**2. Mobility services**

Transportation modes are defined as the means of transportation and their attributes. Individual and collective modes are distinguished. Besides them, socalled transitional modes are spreading. The attributes of transitional modes are to be defined between that of individual car use and traditional public transportation. Typically, either the time frame of a vehicle or the available seats of a vehicle are shared. The sharing facilitates the efficient allocation of the available sources. Either demand-responsive or demand-driven (on-demand) mobility services are provided. In demand-responsive services, flexible schedules are applied, and the capacity reflects the demands [2]. Demand-driven services are operated only if any demand arises. The routes and schedules are not predetermined [3]. At these modes, the ordering (demand announcement) in advance is usually mandatory. The real-time demand-capacity coordination and management of the services are based on an advanced infocommunication system. Several transitional modes are available only via a smartphone application. Mobility services can be defined as joint activities that provide the transportation capacities, technological processes, and related (information) services (e.g., seat reservation). Description of typical urban transportation modes and services is summarized in **Table 1**.

Walking is incorporated into every trip. Access to the departure point and egress from the destination point, as well as transfer between the modes, require walking. It is competitive for a short range. The so-called soft mobility forms cover micromobility, namely small-sized (one or two seats) human or electric-driven vehicles (e.g., bicycle, pedelec, Segway, scooter). They are used for the last miles. These vehicles are operated in shared mobility services as well.

Transportation modes and mobility services can be categorized according to several attributes. The knowledge of these attributes is necessary to sufficiently serve the travel demand and remain competitive. The most important categorization aspects of transportation modes are as follows (**Figure 1**):


The selection of a mobility form for a specific trip is influenced by several aspects at the same time. Transportation modes can be compared, among others, according to travel distance, the regularity of traveling, the number of passengers, and flexibility. Detailed flexibility analyses focus on the following attributes:

• Spatiality—e.g., departure and destination point, coverage, availability, travel distance, and the fixity of the routes

**71**

**Figure 1.**

• Attributes of ordering

*Classification of current passenger transportation modes (source: based on [4]).*

• The degree of spread

*Reshaped Urban Mobility*

Demand-responsive transportation

Vehicle-sharing (bike-sharing/car-sharing)

Individual car/motorcycle/

*Description of transportation modes (source: based on [4]).*

bicycle

**Table 1.**

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

**Transportation modes Description**

Public transportation Supply-based services which are accessible for anyone at a specified location

when travel demand is low

range, urban ride, for a short term Ride-sharing Capacity (seat) sharing of a privately owned vehicle to share the travel cost.

Ride-sourcing Application-based ride management. Travel demand and capacity are

regulation, applying dynamic tariff system Chauffeur service Traveling in our own car as a passenger with a "hired" driver. Typically, it is

the seat is shared with unknown travel mates

travel. The driver offers the free seats of the vehicle Taxi Strongly regulated profit-oriented transportation mode typically for a short-

(stop), at a specified time (according to timetable), on a specified route (line), according to the specified terms and conditions, for a specified fee

Flexible mobility service in space and/or in time which can be used only after request, often with the same tariff as the traditional public transportation has. It is operated typically in a sparsely populated area or in time periods

Shared use (in time) of a publicly or privately owned vehicle. The vehicles are available for anyone for a (time-based) fee. It is typically used for a short-

Typically, a slightly regulated, nonprofit transitional mode for a long-range

range, urban ride. It provides a door-to-door, high-quality ride for a high fee

coordinated automatically. The mode is preferred for a short-range, urban ride, like the taxi service. It provides door-to-door service with slight

used for the sake of convenience, usually at night, when the traveler is not capable of driving or wishes to do other activities during the travel

Using a privately owned vehicle for an individual trip; neither the vehicle nor



#### **Table 1.**

*Sustainability in Urban Planning and Design*

**2. Mobility services**

to quality. Section 6 presents the major impacts of novel mobility services on the urban environment. In the last section, the research is concluded, emphasizing the

Transportation modes are defined as the means of transportation and their attributes. Individual and collective modes are distinguished. Besides them, socalled transitional modes are spreading. The attributes of transitional modes are to be defined between that of individual car use and traditional public transportation. Typically, either the time frame of a vehicle or the available seats of a vehicle are shared. The sharing facilitates the efficient allocation of the available sources. Either demand-responsive or demand-driven (on-demand) mobility services are provided. In demand-responsive services, flexible schedules are applied, and the capacity reflects the demands [2]. Demand-driven services are operated only if any demand arises. The routes and schedules are not predetermined [3]. At these modes, the ordering (demand announcement) in advance is usually mandatory. The real-time demand-capacity coordination and management of the services are based on an advanced infocommunication system. Several transitional modes are available only via a smartphone application. Mobility services can be defined as joint activities that provide the transportation capacities, technological processes, and related (information) services (e.g., seat reservation). Description of typical urban

Walking is incorporated into every trip. Access to the departure point and egress from the destination point, as well as transfer between the modes, require walking. It is competitive for a short range. The so-called soft mobility forms cover micromobility, namely small-sized (one or two seats) human or electric-driven vehicles (e.g., bicycle, pedelec, Segway, scooter). They are used for the last miles. These vehicles

Transportation modes and mobility services can be categorized according to several attributes. The knowledge of these attributes is necessary to sufficiently serve the travel demand and remain competitive. The most important categoriza-

The selection of a mobility form for a specific trip is influenced by several aspects at the same time. Transportation modes can be compared, among others, according to travel distance, the regularity of traveling, the number of passengers, and flexibility. Detailed flexibility analyses focus on the following attributes:

• Spatiality—e.g., departure and destination point, coverage, availability, travel

• Temporality—e.g., accessibility (operation time), timetable, waiting time,

service time, time units of the use, and the minimum time of use

key findings, and the future research directions are given.

transportation modes and services is summarized in **Table 1**.

tion aspects of transportation modes are as follows (**Figure 1**):

• Vehicle proprietor (service company or private person)

• Modality of vehicle use (individual or collective)

are operated in shared mobility services as well.

• Driver (traveler or professional driver)

distance, and the fixity of the routes

**70**

• User target group

*Description of transportation modes (source: based on [4]).*

#### **Figure 1.**

*Classification of current passenger transportation modes (source: based on [4]).*


The attributes influence modal share and travel chains. Modal share is a set of indicators which show the percentages of travelers using particular transportation modes in terms of either the number or the length of the trips. Usually walking, cycling, car use, and public transportation are considered. Although the use of transitional modes is constantly increasing, their modal share is still exiguous.

Travel chain is defined as the combined use of different modes and services during a trip. The aims of forming travel chains are:


During the formation of an integrated travel chain, the combination of transportation modes is to be planned to provide similar mobility opportunity and service level than that of individual transportation. If a travel chain including a public transportation service provides favorable mobility opportunity according to flexibility and service quality, the share of public transportation can be enhanced. The "weakest link" determines the "strength" of a travel chain. The transfer is the critical part of a chain. The transfers between means and modes are performed at stops and in stations as well as at intermodal junctions. The quality of the mobility service is influenced by, besides the quality attributes of each mode, the design of the intermodal junctions (e.g., walking distances) and the quality of the available supplementary services (e.g., information provision). The common targets during the combination of transportation modes are to minimize the time spent in the system and the fee to be paid while maximizing the perceived service quality.

**73**

transportation.

**Figure 3.**

*Reshaped Urban Mobility*

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

Travelers' movements should be managed in the network considering these targets.

Shared or transitional modes provide services complementing traditional public transportation. So, new alternatives to individual vehicle use are established. The relevance of that is high as the individual cars are used for only 0.75–1 hour per day and only 1.5–1.8 travelers sit in a car on average during a trip in the European Union. However, the utilization of a vehicle can be enhanced by car-sharing and ridesharing. The daily utilization of a car can be enhanced to 6–8 hours by car-sharing and the seat capacity utilization to 3.5–4 travelers by ride-sharing. In an ideal case, car-sharing and ride-sharing are to be combined (**Figure 3**), which is a significant

In the early days, walking and animal-powered (mainly horses) transportation meant the only way of transportation. The individual serve of increasing travel demand was not efficient over a specific volume. Thus, public transportation services were implemented. In an urban environment, the horse-drawn omnibus, later the electric (e.g., tram, subway) and internal combustion engine-powered vehicles (e.g., bus), meant the base of transportation. The use of electric drivetrain remained significant in guided public land transportation, namely, electric locomotive, tram, subway (metro), and trolleybuses. Public transportation may significantly contribute to the decrease of fossil fuel dependency [5]. Furthermore, nowadays electric vehicles are getting more and more attention in the field of road

Because of economic growth, changing lifestyle, and technological development, mobility demand is increasing. Private car ownership and private car use have grown by leaps and grounds. The increasing number of road vehicles made imperative the management of traffic flow. High-quality public transportation and

The coordination of passenger flows is represented in **Figure 2** [4].

*Enhancement of capacity utilization of individual cars (source: based on [4]).*

potential for the application of AVs.

**3. Alteration of mobility services**

**Figure 2.** *Model of travel chain (source: [4]).*

*Sustainability in Urban Planning and Design*

payment

• Type of the applied infocommunication system and services

• Need for additional tasks—e.g., maintenance and repair

during a trip. The aims of forming travel chains are:

• To extend the supply of passenger transportation

• To combine the partial advantages of transportation modes

• Type of operation—e.g., publicly or privately owned vehicles [4]

• Attributes of the fee collection system—e.g., method of fee calculation and

The attributes influence modal share and travel chains. Modal share is a set of indicators which show the percentages of travelers using particular transportation modes in terms of either the number or the length of the trips. Usually walking, cycling, car use, and public transportation are considered. Although the use of transitional modes is constantly increasing, their modal share is still exiguous. Travel chain is defined as the combined use of different modes and services

During the formation of an integrated travel chain, the combination of transportation modes is to be planned to provide similar mobility opportunity and service level than that of individual transportation. If a travel chain including a public transportation service provides favorable mobility opportunity according to flexibility and service quality, the share of public transportation can be enhanced. The "weakest link" determines the "strength" of a travel chain. The transfer is the critical part of a chain. The transfers between means and modes are performed at stops and in stations as well as at intermodal junctions. The quality of the mobility service is influenced by, besides the quality attributes of each mode, the design of the intermodal junctions (e.g., walking distances) and the quality of the available supplementary services (e.g., information provision). The common targets during the combination of transportation modes are to minimize the time spent in the system and the fee to be paid while maximizing the perceived service quality.

**72**

**Figure 2.**

*Model of travel chain (source: [4]).*

**Figure 3.** *Enhancement of capacity utilization of individual cars (source: based on [4]).*

Travelers' movements should be managed in the network considering these targets. The coordination of passenger flows is represented in **Figure 2** [4].

Shared or transitional modes provide services complementing traditional public transportation. So, new alternatives to individual vehicle use are established. The relevance of that is high as the individual cars are used for only 0.75–1 hour per day and only 1.5–1.8 travelers sit in a car on average during a trip in the European Union. However, the utilization of a vehicle can be enhanced by car-sharing and ridesharing. The daily utilization of a car can be enhanced to 6–8 hours by car-sharing and the seat capacity utilization to 3.5–4 travelers by ride-sharing. In an ideal case, car-sharing and ride-sharing are to be combined (**Figure 3**), which is a significant potential for the application of AVs.
