Pub Date : 2025-04-26DOI: 10.1016/j.urbmob.2025.100121
Willy Kriswardhana , Domokos Esztergár-Kiss
Mobility as a Service (MaaS) is not a new mobility concept, yet its implementation is still limited. While the demand for MaaS has been widely explored, the key stakeholders’ viewpoints have not been extensively investigated yet. The benefits of the service can be materialized once stakeholders’ expectations are identified. Therefore, current study performs a quantitative analysis based on a survey among MaaS-related stakeholders where Fuzzy Analytic Hierarchy Process is used to assess the importance of their objectives and criteria. The results show that the users expect lower travel costs when using MaaS. Common important objectives and criteria are found for public transport and private operators, especially in terms of supporting multimodal trips. However, while public transport operators consider relevant social impacts, such as increased customer satisfaction, and multimodal integration, private operators prioritize business impacts, such as gaining more customers and higher market share. MaaS operators are interested in reaching agreements with several transport operators and provide a reliable user-centric mobility platform. Finally, the legislators expect MaaS to help lower the environmental impacts of transportation, such as air pollution. Thus, integrated solutions involving close cooperation between actors considering their perspectives should be created to support the future MaaS implementation.
{"title":"Stakeholders’ viewpoints analysis on mobility as a service using the MAMCA and the fuzzy AHP method","authors":"Willy Kriswardhana , Domokos Esztergár-Kiss","doi":"10.1016/j.urbmob.2025.100121","DOIUrl":"10.1016/j.urbmob.2025.100121","url":null,"abstract":"<div><div>Mobility as a Service (MaaS) is not a new mobility concept, yet its implementation is still limited. While the demand for MaaS has been widely explored, the key stakeholders’ viewpoints have not been extensively investigated yet. The benefits of the service can be materialized once stakeholders’ expectations are identified. Therefore, current study performs a quantitative analysis based on a survey among MaaS-related stakeholders where Fuzzy Analytic Hierarchy Process is used to assess the importance of their objectives and criteria. The results show that the users expect lower travel costs when using MaaS. Common important objectives and criteria are found for public transport and private operators, especially in terms of supporting multimodal trips. However, while public transport operators consider relevant social impacts, such as increased customer satisfaction, and multimodal integration, private operators prioritize business impacts, such as gaining more customers and higher market share. MaaS operators are interested in reaching agreements with several transport operators and provide a reliable user-centric mobility platform. Finally, the legislators expect MaaS to help lower the environmental impacts of transportation, such as air pollution. Thus, integrated solutions involving close cooperation between actors considering their perspectives should be created to support the future MaaS implementation.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"7 ","pages":"Article 100121"},"PeriodicalIF":2.7,"publicationDate":"2025-04-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143874185","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 : 2025-04-24DOI: 10.1016/j.urbmob.2025.100115
Elnert Coenegrachts, Thierry Vanelslander, Ann Verhetsel, Joris Beckers
<div><div>Previous literature on shared mobility has primarily focused on the factors impacting user adoption rates to explain the diffusion of these services across urban areas. However, there is no research incorporating the providers’ perspective and exploring the determinants of their expansion strategies. This study addresses this gap by identifying and prioritising the contextual factors that shared mobility providers deem (un)important in selecting the appropriate markets to become active in.</div><div>It regards international business, economic geography and shared mobility adoption literature to establish a theoretical framework that steers the search for potential contextual factors influencing these decisions. These criteria are evaluated using pairwise judgements and calculating the principal eigenvector values, as featured in the analytic hierarchy process (AHP) analysis framework, in order to determine their relative importance. The distribution of the utility values indicates the level of agreement regarding the perceived (un)importance of a certain criterion.</div><div>The results indicate that shared mobility providers are mainly considering the local institutional context, such as the type of permitting procedure to enter a market and the required key performance indicators with regard to fleet redistribution, fleet availability and parking compliance; the transportation infrastructure, where dedicated infrastructure for active mobility and parking infrastructure for shared mobility is valued; socio-demographics, in particular population density and income; and the coopetition environment, where public transport is considered a complementary service. In contrast, they are less valuing a potential integration within a MaaS application, the conditions specific to an area, such as weather conditions, topography and the land use mix, and the national regulations possibly impacting their services.</div><div>The results for different categories of shared mobility services, including free-floating scooters, station-based bicycles and cars, highlight different focal points. Car sharing operators prioritise factors impacting the utility of private vehicles, such as parking regulations and infrastructure, and attach significant importance to the existing uptake of sustainable travel modes by citizens. Micromobility providers, on the other hand, tend to target densely populated and touristic areas and, scooter sharing operators specifically, locations with less strict service level requirements, particularly regarding parking compliance and fleet availability. Furthermore, station-based bike sharing companies focus on the available infrastructure for micromobility vehicles and the assigned role of shared mobility in local policy objectives. There is also a contrast in how providers consider competition and collaboration opportunities with public transport or public sharing schemes, with scooter companies mainly regarding the extent of comp
{"title":"Understanding the key criteria for shared mobility providers in their evaluation of potential markets","authors":"Elnert Coenegrachts, Thierry Vanelslander, Ann Verhetsel, Joris Beckers","doi":"10.1016/j.urbmob.2025.100115","DOIUrl":"10.1016/j.urbmob.2025.100115","url":null,"abstract":"<div><div>Previous literature on shared mobility has primarily focused on the factors impacting user adoption rates to explain the diffusion of these services across urban areas. However, there is no research incorporating the providers’ perspective and exploring the determinants of their expansion strategies. This study addresses this gap by identifying and prioritising the contextual factors that shared mobility providers deem (un)important in selecting the appropriate markets to become active in.</div><div>It regards international business, economic geography and shared mobility adoption literature to establish a theoretical framework that steers the search for potential contextual factors influencing these decisions. These criteria are evaluated using pairwise judgements and calculating the principal eigenvector values, as featured in the analytic hierarchy process (AHP) analysis framework, in order to determine their relative importance. The distribution of the utility values indicates the level of agreement regarding the perceived (un)importance of a certain criterion.</div><div>The results indicate that shared mobility providers are mainly considering the local institutional context, such as the type of permitting procedure to enter a market and the required key performance indicators with regard to fleet redistribution, fleet availability and parking compliance; the transportation infrastructure, where dedicated infrastructure for active mobility and parking infrastructure for shared mobility is valued; socio-demographics, in particular population density and income; and the coopetition environment, where public transport is considered a complementary service. In contrast, they are less valuing a potential integration within a MaaS application, the conditions specific to an area, such as weather conditions, topography and the land use mix, and the national regulations possibly impacting their services.</div><div>The results for different categories of shared mobility services, including free-floating scooters, station-based bicycles and cars, highlight different focal points. Car sharing operators prioritise factors impacting the utility of private vehicles, such as parking regulations and infrastructure, and attach significant importance to the existing uptake of sustainable travel modes by citizens. Micromobility providers, on the other hand, tend to target densely populated and touristic areas and, scooter sharing operators specifically, locations with less strict service level requirements, particularly regarding parking compliance and fleet availability. Furthermore, station-based bike sharing companies focus on the available infrastructure for micromobility vehicles and the assigned role of shared mobility in local policy objectives. There is also a contrast in how providers consider competition and collaboration opportunities with public transport or public sharing schemes, with scooter companies mainly regarding the extent of comp","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"7 ","pages":"Article 100115"},"PeriodicalIF":2.7,"publicationDate":"2025-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143864816","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 : 2025-04-23DOI: 10.1016/j.urbmob.2025.100120
Anahita Zahertar, Steven Lavrenz
Active transportation systems are critical to equitable urban mobility, particularly in Detroit, where access to jobs, education, and healthcare remain uneven. This study evaluates user satisfaction with transit and bikeshare coverage across the Detroit Metropolitan Area through a survey of 1042 individuals, with 333 responses retained for analysis. Using fixed and random parameter ordered probit models, we find that lower-income and female respondents are significantly more likely to report inadequate service coverage. Perceived unfamiliarity with routes or station locations, as well as longer travel times, also contribute to dissatisfaction. Random parameter models reveal substantial heterogeneity in responses, underscoring the need for more nuanced, equity-focused planning. These findings offer data-driven insights to guide future investments in multimodal connectivity and active transportation infrastructure.
{"title":"Transit and Bikeshare Connectivity in Detroit: New Insights on Socioeconomic and Infrastructure Factors Impacting Perceived Quality of Service","authors":"Anahita Zahertar, Steven Lavrenz","doi":"10.1016/j.urbmob.2025.100120","DOIUrl":"10.1016/j.urbmob.2025.100120","url":null,"abstract":"<div><div>Active transportation systems are critical to equitable urban mobility, particularly in Detroit, where access to jobs, education, and healthcare remain uneven. This study evaluates user satisfaction with transit and bikeshare coverage across the Detroit Metropolitan Area through a survey of 1042 individuals, with 333 responses retained for analysis. Using fixed and random parameter ordered probit models, we find that lower-income and female respondents are significantly more likely to report inadequate service coverage. Perceived unfamiliarity with routes or station locations, as well as longer travel times, also contribute to dissatisfaction. Random parameter models reveal substantial heterogeneity in responses, underscoring the need for more nuanced, equity-focused planning. These findings offer data-driven insights to guide future investments in multimodal connectivity and active transportation infrastructure.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"7 ","pages":"Article 100120"},"PeriodicalIF":2.7,"publicationDate":"2025-04-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143860259","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 : 2025-04-19DOI: 10.1016/j.urbmob.2025.100118
Maurizio Catulli , Robyn Thomas , Russell Fenner , Scott L. Copsey , Sue Walsh
This paper explores the issues of inclusivity and safety that women encounter when using Mobility as a Service (MaaS), a transport offering which enables users to book, manage and pay for diverse multimodal options through smartphone apps. Personal mobility modes can include public transport, car hire, bicycle sharing and automated vehicles, amongst others. The diffusion of MaaS has the potential to make a significant contribution to decarbonisation of personal mobility and provide greater social inclusivity, but it is experiencing resistance to its uptake.
This study, in the context of the United Kingdom, draws on the cultural perspective of Practice Theory (PT), a theory which adopts social practices as the main unit of analysis, and focuses on mobility practices performed by female MaaS users.
Despite its potential benefits, participants associate using MaaS with concerns about personal safety and the use of “apps” with intrusiveness. A particular concern is that women appear disadvantaged in terms of using MaaS platforms when compared to men.
Suggested solutions to such concerns include vetting of service users and, whenever possible, recruiting female personnel as drivers; using on-board cameras and recording devices and the inclusion of app safety features may also help women feel safer. MaaS providers should encourage the formation of communities around MaaS brands, with female-only groups to reassure women. Significant changes to social practices and infrastructure are needed, and these will require changes in urban and rural mobility governance.
{"title":"Exploring the gender inclusivity of mobility as a service through the access based consumption framework: A UK case study","authors":"Maurizio Catulli , Robyn Thomas , Russell Fenner , Scott L. Copsey , Sue Walsh","doi":"10.1016/j.urbmob.2025.100118","DOIUrl":"10.1016/j.urbmob.2025.100118","url":null,"abstract":"<div><div>This paper explores the issues of inclusivity and safety that women encounter when using Mobility as a Service (MaaS), a transport offering which enables users to book, manage and pay for diverse multimodal options through smartphone apps. Personal mobility modes can include public transport, car hire, bicycle sharing and automated vehicles, amongst others. The diffusion of MaaS has the potential to make a significant contribution to decarbonisation of personal mobility and provide greater social inclusivity, but it is experiencing resistance to its uptake.</div><div>This study, in the context of the United Kingdom, draws on the cultural perspective of Practice Theory (PT), a theory which adopts social practices as the main unit of analysis, and focuses on mobility practices performed by female MaaS users.</div><div>Despite its potential benefits, participants associate using MaaS with concerns about personal safety and the use of “apps” with intrusiveness. A particular concern is that women appear disadvantaged in terms of using MaaS platforms when compared to men.</div><div>Suggested solutions to such concerns include vetting of service users and, whenever possible, recruiting female personnel as drivers; using on-board cameras and recording devices and the inclusion of app safety features may also help women feel safer. MaaS providers should encourage the formation of communities around MaaS brands, with female-only groups to reassure women. Significant changes to social practices and infrastructure are needed, and these will require changes in urban and rural mobility governance.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"7 ","pages":"Article 100118"},"PeriodicalIF":2.7,"publicationDate":"2025-04-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143850742","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 : 2025-04-12DOI: 10.1016/j.urbmob.2025.100114
Tobias Held , Lasse Gerrits
A major concern for policymakers in European cities is to identify the right policy mix that promotes the diffusion of battery electric vehicles (BEV's). Existing research focuses mainly on the effect of fiscal policies at the national, aggregated level. Consequently, less is known about policy mixes that include monetary and non-monetary policies implemented at both the national and local level. Building on prior research, we deploy a two-step fuzzy-set Qualitative Comparative Analysis (fsQCA) of BEV policies in 14 European cities to identify policy mixes that successfully promote the urban adoption of BEV's.
We find two policy mixes that promote BEV uptake. First, recurring monetary and non-monetary policies that address behavioral aspects of BEV-usage at the local level in conjunction with monetary incentives for home and workplace charging points as well as on-street residential charging points successfully propel BEV uptake. Second, the presence of monetary incentives for home and workplace charging points, as well as on-street residential charging points in conjunction with policies disincentivizing conventional car usage promote the adoption of BEV's.
Our study shows that BEV policies must be tailored carefully across different policy levels and individually to BEV-user contexts in cities. QCA provides a helpful tool for evaluating BEV policy mixes.
{"title":"Still on track for electrification? A qualitative comparative analysis of e-mobility policy mixes in 14 European cities","authors":"Tobias Held , Lasse Gerrits","doi":"10.1016/j.urbmob.2025.100114","DOIUrl":"10.1016/j.urbmob.2025.100114","url":null,"abstract":"<div><div>A major concern for policymakers in European cities is to identify the right policy mix that promotes the diffusion of battery electric vehicles (BEV's). Existing research focuses mainly on the effect of fiscal policies at the national, aggregated level. Consequently, less is known about policy mixes that include monetary and non-monetary policies implemented at both the national and local level. Building on prior research, we deploy a two-step fuzzy-set Qualitative Comparative Analysis (fsQCA) of BEV policies in 14 European cities to identify policy mixes that successfully promote the urban adoption of BEV's.</div><div>We find two policy mixes that promote BEV uptake. First, recurring monetary and non-monetary policies that address behavioral aspects of BEV-usage at the local level in conjunction with monetary incentives for home and workplace charging points as well as on-street residential charging points successfully propel BEV uptake. Second, the presence of monetary incentives for home and workplace charging points, as well as on-street residential charging points in conjunction with policies disincentivizing conventional car usage promote the adoption of BEV's.</div><div>Our study shows that BEV policies must be tailored carefully across different policy levels and individually to BEV-user contexts in cities. QCA provides a helpful tool for evaluating BEV policy mixes.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"7 ","pages":"Article 100114"},"PeriodicalIF":2.7,"publicationDate":"2025-04-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143820878","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 : 2025-04-12DOI: 10.1016/j.urbmob.2025.100116
Denver Vale Nixon
This paper advances the debates over the democratic representativeness and equity of community-led urbanism by investigating several street closure/opening experiments in London (Play Streets) and São Paulo (ruas abertas). Many have lauded grassroots and DIY urban interventions for offering more just forms of city-making than do conventional means. However, others claim that their ‘private’ nature and spatially small scale may lead to inequitable demographic biases in representation that more formal planning and governance systems avoid. Whereas these claims possess some worthy cautionary considerations for civil interventionists and researchers, the interpretive analysis of fieldwork presented here suggests instead that, beyond the immediate (if transient) benefits these street experiments bring to disadvantaged groups and broader publics, their dynamic, negotiated, and experiential nature may achieve broad and diverse representation that exceeds that of more compromised forms of urban governance and planning. In this way these social infrastructures may augment the spatial and temporal boundaries of formal representative democracy and foreground the importance of embodied experience in informed participatory decision making on mobility infrastructures. The paper also discusses the related proximal/distal tension behind democratic representation and through this confronts the paradox of freedom.
{"title":"Grassroots Street ‘Closures’ in São Paulo and London: Democracy and equity as experimental and experiential process","authors":"Denver Vale Nixon","doi":"10.1016/j.urbmob.2025.100116","DOIUrl":"10.1016/j.urbmob.2025.100116","url":null,"abstract":"<div><div>This paper advances the debates over the democratic representativeness and equity of community-led urbanism by investigating several street closure/opening experiments in London (Play Streets) and São Paulo (ruas abertas). Many have lauded grassroots and DIY urban interventions for offering more just forms of city-making than do conventional means. However, others claim that their ‘private’ nature and spatially small scale may lead to inequitable demographic biases in representation that more formal planning and governance systems avoid. Whereas these claims possess some worthy cautionary considerations for civil interventionists and researchers, the interpretive analysis of fieldwork presented here suggests instead that, beyond the immediate (if transient) benefits these street experiments bring to disadvantaged groups and broader publics, their dynamic, negotiated, and experiential nature may achieve broad and diverse representation that exceeds that of more compromised forms of urban governance and planning. In this way these social infrastructures may augment the spatial and temporal boundaries of formal representative democracy and foreground the importance of embodied experience in informed participatory decision making on mobility infrastructures. The paper also discusses the related proximal/distal tension behind democratic representation and through this confronts the paradox of freedom.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"7 ","pages":"Article 100116"},"PeriodicalIF":2.7,"publicationDate":"2025-04-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143823322","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}
Recent advancements in autonomous delivery robots have the potential to transform the current paradigm of urban freight transport, lowering operational costs and improving reliability and safety. However, there is limited information on how users across the world will perceive these upcoming solutions. The study aims to pinpoint the key features influencing current users and future users of autonomous delivery robots. It employs two statistical models based on a field study of 1344 e-commerce customers across Europe, Asia, and the USA to explain these characteristics.
An ordered logit model combines data from all three continents to give insights into the factors influencing global current demand for autonomous delivery robots. Additionally, three independent structural equation models, each focusing on a specific region were employed to analyze future demand, facilitating a comparison of key variables influencing potential usage across regions.
Individuals already familiar with ADR technology tend to show greater acceptance, influenced by factors such as its design, perceived environmental benefits in urban settings, and overall trust and good perception toward the technology. Across the three surveyed regions, ease of use consistently emerges as a shared priority. However, in Europe and the USA, cost considerations and the perceived risks associated with technology competence play a more significant role, while social influences strongly impact adoption in Europe and Asia.
{"title":"Autonomous delivery robots: differences in consumer´s acceptance in the USA, Europe, and Asia","authors":"Mariana Montero-Vega , Miquel Estrada , Matthieu Prouvier , Alexander Siebeneich","doi":"10.1016/j.urbmob.2025.100110","DOIUrl":"10.1016/j.urbmob.2025.100110","url":null,"abstract":"<div><div>Recent advancements in autonomous delivery robots have the potential to transform the current paradigm of urban freight transport, lowering operational costs and improving reliability and safety. However, there is limited information on how users across the world will perceive these upcoming solutions. The study aims to pinpoint the key features influencing current users and future users of autonomous delivery robots. It employs two statistical models based on a field study of 1344 e-commerce customers across Europe, Asia, and the USA to explain these characteristics.</div><div>An ordered logit model combines data from all three continents to give insights into the factors influencing global current demand for autonomous delivery robots. Additionally, three independent structural equation models, each focusing on a specific region were employed to analyze future demand, facilitating a comparison of key variables influencing potential usage across regions.</div><div>Individuals already familiar with ADR technology tend to show greater acceptance, influenced by factors such as its design, perceived environmental benefits in urban settings, and overall trust and good perception toward the technology. Across the three surveyed regions, ease of use consistently emerges as a shared priority. However, in Europe and the USA, cost considerations and the perceived risks associated with technology competence play a more significant role, while social influences strongly impact adoption in Europe and Asia.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"7 ","pages":"Article 100110"},"PeriodicalIF":2.7,"publicationDate":"2025-03-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143734599","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-03-30DOI: 10.1016/j.urbmob.2025.100112
Karen Lucas , Winnie Mitullah , Sharmin Nasrin , Farzana Rahman , Romanus Opiyo , Emma Tsoneva
Walking is globally acknowledged as a primary form of active mobility for health promotion and social wellbeing, and for climate change mitigation. This paper offers alternative perspectives on walking within informal settlements based on collaborative participatory research with the residents of two low-income urban settlements in Dhaka, Bangladesh and Nairobi, Kenya. The methodology was designed to capture participants’ everyday mobility experiences and to explore how these affect their livelihoods and daily activities. It identifies that walking facilities within settlements and connections with the formal city are unanimously described as inadequate and unsafe by residents, with unpaved roads and footpaths, and temporarily built bridges. Footpaths obstructed by waste and inadequate drainage ditches intensify these poor walking environments during rainy seasons when flooding makes walking almost impossible. As such, walking is seen as the option of least choice by these walking-dependent communities, to be replaced by motorised travel wherever it can be afforded, which is a direct challenge to sustainable urban mobility objectives.
{"title":"‘Talk the Walk’: The co-design of socially sustainable mobility solutions in informal settlements","authors":"Karen Lucas , Winnie Mitullah , Sharmin Nasrin , Farzana Rahman , Romanus Opiyo , Emma Tsoneva","doi":"10.1016/j.urbmob.2025.100112","DOIUrl":"10.1016/j.urbmob.2025.100112","url":null,"abstract":"<div><div>Walking is globally acknowledged as a primary form of active mobility for health promotion and social wellbeing, and for climate change mitigation. This paper offers alternative perspectives on walking within informal settlements based on collaborative participatory research with the residents of two low-income urban settlements in Dhaka, Bangladesh and Nairobi, Kenya. The methodology was designed to capture participants’ everyday mobility experiences and to explore how these affect their livelihoods and daily activities. It identifies that walking facilities within settlements and connections with the formal city are unanimously described as inadequate and unsafe by residents, with unpaved roads and footpaths, and temporarily built bridges. Footpaths obstructed by waste and inadequate drainage ditches intensify these poor walking environments during rainy seasons when flooding makes walking almost impossible. As such, walking is seen as the option of least choice by these walking-dependent communities, to be replaced by motorised travel wherever it can be afforded, which is a direct challenge to sustainable urban mobility objectives.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"7 ","pages":"Article 100112"},"PeriodicalIF":2.7,"publicationDate":"2025-03-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143734600","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-03-28DOI: 10.1016/j.urbmob.2025.100113
Jie-Yu Li , Pi-Cheng Chen
Bike lane construction, a promising sustainable transport strategy, has the potential to significantly increase ridership and reduce the reliance on private vehicles in cities. While many studies analyze citywide statistical trends, few explore the effects of different bike lanes and examine the nuanced impacts of lane-specific designs and configurations. This study aims to provide an applicable approach for other future studies to analyze local situations in different cities. So, this study addresses that gap by using both one citywide and three road-specific analyses to evaluate six bike lanes in Taipei City. The findings reveal that three lanes exhibited significant post-construction trip increases, while the remaining three did not. The findings also reveal that bike trips on longer and wider lanes may demonstrate substantial increases in ridership compared to shorter or shared lanes. This study also discusses the other critical role of lane characteristics, such as separation from pedestrian pathways, the alignment with metro stations, and higher station density, which could contribute more significantly to ridership growth in Taipei. These insights underscore the importance of tailored infrastructure planning in optimizing bike-sharing systems. By analyzing trip data spanning 2013–2018 with innovative spatial methodologies, this research not only highlights the effectiveness of road-specific evaluation but also informs sustainable urban planning strategies to achieve progress toward the United Nations’ Sustainable Development Goal 11.
{"title":"Bike lanes’ impacts on bike sharing system usage: From citywide to road-specific exploration of bike trips","authors":"Jie-Yu Li , Pi-Cheng Chen","doi":"10.1016/j.urbmob.2025.100113","DOIUrl":"10.1016/j.urbmob.2025.100113","url":null,"abstract":"<div><div>Bike lane construction, a promising sustainable transport strategy, has the potential to significantly increase ridership and reduce the reliance on private vehicles in cities. While many studies analyze citywide statistical trends, few explore the effects of different bike lanes and examine the nuanced impacts of lane-specific designs and configurations. This study aims to provide an applicable approach for other future studies to analyze local situations in different cities. So, this study addresses that gap by using both one citywide and three road-specific analyses to evaluate six bike lanes in Taipei City. The findings reveal that three lanes exhibited significant post-construction trip increases, while the remaining three did not. The findings also reveal that bike trips on longer and wider lanes may demonstrate substantial increases in ridership compared to shorter or shared lanes. This study also discusses the other critical role of lane characteristics, such as separation from pedestrian pathways, the alignment with metro stations, and higher station density, which could contribute more significantly to ridership growth in Taipei. These insights underscore the importance of tailored infrastructure planning in optimizing bike-sharing systems. By analyzing trip data spanning 2013–2018 with innovative spatial methodologies, this research not only highlights the effectiveness of road-specific evaluation but also informs sustainable urban planning strategies to achieve progress toward the United Nations’ Sustainable Development Goal 11.</div></div>","PeriodicalId":100852,"journal":{"name":"Journal of Urban Mobility","volume":"7 ","pages":"Article 100113"},"PeriodicalIF":2.7,"publicationDate":"2025-03-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143724743","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-03-14DOI: 10.1016/j.urbmob.2025.100111
Kelt É. Garritsen, Anna B. Grigolon, Karst T. Geurs
The popularity of shared mobility services (such as bike or e-scooter sharing) and mobility hubs is increasing in cities worldwide, with the potential to improve accessibility for all. With the expanding role of shared mobility travellers must rely on smartphones that are typically needed to use them, and not having the ability to use a smartphone could lead to digital inequality. However, the impact of digital mobility skills on the uptake of shared mobility has hardly been studied. This paper examines the determinants of digital mobility skills and their impacts on the uptake of different forms of shared mobility at mobility hubs. The results of a large-scale survey (N = 2515) across four different cities in Europe were analysed using statistical analyses, showing that lower digital mobility skills are related to other vulnerable-to-exclusion characteristics such as higher age, lower educational level, and unemployment. Furthermore, the uptake of shared modes at mobility hubs is much lower for people with low digital mobility skills, as they face additional barriers to using these services. These results reveal how the growth of app-driven shared mobility services can increase accessibility inequalities.
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