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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]

On one hand, better and better databases occur through the world, however for cities a lot of important data is unavailable. On the other hand, the cities are one of the most important units, where transportation interactions ought to be analyzed. In this recent paper the order of the cities (based upon the NUTS - Nomenclature des unités territoriales statistiques classification) will be introduced, and an answer will be found for the question whether this parameter could be used as a substitution of an economic parameter. [ABSTRACT FROM AUTHOR]

Worldwide, growing populations and increasing numbers of vehicles have caused a parallel increase in demand for parking areas. Metropolitan cities, especially, are suffering from lack of parking areas. These areas are one of the significant parts of the modern urban transportation system and have significant effects on decreasing traffic loads. Finding the best location for parking areas has become a major challenge for both urban transportation planners and policy makers. This study aims to design an exemplary geographic analytics method for determining parking demand and locating parking areas using the Pendik district of Istanbul (Turkey) as a case study. Parking demand and supply analysis was performed using map algebra in the Geographic Information Systems (GIS) environment. Parking demand was calculated by integrating multiple selected parameters simultaneously, including housing demand, workplace demand, fixed demand, and dynamic demand. After calculating and evaluating parking demand, the location–allocation methods of network analysis were implemented to allocate parking locations based on parking demand and supply. In conclusion, this approach gives a novel data-processing method that determines parking facility locations more accurately to support transportation planning and support sustainable urbanization. [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]

The purpose of this article is to present the authors' own software for predicting changes in the density and directions of traffic flows and to compare overall results of research on transport accessibility with the results returned in the study of transport accessibility conducted with the software (isochronic accessibility). Developed for research purposes, the authors' application is based on Dijkstra's algorithm, which is classified as one of the greedy ones and does not always return optimum results, even though it is considered to be generally accurate. In the course of the research, it was stated that the implementation of Dijkstra's algorithm in the RoadLoad tool is suitable for studying and prognosing phenomena, under the assumption that there are detailed data on the point of departure and destination for each trip. The tool enables us to research a spatial (cumulated values of network load) as well as time-spatial (network load at virtually any time) dimension of the phenomenon. It cannot be applied, however, without the knowledge of the transport behavior characteristics of the users of the road system. [ABSTRACT FROM AUTHOR]

This study shows how the network of public electric car (fast) chargers developed in Hungary during the previous decade. The research focuses on the availability of these on settlement level, the exact number of charging locations and points; the quality and technical details of the chargers - which determine whether a certain car type can use it or not - were secondary considerations. There were many uncovered spots in the country in the early 2010s, but the network significantly developed by the end of the decade. The main reasons behind the growth are also discussed. The main data sources were one major Hungarian electric car website and certain echarger mapping applications. [ABSTRACT FROM AUTHOR]

Research on the influence of accessibility on land use and landscape patterns is one of the most important subfields in landscape ecology and transportation geography. In this review article, we use CiteSpace and VOSviewer to analyze relevant information, including the number of published papers, highly cited literature, high-frequency keywords, periodicals, and the leading countries conducting research on this particular field. Based on the mapping knowledge domain theory and summarizing method, this research, using an extensive review of the existing literature to analyze the influence of accessibility on land use and landscape patterns, the following conclusions have been reached: first, most of the relevant studies are conducted by applying theories on landscape ecology rather than on transportation geography, and the measure index of accessibility is relatively simple. Second, while accessibility has played a key role in analyzing the interactions between transportation, land use, and landscape patterns, studies on the long-term effect of transportation on land use and land patterns are extremely important. Also, different road types have been found to impose different effects. Third, research on the functional landscape in inner cities has become a significant research focus, particularly with the progress in big data. And fourth, improvements in data acquisition and processing have greatly benefited the field, specifically with recent advancements in GIS and RS technology. However, studies on landscape patterns with regional perspectives have largely been insufficient, especially those conducted over long time scales. [ABSTRACT FROM AUTHOR]

The aim of this paper was to systematically obtain the poverty reduction effects and diversified poverty alleviation paths of road infrastructure, to assist in the planning of transport poverty alleviation and rural revitalization in the concentrated contiguous poverty-stricken areas. The measurement methods for impact effects and paths of transport poverty alleviation have been scientifically proposed based on methods of transportation economics and transportation geography. Firstly, an overview of the interactive mechanism and processes by which road infrastructure investment influences poverty reduction has been offered, and the characteristics of poverty space and spatial coupling result of road infrastructure have been systematically obtained. The results show that about 70% of the district counties' road infrastructure and poverty rate are in a state of spatial coupling imbalance; the coordinated synchronous type is mainly distributed along the road network. Secondly, the structural equation model system has been formulated with variables that reflect transportation input in adjacent geographical units to consider spatial spillover effects. The results show that the direct poverty reduction effect of road infrastructure (0.105) is much lower than the indirect poverty reduction effect (0.830). Thirdly, empirical analysis at regional level of the concentrated contiguous poverty-stricken areas in China has been conducted. As a result, while addressing the limitations of previous studies, the poverty alleviation path that has been proposed also aims to catalyze actions to reduce the transport-related exclusion in poverty-stricken areas caused by the lack of access to basic facilities. [ABSTRACT FROM AUTHOR]

• We study how transportation research topics correlate with geographic regions using bibliographic data. • The collected dataset covers 174,848 research articles in 1091 journals and hundreds of conferences. • A geoRegion-topic model is proposed to derive the research topic distribution for each geographic region. • Transportation research exhibits region-specific characteristics at the country/region and U.S. state levels. • The relation between research topic similarity and geographic proximity depends on the geographic level. Since the planning and operations of transportation systems depend on factors ranging from economic to political, which tend to vary significantly over geographic regions (geoRegions), the following research question arises: do transportation topics in various geographic regions differ significantly? A review of existing transportation bibliographic studies shows that the information on the geographic location of study areas is seldom available and thus rarely analyzed. This study thus presents a geoRegion-topic model that extends a widely used topic model, latent Dirichlet allocation, to explore the region-specific characteristics of transportation research based on large-scale bibliographic data collected from Transport Research International Documentation. Top geographic regions that are frequently used as study areas in transportation research are identified at both the country/region and U.S. state levels. The results confirm that transportation research exhibits clear region-specific characteristics, namely each geographic region is associated with a unique transportation topic distribution. After exploring the relation between topic similarity and geographic proximity, we find in general countries/regions that are geographically proximate have quite similar transportation topic distributions, while this correlation cannot be observed at the U.S. state level. Other relevant findings are also reported, along with potential bias in the analysis. [ABSTRACT FROM AUTHOR]

Children's school transport has become a major research focus over the past 20 years, particularly within the fields of planning, transport geography, and children's geographies. However, this work has rarely considered children living with disability. This article presents the pilot component of a visual ethnographic study about school transport within families living with childhood disability. It explains why we piloted the study, details the pilot process, and presents lessons learned from piloting the study with two families of children living with different mobility needs. The lessons largely concern the design of interview guides and the interviewing process, as well as the development of an adaptive photo kit to enable children's independent participation. The article shows how piloting qualitative studies, particularly those involving disabled children, can be invaluable in terms of improving data collection technologies and logistics, as well as enabling inclusive participation. [ABSTRACT FROM AUTHOR]

Reports from the European Commission (e.g. European Commission, 2018) show a relatively high level of motorisation in Poland (leaving the country ranked 6th among EU Member States). The number of cars per 1000 inhabitants is higher here than in any other of the formerly-communist countries acceding to the EU in or after 2004. Unfortunately, however, this situation inter alia reflects twisted statistics on motorisation that do not therefore offer a full or proper reflection of the real situation on the Polish car market. This article has devoted itself to the analysis of shortcomings characterising three groups of motorisation statistics relating to: 1. the cars known as "dead souls" (end-of-life vehicles) - whose numbers are overstated (by perhaps 6 million cars - or 26% of the entire total), given the retention on the register of those that have not been on the road for a long time, 2. "cars with a grille" - part of a Poland-specific phenomenon that results in understatement of numbers of cars and overstatement of numbers of goods vehicles (to the tune of perhaps 750,000), given people's efforts to ensure that personal cars are approved for registration as commercial vehicles, 3. company cars, given overstatement (equal to perhaps 1.5 million) of numbers of vehicles in cities due to the presence of leasing companies and large enterprises operating company cars. The spatial distribution across the country of cars in the above-mentioned groups is very uneven and does much to influence spatial patterns relating to Poland's motorisation rate (s). Overall, motorisation is much overestimated in large cities (e.g. Warsaw, Poznań, Katowice and Wrocław), while being underestimated in rural areas (especially in SE Poland). A crucial achievement of our analysis involves correction of official European statistics in this regard. The discrepancies characterising the statistics have the clear spatial distribution presented in Fig. 6. In its last section, this article then attempts to determine the consequences of such twisting of the motorisation statistics where both geographical research and decision-making are concerned. [ABSTRACT FROM AUTHOR]

The paper adopts the economic-geographical ideas of strategic coupling, path-dependence and path-creation to analyse the role of local/regional institutions in shaping the impacts of airports on regional development. By means of focusing on the airport industry (i.e. an integral component of the wider air transport system), the paper aims to help bridge the gap between economic geography, where air transport has received little attention, and transport geography, which so far has made little use of the theoretical advancements made in economic geography. The paper discusses the example of Poland where, further to the fall of communism, regional development became a key ambition for local and regional governments and where the importance of passenger aviation is rapidly increasing. Drawing from 16 interviews with airlines, Polish airports and Polish local authorities, and from documentary analysis, the paper explores the ways in which local/regional governments charge their airports with the path-shaping tasks of fostering strategic couplings with airlines and catalysing new forms of growth. This includes financial and political support, joint marketing and imposing challenging targets. The paper also shows that the transformation of Polish airports from passive assets into active agents of regional development (a process that is referred to as the 'agentisation of airports') is inherently path-dependent. The peculiar structure of ownership in the Polish airport industry (a partial legacy of the previous system) and the tensions between various actors that it spawns entangle Polish airports in the multi-scalar patterns of politics, which determine the effectiveness of their path-shaping roles. [ABSTRACT FROM AUTHOR]

• A comprehensive comparative empirical analysis on the container shipping network. • Supported by extensive datasets, incorporates the latest development on river basin. • Combine descriptive and explanatory analysis from interdisciplinary approaches. • A large diversity exists in how inland port systems development. The formation of barge networks on rivers and associated inland port systems is subject to a complex set of influencing factors and mechanisms. This paper aims to present a comprehensive comparative empirical analysis focusing on the container shipping (barge) network in the Yangtze and the Rhine. This analysis is supported by extensive datasets on both river basins, incorporates the latest development on both rivers and is grounded on concepts and methods coming from transport geography and economic geography. We find that a large diversity might exist in how inland port systems and related gateway seaports are dealing with cargo flows and supply chains. In view of explaining this diversity, we make a distinction between geographical/nautical aspects, macro-economic factors and institutional/governance factors. In particular, we discuss the role of institutional and governance factors in barge network development by using the concepts of selection, retention and variation. [ABSTRACT FROM AUTHOR]

Nowadays the spatial econometrics is became widely used in transportation sciences. In order to know which method can be used or how they should be used, the review articles give answers. In this recent paper the goal is to collect all of the methods in one article which can be used in further researches. The improvement in this article is that beside the spatial econometric methods, other necessary techniques are also introduced. With this fact a whole analysis can be applied. [ABSTRACT FROM AUTHOR]

There can be no sustainable tourism development without sustainable mobility, which is contingent on informed planning and policy. In rural regions, tourist attractions are spatially scattered, and poor transport planning translates into lower accessibility for non-driving visitors, yet few sustainable planning tools are available for non-urban tourism contexts. This article seeks to fill this gap by combining advances in transport geography, rural transport, and transport for tourism, and we develop an original algorithm for evaluating sustainable accessibility of tourist attractions within regional rural destinations. Based on the Spatial Network Analysis for Multimodal Urban Transport Systems (SNAMUTS) framework, the use of spatial network measures is presented in a scalable and understandable manner that can be replicated by users with basic mathematical skills and computer software. The applicability of the algorithm is illustrated in the case of West Balaton Region in Hungary. The article demonstrates the use of sustainable transport accessibility as a measure for transport evaluation that considers both environmental aspects and social justice framed as sustainable tourism participation for all. [ABSTRACT FROM AUTHOR]

The paper deals with the topic of transport accessibility of Łódź using data from Intelligent Transportation Systems, in this case from cameras allowing automatical identification of number plates (ANPR), locatedon the city's 23 intersections. The paper has two aims. The first one is of methodological nature and focuses on assessing the usefulness of the data from ITS for geographical research. Not only does the paper present some ways of using data and conducting analyses with the use of these data but it also compares their results with research concerning similar phenomena measured by different sets of data (theoretical accessibility and data obtained from the Distance Matrix Responses provided by Google Maps APIs). The latter, in turn, is cognitive and it comes down to a slightly more local dimension, namely showing the internal transport accessibility of Łódź. In the light of the ANPR data it was determined that the internal transport accessibility of Łódź is much worse than the theoretical accessibility or the accessibility measured with the use of data obtained from the Distance Matrix service. The greatest differences in average travel times between the data from ANPR and the two remaining methods concern primarily the north-western part of the city, whereas the smallest - the central and southern areas, where a substantial part of intersections is covered by a system of cameras. [ABSTRACT FROM AUTHOR]

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]

Spatial accessibility is one of fundamental problems of geography, and transport geography in particular. It is one of the key factors affecting the ability to use certain services by the residents of a given area. Therefore, it is important to develop appropriate methods for the analysis of spatial accessibility. This paper describes a methodology for analyzing spatial accessibility in urban areas using a hexagonal grid combined with a network analysis. The proposed methodology is applied to the city of Toruń, Poland. Spatial distribution of accessibility to selected public amenities is analyzed and areas of high and low accessibility are identified. Finally, a prototype of a novel web-based system is proposed to allow citizens and city officials to perform custom analysis based on individual preferences. [ABSTRACT FROM AUTHOR]