Journal of Urban Mobility最新文献_第3页

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

Temporary recurring closures and changing mobility patterns: A quasi-experimental study of the impacts of London’s Covid-19 school streets on travel to school 临时反复关闭和不断变化的交通模式：一项关于伦敦新冠肺炎学校街道对上学出行影响的准实验研究

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-11-17 DOI: 10.1016/j.urbmob.2025.100156

Asa Thomas

With over 500 schemes installed since March 2020, School Streets have been one of the most significant street experiments conducted in London. As temporary and recurring closures to streets these schemes provide a novel typology of street experiment which may be applicable to other contexts. In research on urban street experiments, questions have been raised about the extent to which such schemes can contribute to wider mobility transitions. Through a quasi-experimental analysis of school travel data, this study seeks to assess this question in relation to London’s School Streets schemes. It asks to what extent have these schemes reduced the use of private motor vehicles and increased the uptake of active modes of travel to school. The analysis finds positive but modest results on this count, with some evidence that School Streets have helped to prevent a ‘car-based recovery’ from Covid-19 in London. It goes on to reflect on the implications of this for the wider study of the impacts of street experiments on urban mobility.

自2020年3月以来，学校街已经安装了500多个方案，是伦敦最重要的街道实验之一。作为对街道的临时和反复封闭，这些方案提供了一种新的街道实验类型，可以适用于其他环境。在对城市街道实验的研究中，人们提出了这样的方案在多大程度上有助于更广泛的机动性转变的问题。通过对学校出行数据的准实验分析，本研究试图评估与伦敦学校街道计划相关的这个问题。它想知道这些计划在多大程度上减少了私人机动车辆的使用，并增加了上学的主动出行方式。分析发现，在这方面取得了积极但有限的结果，一些证据表明，学校街道有助于防止伦敦从Covid-19中“以汽车为基础的复苏”。它继续反映了这对街道实验对城市交通影响的更广泛研究的影响。

引用次数: 0

Data-driven methodology for identifying vehicle-to-grid parking regions in urban areas 识别城市地区车辆到电网停车区域的数据驱动方法

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-11-16 DOI: 10.1016/j.urbmob.2025.100161

Antonio Comi, Eskindir Ayele Atumo

The transition of mobility to electrification resulted in a surge of electric vehicles (EVs) and an imbalance in demand and supply of electricity. In remedy, vehicle-to-grid (V2G) technology has been developed to balance and optimize energy use by integrating EVs and the electric grid. However, its implementation requires understanding the spatial and temporal patterns of demand and aggregation of EVs. In light of that, this study devises a multistage methodology that implements a data-driven approach to identify potential V2G parking zones and develops a localized Poisson model to characterize influence factors of parking duration. A real-case scenario is investigated, and a potential region for V2G is identified based on aggregated parking characteristics through the use of floating car data (FCD). The characterization, in average terms, shows that a unit increment in building footprint area, population, and area of existing parking lots entails a positive but insignificant effect on the expected parking duration. Similarly, an increase in duration is found to be related to the number of: hospitality, entertainment, food and beverage activities; retail, service, and financial centers; education, science, and research centers. On the other hand, the density of roads, a higher number of cultural places, community, and medical facilities are found to reduce the aggregated duration. Overall, the findings are expected to offer a valuable resource for parking infrastructure planners and grid operators, and contribute to the small pool of literature on V2G vehicle aggregation.

从移动到电气化的转变导致电动汽车的激增和电力供需的不平衡。为了解决这个问题，汽车到电网（V2G）技术已经被开发出来，通过整合电动汽车和电网来平衡和优化能源使用。然而，它的实施需要了解电动汽车需求和聚集的时空模式。鉴于此，本研究设计了一种多阶段方法，实现了数据驱动的方法来识别潜在的V2G停车区域，并开发了一个局部泊松模型来表征停车时间的影响因素。研究了一个真实场景，并通过使用浮动汽车数据（FCD），基于聚合停车特征确定了V2G的潜在区域。从平均来看，建筑足迹面积、人口和现有停车场面积的单位增量对期望停车时间的影响为正，但不显著。同样，持续时间的增加与以下活动的数量有关：招待、娱乐、食品和饮料活动；零售、服务和金融中心；教育、科学和研究中心。相反，如果道路密集，文化场所、社区、医疗设施较多，则可以缩短总时间。总体而言，研究结果有望为停车基础设施规划者和电网运营商提供宝贵的资源，并为V2G车辆聚集的少量文献做出贡献。

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引用次数: 0

Accessibility routing model for the safe navigation of vulnerable road users in urban environments 城市环境中弱势道路使用者安全导航的可达性路径模型

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-11-13 DOI: 10.1016/j.urbmob.2025.100164

Konstantinos Kaselouris, Xenia Karekla, Anastasia Koupani, Konstantinos Gkiotsalitis

Ensuring equitable access to urban environments is essential for inclusive cities. This study presents the development of an Accessibility Routing Model that improves navigation for physically able, mobility impaired, and visually impaired pedestrians. Unlike previous research that focused on footway width and slope to evaluate accessibility, this study, through an optimisation model, integrates key accessibility criteria, such as footway width, footway slope, kerb design, tactile paving, and the presence of obstacles. Based on extensive audits conducted in the municipality of Penteli (Athens), data were collected from over 400 locations, and accessibility maps were produced for each user group. The routing algorithm calculates the shortest accessible path or, if necessary, an alternative path with minimal violations of accessibility standards. A mobile application was developed to deliver real-time route suggestions tailored to users’ abilities. The paper highlights gaps in urban design and emphasizes the urgent need for improvements to foster independence and social inclusion for vulnerable road users. Keywords: accessibility mapping; accessibility routing model; navigation; inclusivity; mobility impaired pedestrians; visually impaired pedestrians.

确保公平利用城市环境对包容性城市至关重要。本研究提出了一种无障碍路径模型的开发，该模型可以改善身体健全、行动不便和视力受损的行人的导航。与以往的研究不同，本研究通过一个优化模型，整合了关键的可达性标准，如人行道宽度、人行道坡度、路边设计、触觉铺装和障碍物的存在。根据在Penteli市（雅典）进行的广泛审计，从400多个地点收集了数据，并为每个用户组制作了可访问性地图。路由算法计算最短的可访问路径，或者，如果有必要，计算与可访问性标准冲突最小的替代路径。开发了一款移动应用程序，根据用户的能力提供实时路线建议。该报告强调了城市设计中的差距，并强调迫切需要进行改进，以促进弱势道路使用者的独立性和社会包容性。关键词：可达性映射；可访问路由模型；导航;包容性;行动不便的行人；视障行人。

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引用次数: 0

Willingness to use urban air mobility (UAM) as an airport shuttle across levels of automation 愿意使用城市空中交通（UAM）作为机场在自动化水平之间的穿梭

IF 6.1 Q1 GEOGRAPHY

Journal of Urban Mobility

Pub Date : 2025-11-13 DOI: 10.1016/j.urbmob.2025.100162

Soyeon Kim , Kaihan Zhang

Urban Air Mobility (UAM) is an emerging transportation solution aiming to alleviate congestion and enhance sustainability in urban areas. Automation capabilities are evolving from manned control to full autonomy, and at each stage of this progression, the willingness to use each system represents a behavioural intention toward adoption. This study investigates willingness to use UAM for airport shuttle services across three levels of automation: Manned control, Remotely piloted, and Fully autonomous. The study employed survey data from 1613 respondents in South Korea. Using ordered logit models, we examine how socio-demographic and current airport travel behaviour influence adoption. Results show that approximately 60% of respondents were willing to use manned control UAM, whereas only about 30% expressed willingness under remotely piloted or fully autonomous UAM. Adoption patterns and predictors of adoption vary depending on the level of automation. While current travel time to the airport and the primary purpose of airport use are prominent predictors of willingness to use UAM at the manned control level, demographic characteristics, particularly gender and age, become more significant at remotely piloted and fully autonomous UAM, as the level of automation increases. The frequency of international travel consistently predicts a higher willingness to adopt UAM, regardless of the level of automation. These findings highlight the need for level-specific adoption strategies and suggest that trust and risk perception need to be addressed as automation increases. This study contributes empirical evidence for policymakers, service operators, and urban planners informing differentiated communication and integration strategies tailored to user profiles and system maturity.

城市空中交通（UAM）是一种新兴的交通解决方案，旨在缓解城市地区的拥堵和提高可持续性。自动化能力正在从有人控制发展到完全自主，在这一进程的每个阶段，使用每个系统的意愿都代表了采用的行为意图。本研究调查了机场班车服务在三个自动化水平上使用UAM的意愿：有人控制、远程驾驶和完全自主。该研究采用了来自韩国1613名受访者的调查数据。使用有序logit模型，我们研究了社会人口统计和当前机场旅行行为如何影响采用。结果显示，大约60%的受访者愿意使用有人控制的无人驾驶飞机，而只有30%的受访者表示愿意使用遥控或全自动无人驾驶飞机。采用模式和采用的预测因素取决于自动化的级别。虽然目前到机场的旅行时间和机场使用的主要目的是在有人控制水平上使用无人驾驶飞机的意愿的重要预测因素，但随着自动化水平的提高，人口特征，特别是性别和年龄，在遥控和全自动无人驾驶飞机上变得更加重要。无论自动化程度如何，国际旅行的频率始终预示着采用UAM的意愿更高。这些发现突出了对特定级别采用策略的需求，并表明随着自动化程度的提高，信任和风险感知需要得到解决。该研究为政策制定者、服务运营商和城市规划者提供了经验证据，可以根据用户概况和系统成熟度制定差异化的沟通和整合策略。

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引用次数: 0