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Micromobility provides options for first and last-mile connections and shared vehicles (e-scooters, bikes, e-bikes) is becoming popular in the world. However, it is being used not only as first and last mile connection but also as the main mode of transport specifically among the young generations. Therefore, this research focuses on the young generation specifically in a studentified neighbourhood which usually encounters vehicle and pedestrian circulation problems and traffic congestion. For these reasons, this research investigates active mobility and micromobility together in a studentified neighbourhood. The primary data is collected through quantitative data with questionnaires (n=380), and qualitative data with interviews (n=15) among the İzmir Kâtip Çelebi University students and the residents of Balatçık Neighbourhood. Interviews are conducted with pedestrians, private and/or shared e-scooters users and cyclists. The data analysis reveals the importance of road safety and accessibility in mode choice between active mobility and micromobility in the studentified neighbourhood. [ABSTRACT FROM AUTHOR]

This correction notice provides corrected versions of tables in an article titled "Association of risk perception and transport mode choice during the temporary closure of a major inner-city road bridge: results of a cross-sectional study." The tables include data on the main mode of transport before and during the bridge closure, bridge use frequency and group of mode choice, and frequencies and percentages of different groups in the study. Another table presents statistical measures for variables related to alternative use of cars, including attitude, subjective norm, and perceived behavioral control. The results suggest that these factors are significant predictors of alternative use. The article explores the relationship between these factors and transportation choices. [Extracted from the article]

Multimodal Freight Transport (MFT) has been introduced as a solution for reducing the external costs of freight transport while achieving cost improvements. Despite the MFT benefits, its share has been low in practice, and transport by trucks remains the most preferred transport mode. A few works have recently investigated this issue by discussing various barriers to MFT. However, little conceptual work comprehensively examines the barriers that organizations may face during MFT applications. To address this gap, this paper has reviewed 104 studies and identified 31 barriers and possible strategies for overcoming them. To clarify the nature of these barriers, we developed a conceptual barrier framework that positions the identified barriers within the overall MFT chain. This framework categorizes the barriers into six categories: MFT terminal, MFT network, management, regulations and subsidies, delivery characteristics, and interoperability. The findings provide decision-makers and practitioners with theoretical and practical insights into the barriers to transition toward MFT and will assist them in implementing MFT successfully. [ABSTRACT FROM AUTHOR]

Electric drones as an autonomous mode of transport are scaling up to transform last-mile goods delivery, raising an urgent need for assessing impacts of drone transport from a systems perspective. In this paper, we conduct systems analyses to assess the environmental, economic, and delivery time impact of large drones for delivery scenarios to pick-up centers between mid-size cities predominantly in rural areas, and deliveries within city limits compared with electric and diesel trucks. Results show that large drones have lower emissions than diesel trucks for deliveries in rural areas and that drones don't compete with electric trucks, mainly due to the high energy demand required for take-off and landing for each delivery. Furthermore, we show that electric drones are an economically more cost-effective option than road-bound transport modes such as diesel and electric trucks due to the high degree of automation, and also provide the fastest delivery times. Our analysis provides unique insights that drones can address rapid electrification and emergency applications due to low costs, high flexibility, and fast operations. However, for regulators and practitioners to realize it as an emission-friendly option it is necessary to determine the optimal size of drones, particularly for use cases in urban areas, avoid very low landings for deliveries, and have home deliveries instead of pick-up points. [ABSTRACT FROM AUTHOR]

Topological protection ensures stability of information and particle transport against perturbations. We explore experimentally and computationally the topologically protected transport of magnetic colloids above spatially inhomogeneous magnetic patterns, revealing that transport complexity can be encoded in both the driving loop and the pattern. Complex patterns support intricate transport modes when the microparticles are subjected to simple time-periodic loops of a uniform magnetic field. We design a pattern featuring a topological defect that functions as an attractor or a repeller of microparticles, as well as a pattern that directs microparticles along a prescribed complex trajectory. Using simple patterns and complex loops, we simultaneously and independently control the motion of several identical microparticles differing only in their positions above the pattern. Combining complex patterns and complex loops we transport microparticles from unknown locations to predefined positions and then force them to follow arbitrarily complex trajectories concurrently. Our findings pave the way for new avenues in transport control and dynamic self-assembly in colloidal science. External fields can control the motion of colloidal particles inducing different trajectories depending on for instance the particle size. The authors here use nonperiodic energy landscapes and topological protection to transport a collection of identical colloidal particles simultaneously and independently. [ABSTRACT FROM AUTHOR]

This paper investigates the car enthusiasm of Polish residents during the second and fourth waves of the pandemic. We try to answer if the car enthusiasm has changed between October 2020 and October 2021. Furthermore, we looked into the attitudes and beliefs of respondents about transport modes and their use, their perceived quality of life, and their opinions about sustainability and ecological lifestyle. We use a computer-assisted web interview (CAWI) survey in two rounds (October 2020 and October 2021). For data analysis, a structural equation modeling (SEM) model was proposed. We observe important changes in car enthusiasm between those two waves of the pandemic. Firstly, car enthusiasm was higher in 2021 than in 2020. Secondly, it was positively correlated with the ecological orientation of respondents. Thirdly, Y-generation respondents were less car enthusiastic. Fourthly, the influence of life quality on car enthusiasm was stronger in the fourth pandemic wave than during the second one. [ABSTRACT FROM AUTHOR]

A eukaryotic cell is a microscopic world within which efficient material transport is essential. Yet, how a cell manages to deliver cellular cargos efficiently in a crowded environment remains poorly understood. Here, we used interferometric scattering microscopy to track unlabeled cargos in directional motion in a massively parallel fashion. Our label-free, cargo-tracing method revealed not only the dynamics of cargo transportation but also the fine architecture of the actively used cytoskeletal highways and the long-term evolution of the associated traffic at sub-diffraction resolution. Cargos frequently run into a blocked road or experience a traffic jam. Still, they have effective strategies to circumvent those problems: opting for an alternative mode of transport and moving together in tandem or migrating collectively. All taken together, a cell is an incredibly complex and busy space where the principle and practice of transportation intriguingly parallel those of our macroscopic world. Leveraging a label-free interferometric scattering microscope, scientists tracked numerous cargos within a crowded cellular environment. Intriguingly, cells employ effective strategies echoing human transportation systems to manage such transportation hurdles. [ABSTRACT FROM AUTHOR]

There is currently a lack of studies exploring how transport investments and school admission policies in a city can affect the distribution of accessibility to schools. The aim of this study is to investigate if, for whom, and the ways in which, accessibility to schools can change following (1) a change to the city's public school admission policy and (2) investments in public transport infrastructure and adjustments to the public transport system. We draw on the case of Malmö, Sweden to examine the potential effects of these changes. This study is focused specifically on those in grades 7–9 (aged approximately 13–15), a group whose independent mobility is starting to take form. A geospatial analysis was carried out in order to compare the change in demographic makeup between school catchment areas (real and hypothetical) before and after the changes were made. The geospatial analysis utilises a cumulative opportunity accessibility model that takes into account typical public transport travel times both before and after these new measures were implemented. Findings indicate that the (hypothetical) school catchment areas have been redistributed to a considerable extent following both interventions, but particularly following the change to the public school admission policy. These redistributions have in turn resulted in changes in the socio-economic characteristics of the hypothetical school catchment areas. While the redistribution of school catchment areas could potentially change the socio-economic composition of schools in Malmö, the effects are not equally distributed throughout the city. While the addition of the new train line was the main focus of this study, it was found that other changes in the public transport system between 2018 and 2019 also played a role in determining which schools students could and could not access. The findings from this study highlight the importance of carefully considering the interaction of different effects when assessing policy alternatives. [ABSTRACT FROM AUTHOR]

Developing an efficient and economical journey plan in multimodal transportation networks is of significant and fast-growing importance, but it is still an annoying experience for a traveler. This paper aims to find the journey plan at a combined cross-border and inter-regional level when visiting a sequence of cities while utilizing several transport modes to reduce travel costs and planning time. We study a traveling itinerary problem in a scheduled multimodal transportation network with constraints on both arcs and nodes as a new extension of the shortest path problem. We formulate a 0-1 integer linear programming model for the traveling itinerary problem and develop an exact algorithm that finds a combined cross-border and inter-regional low costs journey plan. We present case studies based on real-world transport data to illustrate the usefulness and computational efficiency of the proposed approaches. We compare the results with the previously proposed approach to demonstrate the benefits of multimodal journeys. Finally, we compare the results with the solution obtained by the general-purpose 0-1 integer linear programming solver to evaluate the computational time. [ABSTRACT FROM AUTHOR]

• Propose an extended version of the UTAUT model specifically tailored to study acceptance of automated shuttles and other types of automated vehicles. • An online survey administered among a representative sample of 2,612 French citizens. • Results show that the UTAUT4-AV extension is able to explain from 89% to 92% of the variance in the intention to use automated vehicles. • Additional surveys on other types of new technologies would be needed to examine the robustness of this 4th version of the UTAUT model The aim of this study was to develop a model to analyse the acceptance of Automated Shuttles (AS) in order to predict and explain individuals' intentions to use and adopt this new type of automated vehicle. Based on a review of the literature, we proposed an extension of the widely used UTAUT model of Venkatesh et al. (2003) , named UTAUT4-AV (for U nified T heory of A cceptance and U se of T echnology 4 [for] A utomated V ehicles) to specifically study AS acceptance. An online survey was conducted among a representative sample of 2,612 French citizens. From the processed data, it appears that UTAUT4-AV may explain 89% of the variance in the intention to use automated shuttles, which is 20–30% higher than existing models. This better explanatory power is likely due to the inclusion of new constructs related to the mean of transport currently used by the participants, whether in terms of satisfaction with this mode of transport or regarding mobility performance increasing thanks to AS. The inclusion of individual factors, such as attitudes towards new technologies and innovation, also contributed to this highest explanatory power. Moreover, the results obtained also show that UTAUT4-AV is robust enough to be applied to three other types of automated vehicles (i.e., Automated Cars, Robotaxis, and Autonomous Air Mobility Vehicles), with an ability to explain from 90% to 92% of the variance in the intention to use these other automated vehicles. Additional studies will be however required to evaluate the validity of the UTAUT4-AV model among populations of different countries or regarding acceptance of other types of new technologies, to support a better generalization of these results. [ABSTRACT FROM AUTHOR]

People's use of the rail transit system varies over space. Previous literature suggests there is a social equity dimension in the distribution of benefits from new urban transit systems, but how this varies spatially is poorly evidenced. The research aims to examine the spatial differences in the use of rail transit and associated transport equity. Using a case study of Chongqing, a geographically weighted regression (GWR) model is used to reveal the spatial variation in parameter estimates, complementing the traditional multivariate global model. The analysis demonstrates the effect of rail transit in facilitating people's travel and mitigating transport-related social inequity, including for those with mobility disadvantages and living in areas with poor access to public transport. The results emphasise the necessity of associated development strategies and transport policies in favour of socially disadvantaged groups, such as low fare levels. Implications for planning interventions are proposed based on the model results. [ABSTRACT FROM AUTHOR]

Demand-responsive feeder transit (DRFT) is an emerging urban public transport mode with the advantage of offering flexible door-to-door services in the high-speed railway hub area. However, the existing bus scheduling schemes can hardly meet personalized and diversified passenger transfer demands in the station-city integrated high-speed railway hub, reducing the attractiveness of DRFT. This paper studies the DRFT scheduling problem considering static and dynamic travel demands under the background of mobility as a service (MaaS). An information-based DRFT system framework is proposed, where the K-means clustering algorithm is implemented to select target bus stops from regional road networks for passengers to get on and off. A two-stage mixed integer programming model is first formulated to generate operational routes and optimize the static and dynamic scheduling before and after departure. The objective functions reflect the operating benefits of public transport enterprises and the travel costs of passengers, and the demand characteristics in different driving directions are taken into account in the model. Then, an improved genetic algorithm is developed to solve the model, which is called the genetic algorithm-exact algorithm (GA-EA) in this paper. Finally, the proposed model and algorithm are evaluated using the case study of the Nanjingnan Railway Station area. The experiment results show that the optimal scheme can provide a 100% demand-response rate, reasonable service time, and valid driving routes. In addition, compared with GA, the average search time of GA-EA is shortened by 43.5% and the total objective function value is increased by 2.16%. The findings in this paper can provide practical guidance on DRFT scheduling and improve the efficiency of bus feeder service. [ABSTRACT FROM AUTHOR]

Accurate forecasting of bus travel time and its uncertainty is critical to service quality and operation of transit systems: it can help passengers make informed decisions on departure time, route choice, and even transport mode choice, and it also support transit operators on tasks such as crew/vehicle scheduling and timetabling. However, most existing approaches in bus travel time forecasting are based on deterministic models that provide only point estimation. To this end, we develop in this paper a Bayesian probabilistic model for forecasting bus travel time and estimated time of arrival (ETA). To characterize the strong dependencies/interactions between consecutive buses, we concatenate the link travel time vectors and the headway vector from a pair of two adjacent buses as a new augmented variable and model it with a mixture of constrained multivariate Gaussian distributions. This approach can naturally capture the interactions between adjacent buses (e.g., correlated speed and smooth variation of headway), handle missing values in data, and depict the multimodality in bus travel time distributions. Next, we assume different periods in a day share the same set of Gaussian components, and we use time-varying mixing coefficients to characterize the systematic temporal variations in bus operation. For model inference, we develop an efficient Markov chain Monte Carlo (MCMC) algorithm to obtain the posterior distributions of model parameters and make probabilistic forecasting. We test the proposed model using the data from two bus lines in Guangzhou, China. Results show that our approach significantly outperforms baseline models that overlook bus-to-bus interactions, in terms of both predictive means and distributions. Besides forecasting, the parameters of the proposed model contain rich information for understanding/improving the bus service, for example, analyzing link travel time and headway correlation using covariance matrices and understanding time-varying patterns of bus fleet operation from the mixing coefficients. Funding: This research is supported in part by the Fonds de Recherche du Quebec-Societe et Culture (FRQSC) under the NSFC-FRQSC Research Program on Smart Cities and Big Data, the Canadian Statistical Sciences Institute (CANSSI) Collaborative Research Teams grants, and the Natural Sciences and Engineering Research Council (NSERC) of Canada. X. Chen acknowledges funding support from the China Scholarship Council (CSC). Supplemental Material: The e-companion is available at https://doi.org/10.1287/trsc.2022.0214. [ABSTRACT FROM AUTHOR]

Tourist travel contributes greatly to transport problems in attractive tourist cities. To take full advantage of high-speed rail (HSR) for alleviating massive car traffic during the peak vacation period, this paper analyses the travel modes of domestic visitors to Shaoxing before and after the operation of HSR. Scenario-based comparison and a random-coefficients structure Mixed Logit (MXL) model with error components were adopted to analyze the travel mode change and the factors explaining tourists' travel mode choices. Our findings show that the HSR modal share increased substantially at the expense of express buses, more than cars. Also, HSR was found to be less competitive than cars on toll-free days for medium short travel distances. The MXL model results indicate that HSR was more likely to be used over automobiles by young people, females, and one-destination travellers, for longer travel distances, and with high service frequency to Shaoxing. Besides, online booking services were highly associated with HSR use. Driving was favoured over HSR by higher income level groups, when travelling with family or friends, on toll-free national holidays. Current government policy to waive road tolls during the peak holiday period further induced car traffic to tourist cities. When individual taste was considered, tourists showed a similar preference in their valuation of the travel time variable, while were heterogenous in their preference for low per-distance cost. Our findings suggest that the adjustment of the road-toll policy, pre-booking design for targeted tourists, and measures to reduce the total travel time of HSR should be considered to promote HSR as well as impede the use of cars during peak periods. This study offers empirical evidence of achieving effective travel demand management and reducing car dependence through HSR and complementary measures. • HSR modal share increased at the expense of intercity buses, more than drivers. • Car was still dominant within 300 km after the introduction of HSR, while HSR dominated between 300 and 900 km distance. • Toll-free policy exacerbates congestion and reduces tourists' intention to use HSR. • Tourists showed similar preference for travel time, while were heterogenous in their preference for low per-distance cost. [ABSTRACT FROM AUTHOR]

Mobility-as-a-Service (MaaS) system becomes a significant part of urban transportation network system based on the information and communication technologies, but rarely received attention in tourism transport. This paper explored the impact of travel mode preferences on habitual choice behavior for MaaS in tourism, and an online survey and stated preference experiments were designed and carried out. Respondents were divided into three categories including strictly preference (SP) group, weak preference (WP) group, and no preference (NP) group, accounting for 25.09%, 72.24%, and 2.67% respectively. Estimation results of the mode choice random parameter logit (RPL) models indicate that explanatory variables of the alternatives (e.g., the total travel time, in-vehicle cost, and walking distance) only affect the travel mode choices for WP group, which are insensitive to the SP group and NP group. Marginal effect analysis shows that mode choice preferences for MaaS are influenced as tour experience and daily travel habits change. [ABSTRACT FROM AUTHOR]

Bike-sharing systems allow occasional and regular users to travel by replacing other transport modes for the same trip or generating a new journey. Our research assesses the demand for Lisbon's public dock-based bike-sharing system (BSS), named GIRA. This paper aims to identify the determinant factors that influence the potential of the BSS to generate new trips or replace previous modes using a conditional logit model based on a survey of 3112 BSS users. The survey results indicate that GIRA generated approximately 20% of the BSS trips, i.e., they would not have been realized if GIRA did not exist. The remaining BSS trips replaced other motorized (55%) and non-motorized (25%) trips. The main determinants explaining a higher likelihood of replacing different modes are having a yearly GIRA pass and a bike-sharing station within a 5-min walk. In contrast, regular car users are more likely to generate new trips, suggesting they use bike-sharing for recreational purposes. The findings provide policymakers with an assessment of determinants which may influence bike-sharing users to generate or replace trips from other modes and, consequently, define policies to potentially increase bike-sharing. [ABSTRACT FROM AUTHOR]

The analysis of travel behavior is the basis for urban road traffic planning, management, and policy formulation. This paper studies the morning peak travel behavior of urban residents when autonomous vehicles and conventional vehicles coexist, based on the behavioral differences between the two in driving and parking. The paper addresses the following three scenarios: (1) Autonomous vehicles only improve road capacity; (2) Autonomous vehicles only reduce travel time; (3) They affect both road capacity and travel time. For each scenario, all possible equilibrium travel modes were considered to derive the system costs under different proportions of intelligent and non-intelligent vehicle users. Under the assumptions of the proposed model, the choice of travel behavior in different travel modes is deduced, as well as the departure rate, critical time point, and travel cost of travelers. It can be seen that increasing the capacity of intelligent vehicles relative to conventional vehicles, reducing the coefficient of travel cost reduction, and increasing the proportion of autonomous vehicles all reduce the total system cost. This research helps to deepen the understanding of morning peak travel modes in a mixed vehicle environment and provides theoretical guidance for transportation management departments to formulate multi-modal travel plans. [ABSTRACT FROM AUTHOR]

Lipofuscin accumulation has been observed in human coronary arteries but whether or not myocardial tissue can release lipofuscin generated within cardiomyocytes must be clarified, as this may provide indicators for future anti-ageing research. The hearts of Sprague Dawley rats, aged 6–24 months, were embedded in resin and ultrathin sections cut for electron microscopy. Lipofuscin granules were abundant in cardiomyocytes. Cardiomyocytes were seen to release lipofuscin granules into the myocardial interstitium as cytoplasmic fragments with irregular protrusions on the sarcolemma surface. The cytoplasmic fragments entering the stroma fused directly with the endothelial cells of adjacent capillaries, delivering lipofuscin to the vessel wall. These fragments were also seen to be engulfed by stromal macrophages or fused with fibroblasts, which then combined with capillary endothelial cells to deliver lipofuscin to the vessel wall. Some cytoplasmic fragments disaggregated and formed membrane-like waste, which travelled to the vessel wall from the myocardial stroma as soluble fine particles via diffusion or pinocytosis of capillary endothelial cells. Lipofuscin entered the vascular wall and endothelial cells, forming large and small protrusions or folds that transported the lipofuscin to the vascular lumen and bloodstream. [ABSTRACT FROM AUTHOR]

Smart metering IoT applications are among the most energy-critical in the current panorama. Metering sensors are battery-powered and are expected to have a lifetime exceeding ten years. In order to achieve such long operation duration, a generic header compression mechanism named Static Context Header Compression (SCHC) has been introduced and accepted as a standard by the Internet Engineering Task Force (IETF). This paper aims to demonstrate the energy savings enabled by the use of SCHC on a cellular IoT network by the means of real-life implementation and measurements. Experiments are conducted in a controlled environment for different scenarios and considering multiple parameters such as message size and radio conditions. Measurements show the high impact of this header compression mechanism, particularly when the radio conditions are bad and repetitions are used to improve the reliability of the transmission: a reduction of up to 40% in energy consumption is observed. Using SCHC over the non-IP transport mode (NIDD) of NB-IoT compared to the legacy IP mode also enables significant energy savings and allows the latency to be reduced while maintaining the interoperability provided by the IP layer. [ABSTRACT FROM AUTHOR]

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Electric micromobility (e‐micromobility) offers the potential to enhance the sustainability of first‐ and last‐mile journeys in urban areas by reducing the number of private vehicle trips. As a new mode of transport, it is imperative that it is not subject to the same male bias that has been evidenced across our existing transport networks. An in‐depth qualitative study was conducted with 24 UK participants (12 females) to assess the gender factors that relate to the incentives and barriers of e‐micromobility (electric bike and electric scooter) use. Focus groups and interviews were conducted and the data analysis was disaggregated by gender to reveal the differences and similarities between female and male perspectives on e‐micromobility use. Differences in the types of trips made and perceptions of fear were prevalent. Key gender‐related findings and recommendations are made. By reviewing, and acting upon, the different perspectives that males and females have towards e‐micromobility they can be made more inclusive for all. This can enhance their uptake and reduce the dependence on private vehicles. [ABSTRACT FROM AUTHOR]

Superconductors are materials with zero electrical resistivity and the ability to expel magnetic fields, which is known as the Meissner effect. Their dissipationless diamagnetic response is central to magnetic levitation and circuits such as quantum interference devices. In this work, we used superconducting diamagnetism to shape the magnetic environment governing the transport of spin waves—collective spin excitations in magnets that are promising on-chip signal carriers—in a thin-film magnet. Using diamond-based magnetic imaging, we observed hybridized spin-wave– Meissner-current transport modes with strongly altered, temperature-tunable wavelengths and then demonstrated local control of spin-wave refraction using a focused laser. Our results demonstrate the versatility of superconductor-manipulated spin-wave transport and have potential applications in spin-wave gratings, filters, crystals, and cavities. [ABSTRACT FROM AUTHOR]

Mobility-as-a-Service (MaaS) system is regarded as one of the emerging solutions to offer integrated, seamless, and flexible multi-modal mobility services as an alternative to privately owned mobility resources. MaaS is expected to change the way users will choose their modes of transport to reach their daily activities, and how service providers will generate profits, cooperate, and compete. To successfully deploy MaaS to reach the intended goals, it is critical to develop feasible and sustainable models that capture the diverse needs of customers as well as the diverse and often competing objectives of service providers. This paper aims to provide a general modelling framework and a critical and descriptive analysis of the relevant literature relating all main actors in the MaaS ecosystem, and identify and discuss all factors that are considered relevant, focusing on the actor's decision-making processes and their correlations. This review shows the large variety and interaction of factors influencing MaaS adoption and their impact on forecasting MaaS appeal. It is also observed that current travel behaviour and multi-modal transport models are not fully capturing the diverse travel needs and choices of potential MaaS users. Recent advancements in agent-based simulation and discrete choice modelling offer potential solutions to address this gap, and future research should aim in that direction. Finally, the review analyses the interaction between MaaS actors, including customers, service providers, the government, and the MaaS Broker, highlighting the complexity of the modelling process comprising all actors of the MaaS ecosystem. Therefore, it is recommended to prioritise future research in exploring these areas. [ABSTRACT FROM AUTHOR]

Background: Since air pollution and physical inactivity pose major public health risks, switching from cars to alternatives like public transport, cycling, and walking is important. Therefore, it is beneficial to identify key events for changes of mode choice. Methods: We examined the association between risk perception and mode choice during the temporary closure of a road bridge between two major German cities in early 2020 using binary and multinomial regression models. Results: 679 people participated in the survey. We found that 22% of car users switched to alternatives. The higher the perceived health risk from traffic-related air pollution, the more likely car users switched to alternatives (odds ratio [OR] = 1.76, 95% CI [1.14, 2.71]). Discussion: Attitude, subjective norm and perceived behavioral control were associated with maintaining but not with switching transport modes. In conclusion, the closure of a main road bridge may present a key event. To explain mode choice, risk perception is a potential extension to the theory of planned behavior. [ABSTRACT FROM AUTHOR]

• Asynchronous online focus groups held with 146 participants giving their views on multi-modal travel. • Similarities and differences between those in urban, peri-urban, and rural areas are explored. • An overall picture of challenges shared, with time incurred, reliability, and timetable coordination representing inter-related challenges. • Rural residents more affected by physical coordination and the lack of safe active travel infrastructure to and from stations. • Urban residents give more importance to the complexities of journey planning and ticketing where multiple options are available. No single transport mode can replace the private car in terms of its support for flexible mobility. Combinations of multiple transport modes are required. If we are to contribute to reduced car dependency it is crucial that we understand what makes such multi-modal journeys difficult. Despite large bodies of literature on mode choice and on perceptions and experiences of various travel modes, few scholars have looked specifically at journeys that combine more than one transport mode. This research fills that gap, taking a qualitative approach to explore end-user perspectives of the challenges therein. Specifically, it focusses on the barriers people in urban, peri-urban, and rural areas perceive when thinking about combining two or more transport modes in a single journey. Thematic analysis of the responses of 146 participants of a series of asynchronous online focus groups revealed an overall picture of challenges shared, with some differences in the relative importance of different barriers for those in different locations. The time incurred, the difficulties in synchronising timetables, and the criticality of each leg's reliability are core barriers for all, while those in rural areas are more affected by basic service provision and the physical linking of different modes. Of greater significance for urban and peri-urban residents were the complexities around planning a multi-modal journey where there are multiple options available, as well as the facilities available at stations and stops. Results are discussed in terms of interventions that could help people in different residential settings use their car less. [ABSTRACT FROM AUTHOR]

The influx of seasonal migrants has a significant impact on public services in destination places and may reshape the spatial accessibility and equity patterns of park green space (PGS). However, the two-step floating catchment area (2SFCA) method and its extended forms neglect discrepancies between the travel behaviors of seasonal migrants and native residents and thus fail to delineate variations in PGS accessibility and equity in areas with seasonal migrants. To avoid this issue, this study drew on the case of Sanya, a city with large numbers of Houniao, who are primarily retirees leading seasonal migration between the north and the south of China. A multi-group, multi-mode Gaussian-based 2SFCA method was also proposed to evaluate the PGS accessibility and equity before and after the Houniao influx. The method considered the changes in the COVID-19 restrictions from a refined perspective, with fine-scale residential areas being the research units and travel time requested from the web map application programming interface. The results showed that most residential areas were found to have relatively low PGS accessibility and equity levels, except for those in the south-central and southwestern urban areas of Sanya. Both the Houniao influx and lifted COVID-19 restrictions affected the spatial patterns of PGS accessibility and equity. PGS accessibility and equity were decreased by the Houniao influx, whereas walking and public transport within a few residential areas outside Houniao gathering spots improved. This study can serve as a basis for the reasonable planning of PGS and other public services in cities receiving seasonal migrants, such as Sanya. [ABSTRACT FROM AUTHOR]

An experiment was piloted by Nantes Métropole concerning a transport service operated by an autonomous shuttle in spring 2019 in the Nantes-Bouguenais airport area. This paper aims to present the acceptance of the autonomous shuttle of the Nantes site. 85 respondents, users and non-users of the shuttle, answered a questionnaire. The results show differences between these two populations of respondents, particularly in terms of their feeling of safety, the time saved on their trip compared to their usual mode of travel and the number of seats available in the shuttle. [ABSTRACT FROM AUTHOR]

Turbulence in three dimensions (3D) supports vortex stretching that has long been known to accomplish energy transfer to small scales. Moreover, net energy transfer from large-scale, forced, unstable flow-gradients to smaller scales is achieved by gradient-flattening instability. Despite such enforcement of energy transfer to small scales, it is shown here that the shear-flow-instability-supplied 3D-fluctuation energy is largely inverse-transferred from the fluctuation to the mean-flow gradient, and such inverse transfer is more efficient for turbulent fluctuations in 3D than in two dimensions (2D). The transfer is due to linearly stable eigenmodes that are excited nonlinearly. The stable modes, thus, reduce both the nonlinear energy cascade to small scales and the viscous dissipation rate. The vortex-tube stretching is also suppressed. Up-gradient momentum transport by the stable modes counters the instability-driven down-gradient transport, which also is more effective in 3D than in 2D (≈ 70 % vs ≈ 50 %). From unstable modes, these stable modes nonlinearly receive energy via zero-frequency fluctuations that vary only in the direction orthogonal to the plane of 2D shear flow. The more widely occurring 3D turbulence is thus inherently different from the commonly studied 2D turbulence, despite both saturating via stable modes. [ABSTRACT FROM AUTHOR]

Intermodal practices are related to the use of several distinct modes of transport during the same displacement. This study analyses the articulation between institutional transport insured by motorbike taxis and the Lomé Transport Company (Sotral) in Grand Lomé. In particular, it explores two intermodal practices between both actors, mainly the drawdown and broadcasting of Sotral users on/and from bus stopping, the main intermodality points after the bus stations in Grand Lomé. The methodology relies on a mixed approach, combining quantitative and qualitative methods for data collection and analysis. The first descriptive approach has allowed us to observe the phenomenon, to reinforce knowledge through the analysis of documents, and to obtain actors' opinions. The second quantitative approach is based on the interviews carried out with drivers and motorbike taxi and bus users, the counting of broadcasting and drawdown modes at the stopping points, and the mapping of the study area as well as the Sotral network. The results show that the current facilities of Sotral bus stopping points do not encourage/promote the interaction and/or cohabitation between different modes of transport, such as motorbike taxis. These infrastructures are out of phase with the intermodal practices of the population of Grand Lomé, who use artisanal and structured public transport in their daily movements. In fact, motorbike taxis do not have a dedicated facility for drop-off/pick-up of passengers at the Sotral bus stopping points. The drawdown and broadcasting by these means of artisanal transport at bus stops are generally made on sidewalks and sometimes on roadways, which is a source of road insecurity. This failure leads to friction between Sotral and motorbike taxis on the use of facilities dedicated to Sotral buses, creating an absence of cohabitation between two main actors of mobility in Grand Lomé. An approach focused on the flexibility and efficiency of intermodal points or the connection between motorbike taxis and Sotral allows good coexistence and constitutes a component of a sustainable mobility strategy. [ABSTRACT FROM AUTHOR]

Analyses of cargo transport in 2021 show that despite the increased volume of cargo transported by all types of transport compared to 2020, road transport is still dominant compared to rail transport. Therefore, all actions aimed at improving these unfavorable relations (rail transport vs. road transport) in transport, particularly cargo transport, should be considered purposeful and justified. One such activity is the ongoing work on the design and construction of freight wagons for specialized transport. Unlike universal wagons, specialized wagons are characterized by a limited ability to transport a wide range of material groups. An example is the transport of timber. However, the development of new transport technologies, and above all, technical and organizational progress, force the organizers of these transport modes to look for new logistic and rolling stock solutions. The aforementioned transport of timber is an example of this. The transport of wood does not constitute a large volume of transport, but taking into account its transport issues (transport with large truck tractors, high axle loads, and high risks for other road users), it is a classic example of the fact that it should not be carried out by road over long distances. Therefore, all actions aimed at reducing these issues and improving efficiency by using rail transport are desirable and even necessary. The article presents an innovative design solution in the form of a stanchion basket installed on flat wagons, allowing the use of standard wagons of this type to transport both containers and timber as well as loads such as beams and pipes. Such a solution will allow the use of empty runs of these wagons after unloading wood at the destination station for further transport of containers and vice versa. The considerations described in the article show the research process at the construction stage and testing the prototype of the built basket and the wagon with the stanchion basket structure placed on it. [ABSTRACT FROM AUTHOR]

Cycling has gained increasing popularity worldwide as a healthy and sustainable mode of travel. This study aims to investigate the factors affecting the cycle count at the road segment level based on a detailed survey dataset of 794 road segments in London from 2015 to 2019. A spatial regression model was employed to control for possible spatial correlations among neighboring count points. The influencing factors at three spatial levels were considered in this study, including the characteristics of the target road segment, adjacent road segments, and adjacent areas. In addition, we investigated the differences in cycle counts between private and rental cycles during different time periods (morning peak, evening peak, and off-peak hours). The results indicated that private cycle count was positively correlated with cycle facility, public transit, minor road, network continuity, and connectivity. A similar positive effect was found for rental cycles, although the magnitude of this effect was smaller. In addition, parking facilities (i.e., docking stations and cycle parking) had significant impacts on cycle counts for both private and rental cyclists. This study provides several practical suggestions for improving cycling environments. [ABSTRACT FROM AUTHOR]

Based on the analysis of the fundamental impact of transport infrastructure, the city and the agglomeration are increasingly interpreted as a set of historically composed residential and industrial districts formed in the areas of interchanges of different modes of transport. On the example of the City of Kyiv, the modeling of passenger flows in agglomerations of large developing cities is considered, in order to implement the provisions of a modern urban environment, based on transport analysis of the urban area, with further forecasting of passenger flows on the street-road network and choice of main types of citywide passenger transport in the city. Based on the calculation of the population and passenger formation of transport areas, a model of the city's transport infrastructure is represented, the distribution of passenger traffic by modes of transport is estimated. The results of experimental studies of the intensity of existing passenger flows and models of their definition in the agglomeration of the most valuable city are determined. And the ways to solve the problems of conflict between the city and transport are proposed. [ABSTRACT FROM AUTHOR]

The current paper is based on data collected within the framework of the Inter-Connect PLUS project, with a focus on incorporating new norms before, during, and after the COVID-19 pandemic. A questionnaire was conducted in four countries of the Adriatic-Ionian (ADRION) Region: Italy, Slovenia, Croatia, and Albania. The collected data from the survey was analyzed to draw conclusions about the travel modes citizens used before, during, and are willing to use after the pandemic. The paper closes with recommendations, in the form of a Roadmap, highlighting the potential positive impact of the pandemic on the future of sustainable mobility. [ABSTRACT FROM AUTHOR]

As a model for understanding the type of transport behavior characteristic of the tokamak I mode, cross-phase physics for particle-transport is studied analytically for turbulence dominated by either ion-temperature-gradient (ITG) or electron-temperature-gradient (ETG) instability. I mode is a transport-barrier regime of reduced thermal transport but essentially unaffected particle transport. It is assumed that ITG turbulence applies to the baseline L mode, ETG to I mode, and that E × B flow shear is stronger in I mode, lowering all fluxes. In ITG turbulence, particle transport is governed by trapped electrons. Sensitivity to collisions produces the well-known temperature-gradient-driven pinch that offsets density-gradient-driven outward diffusion, weakening particle transport in L mode. In ETG turbulence, nonadiabatic ions are collisionless. Nonzero transport requires an ion spectrum feature whose magnetic-drift resonance supplies the necessary cross phase. If frequencies of order the ion diamagnetic drift frequency dominate the ion part of the spectrum, as would occur with weakly unstable ITG turbulence, all components of the particle transport are outward and can offset flow-shear-induced flux reductions to produce a flux that is similar to the ITG L-mode particle flux. Nonlinear frequencies are potentially relevant and discussed in relation to I mode. [ABSTRACT FROM AUTHOR]

The rapidly growing global production and trade increase the demand for transport and logistics, leading to the establishment of increasingly more new companies providing these services. This also results in a much larger number of vehicles, which is not always a positive thing. Excessive vehicle traffic leads to an increase in environmental pollution, noise and traffic accidents, which have a highly negative impact on society and, more specifically, on human health. The negative impact on the environment has been increasing, and therefore representatives of national politics, the transport and logistics sectors should be alarmed and take action to reduce the environmental pollution. The development of the transport system should be carefully planned and geared towards achieving green and sustainable transport. In order to create a sustainable freight transport network, certain alternatives that could help to stop or at least reduce the process of environmental pollution should be pursued. One of such alternatives is the use of multimodal transport, which involves several different modes of transport for transporting one freight. This both distributes and reduces the burden on the currently dominant road transport mode, which contributes significantly to environmental pollution and is not sufficiently sustainable. [ABSTRACT FROM AUTHOR]

Understanding the impact of smartphone‐based multimodal information (SMMI) on travellers' P&R (park‐and‐ride) choice behaviour is very limited so far. The purpose of this study is to better understand how SMMI, social network information, and individual characteristics influence travellers' mode choices. A stated preference experiment consisting of one P&R option and two auto‐driving routes was conducted to collect car commuters' P&R choice data in Shanghai, China. The panel mixed logit model was utilized to determine the influencing factors. It was found that the panel mixed logit model, accounting for correlations among repeated observations of the same respondent and random taste, significantly outperforms the cross‐sectional multinomial logit model in terms of goodness‐of‐fit. Specifically, travellers are highly sensitive to the information offered by SMMI on travel time, parking fare, and crowding level in subway cars, and heterogeneities do exist in travellers' preferences for these factors. In terms of social network information, the positive propensity of online reviews and information about P&R play a positive role in P&R promotion. In addition, individual characteristics including gender, age, occupation, years of driving, and P&R experience all contribute to explaining the choice of P&R. Finally, the elasticity analysis reveals that commuters are more satisfied with P&R time than with car time, and the cross elasticity of P&R time demonstrates a limited substitution effect of P&R on private cars. [ABSTRACT FROM AUTHOR]

Travel behavior researchers have dominantly explored the influence of increase in development densities with mixed pattern of land-uses, and investment in infrastructures related to public transit toward more sustainable-transportation policies. However, little has been known about the long-term interdependencies between people's decisions on travel behavior and individual biographies relating to residential relocation and habitual behavior over a longer time period. To fill this gap, the present study aims to investigate the long-lasting impact of past travel behavior on current travel behavior after a process of residential relocation. For this purpose, aggregate analysis at a neighborhood level was carried out, focusing on cause-effect relationships between current travel mode share and the size of in-migrants dependent on a certain mode in the past by using Household Travel Surveys (HTS) and Internal Migration Statistics collected during 2006–2015 (10 years). Accordingly, the size of in-migrants who have their pre-determined travel behavior in the past play an important role in explaining the mode share of a neighborhood on the current state. Further, this study attempted to divide the influence of residential relocation from the influence of habitual behavior on travel behavior after residential relocation. The finding suggested that the habitualized travel pattern can affect the travel patterns in the new neighborhood even after separating the effect of self-selection. Specifically, the past dependency on public transportation represented significant influences on the current travel mode share. This study on travel behavior informs consideration of role of habitual qualities during the process of residential relocation. [ABSTRACT FROM AUTHOR]

This article presents the MOBIS dataset and underlying survey methods used in its collection. The MOBIS study was a nation-wide randomised controlled trial (RCT) of transport pricing in Switzerland, utilising a combination of postal recruitment, online surveys, and GPS tracking. 21,571 persons completed the first online survey, and 3680 persons completed 8 weeks of GPS tracking. Many continued tracking for over a year after the study was completed. In the field experiment, participants participated through the use of a GPS tracking app, Catch-my-Day, which logged their daily travel on different transport modes and imputed the trip segments and modes. The experiment lasted 8 weeks, bookended by two online surveys. After the first 4-week control phase, participants were split into two different treatment groups and a continued control group. An analysis of the survey participation shows that the technology is capable of supporting such an experiment on both Android and iOS, the two main mobile platforms. Significant differences in the engagement and attrition were observed between iOS and Android participants over the 8-week period. Finally, the attrition rate did not vary between treatment groups. This paper also reports on the wealth of data that are being made available for further research, which includes over 3 million trip stages and activities, labelled with transport mode and purpose respectively. [ABSTRACT FROM AUTHOR]

We study the impact of a tightening of a private driving restriction in Germany's capital, the city of Berlin, on house prices in its affluent suburbs. Using geo-referenced data on train stations, motorway access points and offers of single-family houses for sale from Germany's leading online property broker ImmobilienScout24 in a spatially staggered DiD framework, we find evidence for sizeable price growth premia for houses located in walking distance of train stations that lie within 30 min commuting duration to Berlin main station. Property located in immediate vicinity (5 min walking distance) of train stations within 30–40 min commuting duration, however, face penalties. Our findings are of relevance for the design of public infrastructure planning policies that seek to accommodate and facilitate changes in local demands for alternative and more environmentally sustainable modes of transport induced by private driving restrictions. [ABSTRACT FROM AUTHOR]

Travel mode and distance choices are not independent decisions, and individual choices are usually made in the knowledge of the preference and needs of other household members. To represent the dependency between mode choice and travel distance and the role of intra-household interactions in travel behavior, we develop a joint discrete–continuous model with intra-household interactions. In this model, we use joint household tour as the unit of analysis and characterize the dependency between mode choice and travel distance using flexible copula functions. Then, we apply the proposed model to analyze tour-based mode choice and travel distance in Beijing, China. The results indicate that unobserved factors contribute to positive dependency between mode choice and travel distance. The choice of walk is more dependent on travel distance than other travel modes, and the choice of travel modes except public transit shows a higher correlation with travel distance in complex individual tours than in simple individual and joint household tours. Further, a comparison between the proposed model, the independent model, and the model without intra-household interactions reveals that ignoring the dependency between mode choice and travel distance, or not considering intra-household interactions, could lead to over- or under-estimation of the effects of changes in exogenous variables. [ABSTRACT FROM AUTHOR]