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This paper reports new insights into how the selection of route based characteristic parameters can influence the predicted energy consumption for next generation battery electric buses. 24 characteristic parameters have been studied to understand their relative importance on vehicle energy consumption and to develop new data-driven prediction models. The parameters are grouped into two scenarios, representative of the varying levels of route information available to a typical bus operator. A combination of feature selection methods was used to determine which characteristic parameters had the greatest influence on energy consumption. Regression based prediction models were developed, and models were then validated using standard and real vehicle drive cycles. The prediction models had a mean absolute percentage difference of 2.10–10.67%. This paper presents a novel methodology to estimate energy consumption of operating zero emission vehicles, which will support public transport operators, policy makers and energy suppliers in the decarbonisation of public transport. [ABSTRACT FROM AUTHOR]

Freight curbside management has become a contentious issue as various stakeholders claim access to public urban space. Although prior research has offered solutions to mitigate freight-related conflicts in the use of space, a deeper understanding of the extent to which those interventions contribute to cities' sustainable development goals is needed. This paper presents the results of a meta -analysis that examines the effects of four freight curbside interventions: curbside space allocation for freight, data sharing, parking duration limits, and enforcement. The paper pinpoints benefits and drawbacks of those interventions on last-mile deliveries, the urban environment, and the use of public transport infrastructure. The findings suggest positive impacts and underscore the necessity of incorporating people-centred approaches in the design, implementation, and evaluation of policies concerning public space. Nevertheless, trade-offs when implementing those interventions have been identified. The paper concludes by outlining directions for future research and suggesting implications for urban freight policies. [ABSTRACT FROM AUTHOR]

The Mobility-as-a-service (MaaS) framework has the potential to induce changes in individual travel behavior towards more sustainable transportation alternatives by integrating multimodal travel services. However, insights into the behavioral responses of specific groups of people to MaaS, thus promoting green travel, are currently lacking. This paper intends to investigate the intergroup heterogeneous preferences on the choice of MaaS bundles and evaluate their contributions to eco-friendly travel. A stated choice experiment is designed, incorporating personalized MaaS service bundles complemented by different green travel-oriented ticketing strategies. The experiment caters to different groups of users related to public transport, cars, and other modes of transport. The results indicate a substantial improvement in the goodness-of-fit of the behavioral model after user classification, revealing significant heterogeneity in preferences among users regarding MaaS bundle choices. Notably, the impact of sub-tickets on nudging toward green transportation is more pronounced than that of monthly and discount tickets. [ABSTRACT FROM AUTHOR]

This paper introduces the gtfs2emis model, a bottom-up method available as an R package to estimate emissions of public transport systems. The method uses General Transit Feed Specification (GTFS) data, a standard format for public transport data widely adopted worldwide, which makes the method easily applicable to cities with limited data. The model requires a GTFS feed of a given transport system and a table with general characteristics of the vehicle fleet profile. The package can estimate over 16 pollutants and energy consumption based on emission factor models from Europe, the United States, and Brazil. It also includes functions to help users examine how emissions are distributed across space, at different times of the day, and by types of vehicles. This paper presents a reproducible example of the city of São Paulo (Brazil) to demonstrate the gtfs2emis package and to discuss the potential applications and limitations of the proposed model. [ABSTRACT FROM AUTHOR]

COVID-19 has brought severe disruption and demand suppression to mobility, especially to public transport (PT). A key challenge now is to restore trust that PT is safe again. This paper investigates pandemic impacts on PT safety and stress perceptions in three Nordic cities, drawing on 2018 and 2020 survey data analysed in structural equation models. While finding modest pandemic effects on safety and stress perceptions overall, strong heterogeneities exist across gender, age and geographic categories. Women perceive less PT safety and more stress, especially during the pandemic. Older adults reduced PT more during the pandemic and perceived no stress reduction like younger adults. Stockholm travellers feel less safe and more stressed than in Oslo and Bergen, whilst pandemic PT use and perceived safety reductions are least in Bergen. The paper discusses the long-term implications for theory and policy across multiple mobility scenarios accounting for modal change and travel demand uncertainties. [ABSTRACT FROM AUTHOR]

This paper evaluates Integrated-Demand Responsive Transport (I-DRT) as a solution to the challenges faced by traditional public transport (PT) systems in low-demand urban areas. The study investigates the implications of replacing local PT with I-DRT in low-demand urban areas. A multi-objective model, incorporating operational cost, environmental impact, passengers' travel time, and inequity is used to simulate the I-DRT performance. The analysis compares the performance of I-DRT and existing local bus lines in Belconnen, Canberra, Australia, based on number of utilised vehicles, operational cost, fuel consumption, average travel time, individual passenger travel time, delay, and inequity in delay distribution. [ABSTRACT FROM AUTHOR]

Studies on travel satisfaction have proliferated recently. However, research efforts to conceptualize travel satisfaction are relatively scarce. One important issue is what reference points people use to evaluate travel satisfaction. While previous research considered travel preference as a reference point, people may compare travels to other reference points, such as travel experience and peers' travel. This paper aims to clarify the role of preferred, past, and peers' travels in travel satisfaction. Multi-group structural equation models are adopted to capture the heterogeneity of such effect across commuters by different transport modes. Household travel survey data collected in 2018 in Shanghai, China are used for modeling. We found that all three reference points are at play in evaluating travel satisfaction. Preferred and peers' travels matter more for commuters using motorized transport modes than those using non-motorized modes; travel experience matters less for commuters by public transport than those by other transport modes. [ABSTRACT FROM AUTHOR]

• Car sharing is unevenly distributed in the Oslo region and within the municipality. • Ares with middle income and higher education levels scores higher on car sharing. • Car sharing is more prominent in areas with high share of cultural industry workers. • It is more frequent in areas with higher shares of men and multifamily housing. • Car sharing correlates with areas scoring high on public transport competitiveness. This paper examines urban patterns of car sharing supply and demand at neighbourhood level. By using literature on spatial inequality and unequal mobility access, we provide new insights into the urban geographies of car sharing. We draw on register data of members and vehicles of station-based car sharing for Oslo, Norway, spatially coupled with population composition, urban form and public transport accessibility ratios. We find both the demand and supply of station-based car sharing to be unevenly distributed. Some of the most profound contributors to car sharing demand include middle income levels, middle and higher levels of education, higher shares of the population working in cultural sectors, higher shares of men, higher shares of multifamily housing, and higher strengths of the public transport regime compared to that of the private car. The paper discusses the implications of these findings for sustainable urban mobility, mobility justice and urban and transport planning. [ABSTRACT FROM AUTHOR]

Paratransit, in particular the minibus taxi, is the mainstay of public transport in sub-Saharan Africa. These vehicles are often second-hand, ageing, fuel inefficient, and expensive to operate - issues that electrification can ameliorate. However, modeling and planning large-scale transitions to electric paratransit require reliable estimates of vehicle energy consumption. This paper provides such estimates by applying a vehicle kinetic model to per-second GPS data gathered on minibus taxis. Data include 62 trips across three routes with different driving conditions near Stellenbosch, South Africa. We find a range of energy consumption from 0.29 to 0.51 kWh/km (mean = 0.39 kWh/km). Past estimates in literature relied on per-minute GPS data, which we show leads to inaccurate energy consumption estimates. We recommend new kWh/km values for modeling vehicle operations and grid impact, and discuss how future work can utilize our analysis to advance the transition to electric paratransit sub-Saharan Africa. [Display omitted] • Highest fidelity kWh/km estimates for paratransit in sub-Saharan Africa to date. • Urban, hilly, and inter-city driving conditions are investigated. • 0.29–0.51 kWh/km (mean = 0.39 kWh/km), depending on driving condition. • Specific kWh/km recommendations for usage in operations planning and grid impact. • Per-minute data fails to capture effect of micro-mobility patterns on kWh/km. [ABSTRACT FROM AUTHOR]

Charging station planning is critical in the implementation of public transport electrification. However, in cities, there is insufficient experience and knowledge of the factors that influence the utilization of charging stations, particularly charging stations aimed at serving a fleet of electric taxis. Shenzhen is one of the pioneers in promoting electric taxis. In this paper, we collect large-scale datasets from Shenzhen and provide a data-driven space–time analysis of the relationship between charging station utilization and urban form and demand for taxi services. We use a Random Forest Regression model to explore these relationships and apply a Shapley value method to interpret the results. We find that demand for taxi services, measured as hourly pick-up and drop-off densities, have a non-linear relationship with utilization. Metro station density positively correlates with utilization, whereas the relationships between population density, land-use entropy, road density, and bus station density are more complicated. [ABSTRACT FROM AUTHOR]

• Data-driven economic assessment of alternative power technologies for transit buses. • Life cycle social cost model as a tool for policy-making on alternative bus powertrains. • High purchase costs and limited battery range hinder electric bus deployment. • Congested urban routes are the most suitable for electric buses. This paper aims to analyze overall economic and environmental performances of alternative bus powertrains by focusing on U.S. active fleets in different urban contexts. We define a life cycle cost model related to bus technologies by referring to real-world data of 256 transport operators, which provide more than 80% of total vehicle revenue miles produced by urban transit mode across the U.S. in 2019. The proposed method includes some service parameters that significantly affect the supply cost (e.g., service speed, annual mileage), on which we perform scenario and sensitivity analysis. Results show that electric buses are cost-competitive in large cities and metropolises, where urban bus routes are characterized by a high level of congestion, high service frequency, and the highest marginal impact of harmful emissions. In towns and suburban areas, where bus routes are longer and faster, full electric technology still faces both economic and technical barriers. [ABSTRACT FROM AUTHOR]

This paper describes the results of an experimental campaign carried out on three urban buses fuelled by natural gas, aimed at measuring pollutant emissions and fuel consumption in real driving conditions. The buses, used for public transport in three Italian cities, were equipped with a Portable Emission Measurement System. Emission tests were performed over the routes on which the buses operate in their service, and cold start emissions were also investigated. The results showed that the differences in CO and NOx emissions can be attributed to the calibration of the fuel supply system. PM emissions were low and similar to those reported in the literature for other CNG buses, while CO 2 and fuel consumption were affected by the driving cycle. Cold start strongly impacted CO and NOx emissions because of the effect of temperature on catalytic converter efficiency, with cold over-emissions strongly dependent on ambient and coolant temperatures at engine start. [ABSTRACT FROM AUTHOR]

Transit users' travel satisfaction is important for assessing the performance of transit-oriented development. Existing studies emphasize the role of service attributes, built environment, and travel attitudes in predicting transit users' travel satisfaction. However, few studies have jointly examined the effects of environment and attitudes based on sophisticated theoretical foundations. This paper aims to narrow this gap by examining the interaction effects of transit accessibility and attitudes towards transit on transit users' travel satisfaction from a person-environment fit perspective. The data is from a household survey conducted in Shanghai in 2018. Using polynomial regression analysis with response surface methodology, the study finds that interaction effects significantly influence the affective component of travel satisfaction, but not the cognitive component. Public transit users' travel satisfaction increases with the congruence between attitude and accessibility. Dissonance is not necessarily a bad situation and may improve travel satisfaction when there is an increase in either factor. [ABSTRACT FROM AUTHOR]

• Trips by dockless bike-sharing show the highest travel satisfaction. • The longer assess time is related to lower satisfaction with dockless bike-sharing. • Travelers have higher satisfaction with dockless bike-sharing as the primary mode. • Pro-public transit attitude relates to higher satisfaction of dockless bike-sharing. • Residential road network has no effect on satisfaction with dockless bike-sharinga. Using survey data collected among residents in Beijing, this paper presents an investigation of the difference in travel satisfaction between dockless bike-sharing and other travel modes. The effects of individual, spatial and trip attributes on travel satisfaction with dockless bike-sharing are also identified. Our analysis adds to the empirical support for higher satisfaction with trips by dockless bike-sharing than trips by private bicycles. The assess time for shared bicycles is negatively associated with travel satisfaction with dockless bike-sharing. In addition, travelers have higher satisfaction with dockless bike-sharing when used as the primary mode than as the first-mile/last-mile solution. Travel-related attitudes tend to play a more significant role in travel satisfaction with dockless bike-sharing than residential built environment. Travelers with a preference for bicycles and public transport and those who value the health or environmental influence of travel tend to evaluate dockless bike-sharing travel as more satisfying. [ABSTRACT FROM AUTHOR]

• Analyses of the effects of improving public transport services on patronage. • Cases from eight Norwegian self-contained cities with 12,000–118,000 inhabitants. • Reorganised bus services into fewer, straighter, faster routes with higher frequency. • This resulted in patronage growth of 3.3–17.6% per year in the evaluation periods. • Clear goals and enhanced knowledge were key for successful interventions. • The results show that increased patronage can be achieved in smaller cities. The paper contributes to the scarce empirical knowledge concerning the effects of improving public transport services on patronage. It analyses cases in eight Norwegian cities, varying in size from 12,000 to 118,000 inhabitants, where bus services were reorganised into fewer, straighter, faster and simpler lines with higher frequencies. Walking distances to stops increased in some areas and services were reduced on less used routes. The interventions were followed by patronage growth of 3.3–17.6% per year over the evaluation period, contrasting the pre-change situation of lower growth or decline. Stronger focus on increasing public transport competitiveness versus cars, enhanced knowledge among planners and organisational changes leaving more power to the professionals stood out as important factors explaining why these interventions had been implemented. The results might be relevant for those involved in developing bus-based, regular, local public transport services for largely self-sustained small and medium-sized cities aiming at increasing patronage. [ABSTRACT FROM AUTHOR]

This paper develops an infrastructure-enabled eco-approach specifically for transit systems, where a two-stage simulation approach is proposed to include the impact of bus stops, and can further quantify the effects of infrastructure-enabled eco-approach on transit operating and service. The developed system is then embedded into a well-developed simulation environment, i.e., Simulation of Urban Mobility (SUMO), and a series of real-world-based cases are designed to compare the proposed system with traditional method and non-control case at segment-, line-, and network-level service respectively. Results reveal that the proposed method outperforms the traditional eco approach and can significantly improve the energy efficiency and reduce CO 2 emission by up to 54.33%, where the environmental benefits are more clearly seen when more transit services are involved. In particular, it has the capability of marginalizing the speed fluctuations around the bus stop. [ABSTRACT FROM AUTHOR]

• We identify the relationship between bike sharing and public transit (PT). • We estimate the environmental impacts of bikeshare as it also substitutes PT. • 27.9% of bikeshare trips substitute buses and 8.1% substitute subways. • Bikeshare has significant environmental benefits by replacing other modes. • Environmental benefits are overestimated if not considering the substitution for PT. Bike sharing has the potential to benefit the environment with less energy consumption and CO 2 emissions. Most previous studies on this topic assumed that bikeshare trips mainly substitute cars. However, bikeshare also replaces ecologically friendly transportation modes like public transit (PT). Therefore, it is vital to examine bikeshare's modal shift from PT to fully assess its environmental impacts. This paper examines the bikeshare and PT relationships in Chengdu,and environmental effects of bike sharing under two cases based on this relationship. The first case only considers the substitution of bikeshare for car and walking, and 19,964.31 L of fuel and 4125.13 kg of CO 2 can be saved; while the second case also considers its substitution for buses and subways, and 13,198.68 L of fuel and 2564.31 kg of CO 2 can be saved. Results indicate that the environmental benefits of bike sharing may be overestimated if not considering its substitution for PT. [ABSTRACT FROM AUTHOR]

Low-carbon travel for rural residents in China is of great significance for reducing CO 2 emissions and achieving the "dual carbon goals". This paper uses system dynamics modeling and case analysis to explore the realization path of low-carbon travel in rural China, establishes a complex system dynamics model of low-carbon rural travel in China. By running multi-scenario simulations, the characteristics of rural residents' travel and the trend of CO 2 emissions in China are found. Through the case study, it is found that the built environment, low-carbon travel policy, rural residents' travel preference and travel cost are the important factors affecting rural low-carbon travel. New energy policy can effectively reduce rural travel CO 2 emissions. However, an excessively large increase in rural low-carbon public transport would reduce marginal benefits. The government should choose the right policy intensity according to the economic and fiscal situation. [ABSTRACT FROM AUTHOR]

Sufficient accessibility to opportunities, with different transport modes, is an important factor in order to avoid transport-related social exclusion and transport poverty. This paper investigates the social and geographical disparities in accessibility and time competitiveness of public transport in the Oslo region. Both place-based access to employment opportunities and the working population's individual-specific commutes are measured. The study combines registry data with detailed accessibility metrics and uses descriptive maps and spatial regression models to study transport poverty. The results show that less affluent neighbourhoods suffer from low accessibility and poor time competitiveness of public transport, which is partly related to the suburbanization of poverty. This suggests that the transition to low emission mobility, with restrictions on car use, may be especially burdensome in less affluent neighbourhoods. The findings can help policy makers in securing an equitable transition from car to more sustainable transport modes. [ABSTRACT FROM AUTHOR]

• Analyses of four Norwegian self-contained cities with 28,000–1,020,000 inhabitants. • Surveys at public transport stops and of commuters. • Walking trips to local public transport stops last 4.1–6.0 min on average. • Walking trips to railway stations last 6.6–8.6 min on average. • Walking distances to local public transport increase with increasing city size. • Short walks increase the probability of using public transport for commutes. This paper contributes to the scarce empirical knowledge concerning distances and durations of walking trips to public transport in smaller cities and in European cities. Results show that walking trips to local public transport stops last 4.1–6.0 min (328–520 m), on average, in different cities, and walking trips to railway stations last 6.6–8.6 min (528–688 m). Walks are longer on the workplace side than on the home side of the journey. Walking distances to local public transport stops increase with city size. Short trips to stops increase the likelihood of using public transport for commutes. Survey results suggest that higher frequencies and direct connections are more important than shorter walks to stops to make more people commute by public transport in the smaller cities. The results may be relevant for smaller and larger cities aiming to improve public transport competitiveness versus the private car on commutes. [ABSTRACT FROM AUTHOR]

• We evaluate decarbonization of passenger transportation in Rio de Janeiro, Brazil. • Public transport and carpooled shared mobility rise system capacity and reduces CO 2. • Biofuels reduce CO 2 emissions at no increased system cost. • CO 2 price is the most effective decarbonization policy, but it is costlier. • Increased renewable electricity and electrification of the fleet reduce the most CO 2. This paper applies an energy systems model to evaluate how shared mobility (ride-hailing and shared autonomous vehicles), public buses, alternative energy sources (electricity and biofuels) and carbon pricing contribute to reduce passenger vehicles CO 2 emissions in Rio de Janeiro state, Brazil, from 2016 to 2050. Public buses and carpooled shared mobility increase system capacity, resulting in lower vehicle ownership, energy demand and CO 2 emissions, as well as savings per ton of CO 2 abated (from $3 to $4186). Biofuels reduce CO 2 emissions at no increased system cost, while carbon pricing is the most effective policy to reduce CO 2 emissions, but it is costlier than the alternatives and results in greater private vehicle use (up to 260%) if the expansion of zero-carbon public transportation remains limited due to technology adoption. The policy that reduces the most emissions (by 84%) combines the expansion of renewable electricity generation and implementation of a CO 2 price. [ABSTRACT FROM AUTHOR]

• The 20-minute city has the potential to provide numerous benefits for residents. • Some areas need additional support if the 20-minute city is to be socially just. • Socio-economic inequalities in accessibility exist in Liverpool City Region. The 20-minute city has become a popular urban planning policy to support low-transport neighbourhoods. Whilst meeting residents' needs in local neighbourhoods is not a new concept, urban and transportation planners are increasingly being tasked with re-structuring transport and public services to facilitate people 'living locally'. The existence of a 20-minute city is seen as a signifier of urban success and has taken on political acknowledgement through the pandemic, yet existing spatial inequalities contribute to the daunting headwinds in making active travel support an equitable city. In this paper, we provide a novel approach to identify where 20-minute neighbourhoods might exist within a large city region and assess how their existence aligns with socio-spatial inequalities. [ABSTRACT FROM AUTHOR]

• Long dock-less e-bike-share (EBS) trips are likely to substitute for car trips. • Women and EBS membership holders are likely to report car substitution. • Dock-less EBS trips to a restaurant tend to replace ride-hailing. • Reliable EBS availability is important for replacing private bicycle and car use. Dock-less e-bike-share use is likely to reduce vehicle miles traveled (VMT) and related greenhouse emissions – if it substitutes for car use. If the major mode shift comes from public transit, owned bike, or walking, the benefits will be more limited. The goal of this paper is to identify the factors influencing mode substitution, defined here as the mode that is replaced when bike-share is used. The analysis shows that the dominant mode substitution for trips of less than 1 mile for most trip purposes is walking. Long trips and non-commute trips that start at non-commercial locations are likely to represent car substitution and some groups, such as women, non-membership holders and those who have a private car, are more likely to report car substitution for any trip purpose. These results provide guidance for designing bike-share operations and policies to enhance car substitution. [ABSTRACT FROM AUTHOR]