Mobility hubs facilitate multimodal transport and have the potential to improve the accessibility and usability of new mobility services. However, in the context of increasing digitalisation, using mobility hubs requires digital literacy or even owning a smartphone. This constraint may result in the exclusion of current and potential users. Digital kiosks might prove to be a solution, as they can facilitate the use of the services found at mobility hubs. Nevertheless, knowledge of how digital kiosks may improve the experience of disadvantaged groups remains limited in the literature. As part of the SmartHubs project, a field test with a digital kiosk was conducted with 105 participants in Brussels (Belgium) and Rotterdam (The Netherlands) to investigate the intention to use it and its usability in the context of mobility hubs. This study adopted a mixed methods approach, combining participant observation and questionnaire surveys. Firstly, participants were asked to accomplish seven tasks with the digital kiosk while being observed by the researchers. Finally, assisted questionnaire surveys were conducted with the same participants, including close-ended, open-ended and socio-demographic questions. The results offer insights into the experience of the users of a digital kiosk in a mobility hub and the differences across specific social groups. These findings may be relevant for decision-makers and practitioners working in urban mobility on subjects such as mobility hubs and shared mobility, and for user interface developers concerned with the inclusivity of digital kiosks.
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To realize a more sustainable city logistics system the focus should go beyond reducing emissions only. Next to zero emission vehicles, reduction of urban logistics trips is required in light of several urban, environmental and economic challenges. This contribution focuses on the role of hubs and decoupling points, where logistics flows to and from a city are decoupled from the flows in a city, to optimize the city logistics. For six distinctive hubs or decoupling point concepts, we examine the potential under current market and legal conditions. By decomposing city logistics in subsegments and urban logistics trip structures, we estimate the realistic trip reduction potential of decouple points in the current city logistics conditions.
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In the Interreg Smart Shared Green Mobility Hubs project, electric shared mobility is offered through eHUBs in the city. eHUBs are physical places inneighbourhoods where shared mobility is offered, with the intention of changing citizens’ travel behaviour by creating attractive alternatives to private car use.In this research, we aimed to gain insight into psychological factors that influence car owners’ intentions to try out shared electric vehicles from an eHUB in order to ascertain:1. The psychological factors that determine whether car owners are willing to try out shared electric modalities in the eHUBs and whether these factors are identical for cities with different mobility contexts.2. How these insights into psychological determinants can be applied to entice car owners to try out shared electric modalities in the eHUBs.Research was conducted in two cities: Amsterdam (the Netherlands) and Leuven (Belgium). An onlinesurvey was distributed to car owners in both cities inSeptember 2020 and, additionally, interviews wereheld with 12 car owners in each city.In general, car owners from Amsterdam and Leuven seem positive about the prospect of having eHUBs in their cities. However, they show less interest inusing the eHUBs themselves, as they are satisfied with their private car, which suits their mobility needs. Car owners mentioned the following reasons for notbeing interested in trying out the eHUBs: they simply do not see a need to do so, the costs involved with usage, the need to plan ahead, the expected hasslewith registration and ‘figuring out how it works’, having other travel needs, safety concerns, having to travel a distance to get to the vehicle, and a preferencefor ownership. Car owners who indicated that they felt neutral, or that they were likely to try out an eHUB, mentioned the following reasons for doing so:curiosity, attractive pricing, convenience, not owning a vehicle like those offered in an eHUB, environmental concerns, availability nearby, and necessity when theirown vehicle is unavailable.In both cities, the most important predictor determining car owners’ intention to try out an eHUB is the perceived usefulness of trying out an eHUB.In Amsterdam, experience with shared mobility and familiarity with the concept were the second and third factors determining car owners’ interest in tryingout shared mobility. In Leuven, pro-environmental attitude was the second factor determining car owners’ openness to trying out the eHUBs, and agewas the third factor, with older car owners being less likely to try one out.Having established that perceived usefulness was the most important determinant for car owners to try out shared electric vehicles from an eHUB, weconducted additional research, which showed that, in both cities, three factors contribute to perceived usefulness, in order of relevance: (1) injunctive norms(e.g., perceiving that society views trying out eHUBs as correct behaviour); (2) trust in shared electric mobility as a solution to problems in the city (e.g., expecting private car owners’ uptake of eHUBs to contributeto cleaner air, reduce traffic jams in city, and combat climate change); and (3) trust in the quality and safety of the vehicles, including the protection of users’privacy. In Amsterdam specifically, two additional factors contributed to perceived usefulness of eHUBs: drivers’ confidence in their capacity to try out anunfamiliar vehicle from the eHUB and experience of travelling in various modes of transport.Drawing on the relevant literature, the results of our research, and our behavioural expertise, we make the following recommendations to increase car users’ uptake of shared e-mobility:1. Address car owners’ attentional bias, which filters out messages on alternative transport modes.2. Emphasise benefits of (trying out) shared mobility from different perspectives so that multiple goals can be addressed.3. Change the environment and the infrastructure, as infrastructure determines choice of transport.4. For Leuven specifically: target younger car owners and car owners with high pro-environmental attitudes.5. For Amsterdam specifically: provide information on eHUBs and opportunities for trying out eHUBs.
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De hub als oplossing voor stedelijke logistiek wordt al decennia veelvuldig onderzocht. Maar waarom eigenlijk? Voor wie zou dit een oplossing zijn? In het bijzonder worden ‘white label’ hubs aangedragen als oplossing voor de problematiek in de transitie naar emissievrije logistiek in steden, maar ook als mogelijkheid voor minder voertuigen in de stad, waarbij consolidatie zou leiden tot vermindering van voertuigen die ‘lucht’ transporteren. Echter, de behoeften van bestaande logistieke partijen worden hierbij vaak over het hoofd gezien. Rond de invoering van zero-emissie zones was de concrete vraag van steden: hoeveel ruimte zou er voor stadslogistieke hubs gepland moeten worden? Deze bijdrage gaat in op deze vraag, en dan vooral op de levensvatbaarheid van verschillende typen hubs en de voorwaarden waaronder. Op basis hiervan kijken we hoeveel ruimte er voor hubs nodig zou zijn rondom steden en schetsen we de voorwaarden waaronder deze ontwikkeld zouden kunnen of moeten worden. Er zijn verschillende soorten hubs, zoals 'dedicated' hubs binnen een eigen netwerk en 'multi-client' hubs waar meerdere partijen samenkomen. De levensvatbaarheid van hubs hangt af van de voordelen voor alle betrokken partijen en de kostenbesparingen die ze kunnen bieden. Hubs kunnen ritten verminderen en kosten besparen, maar dit gebeurt nog niet op grote schaal. De levensvatbaarheid hangt van systeemvoordelen af, kostenverlagingen voor vervoerders, en externe omstandigheden zoals congestie en emissiezones. Niets nieuws, maar hoe en voor wie kan de hub als oplossing nou opgeschaald worden? We onderscheiden verschillende types hubs, vooral op basis van de initiatiefnemer en de (betalende) klant en / of partij voor de hub of de hubdiensten, namelijk: - Eigen hubs (EH): Georganiseerd door logistieke dienstverleners of retailers voor hun eigen netwerk. - Ontvanger-geïnitieerde hubs (OGH): Zoals facilitaire hubs en bouwhubs, geïnitieerd door grote inkopers of bouwplaatsen. - Neutrale stadshubs (NH): Gericht op het aanbieden van hubdiensten aan verschillende klantgroepen. - Vastgoedontwikkelaar-geïnitieerde hubs (VOH): Ontwikkeld door vastgoedontwikkelaars voor gedeelde stadshubs. Hoewel hubs potentieel hebben om stedelijke logistiek te verbeteren, zijn er nog veel uitdagingen. De juiste voorwaarden en voordelen moeten aanwezig zijn om hubs levensvatbaar te maken en grootschalig te implementeren. De voorwaarden zijn voor veel partijen nog niet dusdanig dat zij (op korte termijn) gebruik gaan maken van een hub of hub-diensten. De zero emissiezones lijken hier niet veel aan te veranderen. Er is geen ‘one-size-fits-all’ oplossing wat de ruimtelijke planning ook compliceert. Specifiek voor neutrale stadshubs plannen lijkt onder de huidige voorwaarden dus niet noodzakelijk. Voor eigen hubs lijkt daarentegen wel meer ruimte nodig te zijn.
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Global climate agreements call for action and an integrated perspective on mobility, energy and overall consumption. Municipalities in dense, urban areas are challenged with facilitating this transition with limited space and energy resources, and with future uncertainties. One important aspect of the transition is the adoption of electric vehicles, which includes the adequate design of charging infrastructure. Another important goal is a modal shift in transportation. This study investigated over 80 urban mobility policy measures that are in the policy roadmap of two of the largest municipalities of the Netherlands. This analysis consists of an inventory of policy measures, an evaluation of their environmental effects and conceptualizations of the policy objectives and conditions within the mobility transitions. The findings reveal that the two municipalities have similarities in means, there is still little anticipation of future technology and policy conditions could be further satisfied by introducing tailored measures for specific user groups.
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This toolkit, originating from the research group Psychology for Sustainable Cities, Amsterdam University of Applied Sciences (AUAS), contains materials that help to promote behavioural change in relation to electric shared transport based in onstreet e-Mobility hubs (eHUBs). Behavioural knowledge is an essential ingredient for the successful implementation of eHUBs. Because behaviour is very dependent on the target group’s capabilities and motivation and on the social and physical context in which behaviour takes place, the research group has developed materials that municipalities can use to design a tailor-made eHUBs promotion intervention that suits their own situation. Therefore, practical examples and insights from earlier research are shared with regard to stimulating the use of eHUBs.
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Campus Heijendaal is een groen en levendig gebied in Nijmegen met de Heyendaalseweg als centrale as. Op de campus zijn de Hogeschool van Arnhem en Nijmegen, de Radboud Universiteit en het RadboudUMC gevestigd. De instellingen trekken veel studenten, medewerkers en bezoekers, van wie er veel per auto naar het gebied reizen. Ook vinden er op de campus dagelijks circa 200 bestel- en vrachtautoritten plaats voor het leveren van goederen en uiteenlopende diensten zoals onderhoud, schoonmaak en installatie. Deze leveringen en diensten veroorzaken logistieke bewegingen die nodig zijn voor het dagelijkse functioneren van de campus, maar die ook de leefbaarheid, bereikbaarheid, veiligheid en CO2-uitstoot negatief beïnvloeden. Om de negatieve effecten van de bewegingen naar de campus te reduceren is een duurzamer bevoorradingsconcept voor deze servicebedrijven gewenst.
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Dagelijks bevinden zich zo’n 70.000 studenten , medewerkers, patiënten en bezoekers op de campus (Duurzaam Bereikbaar Heijendaal , z.d .). Voor de campusinstellingen (Radboud UMC, Radboud Universiteit en de Hogeschool Arnhem en Nijmegen) is het logistieke systeem essentieel om hun primaire taken te kunnen uitvoeren . Denk aan de bevoorrading met kantoorartikelen , afvalinzameling, catering, maar ook allerlei diensten zoals liftonderhoud en glazenwassers. De vele bewegingen die dit met zich meebreng t, hebben echter ook een impact op de veiligheid, leefbaarheid en duurzaamheid van de campus. Logistieke concepten om de ‘last mile’, zo ook op de Campus, te verduurzamen , zijn uitgebreid onderzocht. Om voer tuigbewegingen en CO2-uitstoot te ver minderen is het essentieel om verschillende par tijen te betrekken , zoals inkopers van campusinstellingen , servicebedrijven , leveranciers en logistieke dienstverleners
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There is a lot of attention for the reduction of city logistics’ emissions. But also if city logistics’ vehicles are zero emission, the vehicles remain present in urban areas. Zero emission vehicles also occupy valuable urban space during unloading on the road and on sidewalks. Despite the spatial impact of city logistics, it is rarely considered in spatial planning. Based on four case studies, we explore possibilities to actively integrate city logistics in spatial planning policies and practices in order to reduce nuisance, but also to enhance efficiency of deliveries. In the end, spatial planning determines the physical urban conditions in which city logistics operations are taking place for many years. From the results we distil a research agenda to bridge the gap between city logistics as a traffic issue and its integration in spatial planning policies.
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