Mobilitat de proximitat a Barcelona i la seva àrea metropolitana

Aquesta tesi doctoral ha analitzat la mobilitat quotidiana a Barcelona i la seva Regió Metropolitana tenint en compte no només el transport públic i el privat, sinó també els moviments de curta distància, la mobilitat a peu i les necessitats de mobilitat de les persones sense accés al transport motoritzat. Els resultats mostren que una quarta part de la mobilitat a Barcelona és d'àmbit local i que els desplaçaments de proximitat depenen del perfil socioeconòmic de la població i suposen un important valor per la gent gran i la població infantil.Esta tesis doctoral ha analizado la movilidad cotidiana en Barcelona y su Región Metropolitana teniendo en cuenta no sólo el transporte público y el privado, sino también los movimientos de corta distancia, la movilidad a pie y las necesidades de movilidad de las personas sin acceso al transporte motorizado. Los resultados muestran que una cuarta parte de la movilidad en Barcelona es de ámbito local y que los desplazamientos de proximidad dependen del perfil socioeconómico de la población y suponen un importante valor para la gente mayor y la población infantil

Ressenyes

Obra ressenyada: Jeff SPECK, Walkable City: How Downtown Can Save America, One Step at a Time. Nova York: North Point Press, 2012

Sociopsychological factors associated with the adoption and usage of electric micromobility. A literature review

Unidad de excelencia María de Maeztu CEX2019-000940-MThis paper aims to identify the main sociopsychological factors that individuals perceive as affecting their intention to adopt electric (e−)micromobility. Drawing from modal choice theory, the factors are classified into functional (money, time, and other convenience values) and non-functional (emotional, social, and epistemic values). Following a PRISMA systematic literature review of 67 papers, we observed the reported influence of several functional and non-functional factors over the decision on whether to use an e-micromobility mode of transport. Results indicate that non-functional factors such as environmental concern, innovativeness, and belonging can be even more influential for individuals than traditional functional factors such as speed, cost, and time savings. Users seem to perceive these services as socially beneficial, contributing to improved livability, equity of access, and diversity of choice. The present review contributes to our understanding of the complexity of modal choice, and the importance of accounting for the sociopsychological factors influencing user decisions regarding micromobility. Our findings can help improve the strategies and policies supporting e-micromobility adoption

Green streetscape and walking : exploring active mobility patterns in dense and compact cities

Unidad de excelencia María de Maeztu MdM-2015-0552document de l'ICTA Al postprint no apareix informació de subvenció, però a la versió publicada diu això: This research was carried out within the framework of the research project: "Movilidad cotidiana activa y saludable en entornos urbanos de proximidad. Enfoques multimetodologicos: tracking living labs, encuestas de movilidad y estudios cualitativos" funded by Ministerio de Economía y Competitividad, Subdirección General de Proyectos de Investigación (Ref: CSO2016-74904-R). No sé si ho he codificat bé... gra'cies!Being physically active in natural environments has been linked with multiple mental and physical health benefits. However, not all urban contexts can provide their residents the same access to green areas for walking and sport activities. Mediterranean cities provide open spaces for physical activity that differ from those of Northern European cities. This study explores both conventional spaces in the form of public parks and urban green spaces, i.e. beaches, tree-lined streets, boulevards and public squares, in relation to the daily walking levels of residents in a Mediterranean city, such as Barcelona by presenting findings based on examining and assessing spatio-temporal exposure levels measured with the help of smartphones and publicly available GIS layers. To achieve this, both exposure and daily walking time were measured from GIS and GPS-based smartphone tracking data for 127 adult individuals from Barcelona, Spain. Based on these measurements, it was determined that the presence of large-scale open spaces for physical activity, such as beaches or large parks in the participants' daily walking routes, proved to have the highest association with daily walking time. Also, underexplored forms of nature, such as street trees were also positively correlated with individual walking levels. Additionally, small-scale public spaces, such as public squares and boulevards, indicated a considerably negative association with walking time. The findings from this study confirm existing evidence on the health benefits of urban greenness and broaden the analytical focus on the role and impact of green space provision on physical health. Altogether, street trees and the presence of both blue and traditional green spaces proved to be significant factors of increased walking levels

Gender and age differences in metropolitan car use. Recent gender gap trends in private transport

Unidad de excelencia María de Maeztu CEX2019-000940-MUrban mobility is currently undergoing significant changes in cities worldwide, as gendered mobilities are converging and automobility is on a downward trend among younger cohorts. The aim of this study was to examine the dynamics of gendered mobilities over generations and across three different urban contexts in the Barcelona Metropolitan Region (northeast Spain), in an effort to understand whether the mobility gender gap is closing and whether young adults have lowered their private transport levels. Generalized linear models were built to analyze travel survey data from the Working Day Mobility Survey (EMEF) to comprehend mobility changes between 2008 and 2018. The study identified a generational countertrend among new generations of young adults, who reported more sustainable mobility practices than their predecessors. Furthermore, results show a general trend towards gender convergence of travel behavior on the outskirts of the Barcelona Metropolitan Region, but also a tendency towards gender divergence in the core area of Barcelona City. Since the mobility gender gap is closer to convergence in those areas where private transport use is more widespread, future efforts towards achieving climate objectives should aim at decoupling such gender convergence from car-dependent built environments

Gendered travel behaviour in micromobility? Travel speed and route choice through the lens of intersecting identities

Unidad de excelencia María de Maeztu CEX2019-000940-MAltres ajuts: This work was supported by the Generalitat de Catalunya (Inclusiva, Sostenible, Saludable i Resilient. La Mobilitat i la Ciutat en l'Escenari Postpandemia, PANDE 00023, 2020); and the Institut de Cultura, Ajuntament de Barcelona (New mobility in the city: NEWMOB, 19S01360 -006).Evidence shows that the use of micromobility vehicles is currently skewed towards young men, who are more likely to adopt risky behaviours, such as fast or aggressive riding. However, research on micromobility travel behaviour founded on GPS data has repeatedly failed to disaggregate findings by gender, or to account for intertwined sociodemographic identities. In this study, we investigate how bike-share cyclists and private e-scooter riders navigate through Barcelona's cycling facilities, and whether intersecting identities (in terms of gender, age and parenthood) influence their performance. Using 911 GPS-tracked trips of 89 participants, we build a multilevel linear mixed effects model that analyses the speed at which cyclists and e-scooter riders travel. The results show that the speed gender gap is particularly salient among e-scooter users, while being almost non-existent among cyclists. The model further indicates that cycling facilities influence riding speed, and that intersecting identities significantly explain how micromobility users circulate through the city. Drawing on theories of performativity and embodiment, we argue that findings pointing to gender differences in travel behaviour might be explained by women's unwillingness to negotiate traffic or tolerate harassment in highly masculinised spaces. These findings contribute to the limited available knowledge on the objective travel behaviour of micromobility users from a gender and intersectional perspective, i.e. recognising the complex way in which multiple forms of discrimination associated with identity combine. We also provide valuable insights into how the design of urban environments and targeted policies can have diverse effects on different micromobility users

Assessing Environmental Performance of Micromobility Using LCA and Self-Reported Modal Change : the Case of Shared E-Bikes, E-Scooters, and E-Mopeds in Barcelona

Altres ajuts: Institut de Cultura, Ajuntament de Barcelona. Grant number 19S01360-006Unidad de excelencia María de Maeztu CEX2019-000940-MMicromobility is often thought of as a sustainable solution to many urban mobility challenges. The literature to date, however, has struggled to find consensus on the sustainability of shared and electric scooters, e-bikes, and e-mopeds. This paper uses a Life Cycle Assessment (LCA) approach to calculate the impacts of micromobility modes in three categories: Global Warming Potential (GWP), Particulate Matter Formation, and Ozone Formation. It does so by incorporating the self-reported modal change of each transportation mode: shared e-moped, shared e-bicycle, shared bicycle, and personal e-scooter. The results show that modal change brought by the introduction of shared e-mopeds and shared e-bicycles caused an increase in greenhouse gas (GHG) emissions, while shared bicycles and personal electric scooters decreased GHG emissions. All micromobility modes except personal e-scooters increased particulate matter emissions, but decreased those which were emitted within the city, while they all decreased NOx. The findings of this study suggest new micromobility services are not always the best environmental solution for urban mobility, unless the eco-design of vehicles is improved, and they are strategically used and deployed as part of a holistic vision for transport policy

Built environment bikeability as a predictor of cycling frequency : Lessons from Barcelona

Unidad de excelencia María de Maeztu CEX2019-000940-MBackground: Many cities are putting cycling at the centre of their sustainable transportation policies after the COVID pandemic. Cycling is seen as a desirable mode of transport in dense and compact areas and needs to be promoted accordingly. However, to date, only a handful of different bikeability indexes exist attempting to map biking conditions and the built environment's potential to promote biking as a modal choice on a city scale. Methods: In this article, we use objective GIS data to map bikeability potential in the city of Barcelona. To do so we extracted the main bikeability components from an adhoc cycling survey and then create an index using ten spatial indicators. This bikeability index is mapped at a 100 × 100 m scale in the city of Barcelona. We then use actual travel behavior data extracted from a local representative travel survey to test the reliability of the index in predicting daily bike use. Results: Results confirm the validity of the bikeability index as a predictor of the frequency of cycling. People living in areas with higher levels of built environment features associated with bikeability such as dedicated infrastructure, low accident rates and small slopes are more likely to use the bike more often. Conclusions: Results validate our approach providing new methods to be used in further biking studies and a useful tool for policy and decision making. The use of our new bikeaiblity index is especially indicated for highly-dense, compact, Mediterranean-style cities

E-scooter and bike-share route choice and detours : modelling the influence of built environment and sociodemographic factors

Unidad de excelencia María de Maeztu CEX2019-000940-MMicromobility is often presented as a sustainable, affordable, and active urban transport option, in comparison to motorised modes. Understanding users routing preferences could help policymakers adapt and design facilities that attract a myriad of micromobility users. Whereas previous research largely focused solely on the built infrastructure, the ways in which sociodemographic factors affect micromobility route choice and infrastructure preferences are unclear. This study examines how elements of the built environment and sociodemographic attributes influence the route selection of 115 e-scooter and bike-share users in Barcelona, Spain. We also compare participants' GPS-tracked trips to the shortest path that they could have followed and develop a multilevel model to estimate how urban and sociodemographic factors affect the decision to deviate from the shortest path. The findings show that micromobility users rarely choose the shortest path since urban elements related to safety, accessibility and aesthetics seem to shape their wayfinding decisions. Results help us comprehend cyclists' and e-scooter riders' distinct route preferences and further illustrate how the gender identity of micromobility users influences route choice and detour. The models indicate that, on average, women take shorter detours than men. We observe gender differences in the way cyclists and e-scooter riders favour certain elements in their trips, such as parked cars and cycling infrastructure. Our findings offer valuable insights into how sociodemographic factors interact with infrastructure and built environment conditions to influence micromobility users' route choice and open up the potential to use these results to manage micromobility flows within cities

Un análisis de la ciudad compacta a través de los tiempos de desplazamiento

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