Mixed Land Use Research Articles

Evaluating the safety impact of mid-block pedestrian signals (MPS).

The Florida Department of Transportation (FDOT) has recently started implementing a new signal system at mid-blocks called Mid-block Pedestrian Signals (MPS). This study aims to evaluate the effectiveness of these newly implemented MPSs. A total of 260h of video data were collected from five locations across Florida, with 130h recorded before MPS installation and 130h after installation, including both weekdays and weekends. State-of-the-art computer vision technology was employed to detect and track various road users. A random parameters multinomial logit model with heterogeneity in the means was implemented to assess safety of vehicle-pedestrian interaction by three conflict categories: No Conflict, Moderate Conflict, and Serious Conflict. Relative-Time-to-Collision (RTTC) values were utilized to classify these level of conflicts. The analysis demonstrates that the presence of MPS significantly enhances safety outcomes by increasing the likelihood of avoiding conflicts and reducing the probabilities of both moderate and serious conflicts. Key factors influencing conflict probabilities were identified, including pedestrian and vehicle counts, average leading vehicle speed, standard deviation of leading vehicle speeds, and land-use mix, all of which increase the probability of serious conflicts. Interestingly, the analysis identified three significant interaction variables with MPS: average leading vehicle speed, standard deviation of leading vehicle speeds, and land-use mix. While these factors individually had a higher probability of leading to serious conflicts, the presence of MPS effectively mitigates these risks by moderating their adverse effects, increasing the likelihood of no conflicts. These results underscore the importance of MPS as an effective measure to improve safety at mid-block crossings.

Does the 15-minute City Promote Sustainable Travel? Quantifying the 15-minute City and Assessing its Impact on Individual Motorized Travel, Active Travel, Public Transit Ridership and CO2 Emissions

Abstract Promoting higher density and implementing mixed land use have long been acknowledged as potentially effective land use based solutions to transportation problems. However, the policy has leaned toward mobility-based solutions, favouring rapid travel instead of high proximity. This tendency seems now to be reversing with the increasing popularity of the 15-minute city. This paper assesses the effectiveness of the 15-minute city in promoting sustainable travel in the Lisbon Metropolitan Area. Our research shows that the 15-minute city increases non-motorized travel among its residents by facilitating engagement with amenities such as supermarkets or green urban areas. Nevertheless, central and dense areas that are not necessarily 15-minute cities also contribute towards more sustainable travel, being more effective at reducing car travel due to increased public transit use. The 15-minute city impact on CO2 emissions per household is higher than that of central and dense areas since non-motorized travel is presented as a direct alternative to car and transit, while central and dense areas also rely on transit as an alternative to car. Hence, policies combining proximity and density may eventually maximize the benefits of implementing land use based solutions by increasing non-motorized travel and the use of transit and reducing car travel and CO2 emissions.

Revenue-Maximizing Shared Parking and Electric Vehicle Charging Management in Multi-Unit Dwellings

In urban areas, searching for parking and electric vehicle (EV) charging can result in cruising, congestion, and environmental externalities. Recognizing the business opportunity of offering private parking and charging infrastructure access within multi-unit dwellings (MUDs) during daytime, we model a shared parking and EV charging management system. We maximize the revenue of MUD charging hubs in mixed land use, catering to public demand. Our approach accounts for the objectives of the two stakeholders involved: a demand model is fitted on the choices of EV charging users, and the supply model optimizes the allocation of parking and charging requests in an MUD parking lot. A binary integer linear programming model for the allocation of parking and charging spaces with a rolling horizon is integrated with matching rules that handle both parking and charging requests. In our numerical experiments in a neighborhood of Chicago, Illinois, we estimate the performance of the MUD parking and charging system with metrics that include revenue, number of matchings, and utilization rates. At any given time, MUDs with lower prices attract more charging requests, particularly those of longer duration, resulting in higher revenue and greater charging utilization. Dynamic pricing facilitates a more equitable distribution of requests; as MUD parking lots reach capacity and their fees increase, other MUDs become more competitive, attracting additional requests. Comparing our method against first-come-first-served and optimal-solution benchmarks, we demonstrate our model’s effectiveness in dynamically managing mixed parking and charging demand in MUD charging hubs.

Fusion of Remotely Sensed Data with Monitoring Well Measurements for Groundwater Level Management

In the realm of hydrological engineering, integrating extensive geospatial raster data from remote sensing (Big Data) with sparse field measurements offers a promising approach to improve prediction accuracy in groundwater studies. In this study, we integrated multisource data by applying the LMC to model the spatial relationships of variables and then utilized block support regularization with collocated block cokriging (CBCK) to enhance our predictions. A critical engineering challenge addressed in this study is support homogenization, where we adjusted punctual variances to block variances and ensure consistency in spatial predictions. Our case study focused on mapping groundwater table depth to improve water management and planning in a mixed land use area in Southeast Brazil that is occupied by sugarcane crops, silviculture (Eucalyptus), regenerating fields, and natural vegetation. We utilized the 90 m resolution TanDEM-X digital surface model and STEEP (Seasonal Tropical Ecosystem Energy Partitioning) data with a 500 m resolution to support the spatial interpolation of groundwater table depth measurements collected from 56 locations during the hydrological year 2015–16. Ordinary block kriging (OBK) and CBCK methods were employed. The CBCK method provided more reliable and accurate spatial predictions of groundwater depth levels (RMSE = 0.49 m), outperforming the OBK method (RMSE = 2.89 m). An OBK-based map concentrated deeper measurements near their wells and gave shallow depths for most of the points during estimation. The CBCK-based map shows more deeper predicted points due to its relationship with the covariates. Using covariates improved the groundwater table depth mapping by detecting the interconnection of varied land uses, supporting the water management for agronomic planning connected with ecosystem sustainability.

Temporal variations in the non-linear relationships between metro ridership and the built environment: insights from interpretable machine learning using four-year data

Abstract Understanding the association between metro ridership and the built environment is crucial for promoting integrated transportation and land use planning. However, prior research has rarely examined the temporally varying and/or non-linear associations between metro ridership and the built environment. To address this gap, this study collects metro ridership data in Chengdu, China, for January of each year between 2019 and 2022 and uses light gradient-boosting machine (LightGBM) and SHapley Additive exPlanations (SHAP) models to examine the complex, non-linear associations between metro ridership and the built environment over four years. Our findings highlight the non-linear nature of the built environment’s influence. The key predictors remained relatively stable throughout the years, including the number of entrances (the top predictor across all years), employment density, and the floor area ratio. However, the influence of built environment factors, such as land-use mix, residential micro-district density, and distance to the city center, shows great temporal variations, underscoring the importance of incorporating temporal dynamics into analyses of the interactions between metro ridership and the built environment. This study offers a valuable reference for urban and transportation planners in crafting tailored policies for station-area transit-oriented development (TOD).

Factors Preventing Walking to Near-Home Destinations by Transportation Walking Status, U.S. Adults, 2022

Increasing transportation walking (i.e., walking to get to and from destinations) is a key strategy for increasing physical activity, but what is not well understood are factors preventing people who do not walk for transportation from initiating that practice and current transportation walkers from maintaining or increasing this behavior. This study describes factors preventing adults who report walking or not walking for transportation from regularly walking to destinations near home. National data from the 2022 SummerStyles survey included 3,955 U.S. adults who indicated factors preventing them from regularly walking to places within a 10-minute walk of their home, selecting all that apply from 11 environmental, access, or individual factors, or “None of the above.” We estimated weighted prevalence for each factor and conducted pairwise t-tests to identify significant differences (p<.05) by transportation walking status. About 31% of adults not walking for transportation in the past 7 days reported having no places to walk to within a 10-minute walk, more than double the prevalence among transportation walkers (14%). Compared to transportation walkers, more adults not walking for transportation reported individual factors (i.e., 24% preferred driving or being driven, vs. 19%; 23% reported inconvenience, vs. 19%), while more transportation walkers reported environmental factors (e.g., 40% reported hot or humid conditions, vs. 34%) or none of the factors. These findings suggest those not walking for transportation may need varied interventions, such as mixed land use for near-home destinations and individual supports, to meet their needs for transportation walking.

The Impact of Built Environment on Mixed Land Use: Evidence from Xi’an

Mixed land use is recognized as a crucial strategy for enhancing urban vitality and promoting urban renewal. While existing research has mainly focused on measuring mixed land use along single dimensions, there remains a notable gap in studies that explore multidimensional measurements and their impacts at the block scale. This study introduces a multidimensional mixed-degree index based on diverse data sources such as POI and land use status to comprehensively assess mixed land use levels at the block scale in Xi’an’s central urban area. Additionally, a multiple linear regression model is applied to analyze how the built environment influences mixed land use. Findings reveal that mixed land use at the block scale can be objectively evaluated across three dimensions: quantity, distance, and attribute. In Xi’an, mixed land use demonstrates a spatial distribution characterized by core agglomeration and concentric decline. The study highlights that block area and road network density significantly influence mixed land use, with block area negatively impacting it the most and road network density positively affecting it secondarily. These insights provide valuable guidance for optimizing land use practices and promoting high-quality urban development.

Enhancing Detailed Planning from Functional Mix Perspective with Spatial Analysis and Multiscale Geographically Weighted Regression: A Case Study in Shanghai Central Region

Detailed spatial planning serves as statutory guidance for regulating specific spatial functions, including public services, living conditions, and production spaces. It emphasizes meeting the comprehensive needs of the local population, making it crucial to understand the relationship between population distribution and the mix of various city functions, particularly in the era of urban regeneration. Therefore, this study utilized point-of-interest (POI) data representing land functions and population data to investigate these relationships via spatial analysis and Multiscale Geographically Weighted Regression (MGWR). Applied to the central urban area of Shanghai, the study reveals that the level of mixed land use and various functionalities affect population distribution at different adaptive scales. We also found a higher degree of functional mix does not always meet population needs. Although generally there is a positive correlation between functional mix and population distribution, they are not always closely bonded. The proposed method provides an efficient workflow for identifying the applicable scale of various functions to increase functional mix and attract the population, which can provide real-time evidence supporting detailed planning. Test results also reveal the less-considered space along the boundaries of administrative districts. We also found developing tools for detailed planning is an urgent need to facilitate cross-boundary cooperation and development, especially in the context of urban regeneration where they always are overlooked at the detailed planning level. By using open-sourced POI and population data, our proposed workflow can be easily applied to other cities or regions, enhancing their practical value for similar research contexts.

Unveiling Travel Patterns and Challenges Considering Mixed Land Use and User Behavior in an Indian City

Transportation and land use are inextricably linked. Travel patterns are influenced by the location, design of new developments, and users’ behavior. In many Tier II cities in India where rapid transit systems are unavailable, such as Vadodara, spatial and transportation planning lack integration with land use. This disconnect neglects user behavior and travel needs, resulting in congestion and pollution as ongoing, reactive challenges rather than being addressed through sustainable and proactive solutions. This research used a triangulation approach incorporating literature analysis, questionnaire surveys, and field observations to enhance the robustness of the results. After a comprehensive analysis, findings were derived from the user behavior, traffic patterns, and field observations for mixed land use. The study revealed a heavy reliance on private vehicles for work trips (53%) despite low satisfaction with sustainable transport options (average rating of 2.8 out of 5). Infrastructure issues, such as disorganized parking and pedestrian safety concerns, exacerbate congestion and pollution. This study recommends a Comprehensive Mobility Plan (C.M.P.) and a land use and transport integration (LUTI) cell to address these issues and promote sustainability. Future research should explore comparative studies, socioeconomic factors, and legal frameworks for sustainable development.

Relationship Between Historic Evolution, Urbanization and Mobility in Ibadan, Nigeria

Ibadan is said to be the biggest indigenous city in Nigeria with a population of about 4.04 million, making it the third largest city in the country after Lagos and Kano. Since its founding in 1829, Ibadan has experienced urban evolution that is mostly unguided. With its high fertility rate, population growth and rural-to-urban migration, Ibadan has experienced significant urban sprawl that has resulted in challenges in urban mobility especially to the lower-income earners. This study looks at the relationship between urban planning, urbanization and mobility in the city of Ibadan. The study found that lack of integrated land use planning that includes transport networks including a masterplan is one of the major issues facing mobility in the city. Moreover, unregulated sprawl mostly made of slums and informal settlements has ecological, economic and social effects. Upgrading of slums coupled with integrated urban planning and enforcement is proposed as part of the solution for an effective urban mobility in the city. Policies that encourage compact urban development, mixed land use, and the provision of efficient public transportation systems to reduce the dependence on private transportation and create more walkable, bikeable, and transit- friendly communities are recommended.

EVALUASI STATUS KESUBURAN TANAH PADA BEBERAPA JENIS PENGGUNAAN LAHAN DI DESA PENGERAGOAN, KECAMATAN PEKUTATAN, KABUPATEN JEMBRANA

This research was carried out in Pengeragoan Village, Pekutatan District, Jembrana Regency, from July to September 2023. The aim of this research was to determine the chemical properties of soil and determine soil fertility status classes and provide direction in land management according to the level of soil fertility status for each type. Land use in Pengeragoan Village, Pekutatan District, Jembrana Regency. The types of land use that exist include coffee plantations, cocoa plantations, coconut plantations, mixed plantations, natural forests, teak forests and rice fields. Sampling was carried out compositely on several existing land use types, namely coffee plantations (Tki), cocoa plantations (Tko), coconut plantations (Tka), mixed plantations (Tc), natural forests (Tha), teak forests (Tj), and rice field (Ts). Determination of soil fertility status is carried out by measuring soil chemical properties parameters, namely soil Cation Exchange Capacity (CEC), Base Saturation (KB), P-total, K-total and C-organic. The research results show that the soil fertility status in several types of land use falls into the criteria of high, medium and low. Natural forest and mixed garden land use types have high soil fertility status. The land use types of coffee plantations, cocoa plantations and teak forests have medium soil fertility status. The land use types of coconut plantations and rice fields have low soil fertility status. The management direction recommended from the results of evaluating soil fertility status and several supporting soil chemical properties for each type of land use is the need to add N and P nutrients to the land use types of coffee plantations, mixed plantations and natural forests. In the types of land use of cocoa plantations, coconut plantations, teak forests and rice fields, it is necessary to add nutrients N, P and organic materials in the form of plant litter and organic fertilizer.

Agroforestry-Silvopastoral Systems Suitability for the Plateau Landforms: Devrekani Plateau (Northern Turkiye)

The Devrekani Plateau, located in the Kure Mountains massif (Kastamonu-Türkiye), is a geomorphological unit with flat areas ranging between 1000 and 1300 meters in altitude. Agriculture, animal husbandry, and forestry activities are standard on the plateau. Due to environmental constraints, versatile, holistic, and sustainable land use plans are needed in such high areas. This study examines land use patterns compatible with natural environmental conditions for the Plateau Landforms. Agroforestry-silvopastoral systems where agriculture, pasture, forest lands, and recreational functions are applied together have been evaluated in the study area. Criteria that have a high relationship with land use have been identified. Using Geographic Information Systems, weighted overlay analysis was carried out with factor maps regarding Lithology, Slope, Elevation, and Actual Land Use. The model output reveals that the regions between agriculture and forest are the most suitable for the agroforestry-silvopastoral systems (outside urban areas) and recreation. The most suitable areas for mixed land use plans on the plateau are generally karst areas with sparse vegetation, located above 1200 meters, and having a 6-12% slope. The lower border of these areas is agricultural areas with flat or nearly flat slopes, commonly formed by alluviums. The upper limit consists of forest areas with steep slopes surrounded by high hills. Implementing agroforestry-silvopastoral land use models on plateau landforms can be an effective strategy for sustainable environmental management and land use.

Agroforestry-Silvopastoral Systems Suitability for the Plateau Landforms: Devrekani Plateau (Northern Turkiye)

The Devrekani Plateau, located in the Kure Mountains massif (Kastamonu-Türkiye), is a geomorphological unit with flat areas ranging between 1000 and 1300 meters in altitude. Agriculture, animal husbandry, and forestry activities are standard on the plateau. Due to environmental constraints, versatile, holistic, and sustainable land use plans are needed in such high areas. This study examines land use patterns compatible with natural environmental conditions for the Plateau Landforms. Agroforestry-silvopastoral systems where agriculture, pasture, forest lands, and recreational functions are applied together have been evaluated in the study area. Criteria that have a high relationship with land use have been identified. Using Geographic Information Systems, weighted overlay analysis was carried out with factor maps regarding Lithology, Slope, Elevation, and Actual Land Use. The model output reveals that the regions between agriculture and forest are the most suitable for the agroforestry-silvopastoral systems (outside urban areas) and recreation. The most suitable areas for mixed land use plans on the plateau are generally karst areas with sparse vegetation, located above 1200 meters, and having a 6-12% slope. The lower border of these areas is agricultural areas with flat or nearly flat slopes, commonly formed by alluviums. The upper limit consists of forest areas with steep slopes surrounded by high hills. Implementing agroforestry-silvopastoral land use models on plateau landforms can be an effective strategy for sustainable environmental management and land use.

Dissecting multidimensional morphology of urban sprawl: Framework for policy intervention

Urban sprawl is a major challenge to sustainability, yet it remains the prevalent form of urban growth globally. Traditional management strategies have been ineffective due to a siloed approach often neglecting the multidimensional complexity of urban sprawl morphology. This study bridges the gap by identifying the multidimensional features of urban sprawl morphology at city and neighbourhood levels and mapping these features to existing planning policies. The findings reveal strong linkages between city and neighbourhood morphological traits and highlight discrepancies in how current policies address urban sprawl, such as spatial development of greenfield, brownfield, infill development, pedestrian-friendly street design, adaptive reuse policy and chrono urbanism. The proposed framework advocates for coordinated multidimensional policy interventions promoting compact, polycentric cities with mixed land use and reduced car dependence. This integrated approach is crucial for developing targeted strategies to mitigate urban sprawl and foster sustainable urban development.

Feeling safe: a critical look at the effect of neighborhood safety features and perceptions on childhood symptoms of depression

BackgroundPhysical characteristics and perceptions of an environment can have enduring effects on one’s mental health. The present study aimed to determine whether a set of measures of neighborhood safety – independent built environment features, parents’ perception of neighborhood safety and community cohesion, and children’s perception of neighborhood safety – best related to symptoms of depression in young boys and girls from Montréal, Québec.MethodsData were from the Quebec Adipose and Lifestyle Investigation in Youth (QUALITY) cohort. Participants were aged 8 to 10 years (M = 9.5) at baseline (2005). Measures included: child symptoms of depression, neighborhood perception (child and parentally reported), and independent rater assessed visible disorder/neighborhood safety issues and road safety features. Multiple linear regressions were used to examine the relation between neighborhood safety measures and symptoms of depression for boys (n = 262) and girls (n = 212) at baseline and at follow-up time approximately 2 years later in 2008 after adjusting for baseline sex, age, body mass index, pubertal status, physical activity, family income, parent education, population density, and land-use mix. Analyses were sex stratified.ResultsGreater child perceived safety was associated with lower symptoms of depression in boys at both baseline and follow-up, and greater community cohesion was associated with lower symptoms of depression in girls at baseline. These results were not maintained after adjusting for multiple testing.ConclusionFuture research should elucidate the more precise pathways linking neighborhood safety to symptoms of depression among children and consider differences across sexes.

Hydrological connectivity drives intra- and inter-annual variation in water quality in an intermittent stream network in a mixed land use catchment under drought

We monitored the spatio-temporal variation of connectivity and linked water quality (WQ) in an intermittent stream network draining a mixed land use, lowland catchment in NE Germany. The monitoring period (2018–2022) coincided with four years of variable hydroclimate, though all years had negative rainfall anomalies compared to the long-term average. Correspondingly, streamflow became more intermittent (in terms of both the longevity and frequency of no-flows), with prolonged periods of no surface water flow in the summer and autumn. Despite inter-annual variation in hydroclimate and length of no-flow periods, in each of the four years the catchment showed three distinct seasonal phases of hydrological connection and disconnection in the channel network which has important implications for WQ. Autumn and early winter were characterised by a connecting phase as spatially variable streamflows were initialized in response to rising water tables following increased rainfall and reduced evapotranspiration as temperatures declined. The winter and early spring were charactered by a fully connected phase of the channel network where streamflows increased at the time of lowest temperatures. The late spring and early summer were characterized by a disconnecting phase as flow gradually ceased and the channel network began to fragment. A wetland in the centre of the catchment saw both the earliest and latest expression of streamflow, with the lower catchment downstream of this taking the longest to connect. The WQ is typical for a eutrophic lowland catchment and spatial variation is primarily related to soils and land use. During the connecting phase, stream WQ reflected that of groundwater though mobilization of solutes from the rewetting riparian area and channel bed also occurred. During the fully connected phase, streamwater was enriched by NO3 from soilwater and agricultural drainage. During the disconnecting phase, lower flows and higher temperatures increased the intensity of in-stream biogeochemical interactions with mobilization of P, Fe and Mn associated with declining oxygen levels and release of dissolved organic carbon (DOC) concentrations. Inter-annual variations in WQ related to how hydroclimate and antecedent catchment wetness regulated the initiation, longevity and cessation of connection each winter. Future climate change is likely to drive increasing intermittency in streamflow in many lowland regions with implications for local and downstream ecosystem services.

Exploring the Impact of Built Environment on Elderly Metro Ridership at Station-to-Station Level

Understanding the relationship between the built environment and metro ridership has become essential for advancing sustainable transportation development. Limited research has been given to how built environment factors influence metro ridership at a station-to-station level. Moreover, most studies focus on the general population, overlooking the special groups. This study examines the influence of the built environment on metro origin–destination (OD) ridership for older adults. Specially, we employ the CatBoost model, along with SHAP interpretation, to assess feature importance and capture nonlinear effects. Taking Xi’an as a case study, the results show that: (1) The CatBoost model demonstrates superior fitting and predictive performance, outperforming both the XGBoost and Logistic Regression models. (2) There are distinct variations in the influence of built environment factors at origin and destination stations. Traffic-related variables have a stronger effect at origin stations, while land-use variables exert a more significant influence at destination stations. (3) The built environment’s impact on older adults’ metro ridership exhibits a clear nonlinear relationship. Notably, an optimal land-use mix of 1.8–1.9 and a job density of 5000–7000 significantly enhance ridership. These findings provide valuable insights into how the built environment shapes older adults’ metro travel, contributing to the sustainable urban development.

Navigating Urban Space

This paper explores pedestrian mobility patterns in Kypseli, a dense and socio-economically diverse neighborhood in Athens, Greece, that it is considered as a typical Greek residential area, in terms of its built environment and road network characteristics. The research method included crowdsourced geospatial data overlayed on cadastral maps, and semi-structured interviews with residents and visitors to understand the routes they usually take, the routes they could take, and the routes they would like to take. The study also applied space syntax analysis, using angular integration and choice tools, to assess how the urban layout impacts the pedestrian flow. Findings showed that the walking routes are primarily influenced by safety, accessibility, and pavement width, with well-connected streets and streets with intense mixed land-use. The study highlights the importance of urban design and land management in promoting the perceived walkability. It also recommends enhancing pedestrian spaces to create more sustainable, livable, and socially inclusive cities to support the implementation of the Sustainable Development Agenda 2030 SDG 11.

Comparative Analysis of Transit-Oriented Development (TOD) Types in the Metropolitan Region Along the Middle Reaches of the Yangtze River

Currently, with the acceleration of urbanization, traditional transportation modes are increasingly causing congestion, pollution, and resource waste, drawing widespread attention to Transit-Oriented Development (TOD). TOD is an urban development concept that advocates the implementation of high-density, mixed-use land utilization around transit stations to encourage the use of public transportation, reduce reliance on private vehicles, and achieve more sustainable urban growth. The ‘node–place’ model is a classic analytical framework in TOD typology, forming the foundation for assessing TOD effectiveness. However, this model requires expansion due to its limited adaptability. This study aims to bridge this gap by proposing an innovative, network-based ‘node–place–convenience (NPC)’ model to enhance insights on the overall assessment of metro networks. Using a combination of CRITIC weighting and K-means++ clustering, this study evaluates TOD in cities with metros in the middle reaches of the Yangtze River. By assessing node, place, and convenience values of metro stations, this study compares how different urban structures, population distributions, and metro network configurations impact travel behavior, economic vitality, and regional sustainability. The results show that TOD degree in Wuhan decreases from urban to suburban areas, presenting ‘center to sub-center’ pattern in Changsha, and presenting ‘ring-radial’ distribution across the city center in Nanchang. The clustering results divide TOD benefits into six groups, with Changsha performing the best, followed by Wuhan, while Nanchang still has room for improvement. The average TOD benefits for Wuhan, Changsha, and Nanchang are 0.28, 0.35, and 0.28.

Historical Insights into CO2 Emission Dynamics in Urban Daily Mobility: A Case Study of Lyon’s Agglomeration

CO2 emissions from urban daily mobility play a major role in both environmental degradation, rising economic costs, and sustainability. Reducing these emissions not only advances environmental sustainability but also fosters economic development by enhancing public health, lowering energy consumption, and alleviating the financial strain caused by climate change. Understanding the dynamics of CO2 emissions from urban daily mobility provides valuable historical insights into environmental impacts and economic costs tied to urban development. This study takes a historical perspective, examining changes in CO2 emissions associated with daily mobility in the Lyon agglomeration across two decades, drawing on data from the 1995 and 2006 household travel surveys. Our findings reveal that individual factors such as gender, age, employment status, and income significantly influence CO2 emissions, with males and full-time workers exhibiting higher emissions. Furthermore, household characteristics, including size and vehicle ownership, are critical in shaping emission levels, while urban form variables such as population density and mixed land use demonstrate a negative correlation with emissions, highlighting the importance of urban planning in mitigating CO2 output. The analysis emphasizes that greater accessibility and proximity to essential services are vital in reducing individual emissions. Based on these insights, we discuss the implications for policy design, suggesting targeted strategies to enhance urban mobility, improve public transport accessibility, and promote sustainable urban development. Finally, we outline directions for future research to further explore the intricate relationship between urban characteristics and emissions, ultimately aiming to contribute to the development of effective climate policies.