**6. Impacts of alteration**

Reshaped urban mobility implies several impacts. Due to shared and demanddriven services, it is expected that the individual car use will decrease. However, the change in the travelers' mindset is needed. In an urban area, individual car use and car ownership are to be eliminated. Necessarily, efficient public transportation and introduction of shared and transitional transportation modes are required. In developed countries, the intention to own a car is decreasing among the younger generation.

Significant benefits can be gained by dynamic assignment of shared vehicles for different service types [26]. The benefits are relevant for passengers (e.g., reduction of travel time and fee) and operators (enhanced utilization rate). However, the utilization of shared services is not efficient without adequate management. For instance, the capacity utilization of a taxi service is not efficient without seatsharing [27]. The mileage of taxis can be reduced by 40% by seat-sharing [28].

Moreover, if shared, demand-driven services are too convenient, the share of high-capacity public transportation decreases, which may cause further problems (e.g., increasing traffic jams). For instance, at least half of the ride-sourcing trips replace traditional public transportation trips [17].

The application of AVs has impacts on society and the environment too. The length of trips is expected to grow as travel time is spent in a more efficient and pleasant manner. In this way, daily commuting distance can be even longer. Furthermore, travel time can be reduced as a result of better drivability of the vehicles and advanced traffic control. Vehicle design and passenger compartment also alter. The individual total utility of travel increases, because onboard activities may replace activities performed at home or the workplace. All in all, the number of travels is expected to increase.

However, individual car use decreases by the introduction of a flexible shared AV service because similar service quality can be provided as by an individual car. Current car users' willingness to shift is the highest, as bikers' and pedestrians' willingness to shift are the lowest according to our previous study [29]. The number of cars decreases as less vehicle is enough to meet the needs. Furthermore, the capacity utilization and useful mileage of the vehicles increase because of the shared use. However, the number and length of empty runs may increase due to dissimilar pickup and drop-off points of passengers.

The vehicles communicate with each other, with the infrastructure and with other road users. Consequently:


The public places in cities are utilized in a different way which causes a paradigm shift in urban design as well. The number and extension of road infrastructure elements are also expected to be altered. For instance, less parking lots are enough. Accordingly, the available space for pedestrians and micromobility users or other, non-transportation-related functions (e.g., green areas) can be increased. The time base of road infrastructure elements is to be shared between the functions:

**81**

*Reshaped Urban Mobility*

for parking

motorized road traffic.

impacts of alteration were summarized.

tion in cities, e.g., the function of public places alters.

**7. Conclusion**

*DOI: http://dx.doi.org/10.5772/intechopen.89211*

rants, etc. park and recharge during loading.

can be established without any special infrastructure.

○ In dedicated time intervals, freight AVs serving neighborhood shops, restau-

• Shared traffic lanes: in the peak hours for moving traffic, in the off-peak hours

Though the AVs may serve any point, they cannot stop "anywhere." Therefore, allocation of virtual stops is needed. Virtual stops are points where passengers can board and alight an AV in a safe way and the traffic is not hindered. Virtual stops

The energy consumption becomes more efficient as a result of energy-efficient vehicle control. Thus, the environmental impact of transportation is also reduced. Pollution decreases further if electric and renewable energy sources are applied. The traveler groups alter as well. Current car drivers become passengers. Demand-driven mobility services provide better spatial coverage and time availability as they usually serve door-to-door rides on demand. Accordingly, some pedestrians become also passengers as the use of a demand-driven service can be faster and more comfortable than walking. The small AVs may be also considered as an accessory of a building. While the elevators support the vertical movements, the small AVs connect the locations with horizontal movements. The travelers can enter the building with them (e.g., during shopping). Thus, the concept of smart vehicle and smart mobility is related to the concept of smart home or building, and from a wider perspective, these all are part of the smart city concept. However, all in all, the share of pedestrians and micromobility users is expected to increase as soft mobility modes are promoted, especially in urban areas (e.g., pedestrian zone). Accordingly, both soft mobility modes and the shared use of AVs as a feeder service are needed in order to avoid the significant increment of

In this chapter, reshaping urban mobility was discussed in a transportation engineering point of view with a special focus on automation. The main contribution of the chapter was the description of transportation modes and current mobility services, as well as the detailing alteration in urban mobility. Moreover, planning principles of such mobility services and MaaS as a concept was overviewed, and the

The border between the individual and public transportation modes is blurring.

Novel shared and on-demand, so-called transitional transportation modes are spreading in cities which can provide similar service level as individual car use but

in a more efficient way as either the vehicle in time or the seats are shared. New mobility services based on AVs are expected soon. We found that the transitional transportation modes and, even more, most of the individual car use can be replaced by a new, shared, demand-driven mobility service based on small capacity AVs which is accessible only with advance ordering via a mobile application. However, we highlighted that as the capacity of the built infrastructure is limited, the travel demands can be served efficiently only by shared and feeder mobility services. Additionally, promotion of walking, public transportation, and/ or micromobility use is also required. Mobility-as-a-Service concept contributes to achieving these aims. Moreover, the shared use of vehicles causes significant altera-

	- At night or daytime, residents or shared AVs park and recharge.
	- In daytime shared AVs use them as virtual stop.

*Sustainability in Urban Planning and Design*

replace traditional public transportation trips [17].

travels is expected to increase.

pickup and drop-off points of passengers.

other road users. Consequently:

• Shared parking lots:

generation.

and car ownership are to be eliminated. Necessarily, efficient public transportation and introduction of shared and transitional transportation modes are required. In developed countries, the intention to own a car is decreasing among the younger

Significant benefits can be gained by dynamic assignment of shared vehicles for different service types [26]. The benefits are relevant for passengers (e.g., reduction of travel time and fee) and operators (enhanced utilization rate). However, the utilization of shared services is not efficient without adequate management. For instance, the capacity utilization of a taxi service is not efficient without seatsharing [27]. The mileage of taxis can be reduced by 40% by seat-sharing [28]. Moreover, if shared, demand-driven services are too convenient, the share of high-capacity public transportation decreases, which may cause further problems (e.g., increasing traffic jams). For instance, at least half of the ride-sourcing trips

The application of AVs has impacts on society and the environment too. The length of trips is expected to grow as travel time is spent in a more efficient and pleasant manner. In this way, daily commuting distance can be even longer. Furthermore, travel time can be reduced as a result of better drivability of the vehicles and advanced traffic control. Vehicle design and passenger compartment also alter. The individual total utility of travel increases, because onboard activities may replace activities performed at home or the workplace. All in all, the number of

However, individual car use decreases by the introduction of a flexible shared AV service because similar service quality can be provided as by an individual car. Current car users' willingness to shift is the highest, as bikers' and pedestrians' willingness to shift are the lowest according to our previous study [29]. The number of cars decreases as less vehicle is enough to meet the needs. Furthermore, the capacity utilization and useful mileage of the vehicles increase because of the shared use. However, the number and length of empty runs may increase due to dissimilar

The vehicles communicate with each other, with the infrastructure and with

• The number of road accident decreases [30], and traffic safety increases.

• Traffic parameters alter, for instance, smaller headway and higher speed.

shift in urban design as well. The number and extension of road infrastructure elements are also expected to be altered. For instance, less parking lots are enough. Accordingly, the available space for pedestrians and micromobility users or other, non-transportation-related functions (e.g., green areas) can be increased. The time

base of road infrastructure elements is to be shared between the functions:

○ At night or daytime, residents or shared AVs park and recharge.

○ In daytime shared AVs use them as virtual stop.

• Traffic control alters [31], for instance, less traffic sign is enough, but a complete replacement of them is not expected as they are needed by soft mobility users.

The public places in cities are utilized in a different way which causes a paradigm

**80**


Though the AVs may serve any point, they cannot stop "anywhere." Therefore, allocation of virtual stops is needed. Virtual stops are points where passengers can board and alight an AV in a safe way and the traffic is not hindered. Virtual stops can be established without any special infrastructure.

The energy consumption becomes more efficient as a result of energy-efficient vehicle control. Thus, the environmental impact of transportation is also reduced. Pollution decreases further if electric and renewable energy sources are applied.

The traveler groups alter as well. Current car drivers become passengers. Demand-driven mobility services provide better spatial coverage and time availability as they usually serve door-to-door rides on demand. Accordingly, some pedestrians become also passengers as the use of a demand-driven service can be faster and more comfortable than walking. The small AVs may be also considered as an accessory of a building. While the elevators support the vertical movements, the small AVs connect the locations with horizontal movements. The travelers can enter the building with them (e.g., during shopping). Thus, the concept of smart vehicle and smart mobility is related to the concept of smart home or building, and from a wider perspective, these all are part of the smart city concept. However, all in all, the share of pedestrians and micromobility users is expected to increase as soft mobility modes are promoted, especially in urban areas (e.g., pedestrian zone). Accordingly, both soft mobility modes and the shared use of AVs as a feeder service are needed in order to avoid the significant increment of motorized road traffic.
