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Multiple Airport Regions (MARs) are an increasingly important element of air transportation, enabling capacity distribution, providing redundancies, and potentially improving accessibility for passengers. Prime examples for MARs include London, New York, and Tokyo, and the Greater Bay Area (GBA) in China. The scientific community has investigated MAR-phenomena for nearly 40 years now; with the first seminal papers having appeared in the 1980s / 1990s. Despite the significant number of studies in this area, there exists—to the best of our knowledge—no attempt to categorize all papers on this subject. In this study, we address this gap in the literature by collecting the extant studies on the subject and classify them according to their foci and key contributions. Moreover, based on insights from these studies and the highly developing GBA-MAR, we propose and discuss a set of challenges for effective and successful MARs development. We believe that our work is helpful for the relevant communities to maintain an overview of the state-of-the-art as well as working on the open challenges in a goal-oriented way. [ABSTRACT FROM AUTHOR]

A redundant transport network enhances the utility of transport services users by offering multiple alternative modes capable of supporting and substituting for each other when one becomes temporarily unavailable. The objective of this paper is to present empirical evidence of the role redundancy may play in e-scooter sharing services when transit services face temporary disruptions. To achieve this, we analyzed trip data from e-scooter sharing services in Turin, Italy, to assess the impact of seven transit strike events on both the frequency counts and the average length of e-scooter trips. The results indicate a substitution effect between transit and e-scooters during transit disruptions. This redundancy pattern follows a spatial distribution characterized by a distance-decay function from transit stops, resulting in a significant increase (+89%) in trips originating in the vicinity of transit stops during a strike event. This paper contributes to the literature by providing empirical evidence of the e-scooter-to-transit redundancy and its spatial heterogeneity, further defining the complementary/competitive relationship between these two modes. Policymakers and planners can enhance the resilience of urban transport networks by considering dynamic fleet management that anticipates transit disruptions and failures while better accommodating the demand shock of e-scooter sharing services. [ABSTRACT FROM AUTHOR]

While e-shopping may trigger more but shorter trips, i.e., within walkable distances, frequent e-shoppers see private car as more reliable. However, research addressing the interplay between e-shopping and transport mode choice is scarce and mostly focused on urban areas. Against this background, the paper complements current literature by answering the following research question: Is e-shopping behaviour associated with walking to in-store retail instead of using a private car, and what are the differences between urban and rural environments? Germany serves as the spatial laboratory, with the data from the 2017 Mobilität in Deutschland (MiD) survey providing comprehensive insights on mobility and its socio-economic elements. Three logistic regression models are carried out to explore the impact of e-shopping frequency on transport mode choice for three different spatial settings: large agglomerations (≥100,000 inhabitants), urban counties, and rural counties. The results show that people who buy online more frequently in urban and rural counties tend to reach in-store destinations by car instead of walking. On the other hand, the frequency of e-shopping and walking mode choice do not present any association on large urban agglomerations. The socio-economic analysis shows that car owners tend to reach in-store retail by car, while those with higher household incomes are more likely to walk. The paper ends with a discussion of how the results can inform sustainable transport systems to find a balance between online and in-store shopping. [ABSTRACT FROM AUTHOR]

This paper sheds light on the understudied phenomenon of female two-wheeler riders in Bangladesh, and their everyday negotiations of moto-mobility in patriarchal public spaces. In transportation research, female riders have traditionally been characterized as occupying the pillion seat. By conducting ethnographic observations of two-wheeler training clubs in Bangladesh (Dhaka) and qualitative interviews with female riders, the paper expands the discussion of gender and mobility beyond the usual focus on car and public transport in the Global South, which is critical for planning equitable and inclusive transport policies. Using the motility framework (access, competence and appropriation), this paper unravels the cultural, spatial and social dynamics of women's everyday moto-mobility. Through engagement in women-only training clubs which also serve as gendered social spaces, female riders actively build technical and spatial competence. They opt for safety-conscious approaches in driving behaviour, subverting traditional/masculine notions of dominance and authority. The findings also reveal how young riders subvert families and communities to acquire and ride motorbikes, but still largely conform (and adapt) to social norms to manufacture respectability (following normative sartorial choices, sex-segregated seclusion/purdah). In other words, their resistance is in proportion to how much they can assert themselves without facing negative repercussions from communities and society at large. As their presence and performances of micro-subversions rewrite spatial geographies (of risk and respectability), this has implications for reshaping the everyday transport geographies of women in urban public spaces. By presenting gender scripts as an element of appropriation in the constant negotiation of mobility, this paper contextualises motility in a non-western setting, and shows how multiple (seemingly contradictory) gender performances can feed into each other and regroup to facilitate women's access (to mobility) and rights in a gendered city. • Female motorbike riders in Bangladesh negotiate patriarchal urban public spaces. • In doing so, they challenge traditional gender scripts and reconstruct new ones. • Training clubs offer women new and safe spaces for gendered sociality. • Their micro-subversions rewrite spatial geographies (of risk & respectability). • This has implications for everyday geographies of women's mobility in urban spaces. [ABSTRACT FROM AUTHOR]

This paper looks at the relationship between recurring public transport delays, accessibility to jobs, and travel behaviour in the region of Scania, Sweden. The difference between potential (scheduled) accessibility, observed (actual) accessibility, and behaviour is an important part of this research. This paper contributes to the growing body of literature that uses GTFS data (for both scheduled and actual services) to provide a deeper understanding of temporal variations in accessibility with public transport. Historic public transport data were used to develop a measure for typical delays in the region. The accessibility analysis shows that, on average, recurring public transport delays result in a 4–9% reduction in accessibility to jobs in the region. The loss in accessibility varied depending on the travel time budget that was considered and the location within the region. The accessibility analysis also shows that areas with higher concentrations of households with a lower economic standard experience a smaller loss in job accessibility caused by public transport delays. However, the concentration of these effects depends on the measure that is used. The measurement of typical delays was also analysed in relation to actual trips from the regional travel survey. The statistical analysis found that recurring public transport delays were associated with a lower likelihood of using public transport compared to other motorised modes. [ABSTRACT FROM AUTHOR]

High-speed rail (HSR) has emerged as a significant mode for intercity transport in several countries, particularly China, setting an environment that may promote integration between air and HSR networks. To better measure the current level of integration of China's air-HSR intermodal network and identify implementation issues, this paper establishes a novel assessment framework that considers three primary areas: service capability, network connectivity and transfer potential. The framework is based on a comprehensive literature review of network measurement and assessment methodologies. Then, fractal theory is used to establish an assessment model that associates the fractal dimension to the level of intermodal integration, which can serve as an important complement to traditional weighting methods. The model and framework are applied to the 10 cities in China with the potential for air-HSR integration. The results show that international hub airports, together with their closest HSR station, do not necessarily perform at a higher integration level than regional hubs. The paper also proposes policy and practical recommendations to enhance air-HSR network integration levels from service supply, network coordination and transfer design perspectives. [ABSTRACT FROM AUTHOR]

The European Union's Trans-European Transport Network policy (TEN-T) is a key instrument for developing rail networks and achieving the European Union's modal shift and territorial cohesion objectives as set out in the White Paper on Transport. High-speed rail (HSR) is a key element of this policy, as the core TEN-T rail network is to be designed for high speeds. Since the effectiveness of HSR in achieving its objectives has been repeatedly criticized, it is difficult to justify the high cost of developing rail corridors for such speeds. The European Commission has therefore proposed a reduction in the minimum speeds for HSR in a revised proposal concerning the regulation defining the TEN-T network. In this paper, we apply the betweenness-accessibility methodology to model the contribution of each rail corridor in the European long-distance rail network to the accessibility by rail of EU metropolitan regions. After simulating the completion of the already defined TEN-T network which is to be completed by 2030, we simulate speed increases on all remaining corridors with speeds below 160 km/h up to this speed to evaluate the potential accessibility gains of these speed increases. A total of 13 corridors have been selected for the estimation of their upgrade costs, most of which are in Eastern Europe. The upgrade costs were compared with the potential accessibility gains to provide guidance on the most cost-effective way to improve rail accessibility on the European long-distance rail network. [ABSTRACT FROM AUTHOR]

This paper uses Sydney rail data to examine the relationship between station level ridership and local and regional accessibility. We use net transit accessibility, which is the additional number of opportunities reachable by transit over walking to represent the regional connectivity value provided by transit. We map accessibility at transit stations, and use the number of opportunities within walking distance as an indicator of local access. We find elements of place (or local) access, including access to jobs and to residents within walking distance (local access), and nodal (or regional) access, including transit access to distant jobs and residential locations are both significant indicators of station level ridership. In particular, the number of jobs within walking distance of a transit station is the best single predictor of transit ridership. This paper highlights the importance of high density around station areas for transit ridership. [ABSTRACT FROM AUTHOR]

Inland waterways have the potential to enhance port-hinterland connectivity and foster sustainable freight transport. Their development as transport corridors is highly dependent on geography, yet spatial spillovers of port throughput are often overlooked. In Europe, the configuration of inland container terminals can lead to cross-border spillovers. This paper analyzes inland container throughput between 2007 and 2021 in the Rhine-Alpine Corridor to quantify its spatial dependence and economic spillover effects. The assessment involves 43 regions from Belgium, France, Germany, Netherlands, Luxemburg, and Switzerland. A Spatial Durbin Model is developed accounting for economic conditions, fixed effects, and time trends. The results suggest that throughput exhibited spatial concentration patterns, which intensified after water levels dropped in 2018. Second, the spatial dependence is heterogeneous between transport performance in tonne-km vs. TEU-km. Third, technological resources and population density were positively associated with throughput, while the opposite was found for employment and motorways. Notably, the spillovers of technological resources and employment were considerably higher than the local impact. Based on these findings, the paper advises on spatially oriented policies to address low water levels, workforce decline, and the need for new business models. [ABSTRACT FROM AUTHOR]

The Green Belt in England is probably the most longstanding and internationally recognised Urban Growth Boundary (UBG). However, developers, think tanks and academics often accuse UGB's of being the leading cause of the housing affordability problems around the world and articulate an alternative vision of Transit-Oriented Development (TOD). This paper, based upon a regional case study of the West Midlands and 74 interviews with planners and planning stakeholders, argues that the debate around TOD in the Green Belt needs to be more cognisant of regional geographical variation in public transport provision. Moreover, drawing upon the views of planners who play a key a role in allocating land for development, the paper underlines that decisions regarding TOD need to made strategically as reflecting the policy's purpose as a regional growth management policy. Reflecting on the broader academic literature, it highlights the need for greater strategic integration of transport and land-use planning alongside reviving strategic planning to evaluate various spatial blueprints for urban growth management. The paper has broader relevance to international debates about the feasibility and potential of TOD, especially in addressing housing affordability problems around the world. [ABSTRACT FROM AUTHOR]

Shipping companies are key drivers of maritime trade and crucial in the development of container shipping networks. Each company's strategy shapes differences in port services and shipping routes, creating a complex and interconnected global container shipping network that is difficult to analyze using single-layer or aggregated models. This paper introduces a novel multiplex network modeling approach that leverages a very large set of AIS data and applies a series of structural indices to reveal the unique characteristics and multiple key roles of various shipping company networks. By applying methods such as overlap ratio analysis, HITS analysis, and community detection, the study identifies differences in overlap between ports and routes, hub and authority properties of individual ports, as well as local and regional patterns within the global network. Furthermore, it examines structural differences between the multiplex network, the aggregated network, and individual layers, highlighting the importance of multiplex container networks in understanding ports' roles on both regional and global scales. The findings clarify how different shipping companies shape shipping network patterns, enhance the multiplex network's functional roles, and provide a better understanding of the complex structure of the Global Container Shipping Network (GCSN). Finally, it provides authorities with valuable insights on how to better understand maritime shipping networks. [ABSTRACT FROM AUTHOR]

The port governance literature has charted the trend towards devolution of port services to the private sector, also showing how the increasing influence of external private actors such as shipping lines and global terminal operators affects decisions on expansion and service provision, producing a more multifaceted and polycentric kind of port governance. In this paper we extend these notions to cover both mitigation of and adaptation to climate change. A growing body of literature on green ports discusses the various actions that can be taken to limit emissions in the port area, while another body of literature is growing on climate change adaptation measures, including the uncertain risks and rewards. Both mitigation and adaptation actions are partly linked to the commercial decisions of port actors but also partly driven by external actors (e.g. society, government, regulators). The analysis produces an updated conceptualisation of port governance under climate change, based on four stakeholder groups (public policy, commercial actors, indirect actors and international shipping governance) and produces three key conclusions. First, concession contracts and commercial relationships will need to change, with a more integrated vision and approach to sharing future (sometimes undefined or uncosted) costs and benefits between the port authority and commercial partners. Second, diversification of the port business model will see a larger focus on energy production and provision, requiring the more explicit inclusion of external stakeholders, particularly energy companies, in port governance. Third, port governance will see a return to prominence of the public dimension, both in terms of national decarbonisation plans and particularly regarding adaptation to an uncertain and turbulent future. As ports are both commercial activities and national infrastructure, these different identities will need to be united in a joint vision. [ABSTRACT FROM AUTHOR]

Although several health benefits are associated with cycling, this mode of active transport remains underrepresented. Studies have shown that individuals' preferred mode of transport is influenced by the environment in which they travel. While macro-environmental factors shape active transport, micro-environmental aspects offer adaptable solutions. In this paper, we used novel and promising Virtual Reality (VR) technology to investigate which street characteristics regarding safety and attractiveness are important for promoting cycling for transport in three vulnerable groups in traffic, i.e., adolescents, adults with a low SES, and older adults. Participants cycled through two virtual streets based on existing streets in Ghent, Belgium. The think-aloud method was used to collect qualitative data during cycling and afterward participants were asked to fill in a questionnaire about the VR experience, self-reported cycling behavior, and sociodemographic factors. Transcribed files were analyzed using content analysis, revealing 14 crucial street characteristics. Separate cycling paths, clear markings and traffic signs, even surfaces, calm streets, spacious layouts, and aesthetically pleasing environments were found to be important by all target groups. Adolescents and older adults emphasized slower traffic, visibility, wider cycle paths, high curbs, and sudden unexpected actions. Secure bicycle parking was crucial for adolescents, while older adults valued green environments and had mixed opinions on traffic-calming structures. This study underscores the significance of micro-scale street features in promoting active transport among vulnerable groups. Additionally, it demonstrates the potential of VR for inclusive urban design and citizen-based science. [ABSTRACT FROM AUTHOR]

This paper proposes a holistic framework to identify public transport disadvantaged areas in terms of the level of services (LOS), area-based accessibility, and facility-based accessibility by employing the General Transit Feed Specification (GTFS) dataset. The framework considers the spatial and temporal levels of transit services, the spatial separation by urban functional areas, the availability of facilities based on the cumulative opportunity method, and the minimum time cost based on dual accessibility. A case study is performed in Hong Kong. The results show that the main problem for rural residents using public transport services lies in walking to transit stops/piers instead of long waits at public transport stops or infrequent services. The map of area-based accessibility shows great variations by urban functional areas. Despite being a highly transit-dependent city, we find huge disparities of accessibility to public facilities within Hong Kong and people living in some rural areas have difficulties in accessing basic services such as education, health care and shopping through public transport. Theoretically, this study reinforces the significance of place-based transport disadvantage and its intricate relationship with urban form. Empirically, it provides practical recommendations for public transport planning. The findings can direct transit agencies to re-plan and deploy services such as introducing demand-responsive transit services to better address the needs of people living in transport disadvantaged areas. • A holistic framework to identify public transport disadvantaged areas • Public transport accessibility to a broad range of public facilities is considered • Walking to transit stops, not waiting for vehicles, is a rural transport problem • Rural areas struggle to access education, healthcare, & shopping through public transport • Rural areas need 90+ min for similar opportunities as urban areas within 30 min [ABSTRACT FROM AUTHOR]

The City of Stockholm is conducting a scenario planning exercise to explore where potential future office development should be planned: closer to the city centre as in the status quo, in peripheral hubs on the outskirts of the city, or dispersed throughout multiple neighbourhoods. To support this exercise, this paper models these three scenarios using a nested work location and dynamic activity-based scheduling model. Our model predicts that high-income individuals have the highest consumer welfare benefits and are over-represented as workers in all scenarios. Developing more central office space will likely reinforce existing geographical patterns of income inequality in Stockholm; developing peripheral or dispersed office space, especially in the south of the city, will challenge these patterns. However, the model also illustrates a tension between the goals of equity and the environment. By taking advantage of existing transit infrastructure and congestion patterns, more central office development will result in lower vehicle kilometers travelled and lower car mode share for commuting than more peripheral or dispersed development. [ABSTRACT FROM AUTHOR]

There is now a long tradition of accessibility research, with an increasingly rich set of frameworks and methods from a distributional perspective. Despite such a positive outlook, many accessibility metrics deployed in research and practice do not consider (dis)utility, which may resonate more clearly with mainstream transport decision-making and planning. This paper seeks to contribute to debates about using utility-based measures as inputs for accessibility assessment of transport infrastructure investments in the Global South using discrete choice modeling and its potential as a bridging language between socially nuanced and economics-driven transport planning practices. This paper uses mixed revealed preferences and stated preferences data collected in Bogotá, Colombia. Then, it uses a logsum accessibility metric to estimate the differentiated impact of a set of infrastructure interventions on the accessibility of residents with different income levels and other socioeconomic conditions. Particularly, the logsum accessibility metric analyses future and structural additions to Bogotá public transport networks, reflecting their effect on the accessibility and consumer surplus in the next 20 years. The proposed approach captures the benefits derived from the transport infrastructure improvements, which has relevance for debates about transport policy and practice in this and similar urban contexts in the Global South. These accessibility gains could be assigned a monetary value to include in project cost-benefit assessments. [ABSTRACT FROM AUTHOR]

As car ownership and urbanization continue to rise worldwide, traffic crashes have become growing concerns globally. Measuring crash risk provides insight into understanding crash patterns, which can eventually support proactive transport planning and improve road safety. However, traditional spatial analysis methods for crash risk assessment, such as the hotspot detection method, are mainly focused on identifying areas with higher crash frequency. These methods are subject to critical issues in risk analysis due to ignoring crash impacts and background traffic volume information. Aside from the two issues, current crash risk assessment methods, especially those aiming for cluster detection, are subject to the modified temporal unit problem, referring to the temporal effects (i.e., aggregation, segmentation, and boundary) in cluster detection. To alleviate these issues, this paper applies an emerging hot spot detection method, called the prospective space-time scan statistic (STSS) method, for assessing the crash risk at a refined network scale and over multiple years in a case study of Hartford, Connecticut. By identifying the spatial and temporal clusters of the crash risk, the study can provide evidence for tailoring road safety management strategies in neighborhoods characterized by high crash risk. [ABSTRACT FROM AUTHOR]

Improving public transport accessibility (PTA) has been considered as an effective measure for promoting sustainable urban development. Based on the grid-level data in Nanjing, China, this paper explores the spatially heterogeneous effects of PTA on road traffic CO 2 emissions using a geographically weighted random forest (GWRF) model. A simulation-based counterfactual analysis framework is further proposed to predict the intervention effects of improving PTA. Two kinds of practical interventions, adding facilities and increasing service frequency, are considered in our counterfactual prediction. The effects of improving PTA across different areas are predicted and compared. Our results indicate that the GWRF model with a properly tuned bandwidth outperforms the conventional random forest model. The results of counterfactual analysis show that improving PTA could achieve greater environmental benefits in suburb areas. With the process of urbanization in Nanjing, the population and economy has grown rapidly in suburb areas. Therefore, it is reasonable to improve public transport services in these areas. Based on our findings, PTA has potential to make a significant contribution to sustainable development of urban transportation. Moreover, our findings with respect to heterogeneous effects likely improve the efficiency of local transport policies that target such areas, helping achieve greater environmental benefits. [ABSTRACT FROM AUTHOR]

Increasing accessibility and improving cycling safety are the primary objectives of cities and policymakers. In the literature, there are several studies examining cycling safety and few studies examining cycling accessibility. However, few studies conduct a joint examination of these two topics to understand the relationship between them. This paper aims to develop and apply a methodological framework to conduct a joint zone-based analysis of traffic safety and accessibility. The developed framework integrates route choice modelling and four-step modelling into traffic safety and accessibility analysis and the outcome is a novel zone-based crash risk estimation incorporating traffic crashes with trip characteristics (including, trip purpose, origin-destination, and alternative routes). The proposed framework was applied in a case study to examine the injury crash risk imposed on commuting cyclists and job accessibility in the city of Utrecht, the Netherlands. The results illustrate the need to embed trip characteristics into zone-based traffic safety estimation to be able to compare the spatial distribution of traffic safety with other mobility and transport-related indicators. Moreover, the findings reflect on significance of taking route choice features into account in accessibility analysis to avoid overestimating accessibility levels. They show that safety and accessibility levels are not equally distributed in the city of Utrecht. For example, low-income areas generally have lower job accessibility levels and higher cycling crash risks which imply the spatial and social inequalities in the transport system's effects. [ABSTRACT FROM AUTHOR]

The COVID-19 pandemic has significantly reshaped travel patterns globally, prompting shifts in mobility preferences and behaviors. After controling for temporal trends and weather, this paper investigates the impacts of the pandemic on station-based bike-sharing and ride-hailing services in New York City (NYC), spanning the periods before, during, and after the pandemic. Specifically, we examine how these transportation modes evolved across various land-use types and pandemic periods. To achieve this, we employ a spatial clustering method to group NYC traffic zones into distinct functional areas, i.e., Mixed Area, Commercial Area, Residential Area, and Educational Area, based on land use characteristics. Subsequently, we develop two time series models based on the seasonal autoregressive integrated moving average with exogenous variables (SARIMAX) model to analyze the impact of the pandemic on trip demand across different spatial areas and years. Our modeling analysis enables us to precisely quantify the average effects of pandemic phases on daily trip ridership, while also assessing shifts in daily trip demand trends across each COVID phase, accounting for variables such as land use and weather. Our findings uncover strikingly different recovery trajectories for bike-sharing and ride-hailing services. Bike-sharing rapidly rebounded, surpassing pre-pandemic trip levels by the end of the reopening phase. In contrast, ride-hailing has not yet fully recovered and continues to lag behind its pre-pandemic levels. Moreover, we observe disparities in cycling recovery across various land-use types, with Mixed and Residential Areas exhibiting faster recovery compared to Commercial and Educational zones. The varying recovery patterns can be attributed to evolving traveler sentiments and preferences, shifts in trip needs and purposes, and the implementation of local policies aimed at fostering sustainable transportation options. [ABSTRACT FROM AUTHOR]

Against the backdrop of the strong market expansion of free-floating bikeshare systems (FFBS), the future of government-funded station-based bikeshare system (SBBS) is a matter of controversy. Merely relying on point density analysis proves to be inadequate in reflecting the flow characteristic, this paper employs a flow clustering analysis to investigate the relationship between SBBS and FFBS. To recognize both bikeshare flow clusters with inhomogeneous density and shape in less time, we propose a two-step network-constrained bivariate flow clustering method that organically combines multiplex-network community detection and bivariate flow clustering method. The performance and applicability of the method in flow clustering detection is exemplified by the SBBS and FFBS systems in Nanjing. The results indicate that though FFBS outnumbers SBBS in terms of bikes, there are still specific flow clusters where SBBS performs better. Spatiotemporal patterns of flow clusters reveal that about one-third of flow clusters dominated by FFBS move from the metro station to the business district during the morning peak, while more SBBS-dominated flow clusters (55.4%) move from the residence to the metro station. Conversely, during the evening peak, flow clusters are observed in the opposite direction. Nevertheless, if the difference in bike numbers is significant, SBBS will be at a disadvantage. It is necessary for SBBS to prioritize resource allocation towards target groups and advantageous areas to prevent decentralized development. Our findings contribute to a more profound comprehension of the interplay between SBBS and FFBS, thereby offering more informed recommendations for strategically aligning the functions of bikeshare systems. [ABSTRACT FROM AUTHOR]

In the TIS-based innovation policy mix lens (Kivimaa and Kern, 2016), this paper investigates Dhaka City's low-emission transport policy mix (2000−2021), adopting document analysis and policy mapping exercises in an abductive research approach.The policy mix was geared towards influencing incremental but transformative transport regime change rather than niche stimulation and regime destabilization. It was supportive of selected low-emission transport supply-side solutions rather than transport demand management (TDM). It facilitated a positive role of the development partners in selected low-emission transports by technology transfer, resource mobilization, and local capacity development. While local prospective low-emission transport alternatives, i.e., walking and cycling received little policy support, highemission transports continued to receive it. Potentially disruptive policies were adopted but they lacked specific implementation mechanisms. The complex narratives found to be in play in the Global South inform that, compared to the Global North, understanding low-emission transport transitions in their megacities requires innovative thinking and context-specific approaches. To better capture and explain the unfolding low-emission transport transitions in the Global South megacities, we amended the TIS-based innovation policy mix framework by incorporating two functions – Changes in organizational routines and networks (IT1) and Changes in user practices and preferences (IT2) – aggregated into a new category, i.e., 'Incremental but transformative regime-based change (IT). We argue that a Global South policy mix that supports low-emission transport niches (C-functions), high-emission transport regimes destabilization (D-functions) and incremental but transformative regime-based change (IT-functions) can influence a whole system change towards transport transitions. • The extended TIS-based innovation policy mix analysis can better capture and explain Global South transport transition policies. • Policies tend to stimulate incremental but transformative transport regime change rather than niche stimulation and regime destabilization. • Policies cater to supply-side solutions rather than transport demand management (TDM). • Development partners support low-emission transport transitions by selective technology transfer, resource mobilization, and capacity development. • While local low-emission transport alternatives, i.e., walking, and cycling receive little policy support, high-emission transports continue to receive it. • Potentially disruptive policies often lack specific implementation mechanisms. [ABSTRACT FROM AUTHOR]

Severe weather events, such as snowfall, flooding and storms, may affect wide geographical areas and adversely impact discrete transport infrastructure networks (e.g. road, rail) at the same time, thus revealing the existence of geographic interdependencies between these networks. In this paper, we develop two accessibility-based measures to assess the impact of geographic interdependency on resilience based on the concepts of redundancy and substitutability, respectively. These measures are applied to the railway and long-distance bus networks in Scotland. Results reveal that the combined effect of redundancy and substitutability on the accessibility of locations offered by these discrete modes is reduced due to geographic interdependencies, with the extent of losses being positively associated with the spatial footprint of potential events. The results can be used to identify parts of the network where the potential impacts of geographic interdependencies are greatest, and thus require more in-depth scrutiny by network managers. [ABSTRACT FROM AUTHOR]

In this paper, we propose a conceptual framework to elucidate transport-related social exclusion (TRSE) in rural China. Drawing from participant observations across 146 villages in Guangdong (2643 rural residents), we illuminate the multifaceted nature of TRSE in Chinese villages. In term of interregional transport challenges, rural residents are socially excluded due to inadequate transport infrastructure and services. In contrast, within the microcosm of intravillage transport, residents adeptly harness available transport resources to craft exclusionary strategies. This emergent form of TRSE, distinct from previous paradigms, sees villagers deploying transport as an instrument to deliberately exclude the Other based on the depth and nuances of their interpersonal relationships. This exclusion manifests through unique characteristics: the nebulous contours of marginalised groups, mutual exclusion between rural residents, ethical ambivalence, and its profound resonance with traditional cultural norms. Given the intricate layers that seem to eclipse the phenomena observed in urban contexts, we underscore the imperative for a more nuanced exploration of TRSE in rural landscapes. • Participant observation of 2643 rural residents in 146 villages in Guangdong • A novel form of exclusion based on the depth and nuances of interpersonal relationships • Villagers deploying transport as an instrument to deliberately exclude others • Transport-related social exclusion in rural China manifests through 4 unique characteristics • The nebulous contours of marginalised groups, mutual exclusion, ethical ambivalence, and resonance with traditional norms • Transport-related social exclusion in rural China is rooted in the bedrock of traditional Chinese culture [ABSTRACT FROM AUTHOR]

Veracity is a critical dimension of Big Data, as it is related to the quality of data. Its role is even more important when Big Data are supposed to be a counterpart or a substitute of official data. While the former is usually unstructured and the collecting procedures are unsupervised, the latter is collected in accordance to strict and rigorous methodologies. Mobile phone traces, alternatively called Cellphone Big Data (CBD), can be ascribed among the most popular Big Data typology in transportation analyses, even if they are affected by some biases. This research effort is aimed to contribute to the discussion on Big Data and to shed light on the need of a rigorous assessment of the dataset quality. An in-depth evaluation process was carried out with the comparison of CBD to groundtruth data, namely traffic-related data collected by Anas S.p.A. – Gruppo Ferrovie dello Stato Italiane along a major Italian trunk road. What emerges from this paper is the sensitiveness of CBD to some variables related to both cinematic characteristics of traffic, mobile phone network characteristics and the traffic condition, namely the vehicle occupancy rate. [ABSTRACT FROM AUTHOR]

Although researchers and policymakers have proposed several ideas for improving the travel experiences of Persons with Disabilities (PWDs), they still face several barriers, especially in developing countries. This calls for a new sociological perspective aimed at contextualizing local disability policies and theories to create a disability-friendly society. This paper contextualizes the Ghana disability law through the lenses of Giddens' theory of structuration for the first time to understand the lived transportation barriers for PWDs. Questionnaire surveys involving 664 PWDs with physical, visual, auditory, and speaking impairments, key informant interviews, and field observations were triangulated. Results showed that all agents and structures, namely discrimination/facility managers' attitude, driver attitude, pedestrian behavior, design of facilities, and accessibility, are creating transportation barriers for PWDs in Ghana. Participants voiced exclusion from the design and implementation of transport facilities. Notably, discriminatory attitudes from commuters, drivers, and facility managers make PWDs feel marginalized. The lack of disability-friendly public buses/paratransit services and assistive technologies impedes PWDs' mobility to work, school, and health facilities. These findings show that although the Ghana disability law makes provisions for PWDs' mobility needs, there is weak enforcement. Thus, beyond improving infrastructure and access for PWDs, societal reorientation and enhanced enforcement of the laws are needed to foster empathy towards PWDs. The reorientation-based approach requires enhanced public sensitization, law enforcement, and regular consultation of PWDs in transport planning to improve the social order. [Display omitted] • Investigated transportation barriers for persons with disabilities in Ghana. • Contextualized the Ghana disability law through the lenses of Structuration Theory. • Disabled persons are excluded from transportation infrastructure design. • Disability-friendly paratransit services and assistive technologies are lacking. • Non-disabled commuters and facility managers marginalize disabled persons. [ABSTRACT FROM AUTHOR]

Although much of the existing research on regional airports focuses on their contribution to regional economic development, regional airports in England, as in other deregulated markets, operate in a highly competitive market and not all have been able to sustain commercial flights. This paper examines the factors that have led to the cessation of commercial air services at English regional airports following liberalisation of the European air transport market in 1992. Six factors which have contributed to air service cessation are identified and potential futures for smaller regional airports discussed. [ABSTRACT FROM AUTHOR]

Food accessibility has been a subject of growing interest due to its impact on public health outcomes. This paper describes a spatial analysis method to identify gaps in geographic food access and correlate them with a variety of demographic and socioeconomic factors. The proposed food accessibility metric is the square footage of supermarkets that can be reached within 10 min travel time by walking, biking, driving, and 30 min travel time by walk/transit. The spatial analysis is conducted for the centroids of each census tract within a study area, and the approach is illustrated with an application for the state of Massachusetts. Correlations between demographic and socioeconomic explanatory variables and food accessibility are explored using the Gradient Boosted machine learning model. More specifically, the explanatory variables are percent minority population, percent of population in poverty, vehicle ownership, and population density. The spatial analysis shows a strong correlation between food accessibility and population density. The machine learning model is then used to identify gaps in food accessibility for each transportation mode while controlling for community characteristics. The residuals of the model reveal which communities have the lowest food accessibility relative to other similar communities within the state. This research provides a quantitative method to identify communities that have reduced access to food relative to state-wide trends. Lastly, it provides insights for where policy interventions would be valuable for improving food access in addition to recommendations on increasing food accessibility. [ABSTRACT FROM AUTHOR]

The progression of shared mobility across Europe is remarkable. While station-based car and bike sharing have a more extended history, particularly in major European (capital) cities, recent advancements in modal types and operational models have significantly transformed the shared mobility landscape. Rapid expansion by private organisations has broadened access to shared mobility services across Europe. However, not all European cities are considered potentially viable markets due to local factors such as stringent regulatory frameworks and unfavourable economic conditions. The composition of the local offerings influences how citizens use these services, impacting travel behaviour and the local transport networks differently. Therefore, understanding the availability of various shared mobility schemes across Europe is essential for comprehending the market structure, its development, the providers' decision drivers, and the potential consequences for local transportation systems. First, this paper presents data on various segments and features of the shared mobility market across European cities with more than 100.000 inhabitants. Second, two cluster approaches, i.e. k-means and latent class clustering analysis (LCCA), are conducted to structure this European market. Third, the contextual characteristics, such as socio-demographics, the built environment and the geography, are compared among the clusters using Dunn testing. The results depict that the market is very fragmented, ranging from cities with a minimal offer (i.e. one type of modality available) to cities with a very competitive market consisting of numerous modalities and operators. As expected, the most comprehensive offer of shared mobility is found in cities with the highest economic potential, measured by GDP per capita and population size. However, these cities tend to impose stricter regulations and invest in public schemes, especially for bike and car sharing, affecting the share of private operators. This may explain why private scooter sharing companies are willing to operate in smaller cities that initially seem to lack the economic conditions to accommodate a profitable sharing scheme. In cities where scooters are absent, mainly in Dutch cities, free-floating moped- and bike-sharing schemes have acted as a surrogate. Still, the comprehensiveness of the offer in these cities is considerable, suggesting that even with strict regulatory frameworks, other factors like infrastructure can create an attractive environment for operators. Overall, shared mobility is well-developed in European cities, meaning that many people are already aware of or have access to some form of shared mobility. This provides opportunities for other less-developed modalities, such as cargo bicycles, to further expand and offer specific use cases for car replacement. Therefore, future research could follow up on market developments to understand how various segments evolve and to examine the role of different policy frameworks more thoroughly. [ABSTRACT FROM AUTHOR]

In this paper we report insights on barriers to active travel among the Pakistani heritage community in Bradford UK, generated using the participatory Photovoice method. This is the largest minoritized ethnic group in Bradford, and though most segments of the UK population need to be more physically active, those of non-white ethnicities, and South Asian heritage in particular, are generally significantly less active than average. Insufficient physical activity (including active travel) contributes to a significant health burden for minoritized communities as well limiting progress with increasing active travel among these communities. Increasing active travel is known to contribute to both positive health outcomes and to key transport decarbonisation aims. To meet public health goals and Net Zero emissions targets by 2050, increasing walking and cycling for short journeys will be essential but it remains difficult to achieve. There is a lack of knowledge relating to how specific cultural groups perceive active travel as an option within their local areas. We sought to explore the use of Photovoice to understand whether this method has potential to enable minoritized communities to actively consider active travel, and to provide connections between these communities and their local authorities. We recruited eight Pakistani heritage families living in Bradford to do this. Their photos were used in semi-structured interviews, and the data collectively analysed. The analysis suggested key barriers to walking and cycling could be grouped into four main categories: personal factors, social factors and those related to the local and wider environment. We also found that people's travel choices in this study are influenced by cognitive biases and social norms that are quite connected to their cultural heritage and societal position as minoritized. There were also both generational and gendered effects that need to be accounted for in intervention design. Based on participants' reflection and feedback, this report concludes participatory techniques like Photovoice offer an opportunity to break the status quo for those who are struggling to make a change by raising their social consciousness and helping them to gather evidence of their concerns. [ABSTRACT FROM AUTHOR]

A substantial literature has developed on the topic of excess commuting. This paper discusses school travel in Xi'an (China) in the framework of excess commuting. Questionnaires, Baidu Coordinates Finder, Baidu Map API and Python module were used to collect and extract school travel data. The analysis is based on 2358 student samples from 16 junior secondary schools. Results indicate that: (1) More than half (54.2%) of school travel distance is excessive, and as many as 60% of students travel to school excessively. Large amounts of excess school travel indicate a relatively low degree of school-housing spatial matching in Xi'an. (2) Home relocation , prioritized school quality , Hukou status and school district contribute to excess school travel in varying degrees, and motorized mode availability may lead to an increase of excess travel. (3) To a certain degree, the school district system is effective in reducing school travel distance. (4) The study also confirms that school travel is well-suited to analyze with excess commuting approaches. [ABSTRACT FROM AUTHOR]

Active travel has received increased investment and interest in many countries both due to COVID-19 and to policies which promote a shift in mobility behaviours to support a wide range of public and individual goods. However, while there has often been substantial investment in the physical infrastructure that can help facilitate active travel, there has not so far always been commensurate investment in the data infrastructure which can help enable people to shift trips to active modes. Current fragmented data and data models and a lack of data standards pose a barrier to the development of the applications which are needed to support planners, users and journey planning. There is therefore a need for a more integrated, better-connected and more richly attributed active travel geospatial network model. This paper describes the development of such a data model, and its initial application to a case study of Great Britain. It demonstrates how the development, population and maintenance of such a data model could facilitate a range of novel applications, such as the personalisation of active travel journey planning to address different user needs and capabilities. If the potential societal benefits from investment in physical active travel infrastructure are to be fully realised, this needs to be supported by the availability of a robust spatial data infrastructure capable of providing the information required by walkers, wheeled users and cyclists to make effective use of the active travel network. [Display omitted] [ABSTRACT FROM AUTHOR]

The Corona Virus Disease 2019 (COVID-19) pandemic had a pernicious influence on the whole world, so that the international community implemented various travel policies to inhibit the viral spread. With the COVID-19 pandemic under control, the overly lenient measures allowed the new variant to take advantage. Also, it is difficult to determine the geographical scope of transport policy that has the least impact on work resumption. Therefore, it is necessary to find policies to promote work resumption while preventing and controlling the pandemic in a geographical perspective. In this paper, a framework based on mobile phone data is proposed for promoting work resumption during the pandemic. First, human mobility networks are constructed through the origin-destination flow extracted from mobile phone data. Second, the singular value decomposition (SVD) algorithm is utilized to recognize the mobility patterns and explore the urban mobility dynamics of work-resumption-related travel during the pandemic. Third, the nonoverlapping community detection algorithm is used to generate policy zoning for work-resumption-related travel. Finally, the policy zoning is validated by public health data based on the overlay analysis and spatial statistics method, and policy implications are proposed. A case study of Shanghai, China is applied to verify the proposed framework. The results show that the framework can capture the mobility patterns and implement the policy zoning based on mobile phone data to balance the economic activity and public health during the pandemic, and the proposed framework can be applied to other cities with future public health events. • We propose a framework for promoting work resumption during the pandemic based on mobile phone data. • Mobility patterns are classified into regular, visitor, holiday, and commuting travel by matrix decomposition algorithm. • Geographical scope of transport policy in response to COVID-19 is determined by community detection method. • Specific policies based on policy zoning are provided to balance the economic activities and public health. [ABSTRACT FROM AUTHOR]

New international rail projects generate a host of expectations for development, especially in intermediate secondary city-regions. However, these expectations often hide the highly distributive effects of improved accessibility that depend on existing urban hierarchies. This paper challenges the simplistic view of infrastructure renewal addressing uneven geographical development and competitive urbanisation. Focusing on the planning process of Rail Baltic, a key Trans-European Transport Network megaproject, in the secondary city-region of Pärnu, Estonia, it explores the constitutive work of imaginaries as structured expectations in shaping urban hierarchies and infrastructural renewal. By triangulating the analysis of planning documents and media accounts with expert interviews, the study outlines the variegated imaginaries of new rail projects at the regional scale. In particular, it makes visible and critiques how existing place-bound elites utilise imaginaries to influence major infrastructure projects in their favour. The findings contribute to understanding the challenges and opportunities of infrastructural renewal in secondary city-regions, and underline the need for a clear municipal strategy beyond equating increased accessibility with local development. [ABSTRACT FROM AUTHOR]

The relationship between the built environment and transportation mode choice is well-studied, but less attention has been spent on the way that urban environments influence the relative travel costs for different modes. This paper uses a 'cost-distance' framework to assess the tradeoffs between transportation modes for commuters in the Dublin metropolitan area and employs random forest models to investigate non-linearities in the relationships between relative mobility by mode and built environment characteristics. The results suggest that more 'walkable' built environments increase the efficiency of active transport modes; however, we also find that these environments are negatively related to cost efficiency for public transport, likely due to congestion effects for buses. Beyond these theoretical insights, the results also provide a spatially targeted set of priorities for policymakers looking to improve the efficiency of sustainable transportation modes. These methods could be applied to any global region with access to the requisite data. • A flexible travel cost-distance framework can be used to assess modal tradeoffs. • Built environment features are the most important predictors of cost efficiency. • More walkable built environments increase the efficiency of active transport modes. • Public transport suffers from congestion effects in dense areas. • Relationship between built environment and cost efficiency is often nonlinear. [ABSTRACT FROM AUTHOR]

E -commerce's rapid expansion has transformed consumer shopping habits and business operations. While it offers the potential to reduce customer trips, it has also contributed to increased vehicle kilometres travelled (VKT) by delivery vehicles, resulting in elevated greenhouse gas (GHG) emissions, especially in last-mile deliveries. This paper proposes a spatial approach to address the uncapacitated single allocation hub covering problem (USAHCP) to reduce the VKT by optimising the number and location of logistics hub. In this approach, the spatial features and strategic legislation of metropolitan areas are analysed. Integrating existing models, this location-based approach aims to design a collaborative last mile distribution network by locating micro-consolidation centres (MCCs) in metropolitan areas to service parcel lockers where end customers pick up their parcels. The method is applied to Sydney, Australia, using data provided by the largest courier companies in Australia. The results show that incorporating MCCs in the network reduces VKT due to their proximity to final destinations. Sensitivity analyses are conducted by differentiating maximum driving time constraints and specific times of day reflecting traffic patterns. The results provide significant advantages for logistics stakeholders, notably Transport for NSW, by reducing VKT and GHG emissions. Moreover, the developed method can be utilised by carriers and shippers in their strategic and operational decisions to enhance overall delivery speed and reliability. [ABSTRACT FROM AUTHOR]

Inadequate parking planning for heavy commercial vehicles (HCV) exacerbates urban road congestion. As an effective means of parking management, geofencing that identifies the virtual boundary for geographic areas is essential to ensure these vehicles do not impede traffic and urban spaces. However, geofenced areas must be rationally designed to prevent mismatches between parking areas and real parking needs. This paper presents a data-driven approach that integrates the Spatial-temporal Density-Based Spatial Clustering of Applications with Noise (ST-DBSCAN) methods and a Gaussian mixture model for identifying and predicting potential parking areas for HCVs. Leveraging the HCV trajectory data and land use data in Shanghai, China, we characterize the spatial distribution of parking demand and create a probabilistic model to predict active HCV traffic patterns and the spatial confidence regions under varying land use conditions. The results show that clusters of HCV parking demand tend to congregate near ports, comprehensive transportation hubs, logistics centers, and commercial hubs. These clusters correspond to five distinct parking demand patterns (i.e., day-long HCV stops, morning peak time HCV stops, daytime HCV stops, afternoon peak time HCV stops, and nighttime HCV stops), each reflecting specific spatiotemporal characteristics. The geofenced spatial domain was found to be very sensitive to the timing of parking, emphasizing the importance of using advanced geofencing technologies. The methodological framework introduced in this study holds significant value for policymakers and HCV operators as it aids in determining parking at strategic levels, offering valuable insights and tools to enhance the effectiveness of parking management. [ABSTRACT FROM AUTHOR]

Most leisure travel is motivated by interactions within one's social network, which influence the choice of activities undertaken in the city. In this paper, we employ a structural regression model to distinguish between the direct effect of social relations on leisure travel—measured as venue variety and activity space—and a complementary effect through the knowledge of the urban environment. The model was applied to a survey conducted in Zurich, Switzerland. The results demonstrate that individuals with stronger social relations are more aware of the activities that can be performed in the city. Furthermore, social relations serve as a strong explanatory variable for leisure activity space and venue variety, whereas the knowledge of the urban environment only influences venue variety. Accessibility also plays a significant role; higher accessibility reduces leisure activity space while increasing venue variety. • The three components of an individual's social network (structure, function, and quality) impact on leisure travel behavior. • Individuals with stronger social relations tend to know more about activities to perform and how to move through the city. • Social relations impact leisure activity space and venue variety, while knowing the urban environment impacts venue variety. [ABSTRACT FROM AUTHOR]

This think piece discusses current barriers to the rapid decarbonization of transport and ways to overcome them. Policymakers face a set of contradictory goals, leading them to ponder only incremental measures: The need to reduce carbon emissions conflicts with accessibility improvements and the resulting induced traffic. At the same time, the prevention of urban sprawl as a means of promoting sustainable mobility is fundamentally thwarted by technical advances in electric cars and autonomous driving. Unable to attract public acceptance for measures that would effectively reduce travel demand, transport policy is failing to provide convincing transition pathways toward sustainable and equitable mobility for growing urban populations. As a possible way forward, we propose a new starting point for transport policy discussions, exploring the feasibility of urban transport systems based on sustainable, flexible, and relatively cheap modes of active mobility – the E-Bike City. This paper aims to outline a research agenda for testing the effects of such a policy direction. In contrast to the literature on "cycling cities", this effort should include possibilities newly opened by the recent availability of electric micro-mobility vehicles. Also, it should aim for a balanced and realistic transition rather than a unimodal utopia. Inspired by friendly conversations around recent urban visions like 15-Minute Cities or Superblocks, this paper is meant to begin a new discussion about alternative future directions for transport policy beyond mere optimization and technical incrementalism. [ABSTRACT FROM AUTHOR]

Sustainable urban planning should include affordable housing and access to essential opportunities among its priorities. Residents of social housing projects are at particular risk of suffering from below-average accessibility levels. This paper proposes the concept of socially sustainable accessibility and applies it to evaluate low-income and medium-income housing projects in the city of Poznań, Poland. The study includes different scenarios for public transport and cycling as transport modes used at the city scale. Results show that low-income social housing had substantially worse accessibility scores than market-rate housing in all scenarios. Medium-income social housing tended to perform better but, in most cases, did not match the level of market-rate housing as well. The proposed approach may inform integrated transport and land-use planning strategies and contribute to social equity and cohesion. • Social housing often suffers from inadequate access to opportunities. • Paper operationalizes the concept of socially sustainable accessibility. • Accessibility evaluation based on open data and open source software is proposed. • Analysis includes six destination categories, two travel modes and four scenarios. • Results may inform guidelines for integrating social housing and transport planning. [ABSTRACT FROM AUTHOR]

Public transport crowding exposure is known to cause discomfort, stress and dissatisfaction. However, the distribution and equity of crowding exposure across socioeconomic groups has been largely unexplored. This paper opens a new research topic connecting crowding exposure in public transport to travelers' socioeconomic characteristics. We present a framework for assessing the equity of in-vehicle crowding exposure based on automatic data sources. Two metrics are considered for quantifying the travelers' in-vehicle crowding exposure: (1) the excess perceived travel time and (2) the relative excess perceived travel time. The proposed methodology computes the two metrics based on travel diaries and in-vehicle loads inferred from automated fare collection data. We implement Lorenz curves, Gini and Suits coefficients to evaluate horizontal (across the population) and vertical equity (considering income as well as mobility ability and need). The vertical equity is further discussed using clusters of socioeconomic groups and results from spatial lag regression models to assess the distribution of crowding exposure across socioeconomic characteristics. The results for the Stockholm Region case study indicate that crowding exposure varies substantially across the service area, with the highest values found in the denser urban areas close to Stockholm City. We find that the distribution across socioeconomic groups is relatively even, but travelers from areas that are wealthier, higher educated, have higher share of rental housing or lower vehicle ownership areas tend to be exposed to more crowding. The paper provides tools to support public transport planners in decision-making, showing where to intervene to reduce crowding exposure efficiently to achieve urban equity and sustainability. [ABSTRACT FROM AUTHOR]

In the post-COVID-19 era, the pandemic response is increasingly difficult and entails a high cost to society. Existing pandemic control methods, such as lockdowns, greatly affect residents' normal lives. This paper proposes a pandemic control method, consisting of the scientific delineation of urban areas based on multimodal transportation data. An improved Leiden method based on the gravity model is used to construct a preliminary zoning scheme, which is then modified by spatial constraints. The modularity index demonstrates the suitability of this method for community detection. This method can minimize cut-off traffic flows between pandemic control areas. The results show that only 24.8% of travel links are disrupted using our method, which could reduce both the impact of pandemic control on the daily life of residents and its cost. These findings can help develop sustainable strategies and proposals for effective pandemic response. • This paper is the first to use Leiden method to delineate pandemic control areas. • The modularity is 0.4185, which demonstrates the suitability for pandemic zoning. • Only 24.8% of resident travel links are disrupted in our method. • This study reduces policy costs and achieves sustainable response to COVID-19. [ABSTRACT FROM AUTHOR]

High-speed rail (HSR) connectivity can compress travel time and space distances and have a significant impact on trans-regional tourism flows. Using panel data on trans-regional flows of inbound tourism in 31 provinces of China from 2004 to 2019, this paper takes the HSR connectivity as a quasi-natural experiment and constructs a multi-period difference-in-differences (DID) model to empirically test the impact and the mechanism of the HSR connectivity on flows of inbound tourists. The results show that: The HSR connectivity has a significant positive effect on the trans-regional flow of inbound tourists; The connectivity of HSR has a greater impact on the trans-regional flow of inbound tourists in both western regions and regions with higher and lower tourism resource endowments. And the impact of HSR connectivity on trans-regional flows of inbound tourists is stronger in economically developed regions; the space-time distance in the trans-regional flows of inbound tourists can be compressed by the HSR connectivity. This paper provides policy recommendations for optimizing HSR routes to promote sustainable tourism development. [ABSTRACT FROM AUTHOR]

Many people with mobility disabilities (PwMD) rely on public transit to access crucial resources and maintain social interactions. However, they face higher barriers to accessing and using public transit, leading to disparities between people with and without mobility disabilities. In this paper, we use high-resolution public transit real-time vehicle data, passenger count data, and paratransit usage data from 2018 to 2021 to estimate and compare transit accessibility and usage of people with and without mobility disabilities. We find large disparities in powered and manual wheelchair users' accessibility relative to people without disabilities. The city center has the highest accessibility and ridership, as well as the highest disparities in accessibility. Our scenario analysis illustrates the impacts of sidewalks on accessibility disparities among the different groups. We also find that PwMD using fixed-route service are more sensitive to weather conditions and tend to ride transit in the middle of the day rather than during peak hours. Further, the spatial pattern of bus stop usage by PwMD is different than people without disabilities, suggesting their destination choices can be driven by access concerns. During the COVID-19 pandemic, accessibility disparities increased in 2020, and PwMD disproportionately avoided public transit during 2020 but used it disproportionately more during 2021 compared to riders without disabilities. This paper is the first to examine PwMD's transit experience with large high-resolution datasets and holistic analysis incorporating both accessibility and usage. The results fill in these imperative scientific gaps and provide valuable insights for future transit planning. [ABSTRACT FROM AUTHOR]

Mapping daily mobile experiences is a way to counter-map the mainstream status quo in transport planning and thus produce alternate 'truths' of mobility. Studies on the microgeographies of daily mobility and situational perspectives on transport can generate crucial knowledge, which might be used by planners and policymakers in facilitating low-carbon mobility transitions. There is great potential for rethinking and exploring new methods and techniques to study the mobile experiences and lived dimensions of mobility interventions. This paper explores the potential of an approach consisting of visualizing user-generated GPS tracks and geolocated photos in GIS and using the output for map elicitation in interviews. The participants are actively involved in the data production by using GPS trackers and taking photos. In turn, map elicitation enables the participants to be actively involved in analyzing the maps in retrospect. Thus, the method presents a bottom-up mapping tool for producing mobile knowledge, which in turn might be implemented in transport planning as a participatory planning support tool. The strengths and challenges of the proposed combination of methods are evaluated by considering (i) its potential at different stages of an idealized research process and (ii) how it can facilitate the production of microgeographical and im|mobile knowledge. This paper focuses on the practical and methodological implications of the proposed method and uses examples from a previously conducted study of an electric bike intervention in Norway to discuss the potential of combining these methods. [ABSTRACT FROM AUTHOR]

Unequal access to job opportunities among different socioeconomic groups can be a result from the land-use spatial mismatch problem, especially for peripheralized individuals in low-income groups. This type of spatial pattern is commonly observed in large cities of the Global South, that tend to present a highly concentric distribution of formal jobs. In the last decades, these cities have also experienced growth in informal jobs, which are normally more dispersed across the territory. Therefore, failing to include informal jobs in analyses of access to employment may bias conclusions about the degree of socio-spatial inequalities in accessibility to job opportunities. The main purpose of this paper is, thus, to analyze the effects of informality on these inequalities, using the city of Fortaleza, Brazil, as a representative case study of large cities in the Global South. In addition, the paper makes a methodological contribution by comparing two approaches for estimating the spatial distribution of formal and informal jobs. These two approaches, which need to be interpreted with caution, aim to validate an alternative method based on official socioeconomic data from annually available surveys, to be applied whenever a recent Household Travel Survey (HTS) is not available. On this secondary goal, it was observed that, although the alternative method provided a more concentrated distribution of informal jobs than the HTS method, it can be a valuable tool for analysis in the absence of more specific employment data. Regarding the main findings, the case study's empirical evidence showed that incorporating informal jobs into the analyses lessens the problem of socio-spatial inequalities in job accessibility, reinforcing the need to consider informality especially in large developing cities with similar socio-spatial patterns to Fortaleza. • Informality may lessen spatial mismatch and inequalities in job accessibility in Brazil • Spatial distributions of formal and informal jobs were estimated by distinct methods • Land-use dissimilarity index and job cumulative-opportunity metrics were analyzed • Strong concentric pattern of jobs and peripheralization of poor workers in Fortaleza • Informal jobs slightly reduce the city's high socio-spatial inequalities in accessibility [ABSTRACT FROM AUTHOR]

The affordability of transport is a long-standing concern of both transport and economic geography. However, despite the growing influence of relational and heterodox economic thinking in a range of geographic sub-disciplines, the cost of transport is still largely conceptualised in universalising, binary, and purely quantitative terms, as either affordable or unaffordable. The present paper proposes the concept of transport un/affordability to bring together perspectives from the geographies of everyday mobility, and research on everyday economic lives, in order to examine how affording transport takes place. The paper draws on interviews with public transport users in Sofia, Bulgaria, demonstrating how fares act as one type of socio-material affordance which enables, precludes, or transforms un/affordability in situated and contingent ways. The everyday spaces and times within which transport un/affordability takes place are examined through the three interrelated dimensions of transport un/affordability: transactions, journeys, and budgets. The paper considers the implications of conceptualising transport un/affordability relationally, particularly in the context of transport geography's empirical and theoretical engagements with transport justice, and amidst processes of profound technological change within both payment systems and transport systems globally. [ABSTRACT FROM AUTHOR]

Efficient freight transportation is a necessary condition for the economic development of markets in metropolitan areas. Without it, the cost of goods increases, and larger negative externalities are produced, negatively impacting the quality of life. In this context, the efficiency of supply chains is strongly influenced by the spatial patterns of economic activities, given the role that freight transportation plays in connecting the multiple stages of supply chains. The research reported in this paper develops and tests data-driven metrics of centrality and spread of freight activity in metropolitan areas. The approach used in the paper identifies the economic pole(s) in metropolitan areas and computes a new set of metrics to assess the physical separation between consecutive stages of supply chains. Three different metrics were used to identify the economic pole(s): (1) total employment, (2) employment density, and (3) an interaction index based on a gravity model that considers the interchanges among related economic sectors. To estimate the spread of freight activity the authors developed an approximation technique based on a simplified freight distribution model to estimate the average weighted shipment distance for various consecutive stages of supply chains. The proposed methodologies were tested on six metropolitan areas of various sizes. In the concluding section the results obtained by the research effort are discussed, together with the corresponding policy implications. [ABSTRACT FROM AUTHOR]

This paper explores the three elements of motility (access, competence, appropriation) through women's perceptions of travel using the metro rail in Delhi, India. Studies on metro rails are a recent phenomenon in developing countries where this is a relatively new transport mode. The concept of motility to explore gendered use of metro is useful in context of this South Asian city where women's movements (potential and actual) are contingent upon their ability to travel safely. Data was collected using story completion methods. Participants were asked to complete an online semi-structured form that presented five fictional story stems/openings. Data in this paper is based on stories finished by 84 female participants across Delhi with varying demographic profiles. This paper advances qualitative research on women's mobility and transport use by highlighting situation-specific metro access; necessary skills to optimize access; and how women actually use the metro system. Feelings of un/safety related to fear of sexual harassment, getting lost, and risk of contracting diseases in unhygienic conditions results in specific access of the metro to feel safe. Diverse skills to manage the access include: coping (e.g., adapting to delay in services), performative (e.g., mannerisms to feel safe from threat of violence), spatial (e.g., location of coach), cultural (e.g., awareness of norms), and sanitary skills (e.g., bodily modifications to feel safe from unhygienic conditions). Based on travel priorities and past mobility experiences (personal/shared), the skills and access shape how women travel and what they decide to do to travel safely. This paper advocates for gender inclusive guidelines and collecting disaggregate data in transport, especially for newer metro systems being planned or constructed. It presents an opportunity to consider the barriers to women's potential mobility; how/where transport systems can play a part; and the use of qualitative research methods to appreciate the diversity of women's travel experiences across different segments of their journeys. • Mode appropriation based on women's travel priorities and past mobility experiences. • Cultural norms on gender, age evoked for transport use. • Barriers to gendered transport access include unsanitary and unsafe washrooms. • Competence to enable access include cognitive, cultural, performative, and sanitary skills. [ABSTRACT FROM AUTHOR]

Improving the transport system to enhance women's access to social opportunities and services has been a key initiative in mitigating gender inequality. Studies have examined women's different travel demands and experiences from men, and the mismatch between women's demands and transport services. However, little attention has been given to the gender gap in ride-hailing usage in the context of the fast development of platform economy-based new transportation services. Thus, this paper examines the nexus between gender and inequalities in ride-hailing from the demand side. Two key questions are explored: if ride-hailing serves women more/less, how does this gender difference in using ride-hailing occur? Does the emergence of ride-hailing mitigate or deteriorate the existing gender gap in capability to move? An innovative integration of big data and time-space geography approaches is developed to examine the multi-source data collected from Chengdu, China. The modelling results indicate that ride-hailing emerges as an affordable travel mode addressing women's demand for long-distance travel in the Chinese context of women's high labour participation and thus the existence of a considerable number of employed women with a sizeable daily activity space and a considerable income. The gender gap in capability to move is thus mitigated by ride-hailing at an aggregate level. This paper calls for a more nuanced and context-specific understanding of how ride-hailing may provide challenges and opportunities to gender equity in daily travel. [ABSTRACT FROM AUTHOR]