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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 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]

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]

This paper considers the contribution made to transport geography research at the University of Aberdeen over the last century. In section one, the earliest work in transport geography emphasised the physical connectivity provided by transport through infrastructure networks. Section 2 discusses the contribution made at Aberdeen to debates around accessibility and connectivity. This work had a strong rural dimension and evidenced a growing recognition of the importance of technology in transport. It provided the springboard for research on digital connectivity with important contributions to the wider domain of transport studies in the fields of flexible transport, rural connectivity, transport and energy and social media and big data as reported in Section 3. Section 4 brings the story of transport research at Aberdeen up to the present. It frames research under the banner of intelligent mobility (IM), which links technology and mobility to the wider societal objective of enabling the smarter, greener and more efficient movement of people and goods. Contributions are reported to the fields of shared mobility, smart rural mobility, transport security and privacy and accessibility. Finally, a return to the theme of infrastructure networks and connectivity is highlighted in work on global production networks in aviation. [ABSTRACT FROM AUTHOR]

There is an on-going interest in measuring land use accessibility in urban areas. The transport geography and land use planning literature often tend to focus on job accessibility, and by a specific (usually motorised) travel mode, with little effort being made towards understanding the accessibility of other key destinations and their spatial equity within the urban structure. Furthermore, a lot of these studies use complex measures that are difficult to interpret and incorporate into planning and transport policies. This study employs a simple but powerful, policy friendly 'accessible-opportunities' approach to examine the relative accessibility and spatial equity of five key urban land uses in Perth, Australia. Comparisons are drawn between the accessibility of different land uses, as well as between access by private car and public transport, the two major travel modes in the Perth metropolitan region. The results show that jobs have the highest accessibility compared to other destination types, but poor spatial equity as outer suburbs are very poorly served (low/no job accessibility). Primary & secondary education and shopping are the most spatially equitable destinations. The results also highlight the poor accessibility provided by public transport and its inability to compete with the private car regardless of the trip purpose. Generally, the outer suburbs are under-served as services are concentrated in inner city areas. Given that more new developments have occurred in fringe areas than inner areas in recent years, increasingly more people are being disadvantaged. [ABSTRACT FROM AUTHOR]

This third report in the series reviews recent research on the geographies of transport in Africa, Asia and Latin America to reflect on the spatialities of knowledge production and the question as to whether a post/decolonial turn is occurring in geographical scholarship on transport. A simple and heuristic classification scheme is developed and deployed to demonstrate that predominantly western worldviews, theories, concepts, methods and research practices continue to prevail in geographical scholarship on transport in the Global South. It is also shown that this hegemony is being reworked and resisted in various ways, and the report concludes with suggestions about how geographical scholarship on transport can be worlded and ultimately decolonized further. [ABSTRACT FROM AUTHOR]

During the past decade, there has been an increased focus on mobility in the social sciences linked to the so-called ‘mobility turn’, which claims that as mobility is so pervasive it should not be viewed as a rupture in society but as a normal way of life. This is certainly the case in urban contexts of sub-Saharan Africa where mobility forms an integral part of livelihood and income-generating activities. Drawing on in-depth qualitative research conducted in Accra, the capital of Ghana, this paper explores the mobility of urban residents in differing parts of the city in relation to their livelihood strategies. Through illustrating the ways in which the mobility of urban residents is aided or hindered by Accra's transport system, and by examining how this in turn influences their livelihood strategies, the paper contributes to an alternative new mobilities paradigm that is more considerate of, and builds upon insights from, the global South where such research has a longer pedigree than in the global North. [ABSTRACT FROM AUTHOR]

This introductory piece sets the context for the special issue and explains its rationale. It offers a series of reflections on the rise of the mobilities turn and its relations with preexisting research traditions, most notably transportation geography. Rather than placing different approaches in opposition and favoring one over others, we contend that all need to be seen as situated, partial, and also generative modes of abstraction. Each of these approaches makes mobility exist in specific and ultimately simplified and selective ways. In addition, we argue that geography as a pluralistic discipline will benefit from further conversations between modes of conceptualizing, theorizing, and examining mobility. We outline five lines along which such conversations can be structured: conceptualizations and analysis, inequality, politics, decentering and decolonization, and qualifying abstraction. The article concludes with discussion on three fruitful directions for future research on mobility. [ABSTRACT FROM AUTHOR]

Stimulating the economy is a dominant policy objective, but on what basis are decisions being taken around transport and growth? We describe how transport studies and political geography offer two related, but poorly connected, theoretical approaches purporting to explain the relationship between transport and the economy. Yet in what ways does it matter that two different world views exist? We test these questions through an empirical case study of how city and regional officials use transport in attempting to realise economic objectives. Echoing theoretical approaches based in political geography, we find officials' own reasoning places emphasis on supply side improvements, especially connectivity within regions and on a high quality urban environment hoped to attract high GVA jobs. The decision-support tools are not well aligned to this reasoning, focussing on time savings and the justification of the value for money of proposed schemes relative to other investments in the region and nationally. In contrast to much theoretical work on competitiveness, employment growth is treated as exogenous with less emphasis given to which areas win and lose in the region. It is competition between weaker regional towns and cities that is prominent in officials' discourse. Such a gap between the thinking by officials, and the types of available transport investment decision-support tools, is of international significance. Given the centrality of the economy to where and what we invest in, the paper suggests a need for better knowledge about the efficacy of urban realm and other supply side improvements on job creation and on the influence of local autonomy in decision-making on investment selection and outcomes. [ABSTRACT FROM AUTHOR]

A novel deterministic mathematical model is presented as part of research into a stochastic optimization model for the soybean supply chain in Brazil. The model was conceived as a tool to aid in the decision-making of any trader involved in this highly complex market. The model is intended to be applied to decisions related to tactical planning over a time span of one year. The major spatial and temporal components of the soybean complex, including transportation mode decisions, are incorporated into the model. The mathematical model is described in detail. Several stochastic parameters are used with fixed values in the deterministic model to construct various scenarios. These parameters are the purchase and sale prices of the grain on the market, the crop failure rate and the volumes of demand. The model was tested using data from a large trade in Brazil with consistent results. [ABSTRACT FROM AUTHOR]

This study quantifies the motivators and barriers to bikeshare program usage in Australia. An online survey was administered to a sample of annual members of Australia’s two bikeshare programs based in Brisbane and Melbourne, to assess motivations for joining the schemes. Non-members of the programs were also sampled in order to identify current barriers to joining bikeshare. Spatial analysis from Brisbane revealed residential and work locations of non-members were more geographically dispersed than for bikeshare members. An analysis of bikeshare usage in Melbourne showed a strong relationship between docking stations in areas with relatively less accessible public transit opportunities. The most influential barriers to bikeshare use related to motorized travel being too convenient and docking stations not being sufficiently close to home, work and other frequented destinations. The findings suggest that bikeshare programs may attract increased membership by ensuring travel times are competitive with motorized travel, for example through efficient bicycle routing and priority progression and, by expanding docking station locations, and by increasing the level of convenience associated with scheme use. Convenience considerations may include strategic location of docking stations, ease of signing up and integration with public transport. [ABSTRACT FROM AUTHOR]

Through travel diaries and interviews with newly retired urban residents in Sweden our aim was to explore (1) mobility patterns in the transition to retirement, (2) the influence of space-time restrictions and resources on mobility and (3) the meaning and embodied experience of mobility. This time-geographic study contributes with knowledge on how mobility is influenced by individual, social and geographical contexts. Illustrated by four cases, our result show that retirement changes the preconditions for mobility and creates new space-time restrictions. To spend more time on projects that were previously carried out outside working time, such as caring for grandchildren, volunteer work and household responsibilities, influenced the informants' demands for mobility and choice of transport mode. However, the informants have resources that can be seen as strategies to overcome space-time restrictions. Most of the informants found it important to structure the day, to some it was vital to have something to do during the day while others enjoyed the possibility to take each day as it comes. Everyday mobility was a way of forming a structure by getting out of the house, either just for a walk or for making errands. The informants' embodied experiences of mobility influenced their choice to walk and cycle for transport for the reasons of comfort, get fresh air, or simply to get out of the house. The daily mobility pattern that was established was a result of individual preferences and resources as well as negotiations with family members. We conclude that the transition to retirement is a period when new mobility patterns are considered, evaluated and practiced. [ABSTRACT FROM AUTHOR]

Highlights: [•] There are strong path dependencies in Finnish and UK transport innovation policy. [•] The emphasis on technological substitution is out of step with climate urgency. [•] Policies for demand reduction are evident but remain marginal. [•] Social innovations are required for GHG emissions reduction in transport. [Copyright &y& Elsevier]

Recent reviews have suggested a vibrancy and diversity in transport geography. But these articles were the first progress reports on transport geography since 1988, indicating how the field has been relatively marginal to broader disciplinary debates. Meanwhile, a lively literature on mobilities has developed. In these contexts and as a supplement to the recent progress reports, a review of otherwise largely distinct fields reminds us how transport as a critical component of inquiry in geography is frequently taken for granted. We invite a re-engagement with transport and transport geography that opens fresh tracks for human geography. [ABSTRACT FROM PUBLISHER]

Abstract: To address the underreporting of freight from a transport geography point of view, we present a novel analysis of the time and spatial characteristics of disaggregated commercial vehicle activities. The activities were extracted from raw global positioning system (GPS) data collected in South Africa over a six-month period for more than 30,000 commercial vehicles. The analyses of the activity chains provide useful characteristics such as activity and chain durations, number of activities per chain, and the spatial extent of the activity chains. Key results indicate that about 60% of activity chains have between 5 and 15 activities per chain while 25% of the chains have 4 or less; 89% of the chains have a duration of 24 hours or less; and approximately 75% of all activities start between 08:00 and 17:00. The paper’s contribution is twofold: it firstly demonstrates a methodology to extract and evaluate vehicle activities and activity chains from raw GPS data. Novel results and characteristics about transport geographies in Gauteng, the economic centre of South Africa, are presented. We also report on the sensitivity of the analyses to certain parameters. Secondly, we introduce new metrics to evaluate a geographical area’s economic productivity based on commercial activity. [ABSTRACT FROM AUTHOR]

We use a global chemical transport model (GEOS-Chem) to estimate the impact of transpacific transport of mineral dust on aerosol concentrations in North America during 2001. We have implemented two dust mobilization schemes in the model (GOCART and DEAD) and find that the best simulation of North American surface observations with GEOS-Chem is achieved by combining the topographic source used in GOCART with the entrainment scheme used in DEAD. This combination restricts dust emissions to year-round arid areas but includes a significant wind threshold for dust mobilization. The model captures the magnitude and seasonal cycle of observed surface dust concentrations over the northern Pacific. It simulates the free tropospheric outflow of dust from Asia observed in the TRACE-P and ACE-Asia aircraft campaigns of spring 2001. It reproduces the timing and distribution of Asian dust outbreaks in North America during April–May. Beyond these outbreaks we find persistent Asian fine dust (averaging 1. 2μgm−3) in surface air over the western United States in spring, with much weaker influence (0. 25μgm−3) in summer and fall. Asian influence over the eastern United States is 30–50% lower. We find that transpacific sources accounted for 41% of the worst dust days in the western United States in 2001. [Copyright &y& Elsevier]

Being on the move is part of children's everyday life in cities. However, little is known about how young children experience transport systems or their aspirations for mobility in cities. In this paper, we explore pre-schoolers' experiences with the mobile world and show their affinity with different transport modes and hopes for their current transport system. We draw on a participatory research project that engaged children in class discussions, a tile-based city building exercise and neighbourhood walks. Findings suggest that although the voices of children aged 3–5 years are absent in mobility or transport debates, children are fascinated by mobility and transport related activities and services. Pre-schoolers from Dunedin, New Zealand, though recognising a predominantly motorised transport system, also showed creative or alternative modes making their way into their own transport systems. In this paper we argue that children should be introduced to and experience alternative modes of transport in the early years to allow for more imaginary transport geographies creating greater support for more sustainable, liveable urban environments for all ages. • Young children's current urban experiences shape their view on transport. • Children replicated and regurgitated the domination of the automobility system. • Children need to experiment with alternative modes of transport. • Doing/being/thinking sustainable transport systems starts from birth. • Need to expand children's imaginary horizon for moving to sustainable transport. [ABSTRACT FROM AUTHOR]

This paper provides a brief overview of the transport-related social exclusion (TRSE) literatures and discusses the proliferation of this increasingly active research domain within transport geography over the last twenty years. It then focuses on a rapid evidence review of the implications for TRSE of major future innovations in the transport domain and the new mobility landscapes that will emerge from these technological, behavioural and policy changes. The key findings of the study were that more dedicated research is needed on the differential social and equity impacts of new mobility technologies and future policies to better understand the effects of these changes on already disadvantaged and marginalised groups. Transport geographers and sociologists have a particularly important role to play in the promulgation of these future research enquiries because in-depth socio-spatial research is needed to determine the people and places that will be mobility and accessibility included or excluded by these new innovations, and to help policymakers to determine how best to maximise their benefits and minimise their negative effects on future populations. [ABSTRACT FROM AUTHOR]