Abstract

Sudden changes in urban mobility were caused due to the COVID-19 pandemic. The impacts are yet to be furtherly measured and analyzed. Our article uses GPS records provided by three different micromobility operators in Madrid to study how the pandemic affected their service usage and its relationships with land use. Thus, spatio-temporal travel patterns are compared between pre-COVID 19 (from January 2019 to February 2020) and COVID times (from March to December 2020). Additionally, multiple regression analyses are conducted to assess how the two scenarios differentiate in relation to micromobility trips, generated or attracted, to or from different land uses, and during morning or afternoon peak hours. Results show that the most pandemic-resilient shared mode is bike-sharing, and that COVID-19 has caused a downfall in micromobility trips of approximately 10%, which is relatively lower compared to the 80% ridership drop reported by the public transport system. Our models reveal that residential and commercial areas gained importance after the pandemic, while workplace locations (office and industrial), educational and transport facilities lost relevance with teleworking and online studying. These findings could help authorities to plan future policies and improve the infrastructure needed to promote micromobility services.

摘要

COVID-19 大流行导致城市交通发生突然变化。其影响还有待进一步衡量和分析。我们的文章使用马德里三个不同微型交通运营商提供的 GPS 记录来研究疫情如何影响他们的服务使用及其与土地使用的关系。因此，我们对 COVID 19 之前（2019 年 1 月至 2020 年 2 月）和 COVID 时期（2020 年 3 月至 12 月）之间的时空旅行模式进行了比较。此外，还进行了多元回归分析，以评估这两种情景如何区分微交通出行（产生或吸引）、往返不同土地用途以及上午或下午高峰时段的微交通出行。结果显示，最具抗疫能力的共享模式是共享单车，COVID-19 导致微交通出行减少约 10%，与公共交通系统报告的 80% 的客流量下降相比，这一数字相对较低。我们的模型显示，住宅和商业区在大流行后变得越来越重要，而工作场所（办公室和工业）、教育和交通设施则失去了与远程办公和在线学习的相关性。这些发现可以帮助当局规划未来的政策并改善促进微型交通服务所需的基础设施。教育和交通设施与远程办公和在线学习失去了联系。这些发现可以帮助当局规划未来的政策并改善促进微型交通服务所需的基础设施。教育和交通设施与远程办公和在线学习失去了联系。这些发现可以帮助当局规划未来的政策并改善促进微型交通服务所需的基础设施。