Pub Date : 2024-12-01DOI: 10.1016/j.urbmob.2024.100098
Ines Kawgan-Kagan
In 1999, Robin Law introduced a groundbreaking framework for exploring the complex impact of gender on daily mobility. The Gendered Daily Mobility Framework (GDMF), as established by Robin Law, provides a structured theoretical lens through which the influences of gender on the domain of daily mobility can be comprehensively examined. At the time, Law not only established a robust theoretical foundation, but also laid the groundwork for subsequent research by posing related research questions that point out the profound impact of gender on mobility. Building on this fundamental work, the present article (a) fills the framework with contemporary empirical evidence from an extensive literature review, and (b) extends Law's GDMF to include gendered Policy and Governance, examining their role in shaping gendered mobility. It highlights persistent gender inequalities in mobility, driven by socio-cultural norms, economic factors and policy decisions, and proposes the integration of gender-sensitive approaches into transport policy and planning.
{"title":"Advancing law's gendered daily mobility framework incorporating contemporary evidence and gendered policy and governance to address persistent mobility inequalities","authors":"Ines Kawgan-Kagan","doi":"10.1016/j.urbmob.2024.100098","DOIUrl":"10.1016/j.urbmob.2024.100098","url":null,"abstract":"<div><div>In 1999, Robin Law introduced a groundbreaking framework for exploring the complex impact of gender on daily mobility. The Gendered Daily Mobility Framework (GDMF), as established by Robin Law, provides a structured theoretical lens through which the influences of gender on the domain of daily mobility can be comprehensively examined. At the time, Law not only established a robust theoretical foundation, but also laid the groundwork for subsequent research by posing related research questions that point out the profound impact of gender on mobility. Building on this fundamental work, the present article (a) fills the framework with contemporary empirical evidence from an extensive literature review, and (b) extends Law's GDMF to include gendered <em>Policy and Governance</em>, examining their role in shaping gendered mobility. It highlights persistent gender inequalities in mobility, driven by socio-cultural norms, economic factors and policy decisions, and proposes the integration of gender-sensitive approaches into transport policy and planning.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"6 ","pages":"Article 100098"},"PeriodicalIF":2.7,"publicationDate":"2024-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143137699","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}
Policies such as the 15 Minute City seek to reduce car use by ensuring the spatial concentration and proximity of everyday activities. This paper examines how proximity to nearby services in Barcelona affects car use and analyzes whether proximity to everyday destinations affects modal choice and car trip durations differently. By matching self-reported travel behavior data and a series of GIS-based minimum walking travel times to 25 distinct everyday destinations, we are able to assess the links between proximity availability and actual car use. Our findings indicate that closer everyday destinations influence car usage by reducing the frequency of car-based modal choices, though they do not alter travel distances for those who continue to use cars. This study contributes to evidencing the effect of the 15 Minute City's premise regarding car usage reduction.
{"title":"Car-use reduction in 15-Minute Cities. A matter of modal shift or shorter travel distances?","authors":"Marta-Beatriz Fernández Núñez , Monika Maciejewska , Laia Mojica , Oriol Marquet","doi":"10.1016/j.urbmob.2024.100093","DOIUrl":"10.1016/j.urbmob.2024.100093","url":null,"abstract":"<div><div>Policies such as the 15 Minute City seek to reduce car use by ensuring the spatial concentration and proximity of everyday activities. This paper examines how proximity to nearby services in Barcelona affects car use and analyzes whether proximity to everyday destinations affects modal choice and car trip durations differently. By matching self-reported travel behavior data and a series of GIS-based minimum walking travel times to 25 distinct everyday destinations, we are able to assess the links between proximity availability and actual car use. Our findings indicate that closer everyday destinations influence car usage by reducing the frequency of car-based modal choices, though they do not alter travel distances for those who continue to use cars. This study contributes to evidencing the effect of the 15 Minute City's premise regarding car usage reduction.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"6 ","pages":"Article 100093"},"PeriodicalIF":2.7,"publicationDate":"2024-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142743832","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}
Pub Date : 2024-11-26DOI: 10.1016/j.urbmob.2024.100096
Gustav López Svensson , Vanessa Stjernborg
Due to the increasing share of older people worldwide, the United Nations has directed an initiative towards a "decade of healthy ageing" to promote "age-friendly environments". This study aims to gain a deeper understanding of how to promote social participation and everyday mobility in later life. The ambition is to increase the knowledge about how to create more age-friendly environments and social inclusion – for everyone. The study focuses on a social centre for older people in the municipality of Trelleborg in the south of Sweden. The social centre is located in an area with several retirement homes and hosts a variety of opportunities for social interaction for older people in combination with other services. The municipality also arranges free excursions for older people in the municipality departing from the social centre. Another initiative is a pilot project testing an autonomous bus outside of the social centre to ordinary public transport. The study includes observations, interviews with older people and officials, as well as travel-alongs. The results show that a combination of social participation and mobility can facilitate a more active everyday life for older people, increase social connectedness, and contribute to the creation of age-friendly environments.
{"title":"Ageing, social participation, and everyday mobility – Facilitating age-friendly environments","authors":"Gustav López Svensson , Vanessa Stjernborg","doi":"10.1016/j.urbmob.2024.100096","DOIUrl":"10.1016/j.urbmob.2024.100096","url":null,"abstract":"<div><div>Due to the increasing share of older people worldwide, the United Nations has directed an initiative towards a \"decade of healthy ageing\" to promote \"age-friendly environments\". This study aims to gain a deeper understanding of how to promote social participation and everyday mobility in later life. The ambition is to increase the knowledge about how to create more age-friendly environments and social inclusion – for everyone. The study focuses on a social centre for older people in the municipality of Trelleborg in the south of Sweden. The social centre is located in an area with several retirement homes and hosts a variety of opportunities for social interaction for older people in combination with other services. The municipality also arranges free excursions for older people in the municipality departing from the social centre. Another initiative is a pilot project testing an autonomous bus outside of the social centre to ordinary public transport. The study includes observations, interviews with older people and officials, as well as travel-alongs. The results show that a combination of social participation and mobility can facilitate a more active everyday life for older people, increase social connectedness, and contribute to the creation of age-friendly environments.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"6 ","pages":"Article 100096"},"PeriodicalIF":2.7,"publicationDate":"2024-11-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142720545","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}
Pub Date : 2024-11-16DOI: 10.1016/j.urbmob.2024.100094
Patricia A. Collins , Carise Thompson , Makenna Humes , Katherine L. Frohlich
A growing number of municipalities in North America and globally are experimenting with various forms of street closure interventions to support non-motorists in reclaiming city streets as public spaces. While many interventions are episodic in nature, intensive interventions that operate daily for months or years are difficult to implement because they are more disruptive of the status quo and more likely to face opposition from influential stakeholders. The objective of this study was to capture and compare the perspectives of three distinct stakeholders – residents, parents, and children – regarding school street interventions that operated daily from September to June in two neighbourhoods in a mid-sized Canadian city. Resident and parent perspectives were captured using anonymous online surveys, while child perspectives were captured using focus groups. Children and parents from both neighbourhoods perceived a need for the intervention to eliminate the hazards posed by vehicular congestion around the school entrance. Both groups reported that the intervention increased safety for children as they come and go from school each day. Residents were less convinced that the intervention was necessary and reported increased congestion on neighbouring streets. There were notable differences in residents’ perspectives between the two neighbourhoods regarding perceived changes in safety and in their experiences of the interventions, which are likely attributable to differences in built form and pre-existing traffic patterns in each neighbourhood. Motorists, whether as parents or residents, were much less likely to observe the intervention as beneficial and pleasant, and more likely to report observing problems with how it operated. These findings offer critical insights for policy and practice for street closure interventions, including having an effective strategy for traffic management to minimize opposition, the value of pilot testing to build support, and centering children's needs and voices in efforts to reclaim streets as public space.
{"title":"Contrasting Stakeholders’ Perspectives on the First Full-Year School Street Initiatives in Ontario, Canada","authors":"Patricia A. Collins , Carise Thompson , Makenna Humes , Katherine L. Frohlich","doi":"10.1016/j.urbmob.2024.100094","DOIUrl":"10.1016/j.urbmob.2024.100094","url":null,"abstract":"<div><div>A growing number of municipalities in North America and globally are experimenting with various forms of street closure interventions to support non-motorists in reclaiming city streets as public spaces. While many interventions are episodic in nature, intensive interventions that operate daily for months or years are difficult to implement because they are more disruptive of the status quo and more likely to face opposition from influential stakeholders. The objective of this study was to capture and compare the perspectives of three distinct stakeholders – residents, parents, and children – regarding school street interventions that operated daily from September to June in two neighbourhoods in a mid-sized Canadian city. Resident and parent perspectives were captured using anonymous online surveys, while child perspectives were captured using focus groups. Children and parents from both neighbourhoods perceived a need for the intervention to eliminate the hazards posed by vehicular congestion around the school entrance. Both groups reported that the intervention increased safety for children as they come and go from school each day. Residents were less convinced that the intervention was necessary and reported increased congestion on neighbouring streets. There were notable differences in residents’ perspectives between the two neighbourhoods regarding perceived changes in safety and in their experiences of the interventions, which are likely attributable to differences in built form and pre-existing traffic patterns in each neighbourhood. Motorists, whether as parents or residents, were much less likely to observe the intervention as beneficial and pleasant, and more likely to report observing problems with how it operated. These findings offer critical insights for policy and practice for street closure interventions, including having an effective strategy for traffic management to minimize opposition, the value of pilot testing to build support, and centering children's needs and voices in efforts to reclaim streets as public space.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"6 ","pages":"Article 100094"},"PeriodicalIF":2.7,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142655759","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}
Pub Date : 2024-11-15DOI: 10.1016/j.urbmob.2024.100095
Benjamin Büttner , Cecília Silva , Louis Merlin , Karst Geurs
{"title":"Just around the corner: Accessibility by proximity in the 15-minute city","authors":"Benjamin Büttner , Cecília Silva , Louis Merlin , Karst Geurs","doi":"10.1016/j.urbmob.2024.100095","DOIUrl":"10.1016/j.urbmob.2024.100095","url":null,"abstract":"","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"6 ","pages":"Article 100095"},"PeriodicalIF":2.7,"publicationDate":"2024-11-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142655760","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}
In the context of the urgent climate crisis in urban areas, transportation policymakers are actively working to shift from car travel to sustainable transportation options through strategic interventions in the built environment. These efforts often involve a dual approach: promoting higher activity density to increase proximity to destinations while enhancing the experience of active mobility. However, a notable gap exists in addressing densely populated areas with established built environments, where the focus remains primarily on improving active mobility infrastructure. This study represents a crucial initial step in tackling this challenge. It examines mode distribution trends and trip purposes in Barcelona, an urban area that has recently seen significant enhancements in active mobility spaces. Our study sheds light on evolving modal share trends by analyzing local travel surveys from 2010 to 2019. The findings reveal relatively unchanged patterns in travel behavior at the city level during the examined years. Nevertheless, a closer examination of mode distribution for specific trip purposes, age ranges, and gender exposes noticeable shifts. The newly implemented infrastructure may have helped prevent a shift from active mobility to car usage, particularly for trips traditionally associated with public transit or walking, such as accessing public or health services. Further research is needed to explore this hypothesis and determine the extent of its impact.
{"title":"Diminishing returns of additional active travel infrastructure: Evaluating Barcelona's decade of sustainable transportation progress","authors":"Jaime Orrego-Oñate, Marta-Beatriz Fernández Núñez, Oriol Marquet","doi":"10.1016/j.urbmob.2024.100092","DOIUrl":"10.1016/j.urbmob.2024.100092","url":null,"abstract":"<div><div>In the context of the urgent climate crisis in urban areas, transportation policymakers are actively working to shift from car travel to sustainable transportation options through strategic interventions in the built environment. These efforts often involve a dual approach: promoting higher activity density to increase proximity to destinations while enhancing the experience of active mobility. However, a notable gap exists in addressing densely populated areas with established built environments, where the focus remains primarily on improving active mobility infrastructure. This study represents a crucial initial step in tackling this challenge. It examines mode distribution trends and trip purposes in Barcelona, an urban area that has recently seen significant enhancements in active mobility spaces. Our study sheds light on evolving modal share trends by analyzing local travel surveys from 2010 to 2019. The findings reveal relatively unchanged patterns in travel behavior at the city level during the examined years. Nevertheless, a closer examination of mode distribution for specific trip purposes, age ranges, and gender exposes noticeable shifts. The newly implemented infrastructure may have helped prevent a shift from active mobility to car usage, particularly for trips traditionally associated with public transit or walking, such as accessing public or health services. Further research is needed to explore this hypothesis and determine the extent of its impact.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"6 ","pages":"Article 100092"},"PeriodicalIF":2.7,"publicationDate":"2024-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142532693","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}
Pub Date : 2024-10-18DOI: 10.1016/j.urbmob.2024.100090
Matthias Heinrichs , Stefanie Schöne , Jakob Geischberger , María López Díaz
Growing cities need new residential areas, which are often either not connected to the existing transport infrastructure or are poorly connected to it. A fast way to connect these areas is the construction of roads. However, this generates a car-depending mobility among the inhabitants, which is in conflict with several sustainability goals. Moreover, the impact of the implementation of new public transport options is only partly known and this fact reduces the willingness to invest in expensive public transport measures. In this work we examine different mobility concepts, including shared mobility, bicycle highways, a high-frequency bus service, suburban trains and car limitations in a new residential area of 2000 households in Berlin, Germany, which is currently under construction. The households and inhabitants are created synthetically using statistical data derived from a survey among the first people moved in. The age and size structure of these households turn out to be different from the neighboring households. Then, we implement all measures in a microscopic travel demand simulation and quantify the potential modal shifts for four different mobility concepts. The results show that weak and short-term mobility concepts show no significant change in mobility behavior. Only highly integrated projects like bicycle highways into the inner city combined with suburban trains can reduce the need for car-dependent mobility. Shared mobility only fills in the gaps for special occasions but not for daily mobility due to the high costs. In a final step we examine the usage of the introduced public transport services and compare the change in the occupation of the buses and trains. Here our work shows that interchanging from bus to subways and suburban trains drastically reduces the attractiveness of public transport. Introducing a new suburban train changes this situation and the whole region shows a drop of 40% of car trips.
{"title":"Effects of different mobility concepts in new residential areas","authors":"Matthias Heinrichs , Stefanie Schöne , Jakob Geischberger , María López Díaz","doi":"10.1016/j.urbmob.2024.100090","DOIUrl":"10.1016/j.urbmob.2024.100090","url":null,"abstract":"<div><div>Growing cities need new residential areas, which are often either not connected to the existing transport infrastructure or are poorly connected to it. A fast way to connect these areas is the construction of roads. However, this generates a car-depending mobility among the inhabitants, which is in conflict with several sustainability goals. Moreover, the impact of the implementation of new public transport options is only partly known and this fact reduces the willingness to invest in expensive public transport measures. In this work we examine different mobility concepts, including shared mobility, bicycle highways, a high-frequency bus service, suburban trains and car limitations in a new residential area of 2000 households in Berlin, Germany, which is currently under construction. The households and inhabitants are created synthetically using statistical data derived from a survey among the first people moved in. The age and size structure of these households turn out to be different from the neighboring households. Then, we implement all measures in a microscopic travel demand simulation and quantify the potential modal shifts for four different mobility concepts. The results show that weak and short-term mobility concepts show no significant change in mobility behavior. Only highly integrated projects like bicycle highways into the inner city combined with suburban trains can reduce the need for car-dependent mobility. Shared mobility only fills in the gaps for special occasions but not for daily mobility due to the high costs. In a final step we examine the usage of the introduced public transport services and compare the change in the occupation of the buses and trains. Here our work shows that interchanging from bus to subways and suburban trains drastically reduces the attractiveness of public transport. Introducing a new suburban train changes this situation and the whole region shows a drop of 40% of car trips.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"6 ","pages":"Article 100090"},"PeriodicalIF":2.7,"publicationDate":"2024-10-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142446922","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}
Pub Date : 2024-10-13DOI: 10.1016/j.urbmob.2024.100089
Fredrik Solvi Hoen , Hanne Finsveen , Kelly Pitera , Trude Tørset
An important step towards more sustainable transport is to reduce the use of private cars. There is a significant unrealized potential of replacing car-based commute with public transportation, especially to and from business parks where many people are co-located, and where the use of private cars are quite common. This study examines the potential of shared mobility solutions to enhance the appeal of public transportation by addressing the last mile challenge. Various types of shared mobility are evaluated and compared in a stated preference survey conducted at the Sluppen business park in Trondheim. Results show that more people may choose the bus if there is a shared mobility solution available to complete the last mile of the commute. The respondents prefer e-scooters if there is no extra cost, but to a lesser degree if they must pay 20NOK. Car commuters who are willing to shift to from car to public transport and shared mobility, are also more willing to both wait and pay extra for a shuttle.
{"title":"Enhancing last mile connectivity using shared mobility: A stated preference survey of business park commuters","authors":"Fredrik Solvi Hoen , Hanne Finsveen , Kelly Pitera , Trude Tørset","doi":"10.1016/j.urbmob.2024.100089","DOIUrl":"10.1016/j.urbmob.2024.100089","url":null,"abstract":"<div><div>An important step towards more sustainable transport is to reduce the use of private cars. There is a significant unrealized potential of replacing car-based commute with public transportation, especially to and from business parks where many people are co-located, and where the use of private cars are quite common. This study examines the potential of shared mobility solutions to enhance the appeal of public transportation by addressing the last mile challenge. Various types of shared mobility are evaluated and compared in a stated preference survey conducted at the Sluppen business park in Trondheim. Results show that more people may choose the bus if there is a shared mobility solution available to complete the last mile of the commute. The respondents prefer e-scooters if there is no extra cost, but to a lesser degree if they must pay 20NOK. Car commuters who are willing to shift to from car to public transport and shared mobility, are also more willing to both wait and pay extra for a shuttle.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"6 ","pages":"Article 100089"},"PeriodicalIF":2.7,"publicationDate":"2024-10-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142433950","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}
Pub Date : 2024-10-05DOI: 10.1016/j.urbmob.2024.100088
Brunella Caroleo , Paolo Lazzeroni , Maurizio Arnone
This paper describes a methodology and a Decision Support Tool (DST) for the assessment of the impacts of future scenarios of public electric mobility on the electric Distribution Network (DN) of a city, aimed to support the implementation strategies of the electric charging network for the Local Public Transport (LPT).
The objective of the proposed tool is supporting the decision makers in estimating the effect of the future development of electromobility on the urban electric grid considering the evolution of both electric buses and their charging infrastructure.
Some scenarios for the development of electric charging infrastructure for LPT were identified together with the local public transport operator and the energy provider. The results, which are of interest to both the local Public Transport Operator (PTO) and the local Distribution System Operator (DSO), have been quantified for the city of Turin (Italy), but the methodology can be adopted in any urban context: DSOs and PTOs of each city can use the proposed tool as a support to define their public transport electrification strategies.
Some results from the case study examined in this paper (Turin, Italy) show that the energy demand related to the electrification of LPT on a typical weekday is about 45 MWh in 2030 (corresponding to 40 % e-bus), and about 90 MWh when the entire bus fleet is electric. It is also shown how more distributed recharging during the day (with intermediate recharging at the terminus) can dampen the energy/power peaks required at the depot compared to overnight recharging alone: a reduction of up to 27 % of energy demand at the depot is observed due to opportunity charging.
{"title":"Towards full electrification of local public transport: A tool to guide strategies for implementing the electric charging network","authors":"Brunella Caroleo , Paolo Lazzeroni , Maurizio Arnone","doi":"10.1016/j.urbmob.2024.100088","DOIUrl":"10.1016/j.urbmob.2024.100088","url":null,"abstract":"<div><div>This paper describes a methodology and a Decision Support Tool (DST) for the assessment of the impacts of future scenarios of public electric mobility on the electric Distribution Network (DN) of a city, aimed to support the implementation strategies of the electric charging network for the Local Public Transport (LPT).</div><div>The objective of the proposed tool is supporting the decision makers in estimating the effect of the future development of electromobility on the urban electric grid considering the evolution of both electric buses and their charging infrastructure.</div><div>Some scenarios for the development of electric charging infrastructure for LPT were identified together with the local public transport operator and the energy provider. The results, which are of interest to both the local Public Transport Operator (PTO) and the local Distribution System Operator (DSO), have been quantified for the city of Turin (Italy), but the methodology can be adopted in any urban context: DSOs and PTOs of each city can use the proposed tool as a support to define their public transport electrification strategies.</div><div>Some results from the case study examined in this paper (Turin, Italy) show that the energy demand related to the electrification of LPT on a typical weekday is about 45 MWh in 2030 (corresponding to 40 % e-bus), and about 90 MWh when the entire bus fleet is electric. It is also shown how more distributed recharging during the day (with intermediate recharging at the terminus) can dampen the energy/power peaks required at the depot compared to overnight recharging alone: a reduction of up to 27 % of energy demand at the depot is observed due to opportunity charging.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"6 ","pages":"Article 100088"},"PeriodicalIF":2.7,"publicationDate":"2024-10-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142425621","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}
Pub Date : 2024-09-25DOI: 10.1016/j.urbmob.2024.100087
Vania Ceccato , Gabriel Gliori , Catherine Sundling
This article seeks to investigate the nature of safety perceptions of train travellers, focusing on the experiences of transgender and gender-nonconforming individuals of the environments of railway stations and the way to them. This study makes use of descriptive statistics and binary logistic regression with a dataset specially tailored from a safety survey collected in 2022 in Southern Sweden. Large variations of travellers' safety perceptions are found in relation to the time of day and across transit environments, regardless of gender or any other individual attributes or characteristics relating to their particular trips. Previous victimisation impacts safety for all groups, but travellers fear crimes that are not common in transit situations. Women are more likely to be fearful, but the most fearful of all are women who identify themselves as LGBTQI+ /other. Such a pattern is not found in men, who declare themselves to be the safest of all travellers. The implications of these results are explored both in terms of future research questions and practical implications.
{"title":"LGBTQI+ safety perceptions in transit environments","authors":"Vania Ceccato , Gabriel Gliori , Catherine Sundling","doi":"10.1016/j.urbmob.2024.100087","DOIUrl":"10.1016/j.urbmob.2024.100087","url":null,"abstract":"<div><div>This article seeks to investigate the nature of safety perceptions of train travellers, focusing on the experiences of transgender and gender-nonconforming individuals of the environments of railway stations and the way to them. This study makes use of descriptive statistics and binary logistic regression with a dataset specially tailored from a safety survey collected in 2022 in Southern Sweden. Large variations of travellers' safety perceptions are found in relation to the time of day and across transit environments, regardless of gender or any other individual attributes or characteristics relating to their particular trips. Previous victimisation impacts safety for all groups, but travellers fear crimes that are not common in transit situations. Women are more likely to be fearful, but the most fearful of all are women who identify themselves as LGBTQI+ /other. Such a pattern is not found in men, who declare themselves to be the safest of all travellers. The implications of these results are explored both in terms of future research questions and practical implications.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"6 ","pages":"Article 100087"},"PeriodicalIF":2.7,"publicationDate":"2024-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142320187","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}
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