Autonomous Mobility: A Potential Opportunity to Reclaim Public Spaces for People
Abstract
:1. Introduction
2. Methodology
- First question: How will the proliferation of AVs change the mobility system and influence urban space?
- Second question: How will AVs affect public space?
- Third question: How can urban space reclamation for people be achieved by designing public spaces, and especially streets?
3. Literature Review
3.1. Urban Public Space and Mobility
3.2. Expected Impacts of AVs on Urban Space
3.3. Design Strategies for Public Space in the Driverless City
- The elimination of drive lanes in the case of residential/suburban streets or the reduction of lane number and width in urban streets. Specifically, the number of drive lanes is reduced from four to two, one of which is sometimes used as a line for public transport. Also, medians, i.e., separating elements for vehicle traffic lanes, disappear.
- The total disappearance of parking lanes in all street typologies. In one specific case, the possibility of parking in some sections of flexible lanes, also dedicated to other urban uses, is considered.
- Wide sidewalks, with a doubling of the space occupied by pedestrian paths, which in general now occupy the largest percentage of the street platform space (i.e., between 26% and 35%).
- Creation of bicycle lanes, which is constant in all the future scenarios considered, and represents around 15% of the street platform space.
- Development of almost generalised increase in green spaces. This increase is particularly significant in the residential/suburban street typology, where it can reach up to 60% of the street space, depending on the proposals considered.
- All the studies that propose redesigns suggest dedicating street space to various other uses, ranging from drop-off lanes to wayfinding signs. Many authors suggest an open design with a flexible lane, which can be adapted to new citizen’s demands, including a much more extensive pedestrian and cycling infrastructure, green areas, retail stands and a diverse range of neighbourhood amenities.
4. Adaptation of the Design Proposals to a European Case-Study
5. Conclusions
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Acknowledgments
Conflicts of Interest
References
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Type of Street | Case Study | Total Width (m) | Unit | Drive Lane | Parking Lane | Sidewalk | Cycle Path | Green Space | Other/Flexible Space | References | ||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Now | AV | Now | AV | Now | AV | Now | AV | Now | AV | Now | AV | |||||
Arterial/Collector/Urban | - | 24.4 | N. lanes | 4 | 2 + PT * | 2 | 0 | 2 | 2 | 0 | 2 | 2 | 2 | Bollard+ Wayfinding sign | Riggs et al. (2020) [19] | |
0 | 1 | |||||||||||||||
m | 14.6 | 5.5 + 3.7 * | 4.9 | 0 | 3.7 | 7.6 | 0 | 3.7 | 1.2 | - | 0 | 0.9 + 1.2 | ||||
% | 59.8 | 22.5 + 15.2 * | 20 | 0 | 15.2 | 31.1 | 0 | 15.2 | 5.0 | - | 0 | 3.7 + 5 | ||||
- | 24.4 | N. lanes | 4 | 1 | 2 | 0 | 2 | 2 | 0 | 2 | 2 | 3 | Parklet + Medians + Bollard | Schlossberg et al. (2018) [21] | ||
0 | 1 | |||||||||||||||
m | 14.6 | 4.3 | 4.9 | 0 | 3.7 | 6.1 | 0 | 3.7 | 1.2 | 3.7 | 0 | 2.4 + 1.2 + 2.4 + 0.6 | ||||
% | 59.8 | 17.6 | 20 | 0 | 15.2 | 25 | 0 | 15.2 | 5 | 15.2 | 0 | 27 | ||||
San Francisco 4th Street | 24.4 | N. lanes | 4 | 2 | 2 | 0 | 2 | 2 | 0 | 2 | 2 | 3 | Drop-off + Parking + Bioswales | Ruhl et al. (2018) [20] | ||
0 | 1 | |||||||||||||||
m | - | - | - | - | - | - | 0 | - | - | - | 0 | - | ||||
% | - | - | - | - | - | - | 0 | - | - | - | 0 | - | ||||
São Paulo-Conselheiro Furtado | 24 | N. lanes | 4 | 4 | 1 | 0 | 2 | 2 | 0 | 2 | 2 | 2 | Bollard+ Drop-off | Fortes (2020) [62] | ||
1 + 0 | 0 + 1 | |||||||||||||||
m | 14.4 | 14 | 2.6 | 0 | 7 | 6.8 | 0 | 3.2 | - | - | 0.24 | - | ||||
% | 60 | 58 | 10 | 0 | 29 | 27 | 0 | 13 | - | - | 1 | 2 | ||||
Florida | 21.2 | N. lanes | 4 | 2 | 2 | 0 | 2 | 2 | 0 | 2 | 0 | 2 | Medians | Medians + Drop-off | Chapin et al. (2016) [63] | |
1 | 2 | |||||||||||||||
m | 13.4 | 4.9 | 4.2 | 0 | 3 | 7.3 | 0 | 3.7 | 0 | 1.8 | 0.6 | 1.2 + 4.3 | ||||
% | 63.2 | 23.1 | 19.8 | 0 | 14.2 | 34.4 | 0 | 17.5 | 0 | 8.5 | 2.8 | 5.7 + 20 | ||||
Local/Residential/Suburban | - | 18.3 | N. lanes | 2 | 0 | 2 | 0 | 2 | 2 ¤ | 0 | ¤ | 2 | 1 | Shared space | Schlossberg et al. (2018) [21] | |
0 | 2 | |||||||||||||||
m | 7.3 | 0 | 5.5 | 0 | 3.7 | ¤ | 0 | ¤ | 1.8 | 11 | 0 | 7.3 ¤ | ||||
% | 40 | 0 | 30 | 0 | 20 | ¤ | 0 | ¤ | 10 | 60 | 0 | 40 ¤ | ||||
- | 18.3 | N. lanes | 2 | 0 | 2 | 0 | 2 | 2¤ | 0 | ¤ | 2 | 1 | Shared space | Riggs et al. (2020) [19] | ||
0 | 2 | |||||||||||||||
m | 7.3 | 0 | 5.5 | 0 | 3.7 | ¤ | 0 | ¤ | 1.8 | 9.1 | 0 | 9.1 ¤ | ||||
% | 40 | 0 | 30 | 0 | 20 | ¤ | 0 | ¤ | 10 | 50 | 0 | 50 ¤ | ||||
São Paulo-Rua Rodrigo Claudio | 17 | N. lanes | 2 | 2 | 2 | 0 | 2 | 2 | 0 | 2 | 2 | 2 | 0 | 0 | Fortes (2020) [62] | |
m | 6.6 | 5 | 4.4 | 0 | 5.5 | 8.7 | 0 | 2.9 | - | - | 0 | 0 | ||||
% | 39 | 30 | 27 | 0 | 33 | 51 | 0 | 17 | - | 1 | 0 | 0 |
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Fayyaz, M.; González-González, E.; Nogués, S. Autonomous Mobility: A Potential Opportunity to Reclaim Public Spaces for People. Sustainability 2022, 14, 1568. https://doi.org/10.3390/su14031568
Fayyaz M, González-González E, Nogués S. Autonomous Mobility: A Potential Opportunity to Reclaim Public Spaces for People. Sustainability. 2022; 14(3):1568. https://doi.org/10.3390/su14031568
Chicago/Turabian StyleFayyaz, Maryam, Esther González-González, and Soledad Nogués. 2022. "Autonomous Mobility: A Potential Opportunity to Reclaim Public Spaces for People" Sustainability 14, no. 3: 1568. https://doi.org/10.3390/su14031568