In this research we analyse the most important factors that determine housing prices. On the one hand, we test whether neighbourhoods with a good accessibility are more attractive and consequently show higher housing prices. For this purpose, we introduce an adapted Walk Score as part of the accessibility indicators. On the other hand, we compare an ordinary-least-squares regression (OLS) and a spatial lag model and test which model better explains residential housing prices. The regression models show the importance of classical factors such as dwelling characteristics or the types of neighbours. In addition, they also reveal that a differentiated approach is needed for analysing the accessibility, the location and the environment of a dwelling. The mere presence of a single amenity, a public transport stop or a motorway access is not a sufficient explanatory factor. Information such as density of supply, walking distances or public transport service quality needs to be taken into account as well as. The test of the spatial lag model reveals that prices of the most proximate dwellings can be taken into account as a relevant factor in explaining residential housing prices and should therefore be included in research on residential housing prices.

Climate change is currently the biggest environmental threat, being the cities responsible for a significant impact on greenhouse gas emissions. In this sense, the transport sector is among the main causes for both emissions and the depletion of non-renewable resources. Considering this scenario, there is an appeal to build more accessible, smart, sustainable and energy-efficient cities, promoting energy transition in urban systems and increasing the quality of urban life. This review aims to analyse transport and urban mobility studies that employ optimisation techniques to achieve environmental-related, sustainability, energy transition or climate change mitigation goals. After an overview regarding modelling aspects of how such goals were addressed, the nature of the objective functions, the perspectives considered, and the network application, such studies were classified into five areas and further detailed. The areas comprise: (i) planning and policy-making; (ii) environmental variables; (iii) demand and traffic management; (iv) technology and energy; and (v) non-spatial measures. In this sense, future research directions should include optimisation models that consider the social aspects of transport and the interests of passengers, operators, and the community simultaneously, improve the modelling of environmental impacts to increase its robustness, and deal with large network problems.

The city’s built environment and functionality play a crucial role in shaping individual mobility patterns, impacting the overall health and quality of life of its population. Understanding these influences is an important research topic, making it a central focus of this paper. This study aims to identify the factors responsible for promoting healthy mobility behavior. To address this comprehensively, a multidisciplinary empirical survey was developed based on the “Triad”—a model consisting of the built environment, mobility(-behavior), and public health. In addition to the evaluation of socio-demographic factors and activity radius mapping, statistical analyses like multiple linear regression were used. These statistical analyses allow the assessment of the impact of various independent variables on the promotion of healthy mobility behavior within urban settings. The multiple regression shows that the satisfaction with the accessibility of public transport and the sense of safety as a cyclist contribute to explaining the variation of healthy mobility. Furthermore, the satisfaction with walking in the neighborhood and the inhalation of exhaust fumes while walking also seem to have an impact. The results show the link between the Triad and make it clear that mobility planning and urban planning must take a more integrated approach to promote health and simultaneously protect the climate.

Individual mobility behavior continues to pose a challenge to achieving climate goals, as motorized individual transportation is still favored over public transportation. The present study examines five possible drivers of more sustainable transportation mode choices: two infrastructural factors, specifically city center accessibility and railway accessibility, and three psychological variables: adaptability, climate change perception, and car orientation. A sample of N = 187 participants was collected in a German city in the Lower Rhine region. Our findings, based on ordinal logistic regression models, indicate that railway accessibility and car orientation are associated with both the use of motorized and public transportation. While center accessibility and adaptability predicted the use of motorized individual transportation, these variables did not significantly relate to the use of public transportation. Also, our results indicate that climate change perception does not relate to transportation use. This surprising finding is discussed in detail. On a more general level, the study’s insights reinforce previous findings and stress the importance of considering not only infrastructural factors in urban spaces but also the characteristics and attitudes of their inhabitants.

Zusammenfassung: Das Kapitel behandelt die Rolle von Mobilitätsgenossenschaften in einer zunehmend mobilen und umweltbewussten Gesellschaft. Es beschreibt die kulturellen, sozialen und ökologischen Herausforderungen der Mobilität und die Notwendigkeit nachhaltiger Mobilitätskonzepte. Durch eine Kombination aus individueller und kollektiver Verantwortung wird eine „Mobilitätskultur“ angestrebt, die umweltfreundliche Alternativen zum motorisierten Individualverkehr fördert. Mobilitätsgenossenschaften sind lokale Zusammenschlüsse, die Fahrzeuge gemeinschaftlich nutzen, um individuellen Autobesitz zu reduzieren und umweltfreundliche Alternativen zu fördern. Dieses Modell ist innovativ, da es Mitspracherechte bietet und Mobilität als gemeinschaftlich organisierten Service gestaltet. Die Autoren analysieren genossenschaftliche Prinzipien als Modell für eine Mobilitätskultur, die Kooperation und Selbstverantwortung betont und gemeinschaftliche Ressourcen effizient nutzt. Abschließend bietet das Kapitel Einblicke aus dem Forschungsprojekt GenoMobil, welches zeigt, wie Mobilitätsgenossenschaften sowohl ökologisch als auch sozial zur Mobilitätswende beitragen können.