**4. Planning principles**

The new mobility services require new approaches in planning. Especially, knowledge about mobility services based on AVs is still lacking as vehicle developments are still at an early stage. However, the various and combined service types require novel comprehensive planning and operational methods. Traditional methods [16] should be altered as the consequence of the following factors:

• Complex system architecture (e.g., the vehicle becomes an independent system component, and the number of operational functions is increasing)

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service types.

*Reshaped Urban Mobility*

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

job will cause a societal challenge.

are to be introduced

• Automatic vehicle charging

ity service considering the user expectations.

user expectations. The main findings were:

provision

• Increasing dynamism of data management

relevant challenges are revealed in the following functions:

• Real-time demand-capacity coordination

• Altering user preferences and expectations toward a higher quality of service

The traveler needs to learn completely new tasks, and the existing ones should be managed in a different way (e.g., ordering, open/close the vehicle, payment). Because of AVs, the role of human staff can be reduced, and drivers' work regulations are not to be considered anymore. But the lack of staff attendance implies several new challenges both in management (e.g., electric energy charging) and passenger handling (e.g., safety, information). Moreover, the vanishing driver as a

Most of the functions can be automated either partially or entirely. The most

• Planning vehicle runs with and without passengers; furthermore, shared runs

• Customization of mobile application and supplementary services

• Automatic real-time, personalized, and location-based push information

In advance mobility services, both data collection and planning functions are supported by software. The planning and operation of the novel, transitional services and shared AVs require a high amount of real-time data. But, as the technology is new, operational data are unavailable. The collection and consideration of user expectations are inevitable. The acceptance and easy adoption of a new service or technology, like AVs, can be significantly enhanced by a highly personalized mobil-

Not every traveler group can be served by the new mobility services. For instance, the ride-sourcing services are used by mostly youngers with high education background and for short distance [17]. The acceptability can be measured before the use (as an expectation), whereas the acceptance itself is to be measured after the use (as a revealed preference) [18]. Numerous publications deal with the measurement of expectations toward services based on AVs mostly by stated preference questionnaires [10, 19] or in some cases by revealed preference questionnaires [20, 21]. Measuring the acceptance is rather difficult as bare experience is available. Consequently, the expectations can only be measured according to the stated preferences. But the acceptability is predominantly influenced by the perceived

In our previous studies [22, 23], we performed a questionnaire survey to reveal

• The preferred service type is influenced by motivation and current mode use. The less-flexible (pod-like) types are preferred for less-flexible motivation (e.g., work/school), whereas the flexible (taxi-like) types are more likely preferred for the ad hoc travel motivation (e.g., leisure activity). Current car users prefer flexible types, while public transportation users accept less-flexible

usefulness, expected effort, ease of use, and social influence [12].

• New and unknown technology

*Sustainability in Urban Planning and Design*

The future categories of passenger transportation are:

○ Motorized: individual AV, motorcycle, and micromobility

○ Motorized: shared AV, other shared micromobility

○ High capacity (mass transit) based on AVs (e.g., bus, tram) or highly auto-

The new mobility services require new approaches in planning. Especially,

• Complex system architecture (e.g., the vehicle becomes an independent system

knowledge about mobility services based on AVs is still lacking as vehicle developments are still at an early stage. However, the various and combined service types require novel comprehensive planning and operational methods. Traditional methods [16] should be altered as the consequence of the following

component, and the number of operational functions is increasing)

• Individual transportation

*Classification of future transportation modes.*

**Figure 4.**

○ Small capacity

**4. Planning principles**

○ Nonmotorized: walking and cycling

• Public transportation (mobility services)

○ Nonmotorized: bike-sharing

• New and unknown technology

mated vehicle (e.g., subway) [4]

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factors:


The traveler needs to learn completely new tasks, and the existing ones should be managed in a different way (e.g., ordering, open/close the vehicle, payment). Because of AVs, the role of human staff can be reduced, and drivers' work regulations are not to be considered anymore. But the lack of staff attendance implies several new challenges both in management (e.g., electric energy charging) and passenger handling (e.g., safety, information). Moreover, the vanishing driver as a job will cause a societal challenge.

Most of the functions can be automated either partially or entirely. The most relevant challenges are revealed in the following functions:


In advance mobility services, both data collection and planning functions are supported by software. The planning and operation of the novel, transitional services and shared AVs require a high amount of real-time data. But, as the technology is new, operational data are unavailable. The collection and consideration of user expectations are inevitable. The acceptance and easy adoption of a new service or technology, like AVs, can be significantly enhanced by a highly personalized mobility service considering the user expectations.

Not every traveler group can be served by the new mobility services. For instance, the ride-sourcing services are used by mostly youngers with high education background and for short distance [17]. The acceptability can be measured before the use (as an expectation), whereas the acceptance itself is to be measured after the use (as a revealed preference) [18]. Numerous publications deal with the measurement of expectations toward services based on AVs mostly by stated preference questionnaires [10, 19] or in some cases by revealed preference questionnaires [20, 21]. Measuring the acceptance is rather difficult as bare experience is available. Consequently, the expectations can only be measured according to the stated preferences. But the acceptability is predominantly influenced by the perceived usefulness, expected effort, ease of use, and social influence [12].

In our previous studies [22, 23], we performed a questionnaire survey to reveal user expectations. The main findings were:

• The preferred service type is influenced by motivation and current mode use. The less-flexible (pod-like) types are preferred for less-flexible motivation (e.g., work/school), whereas the flexible (taxi-like) types are more likely preferred for the ad hoc travel motivation (e.g., leisure activity). Current car users prefer flexible types, while public transportation users accept less-flexible service types.

