Urban Mobility Plans Research Articles

Development of a Neighborhood Mobility Index for Assessing Mobility Disparities in Developing Countries with Application to the Greater Cairo Area, Egypt

Most urban planners emphasize sustainability’s environmental and economic aspects and overlook the social equity dimension. Assessment of the current mobility situation is a prerequisite for developing socially sustainable urban mobility plans. However, current metrics for mobility assessment are data intensive and sometimes require the development of a detailed transportation model for the urban area, which is difficult to achieve in developing nations. In this study, we have created an index for assessing mobility for neighborhoods in a metropolitan area that requires minimal land-use information and utilizes online third-party travel-time data. The proposed index merges the fundamental principles of the traditional transportation planning process and congestion metrics to assess the mobility status of different neighborhoods in an urban area for a single mode of transportation. The developed neighborhood mobility index (NMI) was evaluated in the Greater Cairo Area (GCA), and the results were validated by conducting a one-dimensional ANOVA. The validation results showed that the results obtained using the developed NMI were reliable with a good degree of confidence. The case study demonstrated the capabilities of the NMI in detecting disparities between neighborhoods in a city and showed how planners and decision-makers could use it in preparing sustainable mobility plans.

Sustainable Urban Mobility Plans: implementation process and indicators to evaluate effects on physical activity.

Active mobility and public transport increase physical activity (PA) levels. With varying intensity and effectiveness, European cities implement Sustainable Urban Mobility Plans (SUMPs) to spur transport-related PA. Therefore, we aim to examine drivers and barriers to SUMP implementation and assess its influence on PA across European cities. We screened policy reports to gain insights into SUMP implementation in one Danish, two German and two Polish cities. Further, we conducted semi-structured interviews with SUMP stakeholders in these cities to explore their experiences with SUMP implementation. Thematic analysis of interview transcripts was applied to identify similarities and differences across cities. To assess the effect of SUMP implementation on PA, we searched for data on indicators of transport-related PA. All investigated cities are committed to sustainable mobility. Nonetheless, complex institutional structures, the dominant role of motorized traffic as well as complex regional and local policy integration hamper SUMP implementation. Danish, German and Polish cities face different contexts in terms of financing, national guidelines and the prominence of sustainability as a policy objective. Each city adopts unique indicators for monitoring the effects of SUMPs on transport-related PA. The variety of indicators and limited data availability impede a comparative evaluation across cities. Constrained by this restriction, we identified motorization rate, modal split and public transport ridership as suitable indicators. Local idiosyncrasies need to be accounted for when assessing the implementation of SUMPs. Nonetheless, consistent indicators and data transparency are essential for comparing the effectiveness of SUMPs and their impact on PA.

The Master Plan for Urban Transport and Mobility of Sorocaba - SP: challenges for the implementation of guidelines aimed at sustainable transport modes

The last decades have been marked by profound economic and social changes, which have significantly altered the population's way of life. Among the main effects of urban agglomerations are changes in the transportation and mobility system that still represent a challenge for municipal management, especially in medium and large cities. As of Federal Law No. 12,587, dated January 3, 2012, all Brazilian municipalities with a population of over 20,000 inhabitants were required to prepare an urban mobility plan. In Sorocaba, the proposals directed to the requirements of this legislation are in the Urban Transportation and Mobility Master Plan (acronym in Portuguese, PDTUM), prepared between 2012 and 2013 and implemented in 2016. Aiming to analyze urban mobility in Sorocaba, this article brings a descriptive and partial evaluation of the guidelines contained in the PDTUM document related to non-motorized transport and public transport and its implementation in the municipality. For this analysis, some indicators of the Sustainable Urban Mobility Index (IMUS), developed by Costa (2008) are used, consisting of an important tool for mobility management and public policy formulation from the perspective of sustainability. Regarding the actions planned and already adopted in the municipality, some show efficiency and a need for expansion so that the improvements can be increasingly comprehensive. The results contribute to tracing a more precise scenario for mobility in Sorocaba and can be useful for other cities whose plans are under development or revision.

Optimal urban planning through the best–worst method: bicycle lanes in Palermo, Sicily

Since 2020, due to the Covid-19 pandemic, planners and designers have proposed numerous changes for urban spaces and mobility concepts to comply with governments’ anti-contamination restrictions. Several European cities have implemented strategies for developing cycling, favouring the design of temporary (pop-up) or permanent cycle lanes and state incentives to purchase bicycles and electric micro-mobility vehicles. However, existing research suggests that design optimisation must pursue specific geometric, functional and safety standards for cyclists and space sharers (pedestrians/cars). It is thus necessary to analyse the perceptions of citizens and commuters for optimisation of the planning and design of these infrastructures. A multi-criteria evaluation was used to determine optimal infrastructure schemes (temporary and permanent) for the metropolis of Palermo in Sicily, Italy. First, three groups of cyclists (citizens, technicians and commuters) were selected. Then, applying the best–worst method, a series of design alternatives were evaluated by the target groups. The results showed a correlation between different types of users in terms of those who live in the city compared with commuters in the city for the first time. The results of this work lay the foundation for improved planning and design strategies in sustainable urban mobility plans and the Italian Biciplan guidelines.

Determining Risk Factors That Influence Cycling Crash Severity, for the Purpose of Setting Sustainable Cycling Mobility

This paper has, for the purpose of setting sustainable cycling mobility, identified and assessed basic risk factors influencing crash severity. The study has examined risk factors for cyclist injuries and fatalities, according to the characteristics relative to cyclists, roads, vehicles and environment posing the risk of cyclist fatalities or serious injuries. The method of Binary logistic regression has been used as the study to analyze a sample of 21,235 traffic crashes involving cyclists in Serbia, over the period 2010–2021. The task was not to define the equations for risk prediction, but to determine the injury and fatality risk factors for cyclists. The results of this study show that cyclists older than 60 have a higher probability of being injured. Cyclists are more likely to be injured or killed on weekdays than on weekends, as well as in conditions of twilight. The odds of fatality and injury outside built-up areas are higher, while the odds of sustaining a serious injury are higher in built-up areas. The results of this study indicate significant overlapping with the previous research related to the analysis of factors influencing the severity of cyclist crashes. These results can be important for the policy makers and stakeholders involved, as they can help them gain clear understanding of the current road safety situation, for the purpose of creating an opportunity for developing best action plans and practical measures in the process of implementing sustainable urban mobility planning.

Restructuring urban planning to facilitate sustainable consumption

Food, mobility, and housing are essential and fundamental to human life. At the same time, these consumption areas have the highest climate impact. To achieve a higher degree of climate-friendly consumption, radical changes in everyday practices of food, mobility, and housing are needed. In this paper, empirical data demonstrates that time is perceived as a limited resource in everyday life which drives (un)sustainable practices. Through discussions of the perception of time and related practices, it becomes visible that urban mobility planning connects specific food and housing practices through an understanding of historical and contemporary urban planning supporting time efficiency. This indicates that rethinking urban forms and infrastructure can provide frames that can restructure everyday practices to become more sustainable. To exemplify this, the 15-minute city concept is used as a speculative example of how to restructure everyday practices and facilitate a planning approach that is aligned with sustainable consumption.

How more data reinforces evidence-based transport policy in the Short and Long-Term: Evaluating a policy pilot in two Dutch cities

Data have played a role in urban mobility policymaking for decades. Especially since the emergence of big data, many researchers have shown how to advance data use to improve understanding transport policy effects, but there is hardly insight in how this is adopted in policy practice. This study aims to address this gap by answering two questions: (1) how is data currently embedded in urban mobility policy- and decision-making; and (2) what are the advantages and limitations of more data use in these processes?We chose two Dutch cities -Maastricht and Groningen-that were both involved in a national programme (BeterBenutten) that trialed (and funded) a more evidence-based policymaking approach. We did ten semi-structured interviews with the people work in the mobility department and analyzed the twenty-one most relevant policy reports to understand how more data reinforces/impedes transport policymaking in practice. We found that data use differed in long-term and short-term policy cycles. In the long-term policy cycle, data was regarded as less important than political and societal trends and developments; in the short-term cycle, data played a major role in prompting traffic regulations and policy adjustments.Policy insights can be derived from this research on how data can be better embedded in policymaking practices (1) The support from national/regional level (i.e. BeterBenutten program): could provide extra opportunities for local governments to do ex-post policy assessments, which has been regarded as valuable resources for evidence-based decision-making by policymakers. (2) Survey data can still play a significant role in urban mobility planning by typically providing more insights in the ‘why’ of traveler behaviors than big data. (3) Transport policymakers need to strength their abilities in selecting suitable data (out of a much larger set) and having more (competent) personnel capacity to interpret data. (4) Promoting sustainable mobility is a strong driving force for the local governments to enhance data use.

Spatial Analysis of Public Transportation Accessibility for Pedestrian in Central Jakarta

Public transportation in Jakarta is one of the leading facilities which currently being improved by the local government. Transportation facilities in Jakarta are now being strived to be integrated. However, not all areas in Jakarta have access to public transportation. This study aim to show how public transportation, especially in Central Jakarta, can be reached by pedestrians. This research used a geographic information system-based approach for assessing pedestrian accessibility in metropolitan areas, focusing on access to public transportation stops and stations. This methodology attempts to provide integrated methods to urban planning and mobility planning and decision-making assistance, with the dual goals: (1) supporting sustainable and non-motorized mobility, and (2) also boosting the appeal of public transportation. There are two main steps in method. First, identify the pedestrian walking zone of urban spaces around public transportation nodes; and second, mapping the access times to create a detailed pedestrian isochrones, and calculate how residents (or how many opportunities and facilities) are well served by the public transportation system to measure accessibility levels. This study indicates that some of the main areas already have integrated public transportation facilities, but the stopping distance is quite burdensome for pedestrians to access.

Airports as Sensitive Areas to Mitigate Air Pollution: Evidence from a Case Study in Rome

The environmental concerns are behind urban and regional mobility plans, with one of the goals being to manage surface traffic to reduce emissions. Yet, in sensitive areas such as those around airports, the contribution to the emissions generated by air traffic are commonly not considered. The research goal of this paper is to quantify and compare the magnitude of the emissions generated by both air and surface traffic, taking the second airport in Rome as an example, in the awareness that a proper knowledge of the emission phenomena might help steer local transport policies towards more appropriate and sustainable solutions. The paper describes the case study’s regulatory and land use frameworks both affecting the current traffic patterns around the airport and the emission generation, along with the methodology adopted to quantify the emission magnitude of both air and surface modes; as a result, air traffic emissions are not even comparable in magnitude to those from surface modes. In light of that, implications for surface transport policies are presented, leading to a revision of current mobility plans, and solutions to minimize emissions during land and take-off operations suggested, although problems for their implementations are acknowledged in the conclusions. All within the additional goal to advance the research further afield.

Spatial Multi-Criteria Analysis for Road Segment Cycling Suitability Assessment

The shift to low-emission mobility, embedded in a growing need for sustainable development, makes soft modes a highly promoted transport alternative in national and international mobility policies. Soft mobility modes, especially cycling, is an alternative capable of reversing the trend of private car use in urban areas, being one of the main strategies of Sustainable Urban Mobility Plans (SUMP). Several factors can influence travel mode choice, between them, demographic, economic, land use, travel distance and time, and climatic and physical factors are the most reported in the literature. This study presents a framework of the main European cycling strategies and focuses on the development of a methodological approach to assess the cycling suitability of existing road networks. The approach is based on a spatial multi-criteria analysis that combines population density, trip generation points service areas and road characteristics (hierarchy and slope). Consideration of the topography was particularly relevant in the cycling suitability model definition. The model was tested in the hillside city of Covilhã (Portugal) and compared with the recently planned and implemented city cycling network. The main conclusions point to the adequacy, flexibility, and applicability of the proposed model by municipalities, contributing to a more sustainable urban environment and healthier communities. Results obtained in the Covilhã case study also denote the possibility of implementing cycling mobility in hillside cities, especially using e-bikes. For future works, an expansion of the approach is proposed to include a detailed and sustained cycling network definition model and a process to assess cycling routes hierarchy/solutions.

The Use of Macro-Level Safety Performance Functions for Province-Wide Road Safety Management

Safety Performance Functions (SPFs) play a key role in identifying hotspots. Most SPFs were built at the micro-level, such as for road intersections or segments. On the other hand, in case of regional transportation planning, it may be useful to estimate SPFs at the macro-level (e.g., counties, cities, or towns) to determine ad hoc intervention prioritizations. Hence, the final aim of this study is to develop a predictive framework, supported by macro-level SPFs, to estimate crash frequencies, and consequently possible priority areas for interventions. At a province-wide level. The applicability of macro-level SPFs is investigated and tested thanks to the database retrieved in the context of a province-wide Sustainable Urban Mobility Plan (Bari, Italy). Starting from this database, the macro-areas of analysis were carved out by clustering cities and towns into census macro-zones, highlighting the potential need for safety interventions, according to different safety performance indicators (fatal + injury, fatal, pedestrian and bicycle crashes) and using basic predictors divided into geographic variables and road network-related factors. Safety performance indicators were differentiated into rural and urban, thus obtaining a set of 4 × 2 dependent variables. Then they were linked to the dependent variables by means of Negative Binomial (NB) count data models. The results show different trends for the urban and rural contexts. In the urban environment, where crashes are more frequent but less severe according to the available dataset, the increase in both population and area width leads to increasing crashes, while the increase in both road length and mean elevation are generally related to a decrease in crash occurrence. In the rural environment, the increase in population density, which was not considered in the urban context, strongly influences crash occurrence, especially leading to an increase in pedestrian and bicyclist fatal + injury crashes. The increase in the rural network length (excluding freeways) is generally related to a greater number of crashes as well. The application of this framework aims to reveal useful implications for planners and administrators who must select areas of intervention for safety purposes. Two examples of practical applications of this framework, related to safety-based infrastructural planning, are provided in this study.

Changing transport planning objectives during the Covid-19 lockdowns: Actions taken and lessons learned for enhancing sustainable urban mobility planning

Whilst there is research on how Covid-19 impacted travel demand and transport business, little attention has been paid on how Covid-19 has affected authorities' transport planning priorities and the actions taken to protect the public while travelling. This paper attempts to shed light on: a) how the transport planning priorities changed during the Covid-19 lockdowns in 2020/2021, and b) how the planning phases of the Sustainable Urban Mobility Plan (SUMP) framework can be strengthened to support a more resilient emergency planning environment. To address these questions, an online questionnaire was designed followed up by personal interviews from selected European cities. Data collection took place in November and December 2020, when most European countries were in lockdowns. Thirteen public authorities participated in the online questionnaire, while nine out of them were further interviewed. A mixed methods approach is used to analyse the quantitative and qualitative data and bring the results together to assess how SUMP priorities have changed. The results showed that the priority planning objectives were different in the period during the 2020/2021 lockdowns compared to the period before that. Public transport system planning was a priority in both periods, while planning for shared mobility and Mobility as a Service was further prioritised in the 2020/21 lockdowns. The main reasons for prioritising specific planning objectives were to secure public health, minimise environmental impact, support economic recovery and address social equity. The changes in the priority of planning objectives were also diverse between smaller and larger urban areas. Most of the actions adopted to accommodate the prioritised planning objectives were already defined before Covid-19, indicating that the lockdowns have acted as an accelerator of specific existing planning objectives.

Implementing national support programmes for sustainable urban mobility plans in a multilevel governance context

Sustainable Urban Mobility Plans (SUMPs) are a new approach to local transport planning strongly promoted by the European Commission and increasingly adopted around Europe. They exist, however, in a largely national legal and financial framework, one which varies greatly between countries. In recent years many countries have developed national programmes to support the development of SUMPs within their national framework.The paper explains the role of SUMP national supporting programmes by relating them to key factors that are critical to the success of SUMP development. It also seeks to understand how the national programmes that exist are improving; challenges related to development of SUMPs in complex multilevel governance contexts; and the degree of support provided by the programmes within this context.To answer these questions a two-stage methodology was used. The first element was a questionnaire survey focused on the existence and state of national SUMP programmes in several EU/EEA member states or regions. The second element was interviews with SUMP experts in four countries selected to represent the experienced, the new and active, and the new but less active, in terms of their activity with SUMP national programmes.The results show that the national SUMP supporting programmes in the countries surveyed and interviewed do not fully address the factors which have been identified as being critical to the success of SUMP development and implementation. The overall picture of national SUMP supporting frameworks is one where most of such frameworks are still in the early stages of development. On the other hand, the relatively small impact of the national SUMP supporting programme was seen as less of a barrier to SUMP implementation in most of the countries than lack of funds and public opposition to contentious transport measures.

Analysis of the change in the number of passenger seats of urban passenger transport depending on the gravity function

Current conditions for ensuring the implementation of urban mobility plans require high-quality functioning of urban passenger transport systems considering the minimising travel time and increasing travel comfort, as these factors affect passenger fatigue and their productivity during the working day. The study of changes indicators of the public transport system functioning from the gravity function is carried out in this paper, and the results of these studies are given. Based on the surveys of Lviv residents, the distribution of trips by public transport, private transport and taxis was carried out. It is determined that most often city residents use public transport (the share of such trips is 67% of all movements made by transport). An approach has been developed to determine the number of public transport vehicles depending on their capacity through the total number of passenger seats taking into account this distribution. This approach allows determining the required number of vehicles on the route and using different vehicles by their capacity depending on the passenger flow on the route to ensure the comfort of the trip. Based on this, the analysis of the change in the total number of passenger seats from the indicator of the gravity function for vehicles of different capacities is carried out. In addition, an analysis of the regularities of changes in the number of passenger seats for different by capacity vehicles is carried out, and mathematical models of these regularities are developed. It is determined that at low values of indicator of the gravity function, there is a need for large capacity vehicles, while with the increase in this indicator, the demand for small and medium capacity vehicles increases from 34% to 52%. The developed mathematical models can be used for practical justification of the required number of vehicles on the route, taking into account their capacity to ensure the comfortable movement of passengers on the routes of urban passenger transport.

Cycling Planning in Small-Sized Brazilian Cities Based on Open Data Geoprocessing

The objective of this paper is to propose a method to systematize cycling planning in small-sized Brazilian cities based on open data, such as census data, collaborative mappings, and Digital Elevation Models, seeking to assist in the elaboration of municipal urban mobility plans, and that can be adapted to other countries with similar characteristics and that have equivalent information. The proposed method is summarized in four steps: geoprocessing of open spatial data, which allows the georeferencing of potential cycling demand and cycling trip generator poles, as well as updated representations of road systems; definition of the subsets of origins and destinations of the cycling routes to be identified using Dijkstra’s algorithm, in order to minimize the overall cost associated with the road segments' operational quality for cycling; impedance assignment to road segments based on their average slopes and cycling Levels of Traffic Stress; and assessment of these road segments’ proportions in the identified cycling routes (Cycling Potential Index). Examples of the proposed method’s application were carried out in two Brazilian cities, Bariri-SP and Bocaina-SP, through which it was possible to define, for both cities, continuous and interconnected cycling axles, accessible to most of the study areas’ potential cyclists. Therefore, despite the obvious importance of conducting specific research and field surveys in each Brazilian city for greater reliability of the results, the proposed method can contribute to the popularization of cycling in utilitarian trips and to the strengthening of the “bicycle culture” still in force in small-sized Brazilian cities.

Realities and prospects of development of urban systems in Lviv

The SPARCS project supports cities to become energy-positive and climate-neutral communities. Lviv is one of the stakeholders of the project and fulfills its obligations under the grant agreement for the implementation of a comprehensive energy-independent and climate-neutral area in the urban system. Purpose. Demonstration of innovative solutions in the areas of planning, pilot implementation and scaling of "smart" and integrated energy systems that turn cities into steel, human-centered and environmentally sustainable ecosystems that provide high living standards for residents. Methods. Statistical, comparative, cartographic and systems analysis. Results. An analysis of foreign and Ukrainian sources on the concept of energy-independent areas has been made, which gives an opportunity to offer its definition of the Concept of Energy-Positive Area and its implementation area. The main strategic directions are spatial development, energy, mobility and waste management. In the framework of the SPARCS project, a large number of new measures in the field of climate neutrality were implemented in Lviv. Several global strategic documents have been launched: Lviv Green City Action Plan, Sustainable Urban Mobility Plan, Integrated Development Concept, Implementation Plan, which includes 9 activities to create conditions for the development of energy-positive areas and further transformation of Lviv into a climate-neutral city Conclusions. Having identified the main tasks of the city's strategic transformation in the medium term, in the short term in Lviv it is necessary to ensure the formation of conditions for the development of sustainable energy-positive and climate-neutral communities in general and energy-positive areas as innovative tools for climate-neutral status.

Toward Sustainable Urban Mobility by Using Fuzzy-FUCOM and Fuzzy-CoCoSo Methods: The Case of the SUMP Podgorica

Sustainable urban mobility plans (SUMPs) have become increasingly popular in cities with environmental problems to reduce pollution, often caused by urban transportation. Therefore, this study aims to provide a practical framework for the selection decisions of final measures and policies to be carried out to achieve SUMP workspace goals using a fuzzy multi-criteria decision-making (MCDM) methodology. Alternatives are created with the strategic “pillar”, which was first adopted by the Podgorica city council. With the measurements in this pillar, the main criteria and the recommended measures for these measures create sub-criteria. Secondly, a Fuzzy Full Consistency Method (F-FUCOM) was used to determine the weights of the main and sub-criteria. The Fuzzy Combined Compromise Solution (F-CoCoSo) method was then applied to rank the alternatives. “The implementation and assurance of the SUMP” and “establishing a system for regular data collection, monitoring and evaluation of selected mobility indicators” were decided as the most important main and sub-criteria with weights of 0.286 and 0.1079, respectively. The findings suggest that the comprehensive planning for sustainable urban mobility alternative is first and the valorization of cycling potential alternative is second. A comprehensive sensitivity analysis confirms the validity, robustness, and effectiveness of the proposed framework. The applied methodology has the potential to assist decision makers in the process of developing SUMPs.

Learning to plan? Knowledge framework and plan quality assessment dimensions for developing transport planning practice in South-East Europe

Development of urban transport planning practices in South-East Europe (SEE) must still rise to the standards of EU Sustainable Urban Mobility Plan guidelines. However, institutions in these regions also lack capacity for development, despite the urgency for action. As theory of transport planning focuses mostly on institutional contexts outside of SEE, and practical guidelines often lack depth for providing plan assessment recommendations, there is a clear need to develop further connections between theory and practice. This research synthesizes key concepts from neo-institutional, policy transfer, and organizational learning theory, to outline a knowledge framework for urban transport planning as a process. Suggesting that planning should be understood as an organized process of creative experimentation and learning aiming for sustainable outcomes, two dimensions for plan quality assessment are introduced. The framework is exemplified using a combination of quantitative and qualitative aspects for long-term organizational learning including plan quality assessment as a major milestone in the planning process. Future research directions should emphasise further the processual nature of planning, including a higher emphasis on collaborative and action-research methods, which would closely engage both practice and academia.

Remote sensing for identification of trip generating territories in support of urban mobility planning and monitoring

Remote sensing for identification of trip generating territories in support of urban mobility planning and monitoring

Fuzzy Einstein WASPAS approach for the economic and societal dynamics of the climate change mitigation strategies in urban mobility planning

The twin challenges posed by biodiversity loss and climate change compel public authorities to transform their traditional policies to take climate action via urban mobility planning. However, the interests of the stakeholders may differ so that the development and the implementation of the required action become challenging. In this study, we trace how an optimal action plan should take the societal dynamics into account and how the actions taken can reshape the societal dynamics. To illustrate and analyze the complex forces that drive the decision-making process in urban mobility planning, we develop a scenario, which bunches three small-scale urban mobility planning alternatives that are frequently proposed in the literature and practiced in cities. Alternatives are assessed under twelve criteria reflecting economic, environmental, technical, and political dimensions of the decision problem. In solving the problem, we propose an improvement of the Weighted Aggregated Sum Product Assessment (WASPAS) approach by applying Einstein norms in a fuzzy environment over triangular fuzzy numbers to evaluate and rank the prioritization of climate change mitigation strategies. The proposed method comprises two stages. In the first stage, the weight coefficients of the criteria are calculated. In the second stage, the fuzzy Einstein WASPAS approach is applied to select the most suitable alternative among the three alternatives. Testing and validation of the model are done through a comparison with existing decision making methods in the literature. The results show that the best plan should be inclusive and equitable as well as economically efficient. Although the economic dimension is highly significant to the decision-making process, choosing the most suitable urban mobility planning option requires the consideration of other societal dynamics, too.