Pub Date : 2025-09-27DOI: 10.1016/j.urbmob.2025.100154
Marta Luz Arango Uribe , Julián Sánchez Corredor , Cristian David Correa-Álvarez
This study evaluates the social impact and road safety implications of intermodality between the Ayacucho Tram and active transport in Medellín-Colombia. The analysis is based on a mixed-methods approach, combining open data on road incidents (2008–2023) with a 2024 user survey to assess key metrics including accessibility, safety perceptions, and satisfaction. A logistic regression model was employed to determine the main predictors of perceived accessibility improvements. The model identifies three user characteristics as key predictors of a positive perception of improved accessibility: being male, having a higher educational level, and using walking as a primary mode of transport. These findings highlight the Ayacucho Tram as a key axis of urban connectivity that supports intermodality with active mobility — particularly cycling — while also revealing persistent concerns related to road safety, especially in cycling infrastructure. This intermodal integration enhances travel times, connectivity, and access, contributing to sustainable urban mobility in Medellín and offering a comprehensive perspective on the interaction between public transport and active mobility.
{"title":"Social impacts and road safety in intermodality: Case study of the Ayacucho Tram in Medellín-Colombia","authors":"Marta Luz Arango Uribe , Julián Sánchez Corredor , Cristian David Correa-Álvarez","doi":"10.1016/j.urbmob.2025.100154","DOIUrl":"10.1016/j.urbmob.2025.100154","url":null,"abstract":"<div><div>This study evaluates the social impact and road safety implications of intermodality between the Ayacucho Tram and active transport in Medellín-Colombia. The analysis is based on a mixed-methods approach, combining open data on road incidents (2008–2023) with a 2024 user survey to assess key metrics including accessibility, safety perceptions, and satisfaction. A logistic regression model was employed to determine the main predictors of perceived accessibility improvements. The model identifies three user characteristics as key predictors of a positive perception of improved accessibility: being male, having a higher educational level, and using walking as a primary mode of transport. These findings highlight the Ayacucho Tram as a key axis of urban connectivity that supports intermodality with active mobility — particularly cycling — while also revealing persistent concerns related to road safety, especially in cycling infrastructure. This intermodal integration enhances travel times, connectivity, and access, contributing to sustainable urban mobility in Medellín and offering a comprehensive perspective on the interaction between public transport and active mobility.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100154"},"PeriodicalIF":6.1,"publicationDate":"2025-09-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145157317","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 : 2025-09-26DOI: 10.1016/j.urbmob.2025.100148
Bartosz Bursa , Felix Mölk , Gottfried Tappeiner , Sebastian Vicoli , Alessa Heeß , Markus Mailer
This study examines the impact of a multi-service mobile app on tourist decision-making across three key stages: destination selection, long-distance travel, and local mobility at the destination. Utilizing discrete choice experiments (DCEs) with 266 survey participants, the study evaluates the effects of an app that integrates information and booking interface for transportation, attractions, and local facilities. The results highlight that while the impact of the app is generally low, its added value becomes more substantial in complex and time-sensitive stages of travel, such as on-site mobility. The app’s availability increases the market share of destinations by up to 4.5 percentage points and increases the attractiveness of rail travel by 27 % under specific scenarios. The willingness to pay for the app is in the range of 7-12 € per night for destination choice, 10–20 € for mode choice for long-distance travel to destination, and 1-1.28 € per trip for local trips at the destination, indicating that it is commercially viable to develop and maintain. Despite these benefits, the app's effectiveness is contingent on user awareness and integration with high-quality local transport services. The study introduces the app as a "digital Trojan horse," leveraging its functionalities to unobtrusively promote sustainable travel options. This research underscores the need for collaborative app development across destinations and suggests further investigation into large-scale deployment and heterogeneity in user preferences.
{"title":"Digital Trojan horse – urban tools in a non-urban environment. How to inform tourist travel decisions by means of a multi-service mobile app","authors":"Bartosz Bursa , Felix Mölk , Gottfried Tappeiner , Sebastian Vicoli , Alessa Heeß , Markus Mailer","doi":"10.1016/j.urbmob.2025.100148","DOIUrl":"10.1016/j.urbmob.2025.100148","url":null,"abstract":"<div><div>This study examines the impact of a multi-service mobile app on tourist decision-making across three key stages: destination selection, long-distance travel, and local mobility at the destination. Utilizing discrete choice experiments (DCEs) with 266 survey participants, the study evaluates the effects of an app that integrates information and booking interface for transportation, attractions, and local facilities. The results highlight that while the impact of the app is generally low, its added value becomes more substantial in complex and time-sensitive stages of travel, such as on-site mobility. The app’s availability increases the market share of destinations by up to 4.5 percentage points and increases the attractiveness of rail travel by 27 % under specific scenarios. The willingness to pay for the app is in the range of 7-12 € per night for destination choice, 10–20 € for mode choice for long-distance travel to destination, and 1-1.28 € per trip for local trips at the destination, indicating that it is commercially viable to develop and maintain. Despite these benefits, the app's effectiveness is contingent on user awareness and integration with high-quality local transport services. The study introduces the app as a \"digital Trojan horse,\" leveraging its functionalities to unobtrusively promote sustainable travel options. This research underscores the need for collaborative app development across destinations and suggests further investigation into large-scale deployment and heterogeneity in user preferences.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100148"},"PeriodicalIF":6.1,"publicationDate":"2025-09-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145157318","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 : 2025-09-23DOI: 10.1016/j.urbmob.2025.100153
Meiqing Li , Daniel A. Rodriguez , Susie Pike , Michael McNally
Emerging evidence suggests that the recovery of transit ridership post-COVID has been uneven, especially for rail transit. This study aims to understand the station area land use, built form, and transit network characteristics that explain station-level changes in transit ridership pre- and post-COVID, and explores the degree to which those changes are rail transit-specific or the result of overall changes in visits to station areas. Specifically, we examine ridership changes between 2019 and 2021 for 242 rail stations belonging to the Bay Area Rapid Transit (BART), San Diego Metropolitan Transit System (MTS), Sacramento Regional Transit (SACRT), and LA Metro and associate those changes with the built environment, socio-demographics, and rail network characteristics around each station using regression analysis. We also compare these changes in ridership to overall changes in activity aggregated by station area type. We find there was an overall decrease in station-level ridership of 72 %, but changes were not uniform, with 92 stations decreasing more and 152 stations decreasing less. We also find that ridership declined more drastically than overall station area activity across all four rail systems, which implies that rail transit riders were more sensitive to pandemic-related changes than other commuters. The findings suggest that a rail transit ridership recovery strategy should strategize to reinvent and reinforce downtowns as destinations, and shift rail transit services to appeal to non-commute travel, as well as enhance bike and pedestrian accessibility around stations.
{"title":"Rail transit ridership changes in COVID-19: Lessons for station area planning in California","authors":"Meiqing Li , Daniel A. Rodriguez , Susie Pike , Michael McNally","doi":"10.1016/j.urbmob.2025.100153","DOIUrl":"10.1016/j.urbmob.2025.100153","url":null,"abstract":"<div><div>Emerging evidence suggests that the recovery of transit ridership post-COVID has been uneven, especially for rail transit. This study aims to understand the station area land use, built form, and transit network characteristics that explain station-level changes in transit ridership pre- and post-COVID, and explores the degree to which those changes are rail transit-specific or the result of overall changes in visits to station areas. Specifically, we examine ridership changes between 2019 and 2021 for 242 rail stations belonging to the Bay Area Rapid Transit (BART), San Diego Metropolitan Transit System (MTS), Sacramento Regional Transit (SACRT), and LA Metro and associate those changes with the built environment, socio-demographics, and rail network characteristics around each station using regression analysis. We also compare these changes in ridership to overall changes in activity aggregated by station area type. We find there was an overall decrease in station-level ridership of 72 %, but changes were not uniform, with 92 stations decreasing more and 152 stations decreasing less. We also find that ridership declined more drastically than overall station area activity across all four rail systems, which implies that rail transit riders were more sensitive to pandemic-related changes than other commuters. The findings suggest that a rail transit ridership recovery strategy should strategize to reinvent and reinforce downtowns as destinations, and shift rail transit services to appeal to non-commute travel, as well as enhance bike and pedestrian accessibility around stations.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100153"},"PeriodicalIF":6.1,"publicationDate":"2025-09-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145121192","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 : 2025-09-18DOI: 10.1016/j.urbmob.2025.100150
El houssine Amraouy , Ali Yahyaouy , Hamid Gualous , Hicham Chaoui , Sanaa Faquir
Autonomous vehicle lane merging is a critical task in urban driving, requiring precise navigation through complex and dynamic traffic environments. Challenges such as roadworks, lane reductions, merging from gas stations, low-visibility conditions, and crowded highway on-ramps demand continuous improvements in autonomous driving systems. Effective navigation in these situations, particularly at multi-lane junctions, merging onto high-speed roads, avoiding obstacles, and managing emergency vehicle lanes, requires robust decision-making that can adapt to changing road conditions. This paper compares three popular reinforcement learning (RL) algorithms—Proximal Policy Optimization (PPO), Advantage Actor-Critic (A2C), and Deep Q-Learning (DQL)—to address these challenges. Our findings show that in environments with specific decision points, DQL excels in tasks like lane reduction and obstacle avoidance due to its value-based approach. The A2C model, as an actor-critic policy, is particularly effective in dynamic environments, enabling the optimization of urban traffic control and merging at roundabouts. PPO, known for its policy optimization capabilities, offers a robust solution by balancing safety, efficiency, and adaptability, particularly in complex situations such as high-speed merging and low-visibility conditions. The simulation results confirm that DQL, A2C, and PPO collectively enhance autonomous vehicle performance by improving navigation capabilities, increasing safety, and adapting more effectively to the complexities of urban traffic environments. This work contributes valuable insights into the application of RL for real-world autonomous driving, providing a detailed comparative evaluation that supports the selection of algorithms tailored to specific driving tasks.
{"title":"Lane merging in autonomous vehicle urban driving using reinforcement learning models","authors":"El houssine Amraouy , Ali Yahyaouy , Hamid Gualous , Hicham Chaoui , Sanaa Faquir","doi":"10.1016/j.urbmob.2025.100150","DOIUrl":"10.1016/j.urbmob.2025.100150","url":null,"abstract":"<div><div>Autonomous vehicle lane merging is a critical task in urban driving, requiring precise navigation through complex and dynamic traffic environments. Challenges such as roadworks, lane reductions, merging from gas stations, low-visibility conditions, and crowded highway on-ramps demand continuous improvements in autonomous driving systems. Effective navigation in these situations, particularly at multi-lane junctions, merging onto high-speed roads, avoiding obstacles, and managing emergency vehicle lanes, requires robust decision-making that can adapt to changing road conditions. This paper compares three popular reinforcement learning (RL) algorithms—Proximal Policy Optimization (PPO), Advantage Actor-Critic (A2C), and Deep Q-Learning (DQL)—to address these challenges. Our findings show that in environments with specific decision points, DQL excels in tasks like lane reduction and obstacle avoidance due to its value-based approach. The A2C model, as an actor-critic policy, is particularly effective in dynamic environments, enabling the optimization of urban traffic control and merging at roundabouts. PPO, known for its policy optimization capabilities, offers a robust solution by balancing safety, efficiency, and adaptability, particularly in complex situations such as high-speed merging and low-visibility conditions. The simulation results confirm that DQL, A2C, and PPO collectively enhance autonomous vehicle performance by improving navigation capabilities, increasing safety, and adapting more effectively to the complexities of urban traffic environments. This work contributes valuable insights into the application of RL for real-world autonomous driving, providing a detailed comparative evaluation that supports the selection of algorithms tailored to specific driving tasks.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100150"},"PeriodicalIF":6.1,"publicationDate":"2025-09-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145105002","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}
Despite the growing body of literature on public transport systems in African cities, there remains limited empirical research on how neighbourhood characteristics, land use patterns, and commuting behaviour collectively shape the choice between formal and informal public transport modes. This study addresses this gap by examining the correlates of transport mode usage in Windhoek, Namibia, with a focus on municipal buses (formal), traditional taxis, and e-hailing services (informal). It investigates three key questions: How do neighbourhood characteristics, land use patterns, and commuting behaviour correlate with formal public transport usage? How are these factors associated with taxi usage in Windhoek? And what drives the adoption of e-hailing services in the city? The hypothesised correlations between these factors were tested by collecting data from a household survey of 1000 respondents in Windhoek and developing three multiple linear regression models to analyse the relationships. Results indicate that accessibility-related variables, particularly proximity to formal public transport stops and service frequency, are the strongest predictors of formal public transport usage, while affordability and service quality are key drivers of taxi usage. Population density and car ownership show divergent effects across modes: taxis and e-hailing services are more commonly used in low-density areas and among car-owning households, suggesting that informal modes often complement, rather than substitute, formal transport services. The findings reveal context-specific patterns of transport behaviour in a hybrid mobility system, contrasting with trends in high-income cities. This study contributes new empirical evidence from Windhoek’s under-studied transport context and offers policy-relevant insights for improving accessibility, affordability, and integration in rapidly urbanising African cities.
{"title":"Correlates of formal and informal public transport usage in Windhoek, Namibia","authors":"Hilma Nuuyandja , Noleen Pisa , Houshmand Masoumi , Chengete Chakamera","doi":"10.1016/j.urbmob.2025.100149","DOIUrl":"10.1016/j.urbmob.2025.100149","url":null,"abstract":"<div><div>Despite the growing body of literature on public transport systems in African cities, there remains limited empirical research on how neighbourhood characteristics, land use patterns, and commuting behaviour collectively shape the choice between formal and informal public transport modes. This study addresses this gap by examining the correlates of transport mode usage in Windhoek, Namibia, with a focus on municipal buses (formal), traditional taxis, and e-hailing services (informal). It investigates three key questions: How do neighbourhood characteristics, land use patterns, and commuting behaviour correlate with formal public transport usage? How are these factors associated with taxi usage in Windhoek? And what drives the adoption of e-hailing services in the city? The hypothesised correlations between these factors were tested by collecting data from a household survey of 1000 respondents in Windhoek and developing three multiple linear regression models to analyse the relationships. Results indicate that accessibility-related variables, particularly proximity to formal public transport stops and service frequency, are the strongest predictors of formal public transport usage, while affordability and service quality are key drivers of taxi usage. Population density and car ownership show divergent effects across modes: taxis and e-hailing services are more commonly used in low-density areas and among car-owning households, suggesting that informal modes often complement, rather than substitute, formal transport services. The findings reveal context-specific patterns of transport behaviour in a hybrid mobility system, contrasting with trends in high-income cities. This study contributes new empirical evidence from Windhoek’s under-studied transport context and offers policy-relevant insights for improving accessibility, affordability, and integration in rapidly urbanising African cities.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100149"},"PeriodicalIF":6.1,"publicationDate":"2025-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145104206","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}
As urban mobility systems become increasingly digitalised, local governments face growing expectations to integrate and regulate digital mobility services. However, ensuring these services are inclusive and accessible to all community members poses significant challenges, often stemming from a lack of knowledge or support for public officials. This study investigates how the local governance capacities can be enhanced to implement inclusive digital mobility services, using a case study of a knowledge brokerage initiative in Čačak, Serbia. Data were collected from 5 March to 4 April 2024 through semi-structured interviews, focus groups, and questionnaire surveys involving local and visiting public officials during a two-day workshop. The findings indicate that local capacity-building efforts must be tailored to the specificities of each case, and put forward methods that are accessible and low-effort. Moreover, participatory governance approaches are considered essential to enhancing local governance capacities, emphasising the need for effective engagement with diverse stakeholders. Local officials, in collaboration with community representatives, private sector actors, and civil society organisations, play a central role in co-developing and implementing policies that promote digital solutions adapted to the diverse needs of individuals. The primary contribution of this research lies in its critical exploration of strategies to strengthen local governance capacities for inclusive digital mobility, addressing a crucial gap in urban mobility research and practice. Furthermore, the study offers actionable insights and strategies relevant to policymakers and practitioners interested in mitigating inequalities in access to digital mobility services.
{"title":"Exploring capacity building in local governance to implement inclusive digital mobility services","authors":"Lluis Martinez , Andrea Capaccioli , Mihajlo Djukic , Hannah Hook , Samyajit Basu","doi":"10.1016/j.urbmob.2025.100147","DOIUrl":"10.1016/j.urbmob.2025.100147","url":null,"abstract":"<div><div>As urban mobility systems become increasingly digitalised, local governments face growing expectations to integrate and regulate digital mobility services. However, ensuring these services are inclusive and accessible to all community members poses significant challenges, often stemming from a lack of knowledge or support for public officials. This study investigates how the local governance capacities can be enhanced to implement inclusive digital mobility services, using a case study of a knowledge brokerage initiative in Čačak, Serbia. Data were collected from 5 March to 4 April 2024 through semi-structured interviews, focus groups, and questionnaire surveys involving local and visiting public officials during a two-day workshop. The findings indicate that local capacity-building efforts must be tailored to the specificities of each case, and put forward methods that are accessible and low-effort. Moreover, participatory governance approaches are considered essential to enhancing local governance capacities, emphasising the need for effective engagement with diverse stakeholders. Local officials, in collaboration with community representatives, private sector actors, and civil society organisations, play a central role in co-developing and implementing policies that promote digital solutions adapted to the diverse needs of individuals. The primary contribution of this research lies in its critical exploration of strategies to strengthen local governance capacities for inclusive digital mobility, addressing a crucial gap in urban mobility research and practice. Furthermore, the study offers actionable insights and strategies relevant to policymakers and practitioners interested in mitigating inequalities in access to digital mobility services.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100147"},"PeriodicalIF":6.1,"publicationDate":"2025-09-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145059978","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 : 2025-09-02DOI: 10.1016/j.urbmob.2025.100146
Sietse Touker, Aloys Borgers, Feixiong Liao
As electric vehicle adoption grows, the demand for efficient and accessible charging infrastructure increases. Private charging point sharing (PCPS) emerges as a solution to allow private charging point owners to share their infrastructure with others, potentially reducing reliance on public charging points and alleviating grid capacity issues. Although PCPS has been in operation in several countries, there is a lack of comprehensive understanding of user preferences and behaviors related to PCPS, which is critical for the successful implementation and scalability of such services. The systematic review includes 40 studies after an initial literature search with relevant keywords, a forward and backward search process, and a final eligibility check. Based on limited studies on PCPS itself and general peer-to-peer shared mobility services, this systematic review identifies key factors influencing user preferences, including socio-demographic characteristics, charging behavior, and the potential benefits for both providers and users. This study contributes to the development of sustainable urban mobility solutions by providing a comprehensive overview of the current demand, benefits, and user profiles of PCPS and outlining a research agenda to further explore user preferences toward PCPS.
{"title":"A systematic review of user preferences toward private charging point sharing service for electric vehicles","authors":"Sietse Touker, Aloys Borgers, Feixiong Liao","doi":"10.1016/j.urbmob.2025.100146","DOIUrl":"10.1016/j.urbmob.2025.100146","url":null,"abstract":"<div><div>As electric vehicle adoption grows, the demand for efficient and accessible charging infrastructure increases. Private charging point sharing (PCPS) emerges as a solution to allow private charging point owners to share their infrastructure with others, potentially reducing reliance on public charging points and alleviating grid capacity issues. Although PCPS has been in operation in several countries, there is a lack of comprehensive understanding of user preferences and behaviors related to PCPS, which is critical for the successful implementation and scalability of such services. The systematic review includes 40 studies after an initial literature search with relevant keywords, a forward and backward search process, and a final eligibility check. Based on limited studies on PCPS itself and general peer-to-peer shared mobility services, this systematic review identifies key factors influencing user preferences, including socio-demographic characteristics, charging behavior, and the potential benefits for both providers and users. This study contributes to the development of sustainable urban mobility solutions by providing a comprehensive overview of the current demand, benefits, and user profiles of PCPS and outlining a research agenda to further explore user preferences toward PCPS.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100146"},"PeriodicalIF":6.1,"publicationDate":"2025-09-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144931611","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 : 2025-08-15DOI: 10.1016/j.urbmob.2025.100145
M. Specktor , Y. Shiftan
As cities integrate e-scooters in line with the World Economic Forum’s vision for livable, sustainable urban environments, pedestrians are increasingly confronting new challenges in shared spaces. This study takes a multidisciplinary perspective and an epistemological approach to explore the cognitive and emotional aspects of pedestrian experiences with e-scooter traffic. By using stress perception as a key measure, the focus shifts from traditional safety concerns to wider considerations of emotional well-being in urban mobility. This research may help shape more inclusive, accessible, and pedestrian-friendly urban active mobility systems.
Prompted by concerns from the Tel Aviv Municipality and the Israeli National Road Safety Authority, 192 survey responses were analyzed. Findings show that 70% of participants consider pedestrian separation and sidewalk width important, highlighting challenges in navigating mixed-use paths. About 60% cited micromobility paths and road traffic as stressors, often seen as beyond pedestrian control. Although less immediate than factors like shade or air pollution, these elements impact walking experiences. Older participants emphasized accessibility, and women reported increased stress in crowded areas. Preferred solutions include wider, shaded, and well-lit sidewalks, dedicated micromobility lanes, and policies aimed at improving safety and easing pedestrian stress.
{"title":"Pedestrian stress perception in the age of e-scooters: An epistemological and thematic analysis of Tel Aviv","authors":"M. Specktor , Y. Shiftan","doi":"10.1016/j.urbmob.2025.100145","DOIUrl":"10.1016/j.urbmob.2025.100145","url":null,"abstract":"<div><div>As cities integrate e-scooters in line with the World Economic Forum’s vision for livable, sustainable urban environments, pedestrians are increasingly confronting new challenges in shared spaces. This study takes a multidisciplinary perspective and an epistemological approach to explore the cognitive and emotional aspects of pedestrian experiences with e-scooter traffic. By using stress perception as a key measure, the focus shifts from traditional safety concerns to wider considerations of emotional well-being in urban mobility. This research may help shape more inclusive, accessible, and pedestrian-friendly urban active mobility systems.</div><div>Prompted by concerns from the Tel Aviv Municipality and the Israeli National Road Safety Authority, 192 survey responses were analyzed. Findings show that 70% of participants consider pedestrian separation and sidewalk width important, highlighting challenges in navigating mixed-use paths. About 60% cited micromobility paths and road traffic as stressors, often seen as beyond pedestrian control. Although less immediate than factors like shade or air pollution, these elements impact walking experiences. Older participants emphasized accessibility, and women reported increased stress in crowded areas. Preferred solutions include wider, shaded, and well-lit sidewalks, dedicated micromobility lanes, and policies aimed at improving safety and easing pedestrian stress.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100145"},"PeriodicalIF":6.1,"publicationDate":"2025-08-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144842444","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 : 2025-08-14DOI: 10.1016/j.urbmob.2025.100144
Julia Hansel , Roxani Gkavra , Kelt Garritsen , Anna Grigolon
The sustainable transformation of the mobility sector suggests promoting multimodal mobility behaviour, integrating public transport with active (and shared) modes of transportation. Equally important is the role of public participation in shaping these mobility solutions. This exploratory study examines the empirical interplay between involvement in participatory processes, socio-demographics, and individual mobility behaviour, framed through the lens of mobility justice, encompassing distributive, deliberative, and procedural justice. The study addresses three key questions: (1) How does individual involvement in public participation relate to mobility profiles? (2) What inter-individual differences emerge based on sociodemographic and vulnerability factors? (3) What are the implications from a mobility justice perspective? Using survey data from 2,506 respondents, the analysis employs statistical testing and regression modelling to identify determinants of mobility profiles in terms of travel frequency by different modes of transport. The findings reveal that frequent users of shared mobility are more likely to engage in participation processes, both historically and in the future. Furthermore, prior participation significantly predicts future willingness to engage. The results lead to two critical conclusions: (a) frequent shared mobility users' participation aligns with the idea that 'sharing is caring', and (b) the unequal representation of mobility profiles in participatory formats risks perpetuating and exacerbating mobility injustices. Researchers and practitioners must account for diverse forms of vulnerability to harness the democratic and sustainable potential of participatory processes. This approach ensures inclusive expertise from citizens while avoiding the overrepresentation of already privileged groups.
{"title":"Exploring mobility justice: The interplay between mobility behaviour and public participation","authors":"Julia Hansel , Roxani Gkavra , Kelt Garritsen , Anna Grigolon","doi":"10.1016/j.urbmob.2025.100144","DOIUrl":"10.1016/j.urbmob.2025.100144","url":null,"abstract":"<div><div>The sustainable transformation of the mobility sector suggests promoting multimodal mobility behaviour, integrating public transport with active (and shared) modes of transportation. Equally important is the role of public participation in shaping these mobility solutions. This exploratory study examines the empirical interplay between involvement in participatory processes, socio-demographics, and individual mobility behaviour, framed through the lens of mobility justice, encompassing distributive, deliberative, and procedural justice. The study addresses three key questions: (1) How does individual involvement in public participation relate to mobility profiles? (2) What inter-individual differences emerge based on sociodemographic and vulnerability factors? (3) What are the implications from a mobility justice perspective? Using survey data from 2,506 respondents, the analysis employs statistical testing and regression modelling to identify determinants of mobility profiles in terms of travel frequency by different modes of transport. The findings reveal that frequent users of shared mobility are more likely to engage in participation processes, both historically and in the future. Furthermore, prior participation significantly predicts future willingness to engage. The results lead to two critical conclusions: (a) frequent shared mobility users' participation aligns with the idea that 'sharing is caring', and (b) the unequal representation of mobility profiles in participatory formats risks perpetuating and exacerbating mobility injustices. Researchers and practitioners must account for diverse forms of vulnerability to harness the democratic and sustainable potential of participatory processes. This approach ensures inclusive expertise from citizens while avoiding the overrepresentation of already privileged groups.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100144"},"PeriodicalIF":6.1,"publicationDate":"2025-08-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144829752","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}
The growing reliance on private motorised transportation in urban areas has been associated with societal effects such as congestion, adverse effects of climate change, health effects from traffic emissions and crashes. Road pricing has long been used as a means to manage road traffic or to raise revenue for new infrastructure. Nonetheless, it is not only cars that produce external effects but also other modes. This study introduces an innovative mobility pricing scheme to encourage a shift from modes with high external costs to more sustainable alternatives by internalising transportation’s external costs. It then explores the factors explaining the public’s willingness to adjust travel behaviour in order to mitigate those externalities. For this purpose, an online survey was conducted in metropolitan Munich, Germany, gathering data (N= 1013) about respondents’ reactions to the mobility pricing scheme. Using exploratory factor analysis and discrete choice modelling, we confirmed the prevalence of attitudes and travel behaviour over sociodemographic characteristics in explaining the acceptability of the proposed scheme. Furthermore, an elasticity analysis of explanatory variables revealed that latent attitudes may be the most important determinant of acceptability but also associated with the highest uncertainty. Although this study provides only first insights into the complex subject of mobility pricing, which intends to internalise the external costs of cars, public transport, cycling, walking and shared mobility, it could be helpful to decision-makers when refining relevant policies and opens the discussion about their applicability.
{"title":"Acceptability of a mobility pricing scheme: Reducing externalities in urban transportation","authors":"Filippos Adamidis, Mohamed Abouelela, Constantinos Antoniou","doi":"10.1016/j.urbmob.2025.100141","DOIUrl":"10.1016/j.urbmob.2025.100141","url":null,"abstract":"<div><div>The growing reliance on private motorised transportation in urban areas has been associated with societal effects such as congestion, adverse effects of climate change, health effects from traffic emissions and crashes. Road pricing has long been used as a means to manage road traffic or to raise revenue for new infrastructure. Nonetheless, it is not only cars that produce external effects but also other modes. This study introduces an innovative <em>mobility pricing scheme</em> to encourage a shift from modes with high external costs to more sustainable alternatives by internalising transportation’s external costs. It then explores the factors explaining the public’s willingness to adjust travel behaviour in order to mitigate those externalities. For this purpose, an online survey was conducted in metropolitan Munich, Germany, gathering data (<em>N</em> <em>=</em> 1013) about respondents’ reactions to the mobility pricing scheme. Using exploratory factor analysis and discrete choice modelling, we confirmed the prevalence of attitudes and travel behaviour over sociodemographic characteristics in explaining the acceptability of the proposed scheme. Furthermore, an elasticity analysis of explanatory variables revealed that latent attitudes may be the most important determinant of acceptability but also associated with the highest uncertainty. Although this study provides only first insights into the complex subject of mobility pricing, which intends to internalise the external costs of cars, public transport, cycling, walking and shared mobility, it could be helpful to decision-makers when refining relevant policies and opens the discussion about their applicability.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"8 ","pages":"Article 100141"},"PeriodicalIF":6.1,"publicationDate":"2025-08-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144829740","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}
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