Abstract
The COVID–19 pandemic led to restrictions on activities and mobility in many parts of the world. After the main peak of the crisis, restrictions were gradually removed, returning to a new normal situation. This process has impacted urban mobility. The limited information on the new normal situation shows changes that can be permanent or reversible. The impact on the diverse urban transport modes varies. This study analyzes the changes in transit ridership by line, the use of stops, the main origin–destination flows, changes in transit supply, operation time, and reliability of the city bus network of A Coruña. It is based on data from automatic vehicle location, bus stop boarding, and smart card use. Data from the first half of 2020 were compared to similar data in 2017–2019, defining suitable baselines for each analysis to avoid seasonal and day of week effects. The impact on transit ridership during the lockdown process was more significant than that on general traffic. In the new normal situation, the general traffic and the shared bike system recovered a higher percentage of their previous use than the bus system. These impacts are not uniform across the bus network.
Highlights
The new disease was named COVID–19, and the virus that caused it was designated as SARS–CoV–2 [2]
There are not many papers related to the effects of lockdown or COVID–19 outbreak on mobility and even less on the most sustainable modes of transport
It is well established that transport policy measures can be related to carbon emissions and other pollutant emissions such as nitrogen oxides (NOx), carbon monoxide (CO), and particulate matter (PMx), among others
Summary
In December 2019, an unknown type of pneumonia was detected in Wuhan City, People’s Republic of China [1]. Several mobility data sets have been used to study the effects of COVID–19 related lockdowns on mobility patterns. There are not many papers related to the effects of lockdown or COVID–19 outbreak on mobility and even less on the most sustainable modes of transport. As can be seen in the previous paragraphs, most of the existing papers are mainly based on mobile phone data and mobility changes that have been studied at the national or regional level. From phase 1 onwards, city bus transport systems had a limited capacity: every other seat could be occupied, and a maximum of 2 passengers per square meter was allowed for standing passengers This capacity was increased to every seat, keeping the same reference value for standing passengers on 6 June [47]. In terms of transit supply, it should be adapted as demand increases, considering the restrictions that apply, as discussed in the previous paragraph [48]
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