Pub Date : 2025-11-17DOI: 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.
{"title":"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","authors":"Asa Thomas","doi":"10.1016/j.urbmob.2025.100156","DOIUrl":"10.1016/j.urbmob.2025.100156","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100156"},"PeriodicalIF":6.1,"publicationDate":"2025-11-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145578630","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}
Pub Date : 2025-11-16DOI: 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.
{"title":"Data-driven methodology for identifying vehicle-to-grid parking regions in urban areas","authors":"Antonio Comi, Eskindir Ayele Atumo","doi":"10.1016/j.urbmob.2025.100161","DOIUrl":"10.1016/j.urbmob.2025.100161","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100161"},"PeriodicalIF":6.1,"publicationDate":"2025-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145578631","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}
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.
{"title":"Accessibility routing model for the safe navigation of vulnerable road users in urban environments","authors":"Konstantinos Kaselouris, Xenia Karekla, Anastasia Koupani, Konstantinos Gkiotsalitis","doi":"10.1016/j.urbmob.2025.100164","DOIUrl":"10.1016/j.urbmob.2025.100164","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100164"},"PeriodicalIF":6.1,"publicationDate":"2025-11-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145528218","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}
Pub Date : 2025-11-13DOI: 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.
{"title":"Willingness to use urban air mobility (UAM) as an airport shuttle across levels of automation","authors":"Soyeon Kim , Kaihan Zhang","doi":"10.1016/j.urbmob.2025.100162","DOIUrl":"10.1016/j.urbmob.2025.100162","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100162"},"PeriodicalIF":6.1,"publicationDate":"2025-11-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145528216","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}
Pub Date : 2025-11-08DOI: 10.1016/j.urbmob.2025.100152
Raffaello Furlan , Reem Awwaad
Automobile dependence has long shaped mobility patterns across urban and suburban landscapes, resulting in congestion, social fragmentation, and economic inefficiencies. In response to climate change, rising greenhouse gas emissions, and volatile oil prices, cities worldwide are turning to public transit as a sustainable alternative. Transit-Oriented Developments (TODs) are increasingly recognized as a policy tool to reshape mobility, urban form, and urban livability.
Middle Eastern cities, historically reliant on private vehicles, are now making significant investments in transit infrastructure. Doha, the capital of Qatar, has undergone rapid economic and demographic expansion over the past two decades, largely driven by the hydrocarbon sector. To manage urban growth and enhance mobility, the city is implementing an integrated public transport system including the Doha Metro, Lusail LRT, and Bus Rapid Transit (BRT).
This study investigates three interrelated dimensions: (1) the integration of transit infrastructure with land use as part of Doha’s urban transformation, (2) the development trajectory of the Lusail LRT system, and (3) the policy relevance and livability impacts of TODs in Doha. The methodology combines spatial analysis of land use and transit networks with policy review and stakeholder perspectives, allowing for qualitative assessment of TOD opportunities, challenges, and impacts on urban quality of life.
The findings reveal that TODs can inform policy interventions aimed at reducing car dependence, enhancing accessibility, promoting mixed-use development, and fostering walkable, socially cohesive communities. Furthermore, they provide a transferable framework for developing socio-culturally contextualized TOD strategies in rapidly urbanizing, car-dependent settings. These insights extend beyond Doha, offering guidance for other Gulf cities seeking to balance modernization with sustainable and culturally sensitive urban development.
{"title":"Sustainable Urban Mobility in Qatar: Transforming Doha’s Built Environment through Transit-Oriented Development (TOD)","authors":"Raffaello Furlan , Reem Awwaad","doi":"10.1016/j.urbmob.2025.100152","DOIUrl":"10.1016/j.urbmob.2025.100152","url":null,"abstract":"<div><div>Automobile dependence has long shaped mobility patterns across urban and suburban landscapes, resulting in congestion, social fragmentation, and economic inefficiencies. In response to climate change, rising greenhouse gas emissions, and volatile oil prices, cities worldwide are turning to public transit as a sustainable alternative. Transit-Oriented Developments (TODs) are increasingly recognized as a policy tool to reshape mobility, urban form, and urban livability.</div><div>Middle Eastern cities, historically reliant on private vehicles, are now making significant investments in transit infrastructure. Doha, the capital of Qatar, has undergone rapid economic and demographic expansion over the past two decades, largely driven by the hydrocarbon sector. To manage urban growth and enhance mobility, the city is implementing an integrated public transport system including the Doha Metro, Lusail LRT, and Bus Rapid Transit (BRT).</div><div>This study investigates three interrelated dimensions: (1) the integration of transit infrastructure with land use as part of Doha’s urban transformation, (2) the development trajectory of the Lusail LRT system, and (3) the policy relevance and livability impacts of TODs in Doha. The methodology combines spatial analysis of land use and transit networks with policy review and stakeholder perspectives, allowing for qualitative assessment of TOD opportunities, challenges, and impacts on urban quality of life.</div><div>The findings reveal that TODs can inform policy interventions aimed at reducing car dependence, enhancing accessibility, promoting mixed-use development, and fostering walkable, socially cohesive communities. Furthermore, they provide a transferable framework for developing socio-culturally contextualized TOD strategies in rapidly urbanizing, car-dependent settings. These insights extend beyond Doha, offering guidance for other Gulf cities seeking to balance modernization with sustainable and culturally sensitive urban development.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100152"},"PeriodicalIF":6.1,"publicationDate":"2025-11-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145528217","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}
Pub Date : 2025-11-06DOI: 10.1016/j.urbmob.2025.100163
Zehra Özcelik, Cenk Hamamcioglu
This study examines the 15-minute city approach from an accessibility perspective; it discusses the most important parameters of accessibility at the point where they intersect with spatial justice. The hypothesis is that if the principles underlying the 15-minute city approach, such as proximity, service distribution, diversity, and density, align with the foundational components of spatial justice, then the implementation of a 15-minute city framework can contribute to designing more equitable and mobility enhancing urban environments. To test this, the study identifies shared indicators between the two frameworks and investigates how they manifest in the context of a dense in Istanbul. Adopting a multi-method approach, the research integrates three complementary techniques: (1) GIS-based network analyses to assess proximity and density of key services; (2) a household survey to evaluate perceived accessibility; and (3) street-level physical space observations to assess the inclusiveness and adequacy of the built environment on a micro scale. The case study is conducted in Beyoğlu, a historically layered and spatially fragmented district, allowing for the examination of both structural and experiential components of access. The results indicate that, although spatial proximity and service density vary significantly across neighborhoods, there are still gaps between objective accessibility and daily experiences. The results demonstrate that the 15-minute city approach can promote spatial justice when proximity is supported by socially responsive infrastructure, inclusive design, and attention to affordability and governance. By synthesizing the principles of spatial justice with the 15-minute city approach and testing them empirically in Beyoğlu, the study contributes a conceptual framework and practical guidance for context-sensitive, equity-oriented urban policy.
{"title":"From district to street: A multi-scale analysis of spatial justice through the 15-minute city framework in Beyoğlu, Istanbul","authors":"Zehra Özcelik, Cenk Hamamcioglu","doi":"10.1016/j.urbmob.2025.100163","DOIUrl":"10.1016/j.urbmob.2025.100163","url":null,"abstract":"<div><div>This study examines the 15-minute city approach from an accessibility perspective; it discusses the most important parameters of accessibility at the point where they intersect with spatial justice. The hypothesis is that if the principles underlying the 15-minute city approach, such as proximity, service distribution, diversity, and density, align with the foundational components of spatial justice, then the implementation of a 15-minute city framework can contribute to designing more equitable and mobility enhancing urban environments. To test this, the study identifies shared indicators between the two frameworks and investigates how they manifest in the context of a dense in Istanbul. Adopting a multi-method approach, the research integrates three complementary techniques: (1) GIS-based network analyses to assess proximity and density of key services; (2) a household survey to evaluate perceived accessibility; and (3) street-level physical space observations to assess the inclusiveness and adequacy of the built environment on a micro scale. The case study is conducted in Beyoğlu, a historically layered and spatially fragmented district, allowing for the examination of both structural and experiential components of access. The results indicate that, although spatial proximity and service density vary significantly across neighborhoods, there are still gaps between objective accessibility and daily experiences. The results demonstrate that the 15-minute city approach can promote spatial justice when proximity is supported by socially responsive infrastructure, inclusive design, and attention to affordability and governance. By synthesizing the principles of spatial justice with the 15-minute city approach and testing them empirically in Beyoğlu, the study contributes a conceptual framework and practical guidance for context-sensitive, equity-oriented urban policy.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100163"},"PeriodicalIF":6.1,"publicationDate":"2025-11-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145464938","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}
Pub Date : 2025-10-28DOI: 10.1016/j.urbmob.2025.100160
Nils Lukas Harder , Vania Ceccato
Mobility-related harassment in public spaces is a persistent barrier to safe and inclusive urban mobility. Yet, research on the situational factors that contribute to such harassment remains limited. Mobility-related harassment limits access to public spaces and transit, making it fundamental to identify both individual and situational risk factors to improve urban safety. This study contributes to this knowledge base by examining mobility-related harassment in the province of Valencia, Spain, using data from an open-access Mobility Survey (N = 445) and from fieldwork inspections. Geographic Information Systems (GIS) and regression models are used to analyse individual and situational factors linked to mobility-related harassment. The findings reveal that disability is a key determinant of mobility-related harassment, with additional risks for individuals travelling with dependents, and bicycle usage, even after accounting for frequency of transit usage, neighbourhood centrality, and income levels. Fieldwork inspections reveal that these incidents are concentrated in areas near transit environments and green spaces with limited surveillance. The findings underscore that effectively reducing mobility-related harassment in public spaces requires attention not only to traditional individual characteristics (e.g., gender, age) but also to disability and the situational factors in which harassment occurs.
{"title":"Mobility-related harassment: Assessing individual and situational factors","authors":"Nils Lukas Harder , Vania Ceccato","doi":"10.1016/j.urbmob.2025.100160","DOIUrl":"10.1016/j.urbmob.2025.100160","url":null,"abstract":"<div><div>Mobility-related harassment in public spaces is a persistent barrier to safe and inclusive urban mobility. Yet, research on the situational factors that contribute to such harassment remains limited. Mobility-related harassment limits access to public spaces and transit, making it fundamental to identify both individual and situational risk factors to improve urban safety. This study contributes to this knowledge base by examining mobility-related harassment in the province of Valencia, Spain, using data from an open-access Mobility Survey (<em>N</em> = 445) and from fieldwork inspections. Geographic Information Systems (GIS) and regression models are used to analyse individual and situational factors linked to mobility-related harassment. The findings reveal that disability is a key determinant of mobility-related harassment, with additional risks for individuals travelling with dependents, and bicycle usage, even after accounting for frequency of transit usage, neighbourhood centrality, and income levels. Fieldwork inspections reveal that these incidents are concentrated in areas near transit environments and green spaces with limited surveillance. The findings underscore that effectively reducing mobility-related harassment in public spaces requires attention not only to traditional individual characteristics (e.g., gender, age) but also to disability and the situational factors in which harassment occurs.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100160"},"PeriodicalIF":6.1,"publicationDate":"2025-10-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145416041","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}
Pub Date : 2025-10-15DOI: 10.1016/j.urbmob.2025.100157
Hannah Hook , Joyce David
This research explores the transport-related values and priorities of pre-adolescents (aged 10–12) from socially vulnerable backgrounds through participatory urban planning workshops in Flanders, Belgium. Using a simple streetscape design tool, 16 individual and four group diagrams were analyzed to identify recurring themes in how pre-adolescents envision public spaces. The findings reveal a strong emphasis on slow and active mobility modes, particularly walking and cycling, alongside safety features such as green barriers and well-defined pedestrian zones, reflecting participants’ developmental needs for secure, accessible environments and their reliance on active modes. Participants consistently valued green spaces not only for safety and traffic calming but also for aesthetics and socialization, demonstrating an intuitive understanding of their multifunctional role. Social spaces, particularly benches and greenscapes, emerged as key elements supporting peer interaction and community engagement. Group designs highlighted challenges in balancing competing priorities, as participants struggled to integrate diverse elements into limited spaces, resulting in compromises that mirror real-world urban planning dilemmas. By emphasizing active mobility, safety, and inclusivity, participants’ designs align with principles of sustainable urban development. This study underscores the importance of engaging pre-adolescents in participatory processes, as their perspectives offer valuable insights for creating equitable, child-friendly environments that benefit all users. The results highlight the need for structured guidance to help youth navigate complex planning decisions and advocate for policies that incorporate their voices to shape more inclusive and sustainable cities.
{"title":"Designing ideal streetscapes with youth: Exploring transport values through participatory urban planning in Flanders","authors":"Hannah Hook , Joyce David","doi":"10.1016/j.urbmob.2025.100157","DOIUrl":"10.1016/j.urbmob.2025.100157","url":null,"abstract":"<div><div>This research explores the transport-related values and priorities of pre-adolescents (aged 10–12) from socially vulnerable backgrounds through participatory urban planning workshops in Flanders, Belgium. Using a simple streetscape design tool, 16 individual and four group diagrams were analyzed to identify recurring themes in how pre-adolescents envision public spaces. The findings reveal a strong emphasis on slow and active mobility modes, particularly walking and cycling, alongside safety features such as green barriers and well-defined pedestrian zones, reflecting participants’ developmental needs for secure, accessible environments and their reliance on active modes. Participants consistently valued green spaces not only for safety and traffic calming but also for aesthetics and socialization, demonstrating an intuitive understanding of their multifunctional role. Social spaces, particularly benches and greenscapes, emerged as key elements supporting peer interaction and community engagement. Group designs highlighted challenges in balancing competing priorities, as participants struggled to integrate diverse elements into limited spaces, resulting in compromises that mirror real-world urban planning dilemmas. By emphasizing active mobility, safety, and inclusivity, participants’ designs align with principles of sustainable urban development. This study underscores the importance of engaging pre-adolescents in participatory processes, as their perspectives offer valuable insights for creating equitable, child-friendly environments that benefit all users. The results highlight the need for structured guidance to help youth navigate complex planning decisions and advocate for policies that incorporate their voices to shape more inclusive and sustainable cities.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100157"},"PeriodicalIF":6.1,"publicationDate":"2025-10-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145324682","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}
Pub Date : 2025-09-29DOI: 10.1016/j.urbmob.2025.100155
Weicong Luo, Li Dai
This longitudinal study examines the correlation between mothers’ environmentally friendly mindset and transport behaviours during their offspring’s adolescence and the likelihood of their offspring adopting sustainable commuting modes (e.g. public transport and active transport) in early adulthood. An integrated choice and latent variable model were used to investigate these associations, utilizing data from 678 mother-child pairs in waves 4 and 10 of the UK understanding society. The study finds that maternal environment-friendly mindsets during their offspring’s adolescence are associated with a higher likelihood of offspring choosing public transport modes to work in early adulthood. Additionally, the frequency of mothers’ use of buses and bicycles during their offspring’s adolescence was positively associated with the offspring’s choice of public transport mode and active transport mode to work in adulthood, separately. In contrast, negative relationships are observed between the mothers’ frequent car use during their offspring’s adolescence and the offspring’s likelihood of adopting active transport and public transport modes to work in early adulthood, respectively. This study provides insights into intergenerational correlation of sustainable transport behaviours from a longitudinal perspective. Furthermore, this study recommends that interventions promoting sustainable commuting behaviours in early adulthood can be broadened to account for the long-term role of maternal sustainable transport practices during their children’s formative years.
{"title":"The role of mothers’ past transport behaviour and environmentally friendly mindset in their children’s sustainable transport choices in early adulthood","authors":"Weicong Luo, Li Dai","doi":"10.1016/j.urbmob.2025.100155","DOIUrl":"10.1016/j.urbmob.2025.100155","url":null,"abstract":"<div><div>This longitudinal study examines the correlation between mothers’ environmentally friendly mindset and transport behaviours during their offspring’s adolescence and the likelihood of their offspring adopting sustainable commuting modes (e.g. public transport and active transport) in early adulthood. An integrated choice and latent variable model were used to investigate these associations, utilizing data from 678 mother-child pairs in waves 4 and 10 of the UK understanding society. The study finds that maternal environment-friendly mindsets during their offspring’s adolescence are associated with a higher likelihood of offspring choosing public transport modes to work in early adulthood. Additionally, the frequency of mothers’ use of buses and bicycles during their offspring’s adolescence was positively associated with the offspring’s choice of public transport mode and active transport mode to work in adulthood, separately. In contrast, negative relationships are observed between the mothers’ frequent car use during their offspring’s adolescence and the offspring’s likelihood of adopting active transport and public transport modes to work in early adulthood, respectively. This study provides insights into intergenerational correlation of sustainable transport behaviours from a longitudinal perspective. Furthermore, this study recommends that interventions promoting sustainable commuting behaviours in early adulthood can be broadened to account for the long-term role of maternal sustainable transport practices during their children’s formative years.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100155"},"PeriodicalIF":6.1,"publicationDate":"2025-09-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145219000","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}
Pub Date : 2025-09-28DOI: 10.1016/j.urbmob.2025.100151
Catarina Cadima , Isabel Cunha , Lauren Pearson , Paulo Pinho
Gender equity in transport systems has become a central concern in urban mobility research, particularly as societal roles evolve and new mobility paradigms emerge. University students, as both representatives of current socio-cultural dynamics and precursors of future behavioural trends, offer a unique lens through which to examine changing mobility patterns. This study presents a longitudinal analysis of gender differences in commuting behaviours among students at the Faculty of Engineering of the University of Porto (FEUP), located in the Greater Porto area of Portugal. This Faculty is an important traffic generator. The study uses personal survey data and spatial analysis from the 2006, 2012, 2017 and 2023 academic years. It employs a mixed-methods approach to examine the influence of gender equity on travel behaviour and housing choices and its evolution over time. The results explain tendencies and multifactorial gender differences in the choice of transport mode to reach the University. The researchers observed differences in transport mode preference between women and men. These findings suggest that urban planners, practitioners, policy and decision-makers should join efforts towards developing gender-sensitive strategies and integrated transport policy packages in university settings to reduce gender inequities in sustainable mobility. Promoting equitable and sustainable transport options is essential to addressing mobility-related gender disparities and fostering inclusive access to higher education.
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