Background COVID-19 pandemic is a challenge that the world had never encountered in the last 100 years. In order to mitigate its negative effects, governments worldwide took action by prohibiting at first certain activities and in some cases by a countrywide lockdown. Greece was among the countries that were struck by the pandemic. Governmental authorities took action in limiting the spread of the pandemic through a series of countermeasures, which built up to a countrywide lockdown that lasted 42 days. Methodology This research aims at identifying the effect of certain socioeconomic factors on the travel behaviour of Greek citizens and at investigating whether any social groups were comparatively less privileged or suffered more from the lockdown. To this end, a dynamic online questionnaire survey on mobility characteristics was designed and distributed to Greek citizens during the lockdown period, which resulted in 1,259 valid responses. Collected data were analysed through descriptive and inferential statistical tests, in order to identify mobility patterns and correlations with certain socioeconomic characteristics. Additionally, a Generalised Linear Model (GLM) was developed in order to examine the potential influence of socioeconomic characteristics to trip frequency before and during the lockdown period. Results Outcomes indicate a decisive decrease in trip frequencies due to the lockdown. Furthermore, the model’s results indicate significant correlations between gender, income and trip frequencies during the lockdown, something that is not evident in the pre-pandemic era.
A literature review indicates that there is an increasing number of Land Use/Transport Interaction (LUTI) models being used in policy analysis and support of urban land use, transport and environmental planning. In this context, LUTI models are considered to be useful for the development of scenarios during the preparatory stage of Sustainable Urban Mobility Plans (SUMPs). A SUMP can be defined as a strategic planning framework, proposed by the European Commission, for planning and design of an urban multimodal transport system, which combines multi-disciplinary policy analysis and decision making. The objective of a SUMP is to achieve sustainable urban mobility, i.e. accessibility for all, safety and security, reduction in emissions and energy consumption, efficient and cost-effective transport and an improvement in the urban environment. Based on the overall conceptual and methodological framework of LUTI models (Geurs and van Wee 2004), the scope of the proposed research is to fully integrate a LUTI model into a contemporary transport planning framework and, more specifically, into the SUMP structure. This paper focuses on the configuration of the integration pattern, according to which a LUTI model may evolve and interact with the planning process throughout the eleven elements of the SUMP, as well as the evaluation of the benefits and drawbacks from the implementation of the proposed pattern for the enhancement of SUMP and overall promotion of sustainable urban planning.Keywords: land use and transport integrated model, sustainable urban mobility plan, integration, interaction, evaluation doi: 10.14712/23361964.2016.3 trends in locational choices and forecasting land use patterns by combining features such as mobility patterns, socio-demographic characteristics, industry allocation, geomorphological and environmental factors, availability of urban networks and institutional and policy frameworks (Pozoukidou 2010). Recently LUTI models have attracted the attention of the scientific community in terms of their role in strategic transport planning, since they are considered to be the most appropriate tool for achieving an understanding of the cause and effect relationship between transport and land use.At the same time the European Commission (EC) promotes the aforementioned sustainable planning approach for urban mobility within the framework of Sustainable Urban Mobility Plans (SUMPs) (European Commission 2013). A SUMP is a strategic plan that fosters a balanced development of all modes of urban transport, while encouraging a shift towards more sustainable modes, by a combination of inter-disciplinary planning and policy analysis, and decision making. Its objectives coincide with the components of sustainable mobility, i.e., accessibility for all, efficient and affordable mobility services, enhancement of safety and security, decrease of emissions and improvement of energy efficiency and an improvement in the urban environment. More specifically, it covers the whole planning process from the prepa...
In this paper, we explore users’ intentions to use bike-sharing systems (BSS) compared to traditional competitive transport modes—private car, bus and walking. Fueled by the increasingly rampant growth of shared economy and Information and Communication Technology (ICT), shared mobility is gaining increasing traction. The numbers of shared mobility schemes are rapidly growing worldwide and are accompanied by changes in the traditional vehicle ownership model. In order to pinpoint the factors that strongly affect the willingness to use BSS, a stated preference survey among car and bus users as well as pedestrians was designed and conducted. Binary logit models of the choice between the currently preferred transportation modes and BSSs were developed, for short and long-duration trips, respectively. The results highlight a distinctive set of factors and patterns affecting the willingness to adopt bike-sharing: choice is most sensitive to travel time and cost of the competitive travel options. In general, users are more willing to make the switch to a BSS, especially for short trip durations, when their typical mode of transport becomes more expensive. Bike-sharing also seems to be a more attractive option for certain user socio-demographic groups per mode and trip duration (age, education level, employment status, household income). Trip characteristics such as trip purpose and frequency were also found to affect the willingness to choose BSS. In general, BSS seem to mainly attract bus users and pedestrians, while car users may use BSS more sparingly, mainly for commuting purposes.
It has been proved that urban development patterns affect in various ways cities? environmental quality. To this purpose, one of the factors that have been examined is the role of urban green spaces, in balancing the effects of human activities in dense urban landscapes. One of the major external costs of dense urban environment is smog and greenhouse gas emissions that are heavily related to existing mobility patterns. High levels of concentration of such emissions along with high urban density are considered to be the main reason for cities? environmental degradation. In this context this paper presents the results of a study investigating how urban green spaces can improve air quality, in major transportation axis within the city of Thessaloniki. In order to do so, urban density along the axis, green space per capita, green space spatial distribution, mobility patterns and transport emissions volumes are being considered. Comparison of these indices among the transportation axis under study indicates that there is a positive relation between building density, urban density and volume of emissions observed, while a dispersed rather than a concentrated pattern of green spaces could better help improve cities? environmental quality.
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