Journal of Urban Mobility最新文献

The analysis of longitudinal travel data enables investigating how mobility patterns vary across the population and identify the spatial properties thereof. The objective of this study is to identify the extent to which users explore different parts of the network as well as identify distinctive user groups in terms of the spatial extent of their mobility patterns. To this end, we propose two means for representing spatial mobility profiles and clustering travellers accordingly. We represent users patterns in terms of zonal visiting frequency profiles and grid-cells spatial extent heatmaps. We apply the proposed analysis to a large-scale multi-modal mobility dataset from the public transport system in Stockholm, Sweden. We unravel three clusters - Locals, Commuters and Explorers - that best describe the zonal visiting frequency and show that their composition varies considerably across users’ place of residence. We also identify 15 clusters of visiting spatial extent based on the intensity and direction in which they are oriented. A cross-analysis of the results of the two clustering methods reveals that user segmentation based on exploration patterns and spatial extent are largely independent, indicating that the two different clustering approaches provide fundamentally different insights into the underlying spatial properties of individuals’ mobility patterns. The approach proposed and demonstrated in this study could be applied for any longitudinal individual travel demand data.

This study aimed at understanding the awareness and knowledge levels of planning and engineering students and practitioners about the 15-Minute City concept (FMC). The three main objectives were to determine the awareness levels, factors affecting the awareness levels and the knowledge level about FMC. A questionnaire survey was conducted in Lahore, Pakistan, which included questions on the respondents’ demographics, and their awareness and knowledge about FMC. The collected data were analyzed using various statistical analysis techniques to achieve the objectives of the study. The results indicated that a high number of respondents did not have awareness about the FMC concept. Ordinal regression model indicated that type of degree and numbers of seminars attended had a significant influence on the awareness levels. Those having or pursuing planning degrees had higher awareness about FMC than those with engineering degrees. Those who attended more number of seminars on urban and transport planning had higher levels of awareness about FMC as compared to those with lower number of seminars. Civil and Transportation Engineers play an important role in the planning and development of cities, however, they were found to have lower awareness levels. The results of this study can be used to determine how the awareness level of planners and engineers can be increased about more sustainable solutions including FMC.

Introduction

During the COVID-19 lockdown significant improvements in urban air quality were detected due to the absence of motorized vehicles. It is crucial to perpetuate such improvements to maintain and improve public health simultaneously. Therefore, this exploratory study approached bicycle infrastructure in the case of Munich (Germany) to find out which specific bicycle lanes meet the demands of its users, how such infrastructure looks like, and which characteristics are potentially important.

Methods

To identify patterns of bicycle infrastructure in Munich exploratory data is collected over the timespan of three consecutive weeks in August by a bicycle rider at different times of the day. We measure position, time, velocity, pulse, level of sound, temperature and humidity. In the next step, we qualitatively identified different segments and applied a cluster analysis to quantitatively describe those segments regarding the measured factors. The data allows us to identify which bicycle lanes have a particular set of measurements, indicating a favorable construction for bike riders.

Results

In the exploratory dataset, five relevant segment clusters are identified: viscous, slow, inconsistent, accelerating, and best-performance. The segments that are identified as best-performance enable bicycle riders to travel efficiently and safely at amenable distances in urban areas. They are characterized by their width, little to no interaction with motorized traffic as well as pedestrians, and effective traffic light control.

Discussion

We propose two levels of discussion: (1) revolves around what kind of bicycles lanes from the case study can help to increase bicycle usage in urban areas, while simultaneously improving public health and mitigating climate change challenges and (2) discussing the possibilities, limitations and necessary improvements of this kind of exploratory methodology.

In this work we are concerned with how the introduction of connected and automated mobility (CAM) will influence liveability in cities. We engaged with city and transport planners from both Europe and the U.S. and adopted a system dynamics approach to capturing the discussions and exploring potential outcomes. There are two aims in doing this: (1) to identify the concerns of city planners and how they differ from the traditional focus of transport researchers; but also (2) to develop a causal loop diagram (CLD) that can both explore the potential systemic effects of CAM and help to communicate those effects and the underlying mental models. Addressing these aims can inform policy design related to both CAM specifically and urban mobility more generally. In a change from previous related studies, we allowed the participants to establish their concept of liveability in cities and did not define a specific CAM scenario. This broad scope was critical in capturing the high-level view of what really matters to city stakeholders. We have established that a focus on a more holistic understanding of interactions related to sustainability is required rather than on specific transport modes or technology. A key insight that emerged was that quality of life (QoL) was the dominant concern of city planners, regardless of how it is achieved. The specifics of new services or technologies (such as CAM) are secondary concerns - which are important only insofar as they support the higher goal of improving QoL. As a result, we have produced a high level CLD that can be used as a starter for any future research in the area of CAM and liveability in cities and which may resonate better than previous CAM models have with city planners and policy makers—those who will ultimately play a key role in recommending and then implementing changes affecting QoL.

Accessibility instruments could serve as powerful support in assisting planning practitioners. Though, accessibility instruments are usually not yet applied in practice. Past research has identified that besides institutional barriers in adopting accessibility, there is still a lack of useful instruments. It is suggested that tool developers engage closer with planning practice to better meet requirements from practice. The authors developed an interactive and web-based accessibility instrument called GOAT, focusing on active mobility in a co-creative environment with urban and transport planning practitioners. This manuscript aims to answer two research questions. Which planning questions exist for GOAT in the field of transport and urban planning? Is the accessibility instrument GOAT of useful support in the planning practice?

First, suitable planning questions were identified. The tools’ utility and usability for the planning questions were self-assessed based on the experience in five applications workshops with 37 planning professionals in four German cities. The assessment was realized by analyzing workshop minutes and worksheets for the different planning questions. As a result, the usefulness was assessed for the planning questions and was summarized into four groups: Infrastructure Planning Walking, Infrastructure Planning Cycling, Location Planning, and Housing Development.

The assessment revealed that the tool helps answer common planning questions. In terms of usability, the tool could also be used by individuals unfamiliar with existing planning software after a half-day introduction. Meanwhile, practitioners requested further indicators and improvements in usability. Furthermore, stronger technical integration with existing systems should be envisaged. It is concluded that the involvement of planning practice was highly beneficial when developing and assessing the tool. Therefore, ongoing exchange and a long-term assessment of the tools’ usefulness are suggested in the future.

This article seeks to explore and analyse the capacity of Swedish municipalities to implement measures for increased cycling. Through the concept of local capacity and against the backdrop of interviews with local cycle planners, the aim of the article is to gain deeper insights into cycle planners’ experiences and perspectives on what the possibilities, obstacles and challenges are as regards achieving the aims of increased cycling. Although the interviews reveal that all capacity dimensions are important, financial and political capacity seem to be the most crucial dimensions. These two dimensions are also the ones that differentiate most between included municipalities, and thus also influence the local capacity. High staffing, earmarked funding, and a shift from the car to a sustainable mode of transport norm are all capacity-building measures. There also seem to be overarching difficulties in developing vertical linkages with the Swedish

Transport Administration to increase the municipal capacity. The authority's responsibility for funding, operating, and maintaining the national public cycle network, and a lack of will to find common solutions are perceived as challenging by many municipalities. Greater consensus and collaboration between municipalities and the Swedish Transport Administration must be achieved to fulfil national and local policy aims on cycling.