Non-motorized Transport Research Articles

Sustainable Mobility in the Century of Metropolises: Case Study of Greater London

The 21st century, known as the “metropolitan century”, saw urban populations exceed half the global populace. By 2035, emerging metropolises, particularly in Asia and Africa, highlight the urgent need for research on urban growth, demographics, and mobility’s role in sustainable development. The objective of this study is to explore the key aspects of mobility essential for sustaining metropolitan regions, with a focus on the case of Greater London. The research aims to understand, through interview analysis and urban theories, how mobility contributes to socio-spatial equity, connectivity, and integrated governance, highlighting the importance of sustainability—such as decarbonization and the promotion of non-motorized transport—in the context of global sustainable development commitments. This research, through a convergent analysis of interviewees’ responses, has identified thirty-one fundamental attributes to enhance our understanding of sustainable mobility. The results indicate that mobility is a key driver for socio-spatial equity, connectivity, and integrated governance within metropolitan regions; it also shows that successful infrastructure work necessarily calls for collaboration between different administrative levels. Finally, the imperative for sustainability in mobility—as exemplified by decarbonization and the encouragement of non-motorized transport—arises as an urgent element in ordering development at the urban scale vis-à-vis global sustainability commitments, such as SDG 11.

Exploring Sustainable Urban Mobility, Non-Motorized Transport and Electric Public Transit in Tourism: A Conceptual Perspective

Exploring Sustainable Urban Mobility, Non-Motorized Transport and Electric Public Transit in Tourism: A Conceptual Perspective

Traditional polar transportation seen from within the culture

This paper explores cultural narratives and oral histories related to two examples of traditional northern transport—long seal hunting journeys in the Baltic region and nomadic reindeer travel in northeastern Siberia. Ample material has been collected and reviewed regarding means of nonmotorised transport in the polar regions. However, scientific literature concerning the experiences and perspectives of the Indigenous and traditional community members who took part in these journeys remains scarce. This article explores the recorded narratives of two people involved in the journeys described. It assesses how these long-distance travels form significance, meaning, observations, and belonging to landscapes for these people. This analysis reveals that, rather than inhabiting northern ice and tundra scapes that are often described as barren and devoid of life, seal hunters and reindeer herders live in story-scapes rich in meaning. The sacred places, surrender to ice flow dynamics, and ways of living “inside” northern habitats that emerge from these testimonies offer a skeleton key for re-reading the misunderstood homelands of Arctic and tundra communities.

Visions, Paradigms, and Anomalies of Urban Transport

Urban transport has evolved based on three main visions: automobility, multimodality, and accessibility. The first dominates North American cities; the second, European; the third, significantly discussed in the literature, is still in the early stages of practical development, with a few limited examples. Each of the first two visions has an aligned planning paradigm to support aspirational goals and future directions. But implementation has been disappointing, owing to the appearance of anomalies; that is, unanticipated and unexplained mismatches between the vision and the paradigms that refuse to be resolved. The attempts are self-defeating, and result, for example, in congestion and road accidents. A review of the literature with some new insights can shed light on the problems and the anomalies of these two visions. For the third vision, a new paradigm has been proposed based on accessibility and polycentric and multi-timed cities, promising new insights and breakthroughs in the way of thinking about transport and cities. Some practical examples of accessibility cities are presented with a focus on people, places, land use changes, telecommunications, transportation demand management (TDM), and public and non-motorized transport. Some minor anomalies are discussed. In conclusion, enhancing accessibility in cities is crucial for creating more inclusive and sustainable urban environments that are less dependent on cars, but this vision and this paradigm still require further development to be accepted and implemented.

Urban mobility and air pollution at the neighbourhood scale in the Megacity of São Paulo, Brazil

Developing countries’ megacities, characterised by dense populations and socioeconomic disparities, often face high levels of pollutants, mainly from vehicle emissions. Poor air quality can lead to a range of public health problems which in turn, need to be addressed by public policies. The main goal of this article is to examine the impact of public policies and the influence of transport modes on air pollution of three districts from the Metropolitan Region of São Paulo, in Brazil: Pinheiros, Parque Dom Pedro II and Taboão da Serra. The method was held through a comparative analysis, which in turn, took into account urban indicators, urban mobility data and pollutants levels (CO and NOx). These data were collected from the 2007 and 2017 São Paulo Metrô Origin and Destination Surveys and the Air Quality Database of the Environmental Company of the State of São Paulo. As key findings, the three study areas’ pollutant concentrations presented a downward trend from 2007 to 2017 as the same time there was an increase in the public transport and non-motorized transport modes. However, it is important to highlight the confluence of the state and federal public policies occuring at the same period such as PRONCOVE, Rodoanel and the Yellow Subway Line. The identified socio-environmental disparities in the urban realm highlight the importance of localised analyses in order to reveal problems and opportunities to get a better response in terms of urban mobility and air quality. Thus, the perpetuation of constant policy’s updates and interdisciplinary collaboration is crucial.

Bike-Sharing Travel Demand Forecasting via Travel Environment-Based Modeling

This research aims to address the limited consideration given to non-motorized transport facilities in current studies on shared bike travel demand forecasting. This study is the first to propose a method that applies complete citywide non-motorized facility data to predict bike-sharing demand. This study employs a multiscale geographically weighted regression (MGWR) model to examine the effects of non-motorized transport facility conditions, quantity of intersections, and land use per unit area on riding demand at various spatial scales. The results of comparison experiments reveal that riding demand is substantially affected by non-motorized transport facilities and the quantity of intersections.

Performance of Modified Polymer as a Binder with Qarry Dust and Ballast in the Production of Paving Blocks

The city of Nairobi is in need of pedestrian and cyclist infrastructure as an answer to an increasing reliance on automobiles. Collaborative efforts are underway to reduce congestion, although challenges such as sand mining persist. The utilization of plastic waste and Quarry Dust (QD) may provide a sustainable solution. The proposed study aims to assess the mechanical properties and optimal blend design for the production of paving blocks using a modified polymer and a combination of ballast (B) and QD. The gradation curve constituted a pivotal stage in the research process, as it provided vital information regarding the ratio of B and QD required for the optimal mix design. The study methodically explored the optimal ratio of materials for the production of paving blocks incorporating a modified polymer, QD, and B. It was observed that there were minor reductions in strength under acidic conditions, which suggests that the proposed paving blocks may be suitable for use in a variety of outdoor applications. Additionally, it would be advantageous to investigate innovative solutions for Non-Motorized Transport (NMT) infrastructure.

Evaluating the level of access and equity of the bus rapid transit (BRT) system: The case of Dar-Es-Salaam, Tanzania

Bus Rapid Transit (BRT) systems have witnessed significant growth worldwide, particularly in rapidly urbanizing cities in the developing world, often implemented through public-private partnerships to foster economic growth. However, the success of such ambitions relies on ensuring equitable transit access for all residents, including those living with poverty or other social disadvantages. The purpose of this study is to explore transit access, coverage, and equity of the BRT system in Dar-es-Salaam, Tanzania using infrastructure-based measures of proximity to transit stations and stops. In particular, the equitable distribution of transit access patterns is explored in relation to neighborhood socio-economic strata in the catchment areas within a 30-min walking distance. The study's findings reveal notable disparities in the level of access among various socio-economic strata, with the least deprived population benefiting the most from the Dar-es-Salaam BRT system. As more BRT phases are implemented, there is a continuous increase in the Multidimensional Poverty Index (MPI) within the areas not covered by the BRT system. This suggests that access improvements predominantly favor the wealthier population rather than effectively addressing the needs of the impoverished population. To enhance access and achieve more equitable outcomes, it is crucial to implement targeted strategies and measures. These may include improved integration of the BRT with a feeder system, continuous improvement of Non-Motorized Transport (NMT) facilities, and the promotion of equitable transit-oriented development along the BRT corridor. These initiatives play a vital role in ensuring that vulnerable populations, especially the poor, have access to and can benefit from the BRT services.

Behavior recognition of non-motorized transport at intersections using dual-channel grid model based on disordered trajectory point data

Accurately identifying the passing and waiting behavior of pedestrians and non-motorized vehicles at intersection is essential to planning management measures for non-motorized transport. Much previous study in this field has focused on methods based on continuous individual trajectory detection, which are almost ineffective under the poor detection condition in dense traffic scenarios. To address the task, this paper establish a workable framework for inferring the probabilities of passing or waiting behavior of pedestrians and non-motorized vehicles in arbitrary space using disordered trajectory point data. First, a two-channel model is proposed to perform a formalized grid-level representation of an intersection, in which the functional attributes and occupancy characteristics of grids are comprehensively defined and quantified. Then, the quantitative characteristics of the grids are used to detect the real-world occurrence space of passing and waiting behaviors, by the clustering and expanding operations on grids. Finally, through feature transfer along path, characteristics is decomposed into passing and waiting occurrence characteristics for behavior probability computation. Results indicate that the method achieves over 91% accuracy of behavior recognition, which is better than compared methods in various Multiple Object Tracking Accuracy (MOTA). Although the method is sensitive to spatial detection conditions, it obtains steady accuracy under various target detection settings.

Travel Mode Choice Prediction to Pursue Sustainable Transportation and Enhance Health Parameters Using R

Travel mode choice (TMC) prediction, improving health parameters, and promoting sustainable transportation systems are crucial for urban planners and policymakers. Past studies show the influence of health on activities, while several studies use multitasking activities and physical activity intensity to study the association between time use and activity travel participation (TU and ATP) and health outcomes. Limited studies have been conducted on the use of transport modes as intermediate variables to study the influence of TU and ATP on health parameters. Therefore, the current study aims to evaluate urban dependency on different transport modes used for daily activities and its influence on health parameters to promote a greener and healthier society and a sustainable transportation system. Pearson’s Chi-squared test was used for transport mode classification, and multinominal logit models were used for regression using R programming. A total of five models were developed for motorized, non-motorized, public transport, physical, and social health to study the correlation between transport modes and health parameters. The statistical analysis results show that socio-demographic and economic variables have a strong association with TMC in which younger, male, workers and high-income households are more dependent on motorized transport. It was found that a unit rise in high-income causes a 4.5% positive increase in motorized transport, whereas it negatively influences non-motorized and public transport by 4.2% and 2.2%, respectively. These insights might be useful for formulating realistic plans to encourage individuals to use active transport that will promote sustainable transportation systems and a healthier society.

Car Ownership, Commute Distance, and Commute Mode Choice in the Dense Megacity of a Developing Country: The Direct and Indirect Role of the Built Environment

Despite much having been published about the effects of the built environment (BE) on urban travel in the developed world, few articles have so far been published based on studies using a megacity in a developing country. The paper addresses the existing gaps in research by conducting a study in Dhaka, one of the densest urban areas globally. An integrated framework based on the structural equation model and discrete choice model is used to examine how individual commute mode choice behavior is influenced by the BE, as mediated by car ownership and commute distance. Three BE features—population density, street connectivity, and job-to-household ratio—have a direct and total positive association with non-motorized transport use. Although being close to bus stops does not directly affect people’s choice to take non-motorized transport, it does promote non-motorized travel in an indirect way by decreasing car ownership and commute distance. Population density, job-to-household ratio, proximity to the nearest central business district, and bus stop proximity all have a positive direct and total impact on transit use, although larger employment densities directly support automobile use over transit. Understanding how the BE affects commute distance, car ownership, and mode choice is a useful reference for the development of practical measures to reduce demand for automobiles.

Achieving Accessibility through Promoting Non-Motorized Transport within the Neighborhood Level of City: A Case Study of Ward 25 & 27, Bhubaneswar

Achieving Accessibility through Promoting Non-Motorized Transport within the Neighborhood Level of City: A Case Study of Ward 25 & 27, Bhubaneswar

Pandemic insights: analysing public transport with logit models

The impact of the Covid-19 pandemic on public transportation usage in Bursa, Turkey, was examined in this work. The usage of major transit systems (buses, trams and light rail) before and during the pandemic were assessed. Changes in public transportation behaviour were captured through an online survey of 767 participants from key activity centres. Using two ordinal logit models, the factors influencing preferences were identified. It was found that age, gender and home-to-work distance were influential before the pandemic, while educational status and distance became crucial during the pandemic. The research further explored the tendency to walk, cycle or use an e-scooter if safe, separated non-motorised transportation routes had been provided, considering various scenarios of home–workplace distance. The results of this study will help decision makers make sustainable transportation plans by taking into account catastrophic periods such as the Covid-19 pandemic.

Assessing the integration between motorised and non-motorised transport systems: experiences of the Ekurhuleni Municipality, South Africa

ABSTRACT South Africa is considered an economically progressive country, meaning it is slowly exiting the third world and transitioning towards the developing world. With this comes many challenges, some rooted in transportation. Around 80% of South Africans solely rely on public transportation (PT) and are dependent on private minibus taxis. There is little knowledge and evidence on the fluidity and integration of motorised transport systems with non-motorised transport (NMT) in South Africa. Consequently, this work assessed the implementation of NMT and PT in Ekurhuleni. The study adopted a case study research design by analysing the Harambee BRT through a qualitative approach using desktop studies and semi-structured interviews with key informants involved in the project. The work identified five aspects of accessibility (application of the inclusive cities paradigm), safety (sufficient lighting, signage and frequent patrolling by law enforcement), infrastructure (Information and Communications Technology (ICT), walkways, pedestrian bridges, dedicated bus lanes, paving, and tact tiles, universal design principles and an Ekucard system), sustainability (promoting healthier lifestyles and the cost effectiveness of the transport system) and public involvement as the core elements which created a model that needs to be implemented in future projects in order to effectively integrate NMT and PT.

Towards Sustainable Urban Futures: Integrating a Novel Grey Multi-Criteria Decision Making Model for Optimal Pedestrian Walkway Site Selection

Today, urban development faces complex global challenges that require new approaches to influence its practices and policies. By prioritizing sustainability, mobility, and community resilience, we are moving towards a holistic approach that protects the well-being of residents and the environment. In this dynamic urban design environment, finding ways to identify pedestrian-friendly spaces and create safe, efficient, and sustainable urban environments is a major challenge, and it requires research that seeks to optimize this choice, especially in terms of integrating numerical modeling methods and a wide range of measurement tasks. This research is concerned with optimizing pedestrian accessibility, which directly contributes to reducing environmental impact, improving non-motorized transport, and reducing traffic congestion. It integrates a novel, mixed multi-criteria decision-making (MCDM) model that benefits from the use of Grey’s theory. This research’s purpose goes beyond addressing cities’ immediate challenges; it seeks to contribute to a broader understanding of sustainable urban planning. This study represents a pioneering effort to identify the challenges of optimal site selection for pedestrian walkways. By using a multi-criteria decision-making approach based on mathematical modelling and facility engineering, this effort addresses gaps in the current understanding of site selection criteria and aims to lead a paradigm shift toward a sustainable, efficient, and inclusive urban environment. The results show that the updated RANCOM-PIV greyscale is quite robust and reliable, when comparing the final results of the PIV greyscale and the MARCOS greyscale.

Study of the Demand for Ecological Means of Transport in Micromobility: A Case of Bikesharing in Szczecin, Poland

The need for urban societies to move continues to grow with the intensity of their various activities. One of the challenges in micromobility in cities based on bike, scooter, or public scooter systems is determining the potential yet realistic demand for such services. This article aims to present the level of demand for eco-friendly non-motorized transport systems and identify the motivations driving users of public transport to choose these eco-friendly Personal Mobility Devices (PMD). The authors propose a methodology based on the integration of four components: a case study, an analysis of participatory budget projects, a metadata analysis of bikesharing (BSS) in Szczecin, and a meta plan. They utilized a case study method and conducted a survey based on a custom questionnaire. An analysis of participatory budget projects and data from the operation of bikesharing in Szczecin was performed using statistical methods. Applying the heuristic tool meta plan, they outlined the directions for the development and support of bikesharing as an example of micromobility in Szczecin. The research identified connections between the socio-demographic structure of respondents and attributes of bike communication. This study highlighted periods of intensive system use and locations with the highest exploitation. It showed that the demand for BSS depends on weather conditions, traveler convenience, the density and coherence of bike infrastructure with important locations for residents, transfer connections, and safety. The presented research results can assist planners and authorities in Szczecin and other cities in expanding bikesharing.

How can emerging economies meet development and climate goals in the transport-energy system? Modelling co-developed scenarios in Kenya using a socio-technical approach

Transport-energy transitions pose complex challenges that have been extensively studied in high-income countries in response to national mandates for climate action. Low- and middle-income countries, however, have low but rapidly growing motorisation rates and face very different challenges in adopting new technologies to foster economic development and ensure equitable access to clean transportation. Here, we present a set of narrative scenarios for the future of the Kenyan transport-energy system co-developed through engagement with 41 local experts and decision-makers. Through the co-development of a Kenyan transport-energy system model, we present a decision-support tool, populated with those scenarios, to assist policymakers at regional, national and international levels in building policy and investment pipelines to support low-carbon economic growth. We find that Kenya’s transport-energy system can meet both development and climate goals, but this demands strong policy support for efficient public transport and targeted support for road vehicle electrification. Increased support for non-motorised transport is essential to provide equitable access to services and economic opportunities. Favourable pathways result in significant e-mobility uptake, which is anticipated to increase electricity demand by 5%–56% from 2023 to 2040, relative to the IEA Kenya Energy Outlook’s Stated Policies scenario, representing a 2.7–3.9x increase in Kenya’s total electricity demand over the same period. From a macro-fiscal perspective, results show that e-mobility has two important consequences for Kenya. Firstly, under high e-mobility scenarios, there is a negative fiscal impact that taxation revenues from the sale of transport fuels reduce by up to 41% relative to the low e-mobility scenario (though, notably, they still increase marginally from the 2023 level because of increasing transport demand). Secondly, high e-mobility scenarios have a positive impact on balance of payments by reducing the fuel import bill by up to 69% relative to the low e-mobility baseline. This corresponds to a reduction in foreign exchange requirement of up to $4.2bn annually by 2050.

Framework for assessing sustainability of urban transport projects—Case of India

<p>The majority of the population in million-plus cities of India, especially the lower- and middle-income groups, are largely dependent on public transport (PT), intermediate public transport (IPT), and non-motorized transport (NMT) for their mobility. There is a need to assess such urban transport projects with regard to their contribution to various developmental goals, such as the Nationally Determined Contributions (NDCs) in the context of the Paris Agreement of 2015 and the Agenda 2030 of the Sustainable Development Goals (SDGs), independently as well as in their interactions with each other. Ministry of Housing and Urban Affairs, Government of India published a checklist for project appraisal of urban transport projects in 2015. This viewpoint proposes to expand the existing checklist for assessing public transport projects, i.e., BRTS and city bus services, IPT sector, i.e., auto-rickshaw, E-rickshaw, cycle-rickshaw, and shared mobility like Uber and Ola, and NMT infrastructure, i.e., walkways and cycle infrastructure to include parameters related to climate change mitigation, relevant SDGs targets, and participatory governance.</p>

Including SDGs in low-carbon transport scenarios: A case of Udaipur

<p>Transportation is fundamental to shaping urban form and quality of life. The transport sector contributes to a quarter of global GHG emissions. It is integral to countries’ Nationally Determined Contributions (NDCs) to mitigate global warming or control warming beyond 2 ℃ or 1.5 ℃ above the pre-industrial level. Climate change mitigation in the transport sector demands a tailored approach for cities of the global south—recently urbanizing with increased dependence on motorization—incorporating social aspects of sustainability. The study examines the delivery of climate change mitigation and Sustainable Development Goals (SDG) in Udaipur’s passenger transport sector through six SDGs. Over and above the business-as-usual scenario, the two scenarios presented are the technology scenario, which recalibrates Udaipur’s available low-carbon mobility plan, and the SDG scenario, which addresses social transformations by applying assumptions derived from the primary survey in the city. The socially sensitive SDG scenario prioritizes the mobility demands of those with low or no mobility. It also enhances mobility by retaining the share of non-motorized transport (NMT), intermediate public transport (IPT), and public transport (PT) and regulating excessive use of private motorized vehicles. However, the SDG scenario causes a 26% increase in the vehicle kilometer traveled (VKT), a 24% increase in CO<sub>2</sub> emissions, and a 29% decrease in other GHG emissions over the Technology Scenario.</p>

Pedestrian-oriented development in Beirut: A framework for estimating urban design impacts on pedestrian flows through modeling, participatory design, and scenario analysis

As municipalities are setting ambitious targets to increase non-motorized transportation mode shares, analytic frameworks for examining how such targets will be met become increasingly important. In this article, we update the Urban Network Analysis pedestrian modeling framework designed to link land use and urban development changes with pedestrian mobility outcomes by introducing new methods for capturing the effects of street properties on pedestrian travel demand and adjusting pedestrian trip generation rates with k-nearest accessibility scores based on destination availability in each context. This framework was used in conjunction with a participatory design process in Beirut, Lebanon to estimate pedestrian mobility impacts of three urban design scenarios. We illustrate how each scenario affects pedestrian trip generation across various trip types and trip distribution on individual street segments. Our approach demonstrates how urban design interventions–both land use changes and street quality improvements–can influence pedestrian travel demand. Estimates of these changes can provide planners and policymakers with valuable benefit-cost analyses of public space improvements, and a framework for understanding how site-specific planning and development decisions can impact progress towards (or away from) non-motorized mobility goals.