**3. Alteration of mobility services**

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 transportation.

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 spread of transitional modes can reverse the tendency. Where the road network, mainly in the European cities with historical urban structure, cannot serve the huge volume of private car use or where the economic growth was not sufficient, the nonmotorized and public transportation become widespread.

At early stages, mobility service providers managed the processes independently without cooperation. In the second half of the twentieth century, many transportation centers have been established to coordinate the public transportation services in urban areas (e.g., common tariff and information system, fee collection). The integration is an expectation from travelers as well.

Innovation in the transportation system is motivated by altering traveler expectations and technical developments [6, 7]. The adoption of novel technologies is a solution to several challenges albeit the shift in technology causes difficulties during the implementation phase and the fears around new technologies are significant. As a result of technology development, the characteristic of vehicles and traffic management alter. Furthermore, the attributes of mobility demand and quality expectations are also altering. The travelers increasingly wish short preparation and travel times, pleasant circumstances during travel, as well as reliable and personalized information services. Intelligent and smart systems are available. Smart systems "know" more than intelligent systems because they are able to learn. The learning ability is programmed into them. With learning ability smart systems can respond not only predetermined situations.

Vehicle automation generates alterations in planning, operational management, and passenger handling functions. The current transportation modes are usually operated under human control, while the back-end functions are more and more automated. In general, automated and autonomous systems are distinguished:


Automated and autonomous vehicles can be considered as moving computers. Several pieces of hardware and software are required for the operation. The operation of these components is simpler if the propulsion of the vehicle is electric. Moreover, the control functions needed for driver-less operation can be adopted easier in an electric vehicle. The main development areas in automotive technology are vehicle control, communication system, validation, and verification of components [8]. In the automotive industry, SAE levels are commonly used for describing only the vehicle control [9].

Several types of public transportation means are already automated, especially in track-based services (e.g., subways). Personal rapid transit (PRT) and group rapid transit (GRT) are relatively new mobility services operated mostly by automated vehicles. The comfortable, exclusive, either feeder or point-to-point services are available in small-scale areas in order not to give up the advantages of individual travel [4].

The entire mobility system is expected to be reshaped due to the widespread use of fully autonomous vehicles. According to the expectations, a high proportion of road vehicles becomes automatized. Currently, the developments of AVs focus on most types of road vehicles such as car, small bus (so-called pod), as well as even air vehicles (drone).

**75**

ride-sourcing service with AVs).

*Reshaped Urban Mobility*

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

made for the type of this mode:

• Door-to-door, shared service [10]

• Combination of the previous types [13, 14]

arrival points without sharing the seat capacity.

points with sharing of the seat capacity.

of an arterial line to any arrival points).

Current transitional modes are merging into a new mode—so-called shared AV. This mode is infocommunication-based, highly personalized, shared, and available via mobile application and provides mostly on-demand or demand-responsive service. Small capacity vehicles, so-called pods, are applied. The seat or trip reservation is mandatory, which supports capacity planning, and so results in efficient transportation. The reservation, especially in urban transportation, requires additional action from the traveler. Since the large one-directional travel demands cannot be served efficiently by any other modes, the high-capacity, arterial public transportation lines remain important in the future too. Different scenarios are

• Feeder service to high-capacity public transportation [11, 12]

this way, the traveler is motivated to use the feeder and shared services. Based on the scenarios, we defined the types of shared AVs:

Personalized, flexible, door-to-door service can be provided mostly in rarely built-up areas because of the road capacity limitations. Consequently, in densely populated and highly urbanized areas, feeder service should be provided [13, 15]. The demands can be influenced by the application of dynamic tariff structures. In

• Taxi provides individual door-to-door service between any departure and

• Shared taxi provides door-to-door service between any departure and arrival

• Feeder pod provides feeder service from any departure points in a zone to the stop of an arterial, high-capacity line; transfers are guaranteed by semi-fixed timetable. The operation is symmetric in the opposite direction (from the stop

• Fixed route pod provides mostly feeder service on fix route. The departure and arrival points are fix stops. It is operated according to fix timetable, but additional departures may be inserted according to current demands [4].

This mode can serve a significant rate of demand derived from individual car use. The individual, private AVs are used only for the most flexible travel purposes. The proportion of soft mobility forms, i.e., walking, and micromobility remain significant in the cases of both individual and shared use. However, the circumstances

Future transportation modes are represented in **Figure 4** according to the modality of vehicle use, vehicle owner-operator, and the driver. The modality of the vehicles tends to collective modes due to shared AVs. Furthermore, most of the vehicles are to be owned by a company. The mobility services are managed by an integrated mobility service provider, while vehicles are owned and maintained by either a transportation company or a private person. Especially the smallest capacity vehicles used for taxi and shared taxi service may be owned by a private person. These vehicles can be publicly used when they are not used by the owner (i.e.,

of soft mode use should be improved, especially in the downtowns.

### *Reshaped Urban Mobility DOI: http://dx.doi.org/10.5772/intechopen.89211*

*Sustainability in Urban Planning and Design*

not only predetermined situations.

only the vehicle control [9].

individual travel [4].

vehicles (drone).

the spread of transitional modes can reverse the tendency. Where the road network, mainly in the European cities with historical urban structure, cannot serve the huge volume of private car use or where the economic growth was not sufficient, the

At early stages, mobility service providers managed the processes independently without cooperation. In the second half of the twentieth century, many transportation centers have been established to coordinate the public transportation services in urban areas (e.g., common tariff and information system, fee collection). The

Innovation in the transportation system is motivated by altering traveler expectations and technical developments [6, 7]. The adoption of novel technologies is a solution to several challenges albeit the shift in technology causes difficulties during the implementation phase and the fears around new technologies are significant. As a result of technology development, the characteristic of vehicles and traffic management alter. Furthermore, the attributes of mobility demand and quality expectations are also altering. The travelers increasingly wish short preparation and travel times, pleasant circumstances during travel, as well as reliable and personalized information services. Intelligent and smart systems are available. Smart systems "know" more than intelligent systems because they are able to learn. The learning ability is programmed into them. With learning ability smart systems can respond

Vehicle automation generates alterations in planning, operational management, and passenger handling functions. The current transportation modes are usually operated under human control, while the back-end functions are more and more automated. In general, automated and autonomous systems are distinguished:

• The automated system is controlled by computers following predetermined, step-by-step rules which were programmed into them, respectively. The

• The autonomous system is controlled by computers which make individual decisions using cognitive capabilities and learning capacities to manage the

Automated and autonomous vehicles can be considered as moving computers. Several pieces of hardware and software are required for the operation. The operation of these components is simpler if the propulsion of the vehicle is electric. Moreover, the control functions needed for driver-less operation can be adopted easier in an electric vehicle. The main development areas in automotive technology are vehicle control, communication system, validation, and verification of components [8]. In the automotive industry, SAE levels are commonly used for describing

Several types of public transportation means are already automated, especially in track-based services (e.g., subways). Personal rapid transit (PRT) and group rapid transit (GRT) are relatively new mobility services operated mostly by automated vehicles. The comfortable, exclusive, either feeder or point-to-point services are available in small-scale areas in order not to give up the advantages of

The entire mobility system is expected to be reshaped due to the widespread use of fully autonomous vehicles. According to the expectations, a high proportion of road vehicles becomes automatized. Currently, the developments of AVs focus on most types of road vehicles such as car, small bus (so-called pod), as well as even air

algorithms cover potential situations and their consequences.

situations that have not been known before.

nonmotorized and public transportation become widespread.

integration is an expectation from travelers as well.

**74**

Current transitional modes are merging into a new mode—so-called shared AV. This mode is infocommunication-based, highly personalized, shared, and available via mobile application and provides mostly on-demand or demand-responsive service. Small capacity vehicles, so-called pods, are applied. The seat or trip reservation is mandatory, which supports capacity planning, and so results in efficient transportation. The reservation, especially in urban transportation, requires additional action from the traveler. Since the large one-directional travel demands cannot be served efficiently by any other modes, the high-capacity, arterial public transportation lines remain important in the future too. Different scenarios are made for the type of this mode:


Personalized, flexible, door-to-door service can be provided mostly in rarely built-up areas because of the road capacity limitations. Consequently, in densely populated and highly urbanized areas, feeder service should be provided [13, 15]. The demands can be influenced by the application of dynamic tariff structures. In this way, the traveler is motivated to use the feeder and shared services.

Based on the scenarios, we defined the types of shared AVs:


This mode can serve a significant rate of demand derived from individual car use. The individual, private AVs are used only for the most flexible travel purposes. The proportion of soft mobility forms, i.e., walking, and micromobility remain significant in the cases of both individual and shared use. However, the circumstances of soft mode use should be improved, especially in the downtowns.

Future transportation modes are represented in **Figure 4** according to the modality of vehicle use, vehicle owner-operator, and the driver. The modality of the vehicles tends to collective modes due to shared AVs. Furthermore, most of the vehicles are to be owned by a company. The mobility services are managed by an integrated mobility service provider, while vehicles are owned and maintained by either a transportation company or a private person. Especially the smallest capacity vehicles used for taxi and shared taxi service may be owned by a private person. These vehicles can be publicly used when they are not used by the owner (i.e., ride-sourcing service with AVs).

**Figure 4.** *Classification of future transportation modes.*

The future categories of passenger transportation are:

	- Nonmotorized: walking and cycling
	- Motorized: individual AV, motorcycle, and micromobility
	- Small capacity
	- Nonmotorized: bike-sharing
	- Motorized: shared AV, other shared micromobility
	- High capacity (mass transit) based on AVs (e.g., bus, tram) or highly automated vehicle (e.g., subway) [4]
