This document discusses how autonomous vehicles could disrupt urban tourism in the future. It begins by noting that autonomous vehicles have the potential to dramatically change transportation and cities. While they may initially be used for airport shuttles and controlled routes, fully autonomous vehicles could become widespread by the 2040s. This could significantly impact urban tourism through changes to transportation modes, urban spatial development, tourism employment, and the nighttime visitor economy. The document aims to explore these potential implications of autonomous vehicles for urban tourism.
This document reviews and discusses future perspectives on urban mobility and public transport. It begins by outlining trends in urbanization, innovations in transportation technologies, and definitions of public versus private transportation. It then reviews four themes from recent studies on automated vehicles, transit networks, modeling, and technologies. The document proposes a conceptual approach grounded in feasibility and realism to explore plausible visions for future urban mobility. It argues that sustainable mobility solutions should focus on public transit rather than private cars. Finally, it highlights the potential implications of the COVID-19 pandemic for accelerating automation and changes in travel behavior.
At iomob we seek to transform urban mobility from its current fragmented state towards a decentralised internet of mobility marketplace. This white paper seeks to explore emerging trends and future directions towards more seamless access to public and private mobility services.
This report summarizes findings from a three-year collaboration between the World Economic Forum and The Boston Consulting Group (BCG) to explore how autonomous vehicles could reshape the future of urban mobility. The project built on the collective insights generated from the Autonomous and Urban Mobility Working Group (Working Group) of the System Initiative on Shaping the Future of Mobility, composed of roughly 35 business executives from diverse industries (including automotive, technology, logistics, insurance, utilities and infrastructure) that convened for 10 full-day workshops and numerous conference calls.
The widespread adoption of autonomous vehicles will revolutionize transportation systems. This will blur the boundaries between private and public transportation. Autonomous vehicles will change how people travel, offering advantages like greater safety and lower costs. Introducing a fully autonomous vehicle fleet in Vienna would result in significant emissions savings and stabilize mobility costs, though upfront costs may be higher than conventional vehicles. A key challenge will be managing the potential increase in energy consumption and "rebound effect" from changes in mobility behaviors. Assessing new transportation technologies in the future must consider concerns about impacts to the environment, technical risks, and overall ecosystem balance.
Public transport international_magazine_2012_englishMasum Majid
This document summarizes the key findings of a study by Arthur D. Little assessing urban mobility performance in 66 cities worldwide. The main points are:
1) Most cities scored below average on an urban mobility index, achieving only two-thirds of potential best practices, indicating significant room for improvement.
2) Top performing cities like Hong Kong and Amsterdam had strong public transport and policies promoting walking/cycling, with individual motorized transport at less than half.
3) To improve, cities need to establish collaborative platforms, develop integrated mobility visions and strategies, discover user needs, and introduce market mechanisms to spur innovation.
4) The document outlines strategic imperatives and business models that cities and mobility providers can
Driverless cars have the potential to transform transportation by improving safety, reducing emissions and congestion, and increasing mobility. The UK is positioned to become a leader in this technology by establishing test programs in several cities and reviewing regulations in 2017. Fully autonomous vehicles could be on roads by 2020-2025, leading to major changes like decreased car ownership and the rise of driverless ride-sharing services. While this transition provides economic opportunities, it also threatens some existing jobs like professional drivers and presents new cybersecurity risks from hackers targeting connected vehicles.
FACILITATION OF TRANSPORT AND TRADE IN LATIN AMERICA AND THE CARIBBEANMarcelo Felipozzi
This issue shows why urban logistics is a relevant topic in the discussion of urbanization and provides arguments why the last-mile should be included in policies on sustainable mobility in the region. The issues also delivers insights and arguments how a modern perception of the cargo bike and its inclusion in sustainable logistics policy can deliver towards more sustainable urban logistics development.
This document reviews and discusses future perspectives on urban mobility and public transport. It begins by outlining trends in urbanization, innovations in transportation technologies, and definitions of public versus private transportation. It then reviews four themes from recent studies on automated vehicles, transit networks, modeling, and technologies. The document proposes a conceptual approach grounded in feasibility and realism to explore plausible visions for future urban mobility. It argues that sustainable mobility solutions should focus on public transit rather than private cars. Finally, it highlights the potential implications of the COVID-19 pandemic for accelerating automation and changes in travel behavior.
At iomob we seek to transform urban mobility from its current fragmented state towards a decentralised internet of mobility marketplace. This white paper seeks to explore emerging trends and future directions towards more seamless access to public and private mobility services.
This report summarizes findings from a three-year collaboration between the World Economic Forum and The Boston Consulting Group (BCG) to explore how autonomous vehicles could reshape the future of urban mobility. The project built on the collective insights generated from the Autonomous and Urban Mobility Working Group (Working Group) of the System Initiative on Shaping the Future of Mobility, composed of roughly 35 business executives from diverse industries (including automotive, technology, logistics, insurance, utilities and infrastructure) that convened for 10 full-day workshops and numerous conference calls.
The widespread adoption of autonomous vehicles will revolutionize transportation systems. This will blur the boundaries between private and public transportation. Autonomous vehicles will change how people travel, offering advantages like greater safety and lower costs. Introducing a fully autonomous vehicle fleet in Vienna would result in significant emissions savings and stabilize mobility costs, though upfront costs may be higher than conventional vehicles. A key challenge will be managing the potential increase in energy consumption and "rebound effect" from changes in mobility behaviors. Assessing new transportation technologies in the future must consider concerns about impacts to the environment, technical risks, and overall ecosystem balance.
Public transport international_magazine_2012_englishMasum Majid
This document summarizes the key findings of a study by Arthur D. Little assessing urban mobility performance in 66 cities worldwide. The main points are:
1) Most cities scored below average on an urban mobility index, achieving only two-thirds of potential best practices, indicating significant room for improvement.
2) Top performing cities like Hong Kong and Amsterdam had strong public transport and policies promoting walking/cycling, with individual motorized transport at less than half.
3) To improve, cities need to establish collaborative platforms, develop integrated mobility visions and strategies, discover user needs, and introduce market mechanisms to spur innovation.
4) The document outlines strategic imperatives and business models that cities and mobility providers can
Driverless cars have the potential to transform transportation by improving safety, reducing emissions and congestion, and increasing mobility. The UK is positioned to become a leader in this technology by establishing test programs in several cities and reviewing regulations in 2017. Fully autonomous vehicles could be on roads by 2020-2025, leading to major changes like decreased car ownership and the rise of driverless ride-sharing services. While this transition provides economic opportunities, it also threatens some existing jobs like professional drivers and presents new cybersecurity risks from hackers targeting connected vehicles.
FACILITATION OF TRANSPORT AND TRADE IN LATIN AMERICA AND THE CARIBBEANMarcelo Felipozzi
This issue shows why urban logistics is a relevant topic in the discussion of urbanization and provides arguments why the last-mile should be included in policies on sustainable mobility in the region. The issues also delivers insights and arguments how a modern perception of the cargo bike and its inclusion in sustainable logistics policy can deliver towards more sustainable urban logistics development.
Current situation and future prospects
The study was conducted by Creafutur Foundation and funded and co-created by 11 private and public entities: Abertis Foundation, Barcelona City Council, Barcelona Metropolitan Area (AMB), Metropolitan Transport Authority (ATM), Municipal
Services of Barcelona (BSM), Clear Channel, Ferrocarrils de la Generalitat de Catalunya (FGC), SABA, RACC, Repsol and SEAT.
The Impact of Transit-Oriented Development on Fast-Urbanizing Cities: Applied analytical study on Greater Cairo Region
* 1 MS.c. Mohamed Kafrawy Image result for research orcid , 2 Professor Dr. Sahar Attia Image result for research orcid , 3 Professor Dr. Heba Allah Khalil Image result for research orcid
1, 2 &3 Department of Architecture, Faculty of Engineering, Cairo University, Egypt
1 E-mail: en.kafrawy@gmail.com , 2 E-mail: saharattia16@eng.cu.edu.eg , 3 E-mail: hebatallah.khalil@gmail.com
ARTICLE INFO:
Article History:
Received: 16 May 2021
Revised: 25 August 2021
Accepted: 27 August 2021
Available online: 8 September 2021
Keywords:
Transit-oriented Development;
Fast-Urbanizing cities;
Sustainable transportation;
Sustainable development;
Greater Cairo region.
ABSTRACT D:\My Journal\papers\Vol 4 ISSUE 1\1 senem sadri Turkey\check for updates2020ijcua.tif
Transportation has always been the backbone of development. Transit-oriented development (TOD) has been theorized, piloted and expanded increasingly in the past few decades. In this regard, this paper investigates the relationship between urban development, the transportation process, and the required implementation guidelines within fast-urbanizing cities, such as Cairo. After reviewing different related sustainable development theories, the study investigates pioneering case studies that have applied TOD and provided adequate implementation frameworks. The authors then extract and compare a set of required policies. The current Egyptian development paradigm is then discussed in relation to these enabling policies, focusing on Greater Cairo Region, Egypt. The authors debate previous development plans, progress, and newly proposed ones, focusing on the transportation process as the means for development. The study concludes with a set of required guidelines to ensure the integration of transportation with land-use planning, thus ensuring a more prosperous and inclusive urban development.
JOURNAL OF CONTEMPORARY URBAN AFFAIRS (2022), 6(1), 83-95.
Global Challenge Porjct Report -Coursework of University of Bristol ssusera0a3b6
Group work in MSc Engineering Management, University of Bristol. This report proposes optimized solutions to the challenges of commuter transport in cities in developing countries to promote a low-carbon transformation.
The document discusses the emerging market for passenger drones, also called urban air mobility. It begins by providing context on the rapid growth of the drone market in general. Passenger drones aim to provide on-demand air transportation within cities as an alternative to ground transportation. Several companies are developing passenger drone technologies and prototypes, with some having completed test flights. Market analysts predict strong growth in the passenger drone market over the coming years, with estimates of a 30-35% compound annual growth rate that could result in a market size of $21-26 billion by 2023-2035. Regulations and infrastructure will need to be established to support urban air mobility services at scale.
Urban transport exchange hubs play a key role as an integral part of the transport networks by facilitating relations between public transport modes but also have a function in the city urban planning and in-service facilities [1]. Time savings, urban integration, better use of waiting times and improved operating models are some of the expected benefits of developing efficient city-hubs [2,3]. However, although interchanges are crucial for improving accessibility, there are still problems remaining such as seams or bottlenecks, which are mainly reported in the coordination between the different transport modes and the use of the information systems and management model. In order to examine a part of these problems, the three years (September 2012-February 2015) City-HUB consortium of nine European research institutes from nine countries belonging to the European conference of transport research institutes (ECTRI) project studied 27 multimodal interchanges [4].
The document discusses urban block design guidelines and sustainable mobility concepts for mega cities. It describes the METRASYS project funded by the German government to develop sustainable mobility solutions for existing and future mega cities, with a focus on Hefei, China. The project involves partnerships between German and Chinese universities and research institutions. One objective is to develop urban planning guidelines and manuals to inform sustainable development in Hefei.
Methodology And Models For Residential Self SelectionDiane Allen
Here are some potential disadvantages of bicycling:
- Increased risk of injury. Bicyclists face risks from accidents with vehicles. Overuse can also lead to injuries like back pain.
- Exposure to weather elements. Riders have no protection from rain, wind, heat or cold compared to motorized vehicles.
- Limited cargo capacity. Bicycles have small baskets or racks but cannot transport large or heavy loads like a car or truck.
- Lack of long-distance options. While feasible for short trips, bicycling is not practical for very long distances due to fatigue.
- Infrastructure requirements. Dedicated bike lanes, paths and parking are needed to make cycling safe and convenient.
Sustainable New Towns and Transportation Planning; Reflection of A Case Study by Abdol Aziz Shahraki* in Advancements in Civil Engineering & Technology
This document presents a case study on designing an automated mobility-on-demand system to replace all personal transportation in Singapore. It first discusses shared vehicle systems and challenges like determining optimal fleet sizes. It then formulates the problems of minimum and performance-driven fleet sizing to meet demand. For minimum sizing, it shows fleet size must exceed the trip generation rate divided by the average trip speed. It also notes the impact of origin-destination imbalance, quantified by the Earth Mover's Distance between distributions. The case study applies these techniques using Singapore transportation data to estimate feasible fleet sizes.
Evaluate Sustainability of Using Autonomous Vehicles for the Last-mile Delive...BIJIAM Journal
This study aims to determine if autonomous vehicles (AV) for last-mile deliveries are sustainable from three perspectives: social, environmental, and economic. Because of the relevance of AV application for last-mile delivery, safety was only addressed for the sake of societal sustainability. According to this study, it is rather safe to deploy AVs for delivery since current society’s speed restriction and decent road conditions give the foundation for AVs to run safely for last-mile delivery in metropolitan areas. Furthermore, AV has a distinct advantage in the event of a pandemic. The biggest worry for environmental sustainability is the emission problem. In terms of a series of emissions, it is established that AV has a substantial benefit in terms of emission reduction. This is mostly due to the differences in driving behaviour between autonomous cars and human vehicles. Because of AV’s commercial character, this research used a quantitative approach to highlight the economic sustainability of AV. The
study demonstrates the economic benefit of AV for various carrying capacities.
This document summarizes a research article that reviewed and evaluated smart urban mobility innovations from a sustainability perspective. It identified six main smart mobility innovations discussed in literature: intelligent transportation systems, alternative fuel systems, automated vehicles, shared mobility services, demand-responsive transport, and integrated mobility systems. The researchers conducted a qualitative analysis of literature on these innovations according to five sustainability criteria: transport safety, road congestion, energy consumption, environmental impacts, and accessibility. The analysis identified opportunities and risks each innovation poses regarding these sustainability factors.
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
The papers for publication in The International Journal of Engineering& Science are selected through rigorous peer reviews to ensure originality, timeliness, relevance, and readability.
This research is aimed at confirming whether the autonomous vehicles (AV) for last-mile delivery is sustainable in terms of three aspects – social sustainability, environmental sustainability, and economic sustainability. The safety was solely considered for the social sustainability because of its importance of AV application for lastmile delivery. This study finds that it is relatively safe to use AVs for delivery because of the speed limit of actual society and the good road conditions provide the ground that AV runs safely for last-mile delivery in urban areas. Besides, AV has a special advantage when facing pandemic. For environmental sustainability, the emission problem
is the main concern. It is concluded that AV has a significant advantage in emission reduction in terms of a series of emissions. This mainly results from the driving behaviors difference between AV and human vehicles. As for the economic sustainability of AV, this research adopted a quantitative way to illustrate because the cost of AV is essential to consider because of AV’s commercial nature. The research reveals the cost advantage of AV under different
carrying capabilities.
This document provides an introduction to a study examining road pricing as a strategy to reduce traffic congestion in Accra, Ghana. It defines key concepts like road pricing, area licensing schemes, electronic road pricing systems. It acknowledges traffic congestion is a serious problem in Accra and many developing countries that threatens socio-economic development. The document assumes road expansion is not possible and road pricing may encourage more public transport use. It establishes traffic congestion in Accra is a problem and poses research questions on how it can be effectively managed through road pricing while addressing potential challenges and prospects of implementing such a strategy.
The Driving Factors Behind Successful Carpool Formation and UseSmart Commute
This document summarizes a study examining factors that influence successful carpool formation and use through an online carpooling service called Carpool Zone. The study aims to understand individual and spatial factors that affect carpooling by analyzing user data from Carpool Zone. Previous literature found that costs, scheduling, and access to potential matches are important influences on carpooling. The study will analyze user characteristics, vehicle access, attitudes, and match accessibility to understand carpooling behavior. Insights from the study could help improve carpooling programs and policies.
The Future of Mobility - How Hyperloop, Boom Supersonic and Driverless Cars W...Antonio Auricchio
We are now on the verge of a new technological revolution of mobility. Transonic trains, supersonic airplanes and electric driverless cars will have the same impact on our modernity as their current old-fashioned versions had on our parents’. Mobility, or the lack of it, once again will decide which country, company or even person will drive the upcoming changes.
The aim of this Policy Brief is to raise awareness on the megatrends that are likely to transform the shape of our cities and the way we commute.
The document discusses prospects for implementing road pricing in Accra, Ghana to reduce traffic congestion. It outlines several causes of congestion in Accra including a proliferation of low-capacity vehicles and insufficient road infrastructure for travel demand. The study aims to examine the problems and prospects of road pricing, improve accessibility, and ascertain public views. If implemented, road pricing is hypothesized to reduce the number of low-capacity vehicles entering the study area and potentially decrease congestion by shifting some trips to public transit or other times. The methodology involves surveys of various stakeholder groups to determine relationships between road pricing and transportation choices.
Many cities are attempting to reduce congestion through innovative transport policies and projects. This report explores the challenges city leaders face in choosing the right combination of solutions to address their short- and long-term urban mobility challenges. It aims to provide direction on how city leaders can navigate through these challenges and how they can work together with community groups and the private sector to transform their cities for the future.
Allianz Risk Pulse: The Future of Individual MobilityOpen Knowledge
The document discusses trends that are changing mobility, including rising environmental consciousness, urbanization, and digitalization. New mobility concepts like driverless cars and car sharing have the potential to revolutionize transportation. Regulations and consumer attitudes are also shifting, with people showing less interest in car ownership and more interest in sustainability. Technological innovations will further enable new mobility solutions and business models. The future of mobility is uncertain but will be defined by interconnected changes in technology, consumer behavior, and policy.
The document discusses several megatrends that will shape the future of rail by 2050, including the rise of megacities with over 100 million people. Most new urban growth is occurring in emerging markets, and four of the world's 24 existing megacities are in China alone. Demographic changes such as population growth and aging will increase demand for passenger rail. Technological advances will transform rail operations through driverless trains, real-time infrastructure monitoring, and seamless journeys integrating with other transit modes. Environmental challenges like climate change may increase extreme weather events, to which rail systems will need to adapt.
Writing Creative Nonfiction By Philip Gerard, PaperbacKate Campbell
The document discusses the shift from Fordism to post-Fordism and flexible production systems. It explains that Fordism involved mass production of standardized goods, while post-Fordism focuses on flexible specialization, rapid product changes, and customization. This allows companies to differentiate their products based on style and cater to niche markets. The transition resulted in more temporary and unstable jobs compared to the stable careers common under Fordism.
Free Lined Writing Paper Printable - PrinKate Campbell
1) Car seat installation is important for safety, as thousands are injured or killed each year due to improper installation.
2) When buying a car seat, parents should research which seats have high safety standards and how they scored on safety rating tests.
3) It is crucial to ensure the car seat is installed correctly according to the vehicle and that the child is properly strapped in snugly. Extra blankets or bulky clothing can cause improper fitting.
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Current situation and future prospects
The study was conducted by Creafutur Foundation and funded and co-created by 11 private and public entities: Abertis Foundation, Barcelona City Council, Barcelona Metropolitan Area (AMB), Metropolitan Transport Authority (ATM), Municipal
Services of Barcelona (BSM), Clear Channel, Ferrocarrils de la Generalitat de Catalunya (FGC), SABA, RACC, Repsol and SEAT.
The Impact of Transit-Oriented Development on Fast-Urbanizing Cities: Applied analytical study on Greater Cairo Region
* 1 MS.c. Mohamed Kafrawy Image result for research orcid , 2 Professor Dr. Sahar Attia Image result for research orcid , 3 Professor Dr. Heba Allah Khalil Image result for research orcid
1, 2 &3 Department of Architecture, Faculty of Engineering, Cairo University, Egypt
1 E-mail: en.kafrawy@gmail.com , 2 E-mail: saharattia16@eng.cu.edu.eg , 3 E-mail: hebatallah.khalil@gmail.com
ARTICLE INFO:
Article History:
Received: 16 May 2021
Revised: 25 August 2021
Accepted: 27 August 2021
Available online: 8 September 2021
Keywords:
Transit-oriented Development;
Fast-Urbanizing cities;
Sustainable transportation;
Sustainable development;
Greater Cairo region.
ABSTRACT D:\My Journal\papers\Vol 4 ISSUE 1\1 senem sadri Turkey\check for updates2020ijcua.tif
Transportation has always been the backbone of development. Transit-oriented development (TOD) has been theorized, piloted and expanded increasingly in the past few decades. In this regard, this paper investigates the relationship between urban development, the transportation process, and the required implementation guidelines within fast-urbanizing cities, such as Cairo. After reviewing different related sustainable development theories, the study investigates pioneering case studies that have applied TOD and provided adequate implementation frameworks. The authors then extract and compare a set of required policies. The current Egyptian development paradigm is then discussed in relation to these enabling policies, focusing on Greater Cairo Region, Egypt. The authors debate previous development plans, progress, and newly proposed ones, focusing on the transportation process as the means for development. The study concludes with a set of required guidelines to ensure the integration of transportation with land-use planning, thus ensuring a more prosperous and inclusive urban development.
JOURNAL OF CONTEMPORARY URBAN AFFAIRS (2022), 6(1), 83-95.
Global Challenge Porjct Report -Coursework of University of Bristol ssusera0a3b6
Group work in MSc Engineering Management, University of Bristol. This report proposes optimized solutions to the challenges of commuter transport in cities in developing countries to promote a low-carbon transformation.
The document discusses the emerging market for passenger drones, also called urban air mobility. It begins by providing context on the rapid growth of the drone market in general. Passenger drones aim to provide on-demand air transportation within cities as an alternative to ground transportation. Several companies are developing passenger drone technologies and prototypes, with some having completed test flights. Market analysts predict strong growth in the passenger drone market over the coming years, with estimates of a 30-35% compound annual growth rate that could result in a market size of $21-26 billion by 2023-2035. Regulations and infrastructure will need to be established to support urban air mobility services at scale.
Urban transport exchange hubs play a key role as an integral part of the transport networks by facilitating relations between public transport modes but also have a function in the city urban planning and in-service facilities [1]. Time savings, urban integration, better use of waiting times and improved operating models are some of the expected benefits of developing efficient city-hubs [2,3]. However, although interchanges are crucial for improving accessibility, there are still problems remaining such as seams or bottlenecks, which are mainly reported in the coordination between the different transport modes and the use of the information systems and management model. In order to examine a part of these problems, the three years (September 2012-February 2015) City-HUB consortium of nine European research institutes from nine countries belonging to the European conference of transport research institutes (ECTRI) project studied 27 multimodal interchanges [4].
The document discusses urban block design guidelines and sustainable mobility concepts for mega cities. It describes the METRASYS project funded by the German government to develop sustainable mobility solutions for existing and future mega cities, with a focus on Hefei, China. The project involves partnerships between German and Chinese universities and research institutions. One objective is to develop urban planning guidelines and manuals to inform sustainable development in Hefei.
Methodology And Models For Residential Self SelectionDiane Allen
Here are some potential disadvantages of bicycling:
- Increased risk of injury. Bicyclists face risks from accidents with vehicles. Overuse can also lead to injuries like back pain.
- Exposure to weather elements. Riders have no protection from rain, wind, heat or cold compared to motorized vehicles.
- Limited cargo capacity. Bicycles have small baskets or racks but cannot transport large or heavy loads like a car or truck.
- Lack of long-distance options. While feasible for short trips, bicycling is not practical for very long distances due to fatigue.
- Infrastructure requirements. Dedicated bike lanes, paths and parking are needed to make cycling safe and convenient.
Sustainable New Towns and Transportation Planning; Reflection of A Case Study by Abdol Aziz Shahraki* in Advancements in Civil Engineering & Technology
This document presents a case study on designing an automated mobility-on-demand system to replace all personal transportation in Singapore. It first discusses shared vehicle systems and challenges like determining optimal fleet sizes. It then formulates the problems of minimum and performance-driven fleet sizing to meet demand. For minimum sizing, it shows fleet size must exceed the trip generation rate divided by the average trip speed. It also notes the impact of origin-destination imbalance, quantified by the Earth Mover's Distance between distributions. The case study applies these techniques using Singapore transportation data to estimate feasible fleet sizes.
Evaluate Sustainability of Using Autonomous Vehicles for the Last-mile Delive...BIJIAM Journal
This study aims to determine if autonomous vehicles (AV) for last-mile deliveries are sustainable from three perspectives: social, environmental, and economic. Because of the relevance of AV application for last-mile delivery, safety was only addressed for the sake of societal sustainability. According to this study, it is rather safe to deploy AVs for delivery since current society’s speed restriction and decent road conditions give the foundation for AVs to run safely for last-mile delivery in metropolitan areas. Furthermore, AV has a distinct advantage in the event of a pandemic. The biggest worry for environmental sustainability is the emission problem. In terms of a series of emissions, it is established that AV has a substantial benefit in terms of emission reduction. This is mostly due to the differences in driving behaviour between autonomous cars and human vehicles. Because of AV’s commercial character, this research used a quantitative approach to highlight the economic sustainability of AV. The
study demonstrates the economic benefit of AV for various carrying capacities.
This document summarizes a research article that reviewed and evaluated smart urban mobility innovations from a sustainability perspective. It identified six main smart mobility innovations discussed in literature: intelligent transportation systems, alternative fuel systems, automated vehicles, shared mobility services, demand-responsive transport, and integrated mobility systems. The researchers conducted a qualitative analysis of literature on these innovations according to five sustainability criteria: transport safety, road congestion, energy consumption, environmental impacts, and accessibility. The analysis identified opportunities and risks each innovation poses regarding these sustainability factors.
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
The papers for publication in The International Journal of Engineering& Science are selected through rigorous peer reviews to ensure originality, timeliness, relevance, and readability.
This research is aimed at confirming whether the autonomous vehicles (AV) for last-mile delivery is sustainable in terms of three aspects – social sustainability, environmental sustainability, and economic sustainability. The safety was solely considered for the social sustainability because of its importance of AV application for lastmile delivery. This study finds that it is relatively safe to use AVs for delivery because of the speed limit of actual society and the good road conditions provide the ground that AV runs safely for last-mile delivery in urban areas. Besides, AV has a special advantage when facing pandemic. For environmental sustainability, the emission problem
is the main concern. It is concluded that AV has a significant advantage in emission reduction in terms of a series of emissions. This mainly results from the driving behaviors difference between AV and human vehicles. As for the economic sustainability of AV, this research adopted a quantitative way to illustrate because the cost of AV is essential to consider because of AV’s commercial nature. The research reveals the cost advantage of AV under different
carrying capabilities.
This document provides an introduction to a study examining road pricing as a strategy to reduce traffic congestion in Accra, Ghana. It defines key concepts like road pricing, area licensing schemes, electronic road pricing systems. It acknowledges traffic congestion is a serious problem in Accra and many developing countries that threatens socio-economic development. The document assumes road expansion is not possible and road pricing may encourage more public transport use. It establishes traffic congestion in Accra is a problem and poses research questions on how it can be effectively managed through road pricing while addressing potential challenges and prospects of implementing such a strategy.
The Driving Factors Behind Successful Carpool Formation and UseSmart Commute
This document summarizes a study examining factors that influence successful carpool formation and use through an online carpooling service called Carpool Zone. The study aims to understand individual and spatial factors that affect carpooling by analyzing user data from Carpool Zone. Previous literature found that costs, scheduling, and access to potential matches are important influences on carpooling. The study will analyze user characteristics, vehicle access, attitudes, and match accessibility to understand carpooling behavior. Insights from the study could help improve carpooling programs and policies.
The Future of Mobility - How Hyperloop, Boom Supersonic and Driverless Cars W...Antonio Auricchio
We are now on the verge of a new technological revolution of mobility. Transonic trains, supersonic airplanes and electric driverless cars will have the same impact on our modernity as their current old-fashioned versions had on our parents’. Mobility, or the lack of it, once again will decide which country, company or even person will drive the upcoming changes.
The aim of this Policy Brief is to raise awareness on the megatrends that are likely to transform the shape of our cities and the way we commute.
The document discusses prospects for implementing road pricing in Accra, Ghana to reduce traffic congestion. It outlines several causes of congestion in Accra including a proliferation of low-capacity vehicles and insufficient road infrastructure for travel demand. The study aims to examine the problems and prospects of road pricing, improve accessibility, and ascertain public views. If implemented, road pricing is hypothesized to reduce the number of low-capacity vehicles entering the study area and potentially decrease congestion by shifting some trips to public transit or other times. The methodology involves surveys of various stakeholder groups to determine relationships between road pricing and transportation choices.
Many cities are attempting to reduce congestion through innovative transport policies and projects. This report explores the challenges city leaders face in choosing the right combination of solutions to address their short- and long-term urban mobility challenges. It aims to provide direction on how city leaders can navigate through these challenges and how they can work together with community groups and the private sector to transform their cities for the future.
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The document discusses trends that are changing mobility, including rising environmental consciousness, urbanization, and digitalization. New mobility concepts like driverless cars and car sharing have the potential to revolutionize transportation. Regulations and consumer attitudes are also shifting, with people showing less interest in car ownership and more interest in sustainability. Technological innovations will further enable new mobility solutions and business models. The future of mobility is uncertain but will be defined by interconnected changes in technology, consumer behavior, and policy.
The document discusses several megatrends that will shape the future of rail by 2050, including the rise of megacities with over 100 million people. Most new urban growth is occurring in emerging markets, and four of the world's 24 existing megacities are in China alone. Demographic changes such as population growth and aging will increase demand for passenger rail. Technological advances will transform rail operations through driverless trains, real-time infrastructure monitoring, and seamless journeys integrating with other transit modes. Environmental challenges like climate change may increase extreme weather events, to which rail systems will need to adapt.
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2) When buying a car seat, parents should research which seats have high safety standards and how they scored on safety rating tests.
3) It is crucial to ensure the car seat is installed correctly according to the vehicle and that the child is properly strapped in snugly. Extra blankets or bulky clothing can cause improper fitting.
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This document provides instructions for requesting a paper writing service from a website. It outlines a 5-step process: 1) Create an account with a valid email and password. 2) Complete a 10-minute order form providing instructions, sources, and deadline. 3) Review bids from writers and choose one based on qualifications. 4) Review the completed paper and authorize payment if satisfied. 5) Request revisions to ensure satisfaction, and the company offers refunds for plagiarized work.
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Why I Wish To Attend Virginia Commonwealth UniversityKate Campbell
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The document discusses Miguel Hidalgo, a Catholic priest in Mexico who struggled with balancing faith and reason. As a priest, he was expected to uphold the standards of the Catholic Church, but was also influenced by ideas from the Enlightenment. This created an internal conflict between strict religious faith and independent rational thought. The film depicts Hidalgo seeking a way for both faith and reason to coexist peacefully in society, rather than choosing one over the other through violence. It shows his transformation from priest to revolutionary as he embraced new, unconventional ideas for his time.
This document outlines a study on security analysis and portfolio management. It discusses traditional security analysis which focuses on projecting prices and dividends to determine a stock's potential value. It also discusses modern portfolio theory which emphasizes diversification across industries. The objectives are to understand portfolio management concepts, security analysis concepts, and calculate industry returns using indexes to help investors identify positively performing securities.
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The document discusses Israel's 1982 invasion of Lebanon and the civil war that preceded it from 1975 to 1976. The civil war was a result of changing political dynamics in Lebanon that undercut the authority of older ruling families. It pitted the Lebanese front, which supported the status quo, against the Lebanese National Movement, a reformist coalition backed by Palestinian allies who wanted to reduce political monopolies and transform Lebanon into a democracy. Israel's invasion further disrupted Lebanon's political situation.
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How Barcodes Can Be Leveraged Within Odoo 17Celine George
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Philippine Edukasyong Pantahanan at Pangkabuhayan (EPP) CurriculumMJDuyan
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𝐃𝐢𝐬𝐜𝐮𝐬𝐬 𝐭𝐡𝐞 𝐄𝐏𝐏 𝐂𝐮𝐫𝐫𝐢𝐜𝐮𝐥𝐮𝐦 𝐢𝐧 𝐭𝐡𝐞 𝐏𝐡𝐢𝐥𝐢𝐩𝐩𝐢𝐧𝐞𝐬:
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𝐄𝐱𝐩𝐥𝐚𝐢𝐧 𝐭𝐡𝐞 𝐍𝐚𝐭𝐮𝐫𝐞 𝐚𝐧𝐝 𝐒𝐜𝐨𝐩𝐞 𝐨𝐟 𝐚𝐧 𝐄𝐧𝐭𝐫𝐞𝐩𝐫𝐞𝐧𝐞𝐮𝐫:
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This document provides an overview of wound healing, its functions, stages, mechanisms, factors affecting it, and complications.
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The recent surge in pro-Palestine student activism has prompted significant responses from universities, ranging from negotiations and divestment commitments to increased transparency about investments in companies supporting the war on Gaza. This activism has led to the cessation of student encampments but also highlighted the substantial sacrifices made by students, including academic disruptions and personal risks. The primary drivers of these protests are poor university administration, lack of transparency, and inadequate communication between officials and students. This study examines the profound emotional, psychological, and professional impacts on students engaged in pro-Palestine protests, focusing on Generation Z's (Gen-Z) activism dynamics. This paper explores the significant sacrifices made by these students and even the professors supporting the pro-Palestine movement, with a focus on recent global movements. Through an in-depth analysis of printed and electronic media, the study examines the impacts of these sacrifices on the academic and personal lives of those involved. The paper highlights examples from various universities, demonstrating student activism's long-term and short-term effects, including disciplinary actions, social backlash, and career implications. The researchers also explore the broader implications of student sacrifices. The findings reveal that these sacrifices are driven by a profound commitment to justice and human rights, and are influenced by the increasing availability of information, peer interactions, and personal convictions. The study also discusses the broader implications of this activism, comparing it to historical precedents and assessing its potential to influence policy and public opinion. The emotional and psychological toll on student activists is significant, but their sense of purpose and community support mitigates some of these challenges. However, the researchers call for acknowledging the broader Impact of these sacrifices on the future global movement of FreePalestine.
Level 3 NCEA - NZ: A Nation In the Making 1872 - 1900 SML.pptHenry Hollis
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A Visual Guide to 1 Samuel | A Tale of Two HeartsSteve Thomason
These slides walk through the story of 1 Samuel. Samuel is the last judge of Israel. The people reject God and want a king. Saul is anointed as the first king, but he is not a good king. David, the shepherd boy is anointed and Saul is envious of him. David shows honor while Saul continues to self destruct.
2. the total scientific literature on CAVs (Cavoli, Phillips, Cohen, & Jones, 2017). This comparative lack of social science perspectives,
alongside the rapid pace of CAV technological development, led Cavoli et al. (2017) to urgently call for more studies on their socio-
behavioural implications, and to observe that few authors have examined CAVs in the context of urban planning.
Against this background, this conceptual paper seeks to break new ground in the social scientific study of tourism, by being the
first to consider some of the potential far-reaching implications of CAVs for the tourism industry. Our focus is on urban mobility,
primarily in the global north, in that we aim through conceptual discussion to bring out what we consider to be some of the most
significant social and behavioural impacts that CAVs will have on urban tourism in developed nations. Urban environments are at the
forefront of CAV innovation (e.g. Hopkins & Schwanen, 2019), and there is potential for the urban context to be gradually trans-
formed because of CAVs (Lu et al., 2017), along with urban tourism. Set against key debates in urban studies and urban tourism, we
imagine how CAVs may impact cities in terms of tourism transport mode use, spatial changes, tourism employment and the night-
time visitor economy. The ‘imaginings’ approach, as the method for this paper, emerged from innovation and Science Technology and
Society (STS) studies, and has been used widely for research on innovations that are not yet part of public cognition (Corn, 1986;
Jasanoff & Kim, 2009).
Our discussion will not only be of interest to the academy, as its original ideas and concluding research agenda are likely to spark
a new sub-field of empirical interest in tourism research, but the transformational potential of CAVs for urban tourism also means that
planners, policy makers and the tourism industry will find this paper of immediate and ongoing relevance. As the following sections
reveal, CAVs will lead to new socio-economic opportunities for urban tourism spaces, but will also present a range of threats and
inequities that will demand the attention of industry and policy stakeholders.
Autonomous vehicles and urban tourism
CAVs – also known as ‘driverless’, ‘self-driving’ or ‘automated’ vehicles – are often represented in industry, media and public
discourse as inevitable, revolutionary, and broadly incontestable. Such technological determinist accounts are widely critiqued (e.g.
Bissell, 2018), pointing to how such framings overstate efficiencies and often make claim to largely unsupported and wide-ranging
benefits. CAVs do, however, present the potential to disrupt current practices of mobility, including “the spatial morphology of cities;
the discipline and control of vehicle occupants; the generation of public revenues through vehicle taxation; the livelihoods of cur-
rently employed drivers; the power geometries of access; and the viability of other modes of transport” (Bissell, 2018: p. 57), with
important implications for urban tourism.
Contemporary CAV innovation is the culmination of more than 80 years of automation processes in vehicles, beginning with
automatic transmission systems, and recently continuing through the automation of navigation, lane keeping and parking
(Kellerman, 2018). The process of automation is ongoing, with development aimed at moving, seemingly as quickly as possible,
through the International Society of Automotive Engineers’ (SAE) automation taxonomy for CAVs, which spans from no automation
(SAE Level 0) through driver assistance, partial, conditional, high, and ultimately, full automation (SAE Level 5) (Heinrichs &
Cyganski, 2015). This paper’s discussion is largely contingent on reaching widespread deployment of SAE Level 5, fully automated
vehicles. It is within, and perhaps only if this most advanced stage of automation is achieved, that the primary societal appeal and
impacts of CAVs lay.
Yet CAVs are already emerging, by way of public trials, initially on clearly defined ‘off-road’, and increasingly ‘on-road’ routes –
and tourists are likely to be some of the first to experience this innovation. Heathrow Airport, for example, has been a key partner in
many CAV experiments in the UK, trialling ‘pods on demand’ at Terminal 5, which they claim reduce travel time from 27 to 4 min,
and save on average 50,000 tons of carbon (WestfieldAVs, 2018, https://westfieldavs.com/): time and carbon savings are two pri-
mary justifications for CAV development and implementation more broadly, as discussed below. CAVs are now being proposed as
autonomous shuttles for travellers to aircrafts at Gatwick Airport. There are further plans to expand the application of CAV pods in
tourist settings, with propositions to implement a trial in England’s Lake District national park framed as a ‘sustainable transport
solution’ to help overcome congestion and pollution (Mogg, 2018). Thus, tourists appear to be a key demographic exposed to CAV
innovation in the short-term, aimed to overcome unsustainable practices, and to make use of controlled airport environments, with
relatively consistent routes, rhythms and flows of people.
The enchantment of CAVs
A number of enchantments underpin the often-utopic visions of automated urban futures. These enchantments include techno-
logical solutionism to urban crises (e.g. air pollution, congestion), economic development and creating innovative storylines of urban
governance (e.g. Hopkins & Schwanen, 2019). The proposed benefits of CAVs, elaborated below, help to justify and legitimate public
funding of research and demonstration, with these benefits contingent not only on the degree of automation (e.g. SAE Level 1–5), but
also on behavioural and governance questions that include: ownership models (e.g. shared versus private), the share of CAVs versus
non-CAVs on the road, power train technologies, and the regulations, policies, technologies and algorithms governing and guiding
CAV use. Despite uncertainty in how the future will unfold in terms of the timing and nature of development, adoption and gov-
ernance, the appeal of widespread deployment of fully automated vehicles is based on a number of key proposed benefits.
First, discourses of safety are central to the promotion of an automated mobility future. CAVs are argued to potentially eliminate
up to 90 percent of traffic accidents, by reducing driver error (Bonnefon, Shariff, & Rahwan, 2016). This is significant in tourism
contexts, particularly where new driving rules, driving direction (e.g. left/right), unfamiliar environments and tiredness from travel
can all contribute to collisions involving tourists. Second, it has been suggested that congestion may be reduced, due to fewer
S.A. Cohen, D. Hopkins Annals of Tourism Research 74 (2019) 33–42
34
3. accidents, but also because fewer CAVs would be required to meet mobility demands as compared to human-driven cars (Kellerman,
2018). This claim is strongly dependent on dominant ownership models, and would require a far greater proportion of shared versus
privately owned CAVs to be achieved, which we discuss further below. Traffic flows may be optimised due to automated vehicle-to-
vehicle (V2V) and vehicle-to-infrastructure (V2I) communication, albeit Fagnant and Kockelman (2015) suggest congestion benefits
will be less in cities as the complexities of city-driving are harder to address than those of motorways and other high-speed roads.
Third, CAVs hold the promise of improving accessibility for non-drivers, who may for instance be elderly, disabled or children
(Cavoli et al., 2017), and thus it has been argued that CAV innovation offers social justice benefits to urban mobility. While CAV
emergence is likely to be in cities of the global north initially, it is worth noting that, like drone technologies, CAVs could be viewed
as a leapfrogging technology for cities of the global south, especially where there are lower rates of driver licencing (Kellerman,
2018). Yet, this increased social access to automobility may compromise some congestion savings. Fourth, CAVs may allow for
environmental benefits, particularly in terms of saving fuel and lowering emissions, through improved driver behaviour – eliminating
practices such as harsh breaking in favour of so-called ‘eco-driving’, as discussed further in the next section. Finally, it has been
proposed that travel time would become more ‘useful’, as passenger compartments will be transformed to allow former-drivers to, for
example, safely eat, read and watch movies (Fagnant & Kockelman, 2015), or perhaps to safely sightsee unencumbered by the task of
driving. Nevertheless, despite these enchantments, CAVs are also critiqued in a number of ways, which are important to discuss before
turning our focus towards the implications of CAVs for urban tourism.
Apprehensions surrounding CAVs
Despite enthusiasm by governments and industry sectors, most of whom have a substantial stake in CAV development, CAVs are
also the subject of many concerns. First, by making travel time ‘more useful’, CAVs hold the potential to create induced demand,
increasing the amount of time people spend travelling by car. With time in cars taking on higher utility value, individuals may be
willing to travel farther distances, for commuting, other daily trips, business and/or leisure travel, which could, for instance, “en-
courage individuals to shift their home locations to more remote locations, to enjoy lower land prices (and thereby bigger homes)”
(Bansal, Kockelman, & Singh, 2016, p. 2). This could result in greater urban sprawl and further increase car dependency (Cavoli et al.,
2017; Legacy, Ashmore, Scheurer, Stone, & Curtis, 2018) – perhaps resulting in tourists favouring private vehicles over coach tours,
decreasing demand for public transport modes, and shifting preference for hotel locations – or even changing tourists’ relationships
with static hotels.
Second, as part of the wider “upcoming trend of robots and information technologies replacing human workers” (Kellerman,
2018, p. 134), CAVs also threaten significant future job losses for professional drivers. Taxi, bus and coach drivers, and any travel
company that relies on human drivers, stand to be affected, though the transition away from professional human drivers is likely to be
gradual and in stages. This is already reflected by Uber’s piloting of CAVs in Pittsburgh since 2016, wherein customers may be
randomly paired with a CAV with an employee in the driving seat who supervises, with the aim of being fully autonomous by 2021
(Tussyadiah et al., 2017). Such claims, however, vastly understate the driver’s role – the tasks, and identities that are assumed in the
role. For instance, London taxi drivers offer distinct and unique local knowledge that tourists may struggle to gain from other sources.
Third, considerable doubt remains as to the CAV business models that will be advanced by industry, preferred by publics and
encouraged by governments. Many proposed benefits of CAVs – lowering traffic congestion, energy use and emissions, and increasing
access – depends on a dominant business model in which CAVs are primarily shared, rather than privately owned. Fagnant and
Kockelman (2015, p. 167) point to “[c]omplementary trends in shared rides and vehicles [that] may lead us from vehicles as an
owned product to an on-demand service”, and suggest one shared CAV could replace around ten privately owned vehicles, longer
trips excluded. Shared CAVs (SCAVs) would make CAV travel affordable and provide wider socio-economic access (Cavoli et al.,
2017), and may be most appealing for tourists – particularly in terms of destination mobilities. Ride sharing could be incentivised by
cheaper fares, as is presently so with uberPOOL in some American cities, and will especially appeal to budget-conscious travellers,
whether that be city residents or segments of the urban visitor economy. However, users of SCAVs may be forced to spend time with
strangers in a confined space (Krueger et al., 2016), a situation characterised by both variance in cultural willingness to do so, and in
differing social expectations depending on the number of strangers present: Kauppila (2017) for instance suggests that sitting with
one stranger in a SCAV may be viewed as unacceptable due to an expectation to talk, whereas with two or more strangers this
expectation is reduced. But such interactions with ‘locals’ may be appealing to some tourists.
Fourth, claims of environmental benefits from CAV innovation are contingent on shared ownership models and electric pro-
pulsion, however, some electric vehicles have higher cradle-to-grave emissions than internal combustion engine vehicles, with the
emission reduction potential of electric vehicles dependent on production processes and fuels for electrification (European Climate
Foundation, 2017). There is a greater likelihood of electric urban mobility, while for long-distance trips, petrol and diesel fuels may
prevail (Cavoli et al., 2017). There is furthermore a risk that CAVs could erode train use for intercity travel, thereby reducing their
environmental benefits. Governments must play a role in encouraging SCAVs, though this will largely be against the interests of car
manufacturers, and thus strong opposition by automotive lobby groups could be expected (Gössling, Cohen, & Hares, 2016).
Fifth, concerns surrounding ethical, security and privacy issues in CAV development and use have been identified and are gaining
increasing attention (e.g. Taeihagh & Min Lim, 2018). The most notable ethical conundrum in CAV development is whether they
should be programmed to protect their passengers above all, or sacrifice passengers for a greater good (c.f. Bonnefon et al., 2016):
potential CAV consumers have been shown to approve of CAVs for others that are set as utilitarian, or the greater good, but prefer to
ride in ones themselves that prioritise passenger safety above all. CAVs may also threaten the security of those outside them. While
the recent death of a pedestrian in the US, who was struck by an experimental Uber CAV, gained widespread media attention (T.S.,
S.A. Cohen, D. Hopkins Annals of Tourism Research 74 (2019) 33–42
35
4. 2018), there is also the potential for terrorism facilitated by CAVs, which will likely be able to travel unoccupied into crowded urban
attraction areas.
Finally, data privacy while travelling in CAVs is an emerging issue, especially for business travellers who may access sensitive
information on devices connected to its Wi-Fi. Vehicle travel data may also be used to inform targeted advertising, which may prove
disconcerting to consumers (Fagnant & Kockelman, 2015). Indeed, the commercial applications of CAV travel data extend to tourism,
where not just marketing, but even the commercialisation of CAV routes in the urban environment may be affected, as discussed
further below.
Method and approach
This paper’s research approach is centred on ‘imagining’ urban tourism futures as they intersect with socio-technical innovations.
As a concept and method, imaginings have been used in a variety of contexts to “articulate feasible futures” (Jasanoff & Kim, 2009, p.
123). To date, however, there has been only limited application of imaginings in tourism studies, and even less so intersecting critical
analyses of tourism with socio-technical futures. The focus of tourism studies has been on where imaginaries originate, how they
circulate, and the impacts. For instance, Salazar (2012, p. 863) shows how a critical analysis of imaginaries can help to uncover the
existence and power of “ideological, political, and sociocultural stereotypes and clichés” in international tourism studies.
Yet imaginings can offer ways of thinking about both enchantments and apprehensions of socio-technical innovations, such as
CAVs. Jasanoff and Kim (2009, p. 123) articulate how:
…imaginaries are instrumental and futuristic: they project visions of what is good, desirable and worth attaining… imaginaries
also warn against risks or hazards that might accompany innovation if it is pushed too hard or too fast. In activating collective
consciousness, imaginaries help create the political will or public resolve to attain them.
This underscores the power and performativities of imaginaries: who constructs them, how they diffuse (or not) and their spatial
and temporal dimensions are all of critical importance.
In this paper, we provide imaginings of urban tourism futures, which tie specifically to the emergence of CAV innovations. We do
so by drawing from the established urbanism and innovation scholarship in which imaginings are seen as a tool for exposing het-
erogeneous, often-unintended and multi-directional urban futures (Bina, Mateus, Pereira, & Caffa, 2017). Imagining has two key
values for our purpose; first, it foregrounds how urban space(s) are socially and discursively constructed, as well as the material-built
environment, which allows us to press further into urban futures, to uncover heterogeneous meanings and experiences. Second, it
opens space for speculations, and critical engagement with the unknown.
While some imagining literature draws from science fiction or discourse analyses to expose avenues for investigation (e.g. Collie,
2011), such an approach is problematic, if not impractical, for CAVs and urban tourism due to the early stage of development of
technologies, but more importantly, the early stage of thinking about the implications of CAVs for urban tourism. We focus on key
debates in urbanism and urban tourism, to uncover how CAV innovation may contribute to stasis and change across interconnected
parts of the urban tourism system. In doing so, this paper develops analysis of the interconnections between people, places, infra-
structures and policies that make, and are made by, the urban. To create the imaginings, we bring into conversation the various
assumptions and visions of CAV innovations, with literatures on critical urban tourism and contemporary debates in urban studies.
From these three bodies of work together, dominant themes arose that provide imaginings of CAVs and urban tourism, and around
which the paper is structured.
An obvious limitation to this approach is its reliance on two authors and their collective knowledge and interpretations, however
as this paper is designed to provide a launchpad to more detailed, place-specific and context-sensitive analyses, which may include
future-forecasting/backcasting approaches, it offers sufficient depth of detail and intersections across the various literatures to serve
its purpose. Moreover, given the inherent limitations to future-focused research (e.g. ability to imagine the future), it offers an
approach that may be developed in further tourism research debates.
Urban studies and urban tourism
Our thinking in this paper does not relate to a specific city or country. And while we do acknowledge the limitations of such an
approach, our aim is to be provocative; to stimulate greater engagement with the topic of CAVs – and other socio-technical in-
novations and (urban) tourism. With this goal in mind, we reflect on the urban as a site of/for analysis, but urge future work to
provide context-specific analyses that may help uncover new and alternative ways of thinking about CAVs for urban tourism, with
localised socio-cultural and built environmental specificities.
There are different ways that key issues in urban studies (and their implications for urban tourism) can be ascertained. Authors
can start from either tourism studies, or urban studies. For the former, this might involve examining tourism literatures for reviews of
urban tourism and agenda setting papers (e.g. Ashworth & Page, 2011; Edwards, Griffin, & Hayllar, 2008). While for the latter it
could involve analyses of current issues in urban studies, and critical reflection on these topics for urban tourism and CAVs. The latter
approach has been adopted in this paper. This is because this offers the most up-to-date thinking, space for considering wide-ranging
implications, and acknowledges the subjectivity of claims of ‘key concerns’ as constructed by the authors.
We identify five key concerns in urban scholarship, particularly relating to transport, mobilities and tourism, as including: 1)
regimes that enable and constrain everyday urban mobility practices (Pierce & Lawhon, 2018); 2) transformations of urban space
including processes of gentrification (Grube-Cavers & Patterson, 2015); 3) sustainability agendas and urban sustainable development
S.A. Cohen, D. Hopkins Annals of Tourism Research 74 (2019) 33–42
36
5. (Dempsey, Bramley, Power, & Brown, 2011); 4) city-regions and conceptualisations of (degrees of) urban-ness; and 5) urban in-
novation and experimentation (Karvonen & van Heur, 2014). Clearly this list is not comprehensive, but depicts the variety of topics
with which urban scholars are grappling. While social science research on urban environments often focuses on the everyday, there
are important and lasting intersections with tourism and tourists. For instance, gentrification, urban regeneration and tourism often
go hand-in-hand. Gotham (2005, p. 1099) speaks of processes of ‘tourism gentrification’, where middle-class neighbourhoods are
transformed into “relatively affluent and exclusive enclave(s) marked by a proliferation of corporate entertainment and tourism
flows”. Within such enclaves – and beyond – tourists often ‘play the role of the local’ (Fuller & Michel, 2014), performing practices
such as taking the Underground in London, or walking across the famous zebra crossing outside Shinjuku station in Tokyo: doing
what (urban, affluent) ‘locals’ do.
Yet the wants, needs, patterns, flows and practices of residents and visitors are not always alike – they can be jarringly divergent –
or result in competition for the same resources (e.g. property) leading to discontent and hostilities (Pinkster & Boterman, 2017).
Airbnb exemplifies this, where offering tourists the opportunity to ‘live as locals do’ has contributed to heated property markets
becoming inaccessible for locals. The infrastructures, policies, planning and regulation of urban governance may not always suit both
groups, and more tangibly can lead to tensions, negative stereotyping and resistance to tourism development (e.g. Colomb & Novy,
2016). Such dualisms (resident versus visitor) may not be useful, as it is likely that many people will take on both roles often
simultaneously, however for the purpose of thinking through the novelty of CAVs and their implications for urban tourism, the
relationalities between heterogeneous groups of tourists and residents may be a productive pathway forward.
Transport infrastructures are often designed with (particular groups of) locals’ needs in mind. Tourists consequently often co-opt
existing infrastructures for their own needs. When (semi)publicly funded infrastructures are designed for tourists, this can sit un-
easily, particularly, for instance, after almost a decade of post-global financial crisis austerity politics dominating public sector
decision making, with important impacts at the local scale. Yet transport – and its various modalities including trains, buses, taxis,
hire-cars, cycling, walking – also offers opportunities for different types of encounters (Boterman & Musterd, 2016). For instance,
travelling by train on Amtrak in the US might afford different encounters than air or car travel. Each offers distinct opportunities to
meet ‘locals’. Yet not all modalities are equally available to all groups. Notions of perceived safety, security, risk and freedom are
likely to underpin the types of travel decision-making for tourists. In some cities, for instance, public transport may be perceived
‘unsafe’, resulting in private vehicle use.
Shaw’s (2014) work on the urban night offers another important intersection with urban tourism and the potentialities of CAV
innovations. He shines light on the heterogeneity of the night-time economy, beyond the traditional focus on bars, pubs and clubs –
topics which have been a significant focus of tourism studies of the night (e.g. Jayne, Gibson, Waitt, & Valentine, 2012). With a focus
on night-time taxi drivers and street cleaners, Shaw (2014) shows how taxis are a central component of urban mobilities (e.g. Cooper,
Murray, & Nelson, 2010), assembling “the bodies required to generate atmosphere” (Shaw, 2014: 91; Anderson, 2009). The inter-
sections of thinking on the night-time economy, tourism and mobilities may offer alternative conceptualisations of how CAVs may be
implemented – as they are often visualised in a daytime context – and which may present new affordances in the urban night.
This sketch of urban-scale issues helps to contextualise our thinking on how, where, when and why CAV innovations may intersect
with urban tourism. We now use this as a conceptual base on which to develop four overarching but intersecting imaginings. The first
is situated broadly around themes of CAVs in urban tourism; second, transformations of urban space; third, autonomous taxis,
sightseeing and tourism employment; and fourth, hospitality and the urban night.
CAVS in urban tourism
Most of the existing literature on potential CAV use in cities is concerned with commuting and other daily – and day-time – urban
mobilities (Kellerman, 2018). Yet all types of vehicle transport involved in urban tourism will be affected by the potential transition
to automation. This ranges from airport shuttles and transfers, through city taxis, car hire and vehicle-based guided urban sight-
seeing. CAVs are anticipated to provide ‘last-mile solutions’ that may facilitate multi-modality (Krueger et al., 2016), and thus may
play an important role in moving urban tourists between, for instance, a train station and their accommodation. By (partially)
eliminating the driver, the cost of such transport could be significantly lower, however initially it is likely that the novelty, and
potential other benefits of CAVs could place a price-premium on CAV mobilities. The present trialling of CAVs in airport settings
offers free transport to tourists, whilst testing the technology in a relatively constrained and controlled environment, and exposing
(wealthy, travelling) publics to the innovation. Nevertheless, CAVs may help overcome international tourists’ perceived barriers to
hiring a car in a foreign environment. The risk of jet lag, fatigue, misunderstanding new driving rules, and cultures of mobility could
be minimised. This would be significant in countries such as New Zealand, where fatalities involving foreign tourists as drivers have
recently received significant press attention, with fatigue from long-haul air travel and differing road-rules used to explain the
collisions (Macdonald, 2017). Moreover, if, as Anderson et al. (2014) propose, CAV manufacturers take responsibility for insurance
and liability of CAVs, this offers further benefits for overseas tourists.
These changes may, however, have undesirable and unintended effects on urban tourism destinations. Examples could be the
reconfiguration of airport transfers with automated driving systems for taxis and vehicle-based guided sightseeing, which we expand
on further below. These are opportunities where encounters between tourists and ‘local’ drivers could have occurred, and those
encounters may instead be replaced with advertising. It is not immediately clear how losing such encounters might affect the quality
of tourist experiences, but this does warrant further consideration. It is likely however, at least early on in the societal CAV adoption
process, that experiencing a CAV through urban tourism will be an attraction in its own right (Kellerman, 2018), especially among
younger generations eager to try out new things (Tussyadiah et al., 2017). This could result in fleets of urban CAVs designed
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6. specifically for tourists’ needs – which are likely to differ from the needs of local communities – and which could exacerbate urban
transport inequalities, particularly if investments in tourism-related CAVs are at the expense of services for local residents.
Higher levels of CAV hire by urban tourists may also negatively impact city planner efforts to encourage visitor public transport
use, resulting in ‘overtourism’ taking the form of hordes of small CAVs congesting urban tourism spaces – as seen today with taxis,
mini-buses and coaches. CAV developers and entrepreneurs are now exploring low-occupancy CAV concepts, considered ‘rightsizing’,
as average vehicle occupancy in the US, and cities across the global north, is less than two persons (Greenblatt & Saxena, 2015). Yet in
a scenario with private CAVs, average vehicle occupancy could be reduced to less than one person, with so-called ‘zombie cars’
travelling autonomously – and empty – around urban roads as they return to ‘depot’ or perform other tasks. Moreover, with little
suggesting vehicle preferences will change substantially with the introduction of CAVs, urban residents and tourists are likely to
continue to prefer larger vehicles due to perceptions of safety, prestige and increased comfort, especially in intercity travel. Should
CAVs replace traditional coach-tours, major urban attractions can anticipate congestion as ten or more CAVs may equal the capacity
of one conventional tour bus. CAV use in urban tourism may, therefore, prove an exception to expectations that CAVs will lead to
reduced congestion and better traffic flows (Kellerman, 2018). This must be an important consideration of regulating and planning
for urban CAV futures.
Transforming urban space
The desired aesthetics of urban spaces for tourists vary substantially (Gospodini, 2001), however it is broadly accepted that the
concrete jungles of roading infrastructure and car parks are unappealing for residents and visitors alike (ibid). Yet, remarkably,
parking occupies one third of the central city real estate in some large cities (Henderson & Spencer, 2016). Urban public sector actors
– particularly civil servants and elected officials – are increasingly confronted with the juxtaposition of public funds from parking,
and the desire for liveable urban centres with more green spaces and less vehicles. Parking-related policy has been used in some
contexts to both restrict and encourage the adoption of car-sharing schemes (Kent & Dowling, 2016). CAVs may reconfigure urban
space, and the design of urban space, by forcing a rethink on the provision of urban-centre parking facilities. CAV innovation could
bring this about by reducing: a) the number of parked vehicles (and hence the spaces required) and b) the space needed for parking
them, as those parking will do so closely together in a depot, which some have suggested will require just one quarter of the space in a
conventional parking lot (Alessandrini, Campagna, Site, Filippi, & Persia, 2015). Similarly, connectivity may offer real-time in-
formation on parking, to reduce time spent looking for parking – a function that would also benefit traditional vehicles.
Under a high SCAV-use scenario, an impressive reduction in urban land used for parking could be assumed, with the potential to
increase the liveability of cities – assuming the space is used for civic rather than economic purposes (Cavoli et al., 2017). And while
the assumptions of shared mobilities present a range of formidable challenges – to overcome entrenched cultures of private own-
ership – such thinking offers opportunities to imagine what optimal urban environments might look like, who might benefit, and how
it could be achieved. What if parking lots and roadside parking could be transformed into city parks, event spaces and bike lanes? The
socio-cultural benefits of such a transformation in urban form, coupled with supportive political, social and cultural contexts could be
limitless. Likewise, envisioning urban environments without the need for extensive vehicle parking might include opportunities for
hotels to add rooms or develop spaces in other ways, such as for events (Henderson & Spencer, 2016), and reconfiguring urban
tourism attractions with CAVs drop-off and pick-up spaces rather than car-parks.
In contrast, a future in which CAVs are predominately privately owned suggests personal CAVs would, if not parking in depots, be
running home empty after dropping off passengers, before picking them up later, and hence perpetuating congestion and increasing
emissions. Moreover, the network of shared mobility requires further attention, with implications for urban form, as SCAVs will still
need to be serviced, charged, cleaned and stood waiting at quiet times. Where this will happen and who will live next to these spaces
are important yet still unanswered questions in urban planning. The likelihood of replicating existing patterns of inequality is high – if
strong governance of the introduction of any shared mobility system is not provided by public sector actors in coalition with local
community organisations. Urban design and planning processes need to think deeply about the question of urban space in a CAV
future, with an eye on who may benefit from such transformation, and who will not.
Personalised CAV urban sightseeing may also exacerbate existing and create new economic inequities, as based on how they are
bundled as ‘products’ and routed within cities. CAV sightseeing bundles may be themed in ways not previously possible before due to
distances between attractions. This will induce changes in the spatiotemporal flows of urban tourists, and their trip configuration, and
eventually transform urban spaces so as to extend city tourism beyond the urban core. The itineraries are likely to be affected by
algorithms that give preferential treatment to sites that pay for service – which could benefit large multi-nationals, and neglect local
businesses in the short term – and may result in backlash as some tourists seek ‘authentic’ local experiences. The spatial routing of
tours may therefore be commercialised to the extent that CAVs will hide certain aspects of the urban environment from tourists,
blacking their view. As an example, souvenir shops paying for inclusion within the algorithms may enjoy streams of visitors. Although
there are similarities to the long-standing practice of tour guides gaining commissions from bringing in tourists to particular shops,
what differs is that competitive advantage will instead be gained through algorithmic favouritism. This phenomenon may not only be
limited to shopping, but also affect the constitution of urban attractions themselves, wherein those attractions favoured through the
algorithms affecting CAV city tours may gradually become authenticated as ‘must see attractions’ (Cohen & Cohen, 2012; Lugosi,
2016).
The impact of CAVs on urban tourism extends beyond intra-urban travel, as city-to-city travel will also be significantly affected,
mainly in terms of transport mode, destination choice, distances covered, travel frequency and preferred accommodation. This could
transform urban space by reimagining routes, entry-points and exits, by rethinking what constitutes accommodation, and how
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7. destinations are understood. For instance, a shift in transport mode away from both intercity trains and short-haul aviation is likely,
as CAVs reduce the burden of train stations and airports. The current trend towards low-cost airlines entering long-haul routes is
therefore likely to continue, as low-cost airlines will eventually face increasing competition in short-haul routes from CAV travel.
City-to-city coach travel is also likely to be out-competed by SCAVs running at least in part on traditional fuels. SCAVs will fur-
thermore signal a forthcoming end to the private hire of human-driven coaches, including coach travel between cities for events,
whether that be student fieldtrips, concerts or sporting events. Traditional itinerary-based multi-city coach tours will likewise have to
compete with CAVs, whether individualised or shared, though the latter may still have a human guide. Individualised CAVs for city-to
city tourism travel may not be always be small, as already evidenced by Volkswagen’s plans to build autonomous campervans (Smith,
2017).
New urban tourism destinations may emerge as CAVs rise in popularity, whether this be specific attractions that were previously
hard to access within existing city destinations, or new secondary cities emerging as stronger competitors for visitors due to newfound
transport connectivity. These mobilities may generate new conceptualisations of what constitutes the ‘central business district’, or
indeed ‘central’ and ‘peripheral’. By making car travel less strenuous, CAVs will affect the distance, frequency, flows, and experiences
of intercity travel: longer distances may be covered by car and shorter intercity trips, especially during weekends, may become more
frequent (Kellerman, 2018). City-to-city travel times can also be expected to become more reliable by car, as CAVs can reduce vehicle
spacing by ‘platooning’ (vehicles following closely to each other in the slipstream), and couple this with near-constant velocities
(Fagnant & Kockelman, 2015). Whereas for some this will increase the attractiveness of longer-distance CAV travel, it may enforce a
speed and route incongruous with tourism desires, and thereby be rejected by others who opt for the scenic route. There may
therefore be a concurrent rise of intercity tourist travel wherein more emphasis is given to scenic aspects of the connecting journey,
rather than just the cities themselves, with consequent pressures for instance on scenic highways.
Autonomous taxis, sightseeing and tourism employment
The introduction of driverless taxis has received perhaps some of the most attention across all applications of this innovation. This
may be because it is anticipated that SCAVs in the form of autonomous taxis are likely to gain rapid early market share (Greenblatt &
Saxena, 2015). Cities are expected to have 24/7 transport options, and taxis are an important part of this system – particularly for
tourists for whom the environment is unfamiliar. Globally, cities have grown in relatively consistent ways, so much so that taxis are a
relatively simple transport mode to use even with language and cultural barriers. In an automated mobility future, cities can be
expected to have 24/7 on-demand CAVs, shared or private, which are effectively real-time car rentals on a per-minute or per-mile
basis, ordered using mobile devices (Fagnant & Kockelman, 2015). Autonomous taxi fares are likely to be lower in part by not needing
to pay drivers, which account for more than half the fare. These savings could replace conventional taxis at current CAV technology
costs, and even lower fares. Once CAV costs fall, conventional taxis may be unable to compete (Greenblatt & Saxena, 2015), unless
they are able to make a clear case for the additional services provided beyond transport (e.g. tour guiding). Already companies such
as Uber and Lyft are putting pressure on traditional taxi operators both in terms of platforms and costs, and the emergence of CAVs
could further stress an already fragile sector.
Yet autonomous taxis will not be problem-free, as already demonstrated by Ge, Knittel, MacKenzie, and Zoepf (2016) who used
data on 1500 rides with Uber and Lyft in Seattle and Boston in the US, finding female passengers were taken on longer, more
expensive rides than males, and that African American passengers waited longer and were twice as likely to have their trip cancelled.
Social, ethnic and gender biases evidenced within ride-hailing technologies are thus in danger of being reproduced in the context of
shared autonomous taxis. Nonetheless, Tussyadiah et al.’s (2017) study of autonomous taxis found a higher level of public intention
to use ‘self-driving taxis’ as tourists than as residents; they conclude this indicates that autonomous taxis will have a major impact on
tourism – however the direction and shape of these impacts are not yet clear.
Vehicle-based guided urban sightseeing will be affected in a number of ways through automation. City bus tours, including the
hop-on hop-off variety, will at a minimum replace drivers with stewards or guides. This will especially be the case in the medium-
term as human driver re-engagement remains important while CAV technology becomes more reliable (Cavoli et al., 2017). It is
possible, however, that intra-city bus tours will in due course become obsolete and replaced by individual CAVs. Vehicular city
sightseeing may thus become personalised and on-demand. This would have benefits such as increasing accessibility for disabled
travellers, and CAVs may therefore play an important future role in accessible tourism, which is not only important to mobility rights
and sustainability within cities, but is also a significant economic market (Darcy, Cameron, & Pegg, 2010). Destination management
organisations may consequently also look to support a transition to CAV city tours.
City walking tours may join bus tours in the switch to small CAVs. However, as CAVs are likely to make both urban walking and
walking tours safer by reducing pedestrian car accidents, these modes may eventually gain more participants. CAV use in crowded
tourist areas, where there may already be high volumes of distracted pedestrians, could generate further tensions with local residents
and amplify perceptions of overtourism. Thus, while it is difficult to predict whether CAV city tours will erode walking tours, and
potentially cause further knock-on effects in tour guide employment or residents’ perceptions of tourism, what is foreseeable is that
proximity, the main factor in the design of city walking tours, will become less important, as the sequence of sites visited will matter
less when covered by CAV.
Hospitality and the hedonic urban night
It has been claimed that urban studies, and academic research more broadly, suffers from nyctalopia – in that it “tends to overlook
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8. what happens when night falls” (van Liempt, van Aslst, & Schwanen, 2015, p. 407) – and the same is true of conceptualisations of
futures of automated mobilities and (automated) tourism mobilities. The focus of attention to date has been on the day-time/day-light
use of CAVs – whether private or shared (e.g. work/school commuting). In the urban night, van Liempt et al. (2015, p. 408) suggest
that “a variety of practices and emotions gain traction within a particular space–time which generate a special atmosphere associated
with particular activities, experiences and possibilities”. Shaw (2014) reminds us that the night-time economy is more than the
“criminal acts, a rendezvous for lovers, nonconventional behaviours, or organizing rebellion”, as noted by Williams (2008, p. 518) –
and that it is much more than an economy, with unique and distinct atmospheres, sensations and feelings. Yet a focus on the urban
night offers the opportunity to examine the intersection of CAV innovation and wide ranging, night-time tourist experiences.
The deployment of CAVs in cities will affect hotels, events, restaurants and bars in ways not yet meaningfully considered by the
tourism, hospitality and events industries, or the academy. Tourism in the urban night is intricately connected to the hospitality
industry. At the same time, violent crime and antisocial behaviour often take place in areas of busy nightlife (e.g. Bromley & Nelson,
2002), thus the intersection of automated mobility and the urban night demands systematic and place-specific analyses. This might
include questions of how prostitution, and sex more generally, in moving CAVs, becomes a growing phenomenon. For instance,
‘hotels-by-the-hour’ are likely to be replaced by CAVs, and this will have implications for urban tourism, as sex plays a central role in
many tourism experiences (e.g. Carr, 2016). While SCAVs will likely be monitored to deter passengers having sex or using drugs in
them, and to prevent violence, such surveillance may be rapidly overcome, disabled or removed. Moreover, personal CAVs will likely
be immune from such surveillance. Such private CAVs may also be put to commercial use, as it is just a small leap to imagine
Amsterdam’s Red Light District ‘on the move’.
Cities may also encounter increases in attendance at events, as attendees may travel by CAV without the need to access traditional
public transport, or park – with far reaching positive and negative implications. Restaurants may find themselves in competition with
CAVs that become moving restaurants, or combine urban sightseeing with dining – as exist today with dinner cruises. Evening CAV
city tours may in this sense become more popular, and be combined with increases in alcohol consumption, as drunk-driving will no
longer be an issue when riding in a CAV. City visitors might also therefore drink more at bars and restaurants, but additionally may
spread drinking out more geographically. Stag and hen dos may become spread out, as opposed to concentrated in particular bar
districts, and reliant on CAVs to move drunken revellers across greater distances between drinks in the urban night, perhaps even
crossing multiple cities.
Claims have been made that hotel location will become less significant in guest selection criteria (Bainbridge, 2018) as it will no
longer be as important that hotels are located by public transport, other hotels, or other types of facilities such as bars or restaurants,
which will in many cases be easily reached through CAV travel. Such claims appear to overlook the heterogeneous urban mobilities
and tourist experiences that make up urban tourism. Urban visitor accommodation will be affected however by CAVs in other ways.
Many hotels, as in the US for example, are adjacent to motorways that link cities. Widespread use of CAVs may affect travel patterns
so that passengers decide to sleep in their car, while it takes them onwards to their final destination, rather than overnight in these
hotels (Henderson & Spencer, 2016). CAVs as ‘moving motels’ would affect both business and leisure travellers in this respect and
would not just be limited to autonomous campervans. Thus the present day night-time motorways, highways and autobahns, oc-
cupied predominantly by heavy-goods-vehicles moving goods across the country, may become filled by slow-moving CAVs with
sleeping occupants.
Conclusion
There are many uncertainties about the emergence and diffusion of CAVs across the world. If, how, where, when and at what pace
CAVs emerge, and their potential implications for far-reaching industries, sectors, practices and infrastructures, are contingent on a
range of assumptions. In this paper, we have imagined what a limited set of futures of urban tourism might look, sound and feel like
with different configurations of CAV innovations (e.g. private versus shared). Our discussion was framed by key areas of research in
urban studies relating to mobility rights regimes, gentrification, sustainability, (re)conceptualisations of ‘cores’ and ‘peripheries’, and
urban innovation and experimentation, and centred primarily on how CAVs can be expected to impact cities in relation to tourism
transport mode use, spatial changes, tourism employment and the night-time (visitor) economy. Each of these areas rendered a
number of key social and behavioural issues that not only form areas of inquiry for further research, but should also demand the
immediate and ongoing attention of urban planners, policy makers and the tourism industry.
The paper therefore contributes a foundation and starting point for a new empirical sub-field in tourism research, centred on CAV
innovations and the tourism system, which will help structure the formation of knowledge in this area through empirical studies in
the years that follow. This sub-field may build upon, and relate to, growing bodies of work focusing on urban automation and robotics
more broadly, to consider the wide-ranging ways that robotics and automation may intersect with tourism studies (e.g. robotic
servers, hosts, entertainers). To facilitate this further, we now provide a concluding research agenda that hopefully will inspire
scholars to take the study of CAVs and tourism forward empirically in a range of directions. This paper’s imaginings has revealed a
number of domains likely to be most affected by the introduction of CAVs, which may help to structure future more fine-grained
analyses, namely around the changing nature of taxis, car hire, bus and coach sightseeing, the routing of city tours, parking and
mobile hotels and restaurants.
Our analysis has thrown light on questions relating to how tourism studies conceptualises mobility and immobility – for instance
by way of tourism infrastructure(s) including accommodation. The dominant static notion of accommodation as a mooring – a point
of stability – will be reconfigured by CAV innovations, which may enable a proliferation of ‘moving hotels’. Such night-time
movements are not overly radical; night trains and buses have been a popular, and often low-cost mode of travel/accommodation,
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40
9. mostly for budget travellers. However, CAVs could offer personalised, private travel, or high-end luxury mobile accommodation. This
could change the dynamics of night-time roading, a time often used for repairs and by long-haul trucking companies, as roads
becomes inundated with sleeping pods. For tourists short-on-time, this could maximise opportunities to see multiple sites, and travel
overnight – much akin to cruise tours – and potentially with many of the same issues emerging. Such innovation pushes tourism
scholars to rethink traditional framings of mobilities and moorings, of flows and rhythms, for which mobilities scholarship may be
particularly helpful.
Reconceptualising the night-time also intersects with considerations of mobilities in the urban night, and the ways through which
CAVs might afford new types of activities, practices, interactions and socialities, whilst preventing others. Future research might seek
to better understand informal interactions between tourists and ‘locals’, and use innovative approaches to consider how these might
be extended or reduced, or reconfigured in new directions in a CAV future. SCAVs may develop so as to cater only to locals, only to
tourists or possibly to both, thereby creating opportunities for interaction. This intersects with considerations of tourism work and
workers – and how social interactions may change as a result not only of CAV innovation but wider propositions of robotic work
including in care and hospitalities.
This paper only discussed intercity travel briefly, yet it is in this context, and in rural travel more generally, where affective
attachment to driving itself, as an embodied and integral part of travel experiences, may present a barrier to CAV adoption. Among
some drivers there are strong attachments to driving, due to affective, sensory and symbolic dimensions (Sheller, 2004), and links to
personal identities, which will be difficult for CAV technologies to unseat. Further research will be needed on how non-rational
attachments to driving for leisure and tourism purposes may stand in the way of CAV use in tourism.
A range of issues relating to governing CAVs in relation to tourism also require further exploration. To date, such thinking has
been limited to everyday – and day-time – mobilities. Tourism and leisure users have, however, been some of the first to experience
automated vehicle technologies. Future thinking needs to diversify into the broader suite of (potential) users, and temporalities.
Moreover, urban planners will need an understanding of who may benefit from the transformation of urban space resulting from high
CAV adoption, and who is likely to suffer mobility injustices as a result – CAVs undoubtedly have the potential to replicate, per-
petuate and potentially extend current inequalities. They will also need research that informs policies on how to safeguard urban
attractions from the use of CAVs for terror attacks. Governance will likely be required to protect CAV users’ travel data from misuse
for commercial purposes, and to regulate the algorithms that will underlie personalised CAV urban sightseeing, so the routes do not
fall prey too heavily towards commercial interests, and create stark economic inequities between attractions and businesses that can
and cannot afford to pay to be part of the routes.
We also call for future work that provides context-specific analyses that may reveal alternative ways of thinking about CAVs for
urban tourism. As Kellerman (2018, p. 116) observes, ‘[t]he pace of AV adoption may not only differ individually among people, but
it may further differ among countries’, and we would take this further to suggest there will also be highly differentiated paces of
adoption within and across cities. CAVs will emerge in and impact certain cities earlier than others, and while the effects will initially
be centred largely within the global north, there will be differential impacts across space and time in cities globally. Moreover, critical
social science analysis is required to unpack the potential for CAV innovation and its dominant technological solutionist, neoliberal
discourse to distract from other, arguably more pressing concerns, such as decarbonising mobilities (including but not exclusively
tourism-related), urban inequalities and social justice. Whether or not CAVs become dominant in urban spaces is, as yet, unclear. And
if they do, the configurations of CAVs and non-CAVs, of ownership styles and of fuels are also uncertain. However, these very
uncertainties offer timely, interesting and important opportunities for scholars to reconceptualise the urban in tourism studies, and to
delve into the inner workings of urban life and urban tourism to contribute to discourses of urban futures.
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Prof. Scott Cohen [School of Hospitality and Tourism Management, University of Surrey, Guildford, GU2 7XH, UK. Email < s.cohen@surrey.ac.uk > ] is Professor of
Tourism and Transport at the University of Surrey.
Dr. Debbie Hopkins is Departmental Research Lecturer at the University of Oxford, jointly appointed by the Transport Studies Unit and the School of Geography and
the Environment. Scott and Debbie have shared research interests in the mobility of people and sustainable transport.
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