022.100016","DOIUrl":"https://doi.org/10.1016/j.urbmob.2022.100016","url":null,"abstract":"<div><p>Recently, in Winnipeg, the implementation of new bus rapid transit (BRT) system in the middle of the COVID-19 pandemic has raised many concerns, challenging the rationale behind the untimely release. However, the new BRT service can benefit low-income, socio-economically vulnerable, and transit captive passengers who must travel to essential services and work opportunities during the pandemic. This study evaluates whether the new BRT system has positive impacts on accessibility to such essential services during the pandemic. Isochrones with different time budgets as well as times of a day are generated based on high-resolution public transit network via the General Transit Feed Specification (GTFS) data and used for evaluating accessibility benefits before and after the BRT construction. The new BRT service in Winnipeg demonstrates varying accessibility impacts across different parts of the BRT corridor. Areas near dedicated lane-section show a significant increase, whereas areas near non-dedicated lane sections show a decrease in accessibility. Nevertheless, across the whole BRT corridor, the new BRT service presents an overall increase in accessibility to essential services. This demonstrates the positive accessibility benefits of the new BRT service to residents seeking essential services during the COVID-19 pandemic. A decrease in accessibility along some parts suggests the necessity of using local transit improvement strategies (e.g., dedicated lanes) to improve service speed when planning BRT services within urban areas.</p></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"2 ","pages":"Article 100016"},"PeriodicalIF":0.0,"publicationDate":"2022-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.sciencedirect.com/science/article/pii/S2667091722000048/pdfft?md5=2c2a1c9f6dcc63f02c52761b5e0e72c3&pid=1-s2.0-S2667091722000048-main.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"72243496","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}