Journal of Urban Mobility最新文献_第3页

Insights into Ridepooling efficiency: A case study analysis using a novel operational performance measure framework 对拼车效率的洞察：使用新型运营绩效衡量框架的案例研究分析

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-12-06 DOI: 10.1016/j.urbmob.2025.100173

Martin Lehnert , Christian Liebchen , Martin Schiefelbusch , Peter Bruder , Dennis Harmann

The efficiency of demand responsive transport (DRT) services, such as ridepooling, has garnered significant attention across various (simulation) studies. However, a deeper look into the metrics employed to assess system performance exposes notable discrepancies in their utilization. Notably, certain indicators, such as the pooling rate, demonstrate a susceptibility to manipulation based on input parameters, potentially skewing results to give a more favorable impression of service performance. In this paper, we show that, under such circumstances, achieving a fair comparison between study outcomes and with traditional (public) transport modes becomes challenging.

In light of these challenges, this study introduces a novel operational performance indicator: Operational System Efficiency (OSE). OSE is tailored to evaluate the operational efficiency of ridepooling systems in a holistic way. In particular, it combines important operational indicators such as detour factor and empty kilometers share, which are considered in numerous analyses. Hereby, OSE is fostering a more equitable assessment of service performance. We applied this methodology and calculated the indicators provided in other studies to two real-world trip datasets from ridepooling services in Berlin and Münster, Germany, and compared the results. Distinct disparities emerge in comparison with conventional efficiency indicators. Consequently, the proposed OSE holds promise for stakeholders, including service providers, public transport companies, and regulatory authorities, as a valuable tool for determining the suitability of a ridepooling service for a given locale relative to other transport modalities, while also providing a transparent assessment of its efficiency.

需求响应交通（DRT）服务的效率，如拼车，在各种（模拟）研究中引起了极大的关注。然而，更深入地研究用于评估系统性能的度量，就会发现它们的利用率存在显著差异。值得注意的是，某些指标，如池化率，显示出对基于输入参数的操纵的敏感性，可能会扭曲结果，从而给服务性能提供更有利的印象。在本文中，我们表明，在这种情况下，实现研究结果与传统（公共）交通方式之间的公平比较变得具有挑战性。鉴于这些挑战，本研究引入了一种新的运营绩效指标：运营系统效率（operational System Efficiency， OSE）。OSE旨在全面评估拼车系统的运营效率。特别是，它结合了重要的业务指标，如绕行系数和空公里份额，这是在许多分析中考虑的。因此，OSE正在促进对服务绩效的更公平的评估。我们将这一方法应用于其他研究中提供的指标，并将其计算到两个来自德国柏林和梅 nster的拼车服务的真实旅行数据集，并对结果进行比较。与传统效率指标相比，出现了明显的差距。因此，拟议的OSE为包括服务提供商、公共交通公司和监管机构在内的利益相关者带来了希望，作为一种有价值的工具，可以确定拼车服务相对于其他交通方式在特定地区的适用性，同时还提供了对其效率的透明评估。

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引用次数: 0

Data-driven insights into private EV-charger sharing: A multi-group analysis across London’s ultra-low emission zones 数据驱动的私人电动汽车充电器共享洞察：伦敦超低排放区的多组分析

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-12-03 DOI: 10.1016/j.urbmob.2025.100172

Yanghui Cao , Maria Kamargianni , Yuerong Zhang

The rapid growth of electric vehicles (EVs) has heightened the need for innovative charging solutions. Charger sharing services (CSS), an emerging sharing model, leverage privately-owned chargers to supplement public infrastructure, and contribute to sustainable urban mobility. Drawing on survey data collected from 604 charger-owning households living in the ULEZ zones, we estimate a variance-based structural equation model and conduct a multi-group comparison between the Inner ULEZ and the surrounding Expanded ULEZ. Across both zones, economic, moral and social motives strongly and positively shape attitudes, and attitude in turn dominates intention to share. Secondary drivers vary spatially: knowledge about sharing services raises attitudes only inside the IULEZ, whereas perceived scarcity of public chargers suppresses sharing willingness only there. No structural paths differ significantly in magnitude between zones, indicating a robust core decision calculus with context-specific modifiers. As one of the first study to focus on this innovative sharing mobility model, this study provides nuanced data-driven insights into regional variations in private charger owners’ sharing decision and offering evidence-based recommendations for policymakers and practitioners to optimize resource utilization.

电动汽车（ev）的快速增长提高了对创新充电解决方案的需求。充电器共享服务（CSS）是一种新兴的共享模式，利用私人拥有的充电器来补充公共基础设施，并为可持续的城市交通做出贡献。本文利用604个居住在超限区域内的充电户的调查数据，估计了基于方差的结构方程模型，并对超限区域内与周边扩展超限区域进行了多组比较。在这两个地区，经济、道德和社会动机强烈而积极地塑造了态度，而态度反过来又主导了分享的意愿。次要驱动因素在空间上存在差异：关于共享服务的知识只会提高IULEZ内部的态度，而公共充电器的感知稀缺只会抑制共享意愿。区域之间没有结构路径的显著差异，表明具有上下文特定修饰符的稳健核心决策演算。作为首个关注这一创新共享出行模式的研究之一，本研究提供了细致入微的数据驱动的见解，揭示了私人充电器所有者共享决策的区域差异，并为政策制定者和从业者提供了基于证据的建议，以优化资源利用。

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引用次数: 0

The 15-minute city in the Global South: Modeling spatial accessibility and measuring social equity across seven major Iranian cities 全球南方的15分钟城市：模拟伊朗七个主要城市的空间可达性和衡量社会公平

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-12-01 DOI: 10.1016/j.urbmob.2025.100168

Babak Badakhshan , Ayyoob Sharifi , Samira Ramezani

As cities around the globe strive to improve urban sustainability and resilience while tackling challenges like climate change, Moreno's 15-minute city model is becoming increasingly popular in urban planning research and practice. Several previous studies have applied different spatial modeling frameworks to assess whether contemporary cities align with the vision of this model. To date, few studies have focused on the applicability of this model in Global South cities. As such, further empirical research is required to advance our understanding of the global relevance of the 15-minute city concept beyond narratives predominantly rooted in Western urbanism. Our study aims to fill this gap by operationalizing the model for seven major Iranian cities and highlighting the relationships between social exclusion and inequitable access to everyday needs. We show significant variation in the levels of walking access to different activity location categories within and across the study cities, with inner areas exhibiting better access and marginal areas showing poorer access to essential services. Furthermore, residents’ deprivation level was strongly associated with a higher probability of reaching everyday services beyond a 15-minute walk— except for two cities. We discuss that although in study cities essential amenities are, to some extent, accessible within a 15-minute walk or bike ride, significant socio-cultural, institutional, and infrastructural barriers; such as, imposed restrictions on women’s cycling, inadequate active travel infrastructure, and the persistent non-recognition of walking as a legitimate mode of transportation continue to hinder the meaningful implementation of the model in Iranian context.

随着世界各地的城市在应对气候变化等挑战的同时努力提高城市的可持续性和弹性，莫雷诺的15分钟城市模型在城市规划研究和实践中越来越受欢迎。之前的几项研究应用了不同的空间建模框架来评估当代城市是否符合该模型的愿景。迄今为止，很少有研究关注这一模式在全球南方城市的适用性。因此，需要进一步的实证研究来加深我们对15分钟城市概念的全球相关性的理解，超越主要植根于西方城市主义的叙述。我们的研究旨在通过在伊朗七个主要城市实施该模型来填补这一空白，并强调社会排斥与不公平获取日常需求之间的关系。我们发现，在研究城市内部和城市之间，不同活动地点类别的步行通道水平存在显著差异，内部区域显示出更好的通道，而边缘区域显示出更差的基本服务通道。此外，除了两个城市外，居民的贫困程度与15分钟步行路程以外获得日常服务的可能性较高密切相关。我们讨论了尽管在研究城市中，基本设施在一定程度上可以在15分钟步行或骑自行车的范围内获得，但重大的社会文化，制度和基础设施障碍；例如，对妇女骑自行车的限制，缺乏积极的旅行基础设施，以及一直不承认步行是一种合法的交通方式，继续阻碍在伊朗境内有意义地实施这种模式。

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引用次数: 0

Exploring sustainable accessibility through multimodal networks: Assessing healthy food access in Montreal 通过多式联运网络探索可持续可及性：评估蒙特利尔的健康食品可及性

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-12-01 DOI: 10.1016/j.urbmob.2025.100170

Sepideh Khorramisarvestani , Pierre Gauthier , Ursula Eicker

Equitable access to essential amenities is crucial for sustainable urban areas, yet achieving it remains challenging in North American cities characterized by car-centric development and sprawling urban patterns. This paper investigates how multimodal transportation networks reshape access to “Healthy Food Establishments (HFEs)” in Montreal. Using high-resolution block-level data, verified HFE locations, and multimodal routing with the r5r engine, we model three accessibility scenarios: walking-only, cycling-only, and combined active travel plus transit. Accessibility is measured through a cumulative-opportunity and gravity-based metric, capturing temporal thresholds and the variety of destinations. Our analysis reveals significant disparities in food accessibility under walking-only conditions, with nearly half of Montreal residents lacking adequate access within a strict 10-minute timeframe. Cycling considerably improves accessibility, yet the highest levels of equitable access are only achieved through integrated multimodal scenarios that combine active transportation and public transit. Our results underscore the importance of planning multimodal transit nodes that facilitate integrated trip-chaining, emphasizing the need for policy interventions that prioritize continuous, low-stress cycling infrastructure, high-frequency transit services, and clustered essential amenities to bridge accessibility gaps in underserved areas.

公平获得基本设施对于可持续城市地区至关重要，但在以汽车为中心的发展和无序的城市模式为特征的北美城市中，实现这一目标仍然具有挑战性。本文研究了多式联运网络如何重塑蒙特利尔“健康食品场所”的可及性。利用高分辨率的街区级数据、经过验证的HFE位置和r5r引擎的多模式路由，我们模拟了三种可达性场景：仅步行、仅骑车和主动出行加公交相结合。可达性通过累积机会和基于重力的度量来衡量，捕捉时间阈值和目的地的多样性。我们的分析显示，在仅步行的条件下，食物可及性存在显著差异，近一半的蒙特利尔居民在严格的10分钟时间内缺乏足够的食物。骑自行车大大改善了可达性，但只有通过将主动交通和公共交通相结合的综合多式联运方案，才能实现最高水平的公平可达性。我们的研究结果强调了规划促进综合出行链的多式联运节点的重要性，强调了政策干预的必要性，优先考虑连续、低压力的自行车基础设施、高频交通服务和集群性基本设施，以弥合服务不足地区的可达性差距。

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引用次数: 0

15-minute protection as an applied 15-minute city indicator: A data‑driven metric and scenario engine for protective accessibility in Kharkiv 15分钟保护作为一项适用的15分钟城市指标：哈尔科夫保护性无障碍数据驱动的指标和情景引擎

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-12-01 DOI: 10.1016/j.urbmob.2025.100166

Andrii Galkina

Conventional 15 min city (15MC) metrics focus on everyday amenity access and are not designed for minute-scale threats. We introduce 15 min protection (15MP) as an applied extension of 15MC: a network-based indicator of pedestrian reachability to shelters. Using Kharkiv, Ukraine, as a case study, we develop a scenario engine that maps walking isochrones to shelters across three states: pre-invasion, full-scale invasion with a power supplied, and “blackout”. The analysis integrates municipal shelter inventories, open street networks, and Transport Analysis Zones (TAZs). We propose the Protective Accessibility Progression Classification (PAPrC), a four-class typology that assigns each TAZ an auditable state based on the share of its area within a 15 min pedestrian isochrone to a structurally adequate shelter. This enables city planners and SUMP monitors to diagnose territorial adequacy and track progress toward protective accessibility goals. By aligning PAPrC (A-D Classes) with Sustainable Urban Mobility Plan (SUMP) indicators, we demonstrate how 15MP can inform resilience-oriented planning, translating proximity from a livability metric into a life-safety standard. The approach provides a reproducible, open-data workflow for other cities seeking to integrate protective accessibility into proximity-based planning under crisis conditions.

传统的15分钟城市（15MC）指标侧重于日常便利设施的使用，而不是针对分钟级威胁而设计的。我们引入15分钟保护（15MP）作为15MC的应用扩展：15MC是一个基于网络的行人可达性指标。以乌克兰哈尔科夫为例，我们开发了一个场景引擎，将行走等时线映射到三个州的避难所：入侵前、全面入侵和“停电”。该分析综合了市政住房清单、开放街道网络和交通分析区（TAZs）。我们提出了保护性可达性进展分类（PAPrC），这是一个四类类型学，根据其在15分钟行人等时线内的面积份额为每个TAZ分配一个可审计的状态。这使城市规划者和排污系统监测员能够诊断区域的充分性，并跟踪实现保护性无障碍目标的进展情况。通过将PAPrC （a - d类）与可持续城市交通计划（SUMP）指标相结合，我们展示了15MP如何为面向弹性的规划提供信息，将邻近性从宜居性指标转化为生命安全标准。该方法为寻求在危机条件下将保护性可达性整合到基于邻近性的规划中的其他城市提供了可复制的开放数据工作流程。

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引用次数: 0

The role of the Digital Participatory Platforms in street experiment processes. Two cases from Italy 数字参与平台在街头实验过程中的作用。两例来自意大利

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-12-01 DOI: 10.1016/j.urbmob.2025.100171

Paola Pucci, Giovanni Lanza, Giulia Galbiati

Digital Participatory Platforms (DPPs) play a significant role in expanding citizens' opportunities to engage in public debate through their technical agency and crowdsourcing approach. They enable the collection and sharing of opinions, ideas, direct experiences, and data without the spatial, temporal, financial, and practical limitations of traditional, non-digital participatory processes. In the mobility domain, DPPs have been used to improve knowledge of mobility habits and needs, assess the quality of mobility services, and facilitate interaction among stakeholders involved in planning, managing, and implementing mobility solutions. Despite these advantages, DPPs also present various drawbacks and limitations. These stem both from the inherent challenges of managing any public participation process and from the digital nature of such platforms, which require disruptive changes compared to traditional engagement techniques. This paper examines the processes in which DPPs are embedded, as well as the type, structure, design, and functionality of two platforms (Commonplace and Decidim) tested in Bologna and Milan (Italy). It applies five analytical lenses -objectives, management, participation, technology, and effects - to advance understanding of the role of DPPs in supporting the co-creation and evaluation of tactical urbanism experiments. Key lessons highlight the importance of aligning participation goals with the administrative and resource capacity to manage platforms effectively; ensuring continuous management, promotion, and integration with existing local engagement methods; and adopting complementary offline approaches to guarantee inclusivity.

数字参与平台通过其技术代理和众包方法，在扩大公民参与公共辩论的机会方面发挥着重要作用。它们能够收集和分享意见、想法、直接经验和数据，而不受传统的非数字参与式流程在空间、时间、财务和实践方面的限制。在移动领域，dpp已被用于提高对移动习惯和需求的了解，评估移动服务的质量，并促进参与规划、管理和实施移动解决方案的利益相关者之间的互动。尽管有这些优点，dpp也存在各种缺点和局限性。这既源于管理任何公众参与过程的固有挑战，也源于此类平台的数字性质，与传统的参与技术相比，这需要颠覆性的变革。本文考察了dpp嵌入的过程，以及在博洛尼亚和米兰（意大利）测试的两个平台（common和Decidim）的类型、结构、设计和功能。它运用了五个分析视角——目标、管理、参与、技术和效果——来促进对dpp在支持战术城市主义实验的共同创造和评估中的作用的理解。关键的经验教训突出了使参与目标与有效管理平台的行政和资源能力相一致的重要性；确保持续的管理，推广和整合现有的本地参与方法；并采取线下互补的方式来保证包容性。

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引用次数: 0

Perceptions of autonomous vehicles among older adults and people with physical disability 老年人和身体残疾人士对自动驾驶汽车的看法

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-11-20 DOI: 10.1016/j.urbmob.2025.100165

Arkar Than Win, John D. Nelson, Chinh Ho

Fully Autonomous Vehicles (AVs) capable of performing all driving functions represent a significant advancement in transportation technology. AVs are increasingly regarded as a promising transport solution for older adults and people with physical disabilities. However, previous literature shows that these groups present low intention to use AVs. This contradiction between potential benefits and low intention to use AVs highlights the need for deeper understanding of the factors influencing intention to use amongst these groups, particularly their attitudes. The Technology Acceptance Model suggests attitudes are shaped by perceived usefulness and perceived ease of use. Yet, in-depth research into these group’s perceptions of AVs remains limited. This study explores the underlying beliefs that shape perceptions of private autonomous vehicles (PAVs), shared autonomous vehicles (SAVs) and autonomous public transport (APT) among older adults (≥65) and people with physical disabilities in New South Wales, Australia. Based on focus groups, supplemented by interviews, this study found that perceptions are shaped not only by beliefs about AVs themselves, but also by beliefs associated with their human-driven counterparts. The introduction of self-driving technology is perceived as enhancing private transport, making PAVs more useful and easier to use than human-driven private cars. In the shared and public transport contexts, the introduction of self-driving technology is perceived as replacing human elements – assistance, information, reassurance, and supervision – making SAVs and APT less useful and more difficult to use than human-driven taxis and buses. Based on these findings, this study provides recommendations to promote AV acceptance among older adults and people with physical disabilities.

能够执行所有驾驶功能的全自动驾驶汽车（AVs）代表着交通技术的重大进步。自动驾驶汽车越来越被认为是老年人和身体残疾人士的一种有前途的交通解决方案。然而，先前的文献表明，这些群体使用自动驾驶汽车的意愿较低。潜在的好处与使用自动驾驶汽车的低意愿之间的矛盾突出表明，需要更深入地了解影响这些群体使用自动驾驶汽车意愿的因素，特别是他们的态度。技术接受模型表明，态度是由感知到的有用性和感知到的易用性形成的。然而，对这些群体对自动驾驶汽车看法的深入研究仍然有限。本研究探讨了澳大利亚新南威尔士州老年人（≥65岁）和身体残疾人士对私人自动驾驶汽车（pav）、共享自动驾驶汽车（sav）和自动公共交通（APT）的看法。在焦点小组的基础上，辅以访谈，这项研究发现，人们对自动驾驶汽车的看法不仅受到对自动驾驶汽车本身的看法的影响，还受到与人类驱动的自动驾驶汽车相关的信念的影响。自动驾驶技术的引入被视为加强了私人交通，使自动驾驶汽车比人类驾驶的私家车更有用、更容易使用。在共享和公共交通环境中，自动驾驶技术的引入被视为取代了人类的元素——协助、信息、保证和监督——使自动驾驶汽车和自动驾驶汽车的用处更小，而且比人类驾驶的出租车和公共汽车更难使用。基于这些发现，本研究提出了促进老年人和身体残疾者接受AV的建议。

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引用次数: 0

What drives car use: Parking policy or perceived parking accessibility? 驱动汽车使用的因素：停车政策还是感知到的停车便利性？

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-11-20 DOI: 10.1016/j.urbmob.2025.100167

Cong Qi , Jonas De Vos , Xiucheng Guo

Evaluating the effectiveness of parking policies on travel decisions is crucial to reduce car use and improve transport sustainability. Existing research has primarily focused on the impact of parking policies using cross-sectional data, which is unable to assess the subjective and personal perceptions of parking accessibility and potential changes over time. This paper uses a K-means cluster analysis to identify heterogeneous groups and then constructs four Random-Intercept Cross-Lagged Panel Models to analyse the associations between parking policy, perceived parking accessibility and car use based on longitudinal data from the Netherlands Mobility Panel (2014–2016). We identify three distinct groups of travellers: infrequent urban car users, functional car users, and dependent suburban car users. The results show that parking policy indirectly influences car use via perceived parking accessibility. The causal effects of parking policy on perceived parking accessibility are only significant among functional car users and dependent suburban car users, who have high levels of car ownership and car availability. Different causal effects have been found between perceived parking accessibility and car use among these three groups. For infrequent urban car users, a negative causal effect is found between perceived parking accessibility and car use. For functional car users, however, the causal effect of perceived parking accessibility on car use is significantly positive. For dependent suburban car users, the causal effect is positive but not significant. These findings are valuable for implementing differentiated parking policies and reducing car use among different population groups.

评估停车政策对出行决策的有效性对于减少汽车使用和提高交通可持续性至关重要。现有的研究主要集中在使用横截面数据的停车政策的影响上，这无法评估主观和个人对停车可达性的看法以及随着时间的推移可能发生的变化。本文使用k均值聚类分析来识别异质性群体，然后构建四个随机截距交叉滞后面板模型，以荷兰移动面板（2014-2016）的纵向数据为基础，分析停车政策、感知停车可达性和汽车使用之间的关系。我们确定了三种不同的旅行者群体：不经常使用的城市汽车用户、功能性汽车用户和依赖郊区汽车的用户。结果表明，停车政策通过感知停车可达性间接影响汽车使用。停车政策对感知停车可达性的因果影响仅在功能性汽车用户和依赖型郊区汽车用户中显著，这些用户拥有高水平的汽车保有量和汽车可用性。在这三个群体中，发现了感知停车可达性与汽车使用之间的不同因果关系。对于不经常使用汽车的城市用户，发现感知停车可达性与汽车使用之间存在负因果关系。然而，对于功能性汽车使用者而言，感知停车可达性对汽车使用的因果效应显著正相关。对于依赖郊区汽车的用户，因果关系为正，但不显著。这些发现对于实施差别化停车政策和减少不同人群的汽车使用具有重要价值。

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引用次数: 0

A systematic review of regression models for street vitality 街道活力回归模型的系统回顾

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-11-19 DOI: 10.1016/j.urbmob.2025.100158

Anastasiia Galaktionova , Aura-Luciana Istrate , Páraic Carroll

Street vitality represents complex phenomena, influenced by multiple interacting factors, but increasingly considered as a mark of successful built environments. Despite the proliferating vitality modelling in urban areas over the past decade, there has been a lack of critical assessment of results’ replicability, particularly concerning whether there are consistent predicting factors and determinants. This systematic review focuses on regression-based studies of street vitality, aiming to comparatively assess the models used, the factors most frequently employed, and their implications. From 62 articles, 155 regression models were extracted, featuring 16 proxies for vitality and 536 significant independent variables. The most robust were the spatial regression models, which successfully predicted 72% of vitality proxies on average. The identified proxies capture the presence of people, user-generated content, street view perceptions, mobility metrics, and other built environment metrics. While the significance of functional diversity and road density as independent variables is reinforced, the relationship between street vitality proxies and other factors is not always consistent, potentially due to contextual and cultural dissimilarities, besides variations in the factors’ measurement or data quality. The emphasis on physical aspects and the high goodness-of-fit observed in certain models may inadvertently diminish the importance of temporal or tactical interventions. Having certain variables serve as both dependent and independent variables in separate models underscores an ambiguity surrounding the vitality notion, while the extent to which different proxies reflect the actual street vitality remains unanswered.

街道活力是一种复杂的现象，受到多种相互作用因素的影响，但越来越多地被视为成功建筑环境的标志。尽管在过去十年中，城市地区的活力模型越来越多，但缺乏对结果可复制性的批判性评估，特别是关于是否存在一致的预测因素和决定因素。本文系统回顾了基于回归的街道活力研究，旨在比较评估所使用的模型、最常用的因素及其影响。从62篇文章中提取了155个回归模型，其中包含16个活力代理和536个显著自变量。最稳健的是空间回归模型，平均成功预测了72%的活力指标。已识别的代理捕获人的存在、用户生成的内容、街景感知、移动性指标和其他建筑环境指标。虽然功能多样性和道路密度作为自变量的重要性得到了加强，但街道活力代理与其他因素之间的关系并不总是一致的，这可能是由于环境和文化的差异，以及因素的测量或数据质量的差异。对物理方面的强调和在某些模型中观察到的高拟合优度可能无意中降低了时间或战术干预的重要性。在不同的模型中，某些变量既是因变量又是自变量，强调了围绕活力概念的模糊性，而不同的代理在多大程度上反映了实际的街道活力仍然没有答案。

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引用次数: 0

Challenges to inclusive mobility as a service: Findings from a stakeholder workshop in Lisbon 包容性交通作为一种服务面临的挑战：里斯本利益相关者研讨会的调查结果

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-11-19 DOI: 10.1016/j.urbmob.2025.100169

Jadiel Tiago, André Lopes, Maria Luiza Carvalho, David Vale

Mobility as a Service (MaaS) is widely discussed as a strategy to promote more sustainable and integrated mobility systems. However, its potential to reduce socio-territorial inequalities remains uncertain. While the literature identifies structural barriers, such as governance fragmentation, digital integration challenges, and financial viability, these analyses often remain at a general level. To complement these insights, we adopted a participatory workshop as a methodology, with stakeholders from the Lisbon Metropolitan Area, including operators, service providers, municipalities, authorities, and users. The discussions revealed how different actors interpret and prioritize barriers, exposing mismatches between institutional roles, coordination difficulties, and unequal digital and operational capacities. These findings highlight the importance of understanding the implementation of inclusive MaaS through the perspectives of those directly involved. The results not only align with the literature but also add contextualized dimensions related to leadership gaps, inter-municipal cooperation, and territorial disparities. Although focused on Lisbon, the insights may inform future approaches to MaaS implementation in other metropolitan contexts.

移动即服务（MaaS）作为一种促进更可持续和集成的移动系统的战略被广泛讨论。然而，其减少社会-领土不平等的潜力仍然不确定。虽然文献识别了结构性障碍，如治理碎片化、数字集成挑战和财务可行性，但这些分析通常停留在一般水平上。为了补充这些见解，我们采用了一种参与式研讨会作为方法，参与者包括来自里斯本大都会区的利益相关者，包括运营商、服务提供商、市政当局、当局和用户。讨论揭示了不同行为体如何解释和优先考虑障碍，暴露了机构角色之间的不匹配、协调困难以及数字和业务能力的不平等。这些发现强调了从直接参与者的角度理解包容性MaaS实施的重要性。研究结果不仅与文献一致，而且还增加了与领导差距、城市间合作和地域差异相关的情境化维度。虽然主要集中在里斯本，但这些见解可能会为未来在其他大都市环境中实施MaaS的方法提供信息。

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引用次数: 0