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Air transportation is a mode of transport developed specifically to provide access to long-distance destinations that may otherwise be infeasible or at least more difficult to reach. Accordingly, there are distinct aspects of air travel that require consideration when assessing accessibility by air transportation, which are not addressed in general local accessibility studies. This paper reviews studies of accessibility by air transportation. The studies in question were published in academic journals, and we analysed them using the broad theoretical framework of accessibility of Geurs and van Wee [Accessibility evaluation of land-use and transport strategies: Review and research directions. Journal of Transport Geography, 12(2), 127–140]. We discuss the characteristics of accessibility by air transportation to consider when designing research, as well as trends and knowledge gaps in the existing literature. An important gap is that, while there is a growing interest towards perceived accessibility by air transportation, accessibility measures based on this perspective have not yet been applied yet. Additionally, the literature is largely focused on the transport and land-use components of accessibility as opposed to the individual and temporal components. We finish by discussing the benefits and drawbacks of directly applying conventional accessibility measures for research on accessibility by air transportation, as well as options to modify the temporal component of conventional person-based accessibility measures for better applicability in the air travel context. [ABSTRACT FROM AUTHOR]

This paper positions possibilities for human geographies of the sea. The growing volume of work under this banner has been largely qualitative in its approach, reflecting, in turn, the questions posed by oceanic scholars. These questions necessitate corresponding methods. Whilst this is not necessarily a problem, and the current corpus of work has offered many significant contributions, in making sense of the human dimensions of maritime worlds, other questions --and methods--may generate knowledge that is useful within this remit of work. This paper considers the place of quantitative approaches in posing lines of enquiry about shipping, one of the prominent areas of concern under the banner of 'human geographies of the seas'. There is longstanding work in transport geographies concerned with shipping, logistics, freight movement and global connections, which embraces quantitative methods which could be bridged to ask fresh questions about oceanic spatial phenomena past and present. This paper reviews the state of the art of human geographies of the sea and transport geographies and navigates how the former field may be stimulated by some of the interests of the latter and a broader range of questions about society-sea-space relations. The paper focuses on Automatic Identification Systems (or AIS) as a potentially useful tool for connecting debates, and deepening spatial understandings of the seas and shipping beyond current scholarship. To advance the argument the example of shipping layups is used to illustrate or rather, position, the point. [ABSTRACT FROM AUTHOR]

This paper contributes to the robust dialogue in animal geographies by adding a focus on mobilities. Trans-paw-tation establishes a framework for understanding animal mobilities by drawing on a range of epistemological and methodological approaches, all of which aim to better understand animals and their role in the world. It goes on to propose three approaches to trans-paw-tation and the theoretical possibilities of thinking across animal geographies and mobilities: first, by reflecting on the movement of animals and animals' movements in both the historic and contemporary city; second by examining animal policies and the ways in which animals are included and excluded from urban mobilities; and third, by considering the metaphorical and symbolic associations between animals and mobilities. These deliberations are based in South African cities where both animal and transport geographies have been exploited as a mechanism for discrimination and control, and in the postapartheid context, offer opportunities for social and spatial integration. In so doing, this paper moves beyond anthropocentric approaches to mobilities by bringing animal geographies into conversation with African and urban studies and by offering a methodological contribution towards understanding trans-paw-tation. [ABSTRACT FROM AUTHOR]

The Journal of Geographical Systems (JGS) has announced two initiatives to recognize outstanding research published in the journal. The first initiative is the JGS Best Paper Award, which aims to encourage and acknowledge excellent scholarship in the field of GIScience and spatial planning. The second initiative is the Editors' Choice, where the editors select their favorite paper from each issue. The winners of these awards are listed on the journal's website and their papers are made freely accessible for a certain period of time. The 2023 JGS Best Paper Award was given to Luyu Liu, Adam Porr, and Harvey J. Miller for their research on evaluating the reliability of public transit accessibility using real-time data. The paper demonstrates how even small levels of unreliability in transit services can significantly impact accessibility levels, particularly for lower income populations. The paper also promotes open and reproducible research practices. The Editors' Choice for Volume 26(1) is a paper by Chris Jacobs-Crisioni, Ana I. Moreno-Monroy, Mert Kompil, and Lewis Dijkstra, which proposes a sequential approach to estimate school provision, cost, and access using open databases of student counts. The paper provides valuable insights into the balance between cost, access, and residential values in school provision. Both papers are recognized for their significant contributions to the field. [Extracted from the article]

Of course, social and transport justice is nothing new, but as we learn from scholar Mimi Sheller ([22]) the world we live in is a manifestation of the material and relational outcomes of a colonial, extractive and patriarchal history of mobility and immobility. These conversations have grown to embrace mobility justice as a concept distinct from transport justice and equity (Verlinghieri and Schwanen [30]). While the transdisciplinarity of mobility justice studies has been highlighted, in this issue we seek to make further contributions to how we can approach mobility justice from a geographical position. The theme of this special issue is mobility justice. [Extracted from the article]

Almost 20 years have passed since Viequenses succeeded in their struggle to kick out the US Navy from their island, yet residents have been left stranded facing issues of the dispossession of the island's most poor, alongside slow clean‐up efforts and deteriorating health outcomes. Drawing upon approaches from recent critical transportation geographies, this article uses a mobility justice framework to understand how the afterlives of over 60 years of direct militarised colonial violence continue to repeat through Viequense mobile life. I particularly focus on how Vieques' environmental injustices become mobility injustices through the poor ferry service. The article explores the governance of the maritime transportation service by disentangling its mobile politics, revealing the deeper impacts of coloniality on infrastructures of mobility. I do so through a critical policy analysis of legislative measures, plans, reports and grant proposals prepared by Puerto Rican state authorities from 1999 to 2021. Recognising the close relationship between debt and infrastructural landscapes in Puerto Rico, I use debt as an analytical tool to explain how it is constitutive of mobility regimes on the island. Through this analysis, the article centres on the creation of the Maritime Transportation Authority (ATM) as an institutional actor in charge of Viequense mobilities, detailing how it was enmeshed in fiscal and political tensions that resulted in extreme im/mobilities to its passengers. I find that the struggle for ownership over mobilities is a characteristic of the mobile politics of the ferry service, defined by an unequal power distribution between institutional actors and users, codified by public policies. This demonstrates how multiple dimensions of justice intertwine within mobility politics, aggravating existing environmental injustices into mobility injustices. Drawing upon approaches from recent critical transportation geographies, this article uses a mobility justice framework to understand how the afterlives of over sixty years of direct militarised colonial violence continue to repeat through Viequense mobile life. I particularly focus on how Vieques' environmental injustices become mobility injustices through the poor ferry service. The article explores the governance of the maritime transportation service by disentangling its mobile politics, revealing the deeper impacts of coloniality on infrastructures of mobility. [ABSTRACT FROM AUTHOR]

Due to the derived demands of wait time, travel time and waiting during travel, the perceived waiting/travel time has been found to exceed the actual waiting/travel time, both in travel and non-travel contexts (Fan et al., [14]; Meng et al., [22]; Pruyn & Smidts, [31]). In the travel behaviour literature, many studies found a negative effect of (self-reported) travel duration on travel satisfaction (e.g., De Vos et al., [9]; Morris & Guerra, [27]), especially when the actual travel time is longer than the ideal travel time (Humagain & Singleton, [18]; Ye et al., [41]). Wait time, travel time, and waiting during travel are closely related time uses that often overlap in how they are perceived, viewed, and/or valued. [Extracted from the article]

We conduct a systematic scoping review of the academic literature concerning pedestrian accessibility. We distinguish "walking accessibility" from the broader topic of "walkability" by two criteria: papers must consider one or more destination type(s), and papers must address the issue of distance or impedance. After searching Web of Science, TRID, and Google Scholar databases and conducting screening, we identify 85 papers meeting these criteria. We organise the literature review according to the four components of accessibility identified by Geurs and van Wee [(2004). Accessibility evaluation of land-use and transport strategies: Review and research directions. Journal of Transport Geography, 12(2), 127–140]: (1) Land use; (2) transport; (3) temporal; and (4) individual and also add a section on the topic of impedance. Walking accessibility studies address a much greater range of land uses or destination types than is typically found for other modes. The transportation component is relatively undeveloped, as pedestrian infrastructure includes many influential elements not currently tracked in GIS systems. Few studies address the temporal component of walk accessibility, which varies according to climatic and nighttime conditions. Most papers do not account for the significant variation across individual capabilities and preferences regarding walking. We note that developing detailed pedestrian networks is a key first step, as most published analysis is conducted on roadway networks. A second major recommendation is to consider individual variations in walk accessibility across demographic classifications, accounting for varying levels of physical mobility. [ABSTRACT FROM AUTHOR]

This article investigates sexual assault on commuter trains in Tokyo to unravel the folk theorizing that passengers engage in to make sense of sexual violence in the urban commons. Through what everyday conceptual work do commutersconstitute sexual violence on transit systems as a persistent aspect of city life? The discussion identifies national cultural discourses of gender and city crowds as key explanatory categories through which commuters diagnose and grapple with sexual violence on mass transit. Scenes of sexual assault on commuter trains in Tokyo bespeak the need for geographical analysis of stranger violence to articulate itself from the intersections between urban forms and manifestations of the nation in cities. By tracing these social relations on-the-move, the article highlights the value of bringing feminist studies of violence into dialogue with a sociology of urban crowds and critical geographies of public transportation. First, a focus on urban form reveals how the social properties of mass transit mediate violent intimacies between strangers in the city. Second, precisely because violence produces social knowledge by discriminating between people, analysis of sexual assault on public transport enables a more precise conceptualization of the links between passengering and urban social inequality. [ABSTRACT FROM AUTHOR]

The creation of the General Transit Feed Specification (GTFS) in the mid-2000s provided a new data format for cities to organize and share digital information on their public transport systems. GTFS feeds store geolocated data on public transport networks, including information on routes, stops, timetables, and service levels. The GTFS standard is now widely adopted by thousands of transport authorities and a wide variety of software applications for different purposes, including trip planning, timetable creation and accessibility analysis. Yet, there is still a lack of tools to parse GTFS data when the objective is to analyze the complex spatial and temporal patterns of public transport systems. This paper presents {gtfs2gps}, a new general-purpose computational tool to easily process static GTFS data that allows one to analyze the space–time trajectories of public transport vehicles at fine spatial and temporal resolutions. {gtfs2gps} is an open-source R package that employs parallel computing to convert GTFS feeds from relational text files into a trajectory data table, similar to GPS records, with the timestamps of vehicles in every trip. This paper explains the package functionalities and demonstrates how {gtfs2gps} can be used to articulate key concepts in time geography to explore and visualize the spatial and temporal patterns of public transport networks. We also present a case study looking at how {gtfs2gps} can be used to examine socioeconomic and spatial–temporal inequalities in access to public transport, providing key information to monitor cities' progress toward the Sustainable Development Goals. The paper is accompanied by a computational notebook in R Markdown to support reproducibility of the results in this paper and to replicate the analysis for other contexts where GTFS data are available. Given the widespread use of GTFS, {gtfs2gps} opens new possibilities for researchers to examine the time geography of public transport systems in urban areas across the globe. [ABSTRACT FROM AUTHOR]

Describing travel patterns and identifying significant locations is a crucial area of research in transportation geography and social dynamics. Our study aims to contribute to this field by analyzing taxi trip data from Chengdu and New York City. Specifically, we investigate the probability density distribution of trip distance in each city, which enables us to construct long- and short-distance trip networks. To identify critical nodes within these networks, we employ the PageRank algorithm and categorize them using centrality and participation indices. Furthermore, we explore the factors that contribute to their influence and observe a clear hierarchical multi-centre structure in Chengdu's trip networks, while no such phenomenon is evident in New York City's. Our study provides insight into the impact of trip distance on important nodes within trip networks in both cities and serves as a reference for distinguishing between long and short taxi trips. Our findings also reveal substantial differences in network structures between the two cities, highlighting the nuanced relationship between network structure and socio-economic factors. Ultimately, our research sheds light on the underlying mechanisms shaping transportation networks in urban areas and offers valuable insights into urban planning and policy making. [ABSTRACT FROM AUTHOR]

As an interdisciplinary research field of rural geography and transport geography, the research of rural transport geography has gradually attracted the attention of scholars in China and overseas in recent years. The keyword co-occurrence analysis and burst detection analysis by CiteSpace software were adopted to explore the research hotspot and frontier of rural transport geography, and the research progress and trend were summarized. The results show that accessibility is the research hotspot in China and overseas, including macro spatial pattern analysis and micro travel behavior analysis; transport poverty has become the research frontier of Chinese literature, while equity and service of rural transport has become the research frontier of overseas literature. Currently, there has been some research progress about the spatial pattern, regional effects, and planning and policy of rural transport; however, due to the slow rural transport development and limited rural transport data, the attention and influence of rural transport geography research is weak. In future, under the background of rural revitalization strategy, based on regional system theory of rural man-land relations, the systematic analysis of the development laws of rural transportation system, the in-depth study on the interaction between rural transportation and other elements, and the combination of macro spatial-temporal pattern analysis and micro mechanism explanation is necessary for its theory development and practice exploration. [ABSTRACT FROM AUTHOR]

Background: This research takes the six provinces around Hubei Province where the Corona virus disease 2019 (COVID-19) outbreak as the research area, collected the number of cumulative confirmed cases (NCCC) in the first four weeks after the lockdown to explore the spatiotemporal characteristics, and to identify its influencing factors by correlation and regression analysis, finally providing reference for epidemic prevention and control policy. Methods: The analysis of variance was used to test the spatiotemporal variability of the NCCC in the six provinces, the Pearson coefficient was taken to find the correlation relationship between the NCCC and multiple factor data in socio-economic, geography and transportation, and the following regression equation was obtained based on regression analysis. Results: This study found that there is significant spatial variability in the NCCC among the six provinces and the significant influencing factors are changing along the four weeks. The NCCC in Shaanxi and Chongqing in the West was less than that in the other four provinces, especially in Shaanxi in the northwest, which was significantly different from the four provinces in the East, and has the largest difference with adjacent Henan province (792 cases). Correlation analysis shows that the correlation coefficient of the number of main pass is the largest in the first week, the correlation coefficient of the length of road networks is the largest in the second week, and the NCCC in the third and fourth week is significantly correlated with the average elevation. For all four weeks, the highest correlation coefficient belongs to the average elevation in the third week (r = 0.943, P = 0.005). Regression analysis shows that there is a multiple linear regression relationship between the average elevation, the number of main pass and the NCCC in the first week, there is no multiple linear regression relationship in the second week. The following univariate regression analysis shows that the regression equations of various factors are different. And, there is a multiple linear regression relationship between the average elevation, the length of road networks and the NCCC in the third and fourth week, as well as a multiple linear regression relationship between the average elevation, population and the confirmed cases in the fourth week. Conclusion: There are significant spatial differences in the NCCC among the six provinces and the influencing factors varied in different weeks. The average elevation, population, the number of main pass and the length of road networks are significantly correlated with the NCCC. The average elevation, as a geographical variable, affects the two traffic factors: the number of main pass and the length of road networks. Therefore, the NCCC is mainly related to the factor categories of flow and access. [ABSTRACT FROM AUTHOR]

Transportation is a prominent human activity that shapes space and is also affected by space. Transportation activities, which cover all kinds of spatial connections and mutual relations, are also an important part of the natural landscape as they leave visible impacts on the earth’s surface. Transportation, which shapes space, plays an active role in the formation of landscape similarities and differences. For this reason, transportation has been one of the areas of interest of geography. In this study, the density and capacity of transportation activities in Denizli are revealed from a geographical perspective. After briefly mentioning the historical background of transportation systems, the transportation geography of Denizli was examined with the statistical information obtained from various institutions. Attention has been drawn to the geographical factors affecting the transportation systems of railways, highways, and airlines. Despite the increasing transportation technologies, it has been understood that physical factors continue to be effective on transportation systems of Denizli. [ABSTRACT FROM AUTHOR]

Today, the classic means of transport of the environmental alliance (public transport PT, biking, walking) in inner cities are also supplemented by sharing offers such as bike sharing or electrically operated e-car and e-scooter sharing. On the one hand, e-scooters and other micro-mobility services should be considered as part of the public transport system: They cover mobility needs on the first and last mile between home/destination and public transport stop just like bicycle or walking. Keywords: Mobility behavior; mode choice; transport; Covid-19 pandemic; E-Scooter; micromobility EN Mobility behavior mode choice transport Covid-19 pandemic E-Scooter micromobility 369 399 31 11/23/22 20221201 NES 221201 1 Policy background Mobility and transport shape our normal everyday lives, whether it's the daily commute to work, shopping, leisure and holiday trip. Individual transport users continued to use cars or bicycles to a larger extent, while public transport users and multimodal users avoided or changed their routines more often due to infection risks in trains, in public transport or on flights (DLR, 2020b). Due to the currently reported generally low willingness and small numbers of users, the e-scooters do not seem to substitute public transport journeys, but rather to be used as a possibility for travelling to and from the public transport stop or for spontaneous leisure trips. [Extracted from the article]

Traffic jams have become a phenomenon that all areas of Baghdad suffer from in general and the study area in particular, as it is characterized by a very high population density, as its population (Al-Sadr City is 5 million people), this percentage is very high and the various activities that it entails, whether at the commercial, governmental, educational or health levels, and the movement of those activities requires movement It reflects the daily traffic volume of the roads in it, which creates a stifling problem, or traffic jams, if the roads and intersections do not accommodate the volumes of traffic passing by. Proceeding from the plan of the Municipality of Baghdad to improve the performance of the transport network in Baghdad and make this network comparable to its counterparts in the capitals of developed countries, by converting most of the main intersections in Baghdad into bridges to ensure the continuity of the drainage of traffic volumes and reduce the use of traffic lights. Therefore, the Municipality of Baghdad contracted with The competent authorities to implement a bridge intersection in Sadr City for the intersection of Al-Dakhil Street with Al-Quds Street instead of the current intersection, which suffers from severe traffic jams, if the service level is less than F, which is the worst level of service. Which represents the subject of the research, which is concerned with studying the intersection in terms of its importance, its geographical location, traffic volumes, determining the peak hours, conducting an analysis of the current operating conditions, and finding future volumes for the design period of the proposed bridge, which is the target year 2030. [ABSTRACT FROM AUTHOR]

This commentary reflects on the pandemic commute and its significance for, on one hand, engaging with the problematic category of essential work, and on the other, future geographical research on transport and mobilities. Drawing on essential workers' contributions to the 'Not working from home' public engagement project, I outline some experiences of commuting during the COVID‐19 pandemic. I illustrate the role of pandemic commuting in defining, and wrestling with, what the category of essential work might mean. I then discuss the ways in which attending to pandemic commutes may extend and reshape existing research on unequal mobilities. Some of the future research directions made more urgent by a focus on pandemic commutes include critical engagements with: first, intersectional inequalities in the journey to work; second, the category of 'essential journeys' as used in transport policy and practice; third, the positionality of academic researchers who work on the topic of commuting; and finally, the treatment of commuting time as an integral part of working time. Essential workers' commutes during the COVID‐19 pandemic presented new challenges and amplified existing ones. The Not Working from Home public engagement project documented some of them. Pandemic commutes should shape future research on commuting and inequality within transport geography. [ABSTRACT FROM AUTHOR]

This paper sheds light on the understudied phenomenon of female two-wheeler riders in Bangladesh, and their everyday negotiations of moto-mobility in patriarchal public spaces. In transportation research, female riders have traditionally been characterized as occupying the pillion seat. By conducting ethnographic observations of two-wheeler training clubs in Bangladesh (Dhaka) and qualitative interviews with female riders, the paper expands the discussion of gender and mobility beyond the usual focus on car and public transport in the Global South, which is critical for planning equitable and inclusive transport policies. Using the motility framework (access, competence and appropriation), this paper unravels the cultural, spatial and social dynamics of women's everyday moto-mobility. Through engagement in women-only training clubs which also serve as gendered social spaces, female riders actively build technical and spatial competence. They opt for safety-conscious approaches in driving behaviour, subverting traditional/masculine notions of dominance and authority. The findings also reveal how young riders subvert families and communities to acquire and ride motorbikes, but still largely conform (and adapt) to social norms to manufacture respectability (following normative sartorial choices, sex-segregated seclusion/purdah). In other words, their resistance is in proportion to how much they can assert themselves without facing negative repercussions from communities and society at large. As their presence and performances of micro-subversions rewrite spatial geographies (of risk and respectability), this has implications for reshaping the everyday transport geographies of women in urban public spaces. By presenting gender scripts as an element of appropriation in the constant negotiation of mobility, this paper contextualises motility in a non-western setting, and shows how multiple (seemingly contradictory) gender performances can feed into each other and regroup to facilitate women's access (to mobility) and rights in a gendered city. • Female motorbike riders in Bangladesh negotiate patriarchal urban public spaces. • In doing so, they challenge traditional gender scripts and reconstruct new ones. • Training clubs offer women new and safe spaces for gendered sociality. • Their micro-subversions rewrite spatial geographies (of risk & respectability). • This has implications for everyday geographies of women's mobility in urban spaces. [ABSTRACT FROM AUTHOR]

For example, some people state that everyone requires just one job, assuming this job pays well, so why should a public transport planning authority aim at improving access to jobs by public transport. Accessibility, the ease of reaching destination, is the most comprehensive land use and transport systems performance measure (Levinson & Wu, [21]; Wachs & Kumagai, [27]; Wu & Levinson, [29]). Our research found that accessibility by public transport to formal jobs leads to a decline in the number of people employed in the informal job sector (Boisjoly, Moreno-Monroy, & El-Geneidy, [3]). Accessibility to jobs has always been the most common measure due to the ease of obtaining the number of jobs in an area; in some developing countries, researchers measure accessibility to formal and informal jobs. [Extracted from the article]

Examining the traffic of border crossing points is a priority task due to the exploitation of the advantages of the national economy. An essential part in this process is the examination of the autocorrelation in the data. In this article, a theoretical approach was used: the geographically located physical parameters were removed, and random networks were generated and analysed to investigate the effect of autocorrelation. Spatial autocorrelation could explain up to nearly 50 percent of the effects with a well-chosen spatial weight matrix. This article can also be interpreted as the first element of a research series, thus defining future research directions and the steps of generalizability of the models is crucial. [ABSTRACT FROM AUTHOR]

Background: Contemporary economic systems are characterised by the increasing volumes and flow of goods. This attribute highlights the importance of logistics wherein one of the key focus areas pertains to the movement and storage of freight at different geographical scales. Objective: In the light of the importance of theory in research as well as the significance of geographical location in logistics processes, the objective of the paper is to analyse the extent, scope and gaps of theory utilisation in logistics-related research. Method: The paper is based on a systematic literature review approach that encompassed 243 sources. The searches were conducted on the Internet database platforms using keywords such as logistics, logistics activities, geography of logistics activities, supply chain management, logistics theories and freight models. Results: The relationship between logistics research and theory is ambiguous in that the majority of the research does not explicitly incorporate theory. Logistics particularly benefits from theory originating from other disciplines, such as economics, strategic management and marketing; however, the use of theories that originate from human geography has been limited in logistics research. Conclusion: The drive to understand the movement and storage of freight at different scales has relevance to human geography, particularly the subdisciplines of transport geography and economic geography. It is therefore recommended that logistics research consider the theoretical frameworks originating from human geography. [ABSTRACT FROM AUTHOR]

Over the last decade, there has been increasing interest among geographers in a critical perspective on studies of transportation and mobility, or studies that take into account the power relations within systems of transportation that produce space, place, mobility, and/or identity. This ever‐growing body of work includes people who might not consider themselves as transportation geographers per se, but nevertheless are expanding geographies of transportation beyond the traditional focus on vehicles, infrastructure, and economics. In this article, we review such work from three different perspectives: critical studies of professional practice, the interdisciplinary approach of Caribbean Studies, and the work of activists and scholar‐activists to connect environmental justice with mobility justice. [ABSTRACT FROM AUTHOR]

Observing trade flows at a Southern African border reveals that different commodities move differently, raising the question of why some commodities stop when others flow, and why some flows move faster when others experience speed reductions and stoppages. This paper is concerned with presenting a theoretical framework – the flow regime framework – to make sense of the uneven rhythms and manners of the flow of commodities. Building on a review of four economic geography trends (transport geography, logistics studies, thing‐following studies, and scalar analysis) and of the orderings and dichotomies they create, I argue that we need a non‐hierarchical way to understand the complexity and variability of trade flows and traders' strategies along different paces and rhythms. The flow regimes, defined as lasting socio‐technical agencements of practices, actors, infrastructure uses, and ideologies, comprise the proposed theoretical solution to make sense of the variability of commodities' paces. This theoretical framework is illustrated empirically through the examples of the three flow regimes identified in the Central African Copperbelt, based on 11 months of ethnographic fieldwork: the off‐road regime, characterised by modular and flexible rhythms; the spare‐wheel regime, whose flows are subjected to state‐induced accelerations and stoppages; and the power‐steering regime, based on costly public and private technologies allowing for fast and fluid commercial movements. Without attempting to describe a particular scale of action, the concept of regimes makes it possible to analyse head‐on activities that are usually studied separately (such as "small" border trade and flows driven by large logistics firms). I conclude by suggesting that the flow regimes framework allows to highlight how the globalisation of flows features irregularity and lumpiness. Why do some commodities flow fast when others stop? This paper aims to propose an alternative theoretical framework – the flow regime framework – to analyse trade flows without resorting to hierarchies and binaries that appear in the existing trends of economic geography. This view is supported by a case study of trade flows in the Central African Copperbelt. [ABSTRACT FROM AUTHOR]

Founded in 1993 by Richard Knowles, Journal of Transport Geography (JTRG) has become one of the most prestigious scientific journals in transport geography on an international scale. In this article, a comprehensive bibliometric analysis of the journal's 27 years of existence is carried out. The Scopus database is used to obtain bibliometric data. Next, a statistical analysis is performed with the support of the VOSviewer software. The results allow evaluating the global scope of the journal, the most relevant articles, as well as the most productive authors, countries and institutions. The most developed lines of research, based on the analysis of keywords, show that travel behaviour, urban transport, accessibility and transport planning are priority topics. With this, it is observed how transport geography has gone through a particularly prolific period in the last twenty years that has managed to strengthen ties with other disciplines. [ABSTRACT FROM AUTHOR]

Classification of similar travel behavior is essential for market segmentation research in geography and transportation science. Cluster analysis using sequence alignment measurement incorporates the sequential information embedded in activity‐travel sequences. The resultant clusters are then typically associated with the relevant variables. However, although the sequences are clustered by similar sequential information, the summary of the clusters do not reflect the sequential information with scientific rigor. This is because of the non‐numeric characteristics of the sequential information. The study aims to develop a method for finding a representative sequence (RepSeq) that better profiles the cluster of sequences. The suggested method employs a genetic algorithm to search for a sequence potentially closest to the centroid by computing the smallest sum of distances from the searched sequence to all sequences of the cluster using a sequence alignment method. The suggested method is also applied to the real sequence data of the use of transport modes in Seoul. The result provides useful information for cluster interpretation and the subsequent analyses. [ABSTRACT FROM AUTHOR]

• Actual travel distance is a stable factor in the port-hinterland relationship. • Distance-decay effect follows the exponential model instead of a power function. • The 'islands' are commonly located in the border areas between cities. Ports are pivotal in the socioeconomic development of regions, countries, and cities as they serve as gateways for the transportation of goods between sea and land. Analyses of port hinterlands can enable port authorities and shippers to develop competitive strategies while assisting local authorities in identifying areas where inland transportation systems require improvement. In general, physical distance is a robust proxy for transportation costs. However, the role of distance in the context of port regionalization remains under debate, despite the spatial interaction model, with distance decay being commonly used to analyze the port–hinterland relationship. Doubt concerning the explanatory power of distance may act as an obstacle for port managers and local authorities in assessing the market share of ports, as well as in constructing planning agendas related to facility locations. This study examines the distance decay of port hinterlands using more than 0.18 billion points of heavy-duty truck GPS trajectory data from the Guangdong–Hong Kong–Macau Greater Bay Area. We develop an algorithm to compute heavy-duty truck flows and actual travel distance between the port and identified facility areas, and we apply the weighted least squares method to evaluate the explanatory power of six distance-decay models. Our findings reveal that the actual travel distance is a significant reduction factor in the port–hinterland relationship, while it follows the exponential model instead of a power function. This paper presents new evidence to reshape the role of distance in delimiting port hinterlands, providing port managers and local authorities with novel insights into the structure of port hinterlands in the context of port regionalization. [ABSTRACT FROM AUTHOR]

Travel burden on rural residents is an important theme in transport geography. However, the empirical evidence for this remains scarce. This paper aims to shed light on rural travel burden by examining the relationship between the rural built environment and villagers' travel burden, as measured by the time and money spent on essential and regional trips. A national survey of rural residents in 287 villages across China is analysed. The results show that residents living in rural areas are more likely to be faced with travel burden than are urban residents when accessing livelihood opportunities in local rural settlements and regional urban centres. The built environment attributes are significantly correlated with residents' travel burden. Specifically, the distance from the village to the destination has the strongest relationship with essential trips compared with other built environment variables. Villagers tend to incur higher time costs for an essential or regional trip when paved roads, bus stations and high-quality roads are less accessible. Bus transfer times from the village to the town centre, the population density, and the accessibility of local facilities also show significantly correlation with villagers' travel cost. Moreover, those residents who are elderly, low-income, or have a physical disability are more likely to suffer from high travel burden. The findings will enhance our understanding of the role of land use and transport policies in releasing villagers' travel burden to achieve sustainable transport development in rural contexts. [ABSTRACT FROM AUTHOR]

As the academic year comes to an end, I am happy to report on the state of the Transportation Geography Specialty Group (TGSG) of the American Association of Geographers (AAG) for 2023, particularly on the events during this year's successful meeting. [ABSTRACT FROM AUTHOR]

The affordability of transport is a long-standing concern of both transport and economic geography. However, despite the growing influence of relational and heterodox economic thinking in a range of geographic sub-disciplines, the cost of transport is still largely conceptualised in universalising, binary, and purely quantitative terms, as either affordable or unaffordable. The present paper proposes the concept of transport un/affordability to bring together perspectives from the geographies of everyday mobility, and research on everyday economic lives, in order to examine how affording transport takes place. The paper draws on interviews with public transport users in Sofia, Bulgaria, demonstrating how fares act as one type of socio-material affordance which enables, precludes, or transforms un/affordability in situated and contingent ways. The everyday spaces and times within which transport un/affordability takes place are examined through the three interrelated dimensions of transport un/affordability: transactions, journeys, and budgets. The paper considers the implications of conceptualising transport un/affordability relationally, particularly in the context of transport geography's empirical and theoretical engagements with transport justice, and amidst processes of profound technological change within both payment systems and transport systems globally. [ABSTRACT FROM AUTHOR]

• Use of pseudo-panel methods to explore the demand for cycling in Denmark. • Division into age and city size cohorts in the period 2006–2019. • Decomposition of behavioral changes into a selection and mileage effect. • Evidence that the demand for cycling is declining, mainly due to a selection effect. • Evidence that the decline is strongest for rural areas and younger generations. In this paper, we investigate the dynamics of cycling demand for the population of Denmark. Using pseudo-panels based on large-scale cross-sectional data, we analyse the temporal stability of cycling demand preferences for different age cohorts in combination with residential city sizes. Cycling demand is decomposed into two effects. Firstly, a population 'selection' effect that explains the probability of being a cyclist, i.e. engaged in cycling activities. Secondly, the conditional demand for cycle mileage provided that the respondent is a cyclist. The joint probability model is estimated as a Gamma Hurdle model. The study reveals several empirical findings, of which three stand out. Firstly, overall cycling demand in Denmark over the period is in decline. Secondly, it is shown that this is mainly a selection effect. Hence, the main driver of the observed decline is essentially a shrinking cycling population rather than a decrease in trip distances for those who travel by bicycle. Thirdly, the decline is strongest for younger generations, particularly those residing outside the larger cities. With Denmark being an international forerunner for bicycling and with a cycling culture developed over many decades, we believe these findings can be relevant to mitigate similar long-term changes in other countries. [ABSTRACT FROM AUTHOR]

Historically in the UK, uptake of electric vehicles (EVs) has been dominated by those with off-street parking. In fact, a recent report by Deloitte found that nearly 90% of EV drivers currently charge privately. However, if we wish to meet the UK Government's targets of net zero by 2050 and no further sales of fully internal combustion engine vehicles after 2030, EV charging will need to be made accessible to those without driveways. Local Authorities and the companies they work with have a significant role to play in infrastructure planning to get ahead of the curve of accelerating EV uptake. This Visualising Transport Geography article investigates whether it is possible to identify locations for public EV chargers which may be more valuable to residents. [ABSTRACT FROM AUTHOR]

Over the past four decades, commuter cycling has become a planning issue in cities that did not have established cycling cultures. This category includes post-Socialist cities with recent and strong automobility systems and limited cycling planning experiences. This article seeks to demonstrate how transfer of policy ideas from other contexts has contributed to the emergence of cycling policies in the largest post-Socialist city, Moscow, Russia, in the mid 2000s - 2016. Policy transfer means the diverse processes of acquiring policy ideas from other planning contexts and adapting this knowledge to shape local policies. The article is based on the results of a study that combined policy transfer questions with policy ethnography methodology that entailed prolonged field work and interviews with diverse policy actors and beneficiaries. This article aims to answer a question: How did policy learning, transfer and translation contribute to the emergence of Moscow's cycling policy? The article concludes that policy transfer facilitated cycling planning in Moscow by providing fast solutions, informing and legitimizing policy decisions, and temporarily leveraging cyclists' advocacy efforts. However, policy learning and transfer do not guarantee acceptance or successful implementation of policies. Integration of cycling into transport policies depends on an interplay of local institutional, political, and socio-spatial factors that influence decision-making. Constraints to implementing cycling policies include a peculiar car-culture, technocratic planning with a significant role of state actors and other elite groups, and insufficient opportunities for Moscow's cycling community to influence policy-making. These findings contribute to the transport policy and geography literature by exploring the role of policy transfer in cycling planning and by focusing on a less known transport policy context: post-Socialist cities outside the European Union. [ABSTRACT FROM AUTHOR]