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How can urban policies and planning approaches help in achieving a safer mobility and carbon reduction in the transport sector? The attention of planners and policy makers towards the promotion of sustainability and reduction of environmental impacts has grown in recent years. This paper investigates the role that Urban Planning plays in the long term towards a safer and climate friendlier mobility, highlighting the need for integrated approaches gathering spatial planning and mobility management. After a review of several urban policies and planning strategies, initiatives, and approaches, mainly based on the urban scale, the paper presents an urban regeneration case study leading to an increase of pedestrian accessibility at the neighborhood level. This can be seen as a support tool to foster sustainable, safe, and climate friendly mobility in cities. The results of the performed analysis show a dependency of accessibility from two different factors: the distribution of services and the capillarity of the soft mobility network, which can contribute to creating a more walkable space.

As it is widely accepted, cycling tends to produce health benefits and reduce air pollution. Policymakers encourage people to use bikes by improving cycling facilities as well as developing bicycle-sharing systems (BSS). It is increasingly interesting to investigate how environmental factors influence the cycling behavior of users of bicycle-sharing systems, as users of bicycle-sharing systems tend to be different from regular cyclists. Although earlier studies have examined effects of safety and convenience on the cycling behavior of regular riders, they rarely explored effects of safety and convenience on the cycling behavior of BSS riders. Therefore, in this study, we aimed to investigate how road safety, convenience, and public safety affect the cycling behavior of BSS riders by controlling for other environmental factors. Specifically, in this study, we investigated the impacts of environmental characteristics, including population density, employment density, land use mix, accessibility to point-of-interests (schools, shops, parks and gyms), road infrastructure, public transit accessibility, road safety, convenience, and public safety on the usage of BSS. Additionally, for a more accurate measure of public transit accessibility, road safety, convenience, and public safety, we used spatiotemporally varying measurements instead of spatially varying measurements, which have been widely used in earlier studies. We conducted an empirical investigation in Chicago with cycling data from a BSS called Divvy. In this study, we particularly attempted to answer the following questions: (1) how traffic accidents and congestion influence the usage of BSS; (2) how violent crime influences the usage of BSS; and (3) how public transit accessibility influences the usage of BSS. Moreover, we tried to offer implications for policies aiming to increase the usage of BSS or for the site selection of new docking stations. Empirical results demonstrate that density of bicycle lanes, public transit accessibility, and public safety influence the usage of BSS, which provides answers for our research questions. Empirical results also suggest policy implications that improving bicycle facilities and reducing the rate of violent crime rates tend to increase the usage of BSS. Moreover, some environmental factors could be considered in selecting a site for a new docking station.

Providing a sufficiently appropriate route environment is crucial to ensuring fair and safe biking, thus encouraging cycling as a sustainable mode of transport. At the same time, better understanding of cyclists’ preferences regarding the features of their routes and their infrastructure requirements is fundamental to evaluating improvement of the current infrastructure or the development of new infrastructure. The present study has two objectives. The first is to investigate cyclists’ route preferences by means of a choice experiment based on a stated preference survey. Subsequently, the second objective is to compare cyclist preferences in two countries with different cycling characteristics (both in infrastructure as well as cyclists’ behavior). For this purpose, a graphical online stated preferences survey was conducted in Greece and Germany. Within the framework of statistical analyses, multinomial mixed logit discrete choice models were developed that allow us to quantify the trade-offs of interest, while distinguishing between the preferences of different user groups. In addition, user requirements in Greece, as a country with a low cycling share and very little dedicated bike infrastructure, were compared to the requirements in Germany, where cycling is popular and the infrastructure is well developed. The results over the whole sample indicate that subgroups value infrastructure differently according to their specific needs. When looking at country specifics, users from Greece are significantly more willing to accept longer travel times in return for higher-quality facilities. The utility of low speed limits in mixed traffic is also different. In Germany, low speed limits offset the disturbance caused by motorized traffic, but in Greece they do not. Consequently, the results help to asses which types of infrastructure are most sustainable from a user perspective and help to set priorities when the aim is to adapt the road infrastructure efficiently in a stable strategy.

This research sets out to examine the interaction between accessibility, social inequalities and sustainability by revisiting a well-documented case of inequalities in access in Global South cities: Bogotá. Our analysis builds on the concept of accessibility, focusing on the role of transport as an enabler of opportunities for social interactions, healthcare and leisure, which are essential to the full participation in society. The research applies a methodological framework for accessibility developed and tested in the Latin American context, though it has not been previously applied to non-commuting travel. Our paper contributes to the existing evidence base showing the relevance of non-commuting travel to sustainable transport assessment in contexts of high inequality, which can be scaled up and applied in other contexts with various levels of social and environmental inequalities. The empirical analysis is based on data from Bogotá’s household travel survey. Using this dataset, we measure accessibility using a gravitational type of metric that is calibrated based on observed travel behavior. Accessibility levels were estimated by car and public transport for every zonal planning unit in the Bogotá Region. Accessibility indices are analyzed from an equity perspective using metrics such as the Palma ratio for differences of income and socioeconomic positions. Results show that on average, low- and middle-income areas have higher accessibility than high-income areas by both private and public transport. Accessibility conditions are discussed considering a framework of transitions to sustainable urban mobility, reflecting on various drivers and consequences of barriers to access in different areas and social groups. Our findings provide insights to support actions that redistribute accessibility of opportunities beyond the job market, questioning the applicability of accessibility measures to discuss equity and sustainability in cities such as Bogotá.

Successful catch-up is an important channel to achieve sustainable development for emerging economies; however, it is a great challenge to catch up in complex products and systems (CoPS). Studies show limited evidence on how successful catch-up occurred in CoPS for emerging economies. This study holds the view that CoPS catch-up means a narrower gap in the innovation ecosystem between latecomers and leaders. This study disentangles the CoPS innovation ecosystem and uses China’s high-speed railway (HSR) as a longitudinal case with abundant data to explore how successful catch-up in CoPS is achieved. The results show that the CoPS innovation ecosystem presents a dynamic evolution in the technology innovation subsystem, the value creation subsystem, and the habitat. Four types of forces from the innovation ecosystem mix together to drive CoPS catch-up. Finally, this study proposes a CoPS catch-up process model following the basic logic of start point, activities, and performance, and CoPS industrial standards are used to measure CoPS catch-up performance. The study on CoPS catch-up from an innovation ecosystem perspective provides new insights and useful implications for governments and entities in CoPS of emerging economies.

Understanding commuters’ behavior and influencing factors becomes more and more important every day. With the steady increase of the number of commuters, commuter traffic becomes a major bottleneck for many cities. Commuter behavior consequently plays an increasingly important role in city and transport planning and policy making. Although prior studies investigated a variety of potential factors influencing commuting decisions, most of them are constrained by the data scale in terms of limited time duration, space and number of commuters under investigation, largely owing to their dependence on questionnaires or survey panel data; as such only small sets of features can be explored and no predictions of commuter numbers have been made, to the best of our knowledge. To fill this gap, we collected inter-city commuting data in Germany between 1994 and 2018, and, along with other data sources, analyzed the influence of GDP, housing and the labor market on the decision to commute. Our analysis suggests that the access to employment opportunities, housing price, income and the distribution of the location’s industry sectors are important factors in commuting decisions. In addition, different age, gender and income groups have different commuting patterns. We employed several machine learning algorithms to predict the commuter number using the identified related features with reasonably good accuracy.

Public ridepooling systems could contribute to the reduction of traffic volume and emissions in cities by decreasing the number of rides by private car while increasing the average number of passengers per vehicle. Yet, it is unknown how urban travelers value different attributes of the ridepooling’s operational concept. Which characteristics of ridepooling concepts are most important to the users? In order to obtain a deeper understanding of travelers’ preferences concerning a ridepooling system, choice-based Conjoint Analysis was performed. Based on a literature review and a focus group, six relevant attributes of the operational concept of ridepooling systems were determined: fare, walking distance, time of booking, shift of departure time, travel time, and information provision. Data from 237 German city dwellers were analyzed with the help of Cox regression. Except for time of booking, all service attributes significantly affected the respondents’ choice. Besides the high relevance of fare, the results underline the particular importance of the attribute walking distance to the pick-up point for elderly. The results give guidance for the creation of user-centered public transport systems that meet the requirements of the prospective passengers and thus might contribute to the development of shared passenger transport systems for sustainable urban mobility.