As we witness a global change occurring with the advent of e-scooters (electric scooters), it is clear that adequate measures need to be taken for the implementation of this means of transport. Bearing in mind that the user should be the focus of the proposed measures, the aim of this paper encompasses the analysis of e-scooter users’ travel patterns, as well as standard scooter users’ willingness to switch to e-scooters for different hypothetical scenarios, and the determination of factors that have an influence on the users’ willingness to switch. The scenarios include the availability of various infrastructure capacities for the city of Belgrade, namely, a separate infrastructure for e-scooters, or sharing the existing infrastructure with cyclists, pedestrians and motor vehicles. Standard methods of descriptive statistics, the McNemar–Bowker test of paired samples, and multinomial logistic regression were used in this paper. The results showed that there was a statistically significant difference in users’ willingness to use an e-scooter, depending on the available infrastructure. The results of multinomial logistic regression showed that the mode of transport used before and during the COVID-19 pandemic, as well as the average distance traveled, had a statistically significant impact on the users’ willingness to switch to e-scooters if they were allowed to use the cycling infrastructure. This paper also identifies additional factors that have a positive (environmental benefits, congestion avoidance) and negative (safety issues, lack of infrastructure, etc.) impact on users’ willingness to switch, which can be of use to decision-makers as a basic guideline for the adequate implementation of e-scooters in transport systems.

In this paper, the needs, attitudes, and perceptions of older (50+) cyclists were examined with the aim of determining the level of comfort, safety, and the way of using different types of cycling infrastructure. Considering that by 2050, 1 in 6 people will be over the age of 65, and that this category of users (particularly cyclists) still receives insufficient attention, the authors believed that in this way, a significant contribution can be made to the existing literature. Data from 389 50+ cyclists were collected through a survey, including Canada, the United States (USA), and Serbia, and analyzed using visual preference testing (VPT), ANOVA, and Kruskal–Wallis test. The countries were chosen to include certain similarities (traffic characteristics), as well as differences (cultural characteristics), in order to enable an adequate exchange of knowledge, good practice, and experience. The results indicate the existence of differences between these countries, especially regarding the perception of safety and the way of using certain infrastructure in Serbia (e.g., major urban collectors and shared space). Based on the obtained results, a set of general guidelines was proposed for countries with similar traffic and cultural characteristics on how to treat and provide sustainable infrastructure for older cyclists.

Traffic signal control at urban intersections is one of the key determinants of the overall efficiency of the transportation system, given its direct impact on travel time, congestion levels, and emissions of exhaust fumes. This study proposes an integrated hybrid model that combines a metaheuristic Genetic Algorithm for generating potential signal timing plans with fuzzy multi-criteria decision-making (MCDM) for their evaluation and selection of the optimal solution. In order to determine the relative importance of criteria, the fuzzy methods F-AHP, F-FUCOM, and F-PIPRECIA were employed, thus providing stable assessments of criteria importance under conditions of uncertainty and expert subjectivity. The ranking of generated alternatives was performed by employing the F-TOPSIS, F-WASPAS, and F-ARAS methods, while the robust decision-making rule approach was employed to develop a robust decision-making rule by integrating multiple MCDM methods. The proposed model was tested using data collected from a real urban intersection. The results show that the integrated hybrid approach enables a significantly more reliable selection of the optimal signal timing plan and achieves higher traffic management efficiency compared to traditional methods. The proposed model provides a flexible and scalable framework that can be adapted to different types of intersections and traffic demand conditions, thereby significantly contributing to the development of modern intelligent traffic management systems.

According to current forecasts, it is predicted that by 2050, about 70% of the population will live in urban areas. It is certain that this trend will also bring changes in traffic and transport systems and their environment. In most modern cities in the world, public space is designed to enable efficient movement, primarily of motor vehicles. This traditional design approach has the effect of reducing the available urban space for sustainable transport options and has a negative impact on the environment and the health of residents. With the expansion of cities and increasing urbanization, experts agree that it is necessary to focus on modern design principles and human design, in order to improve the quality of life and preserve the environment. One of the examples of human, green engineering that has found its application in various cities such as: Barcelona, Paris, Copenhagen, New York, etc., is the concept of "superblocks". The key principle of this concept is the redefining of organization and priorities in the traffic-urban solution of certain units - blocks, with the aim of prioritizing active mobility and non-motorized traffic, as well as social interaction within these areas. Accordingly, this paper presents the idea of superblocks, their characteristics and design principles. In the first part of the paper, a short analysis of the superblock as a concept, and as a potential solution for treating contemporary problems of the urban environment, was performed, while in the second part were given general guidelines for designing and their implementation in cities. The last part of this paper presents the practical application and analysis of the considered concept through the redesign of an urban unit - a block in Belgrade.

Traffic signalization is the basic way of communication between the road and the road user. Different groups of signs and labels comprise a complex information system based on regulations, different standards and norms. Since traffic information can be transmitted textually and graphically, it can be said that the basic characteristic of modern traffic signalization is the combination of graphic symbols and inscriptions. Different graphic symbols and inscriptions are incorporated into a unique visual communication system, which one of the main tasks is to provide users with safe movement on the network of roads and streets, and that the users know where they are and where to find their destination, in every moment. The focus of this paper is focused on the part of the traffic signalization that deals with graphic symbols - pictograms. Pictograms are graphically designed objects or items that are needed to more closely explain the indicated message. In traffic engineering, the use of pictograms is most significant in the area of ​​road signage or tourist signalization, which in some way initiated the revision and extension of existing normative references used in their design and construction. The paper will present the current changes in the field of standardization of graphic symbols for general use on the international and national level, with the main goal is to familiarize the professional public with new possibilities and solutions in this field, as well as problems of domestic engineering practice in the use of these graphic code elements. Saobraćajna signalizacija predstavlja osnovni način kominikacije između puta i njegovih korisnika. Različite grupe znakova i oznaka čine složen informatički sistem koji se zasniva na regulativi, različitim standardima i normativima. Kako se u saobraćaju informacije mogu prenositi tekstualno i grafički, može se reći da je osnovna karakteristika savremene saobraćajne signalizacije da predstavlja kombinaciju grafičkih simbola i natpisa. Različiti grafički simboli i natpisi su ukomponovani u jedinstven sistem vizuelnih komunikacija, čiji je jedan od osnovnih zadataka da omogući korisnicima bezbedno kretanje na mreži puteva i ulica, kao i da korisnici u svakom trenutku znaju gde se nalaze i kako da stignu do željenog odredišta. Fokus ovog rada usmeren je onaj deo saobraćajne signalizacije koji se bavi grafičkim simbolima - piktogramima. Piktogrami predstavljaju grafički oblikovane objekte ili predmete koji treba bliže da objasne naznačenu poruku. U saobraćajnom inženjerstvu upotreba piktograma je najznačajnija u oblasti putokazne, odnosno turističke signalizacije, što je na neki način iniciralo reviziju i proširenje postojećih normativnih referenci koje se koriste u njihovom projektovanju i izradi. U radu će biti predstavljene aktuelne promene u oblasti standardizacije grafičkih simbola za opštu upotrebu na međunarodnom i nacionalnom nivou, a sa osnovnim ciljem je da se stručna javnost bliže upozna sa novim mogućnostima i rešenjima u ovoj oblasti, kao i sa problemima domaće inženjerske prakse u korišćenju ovih elemenata grafičkog koda.

Walkability for non-motorized users is crucial for fostering inclusive, healthy, and sustainable communities. By prioritizing modern human-centered design principles, social equality is promoted for all categories of users, regardless of physical abilities or socio-economic status. Despite the importance of this indicator, a series of inconsistencies that produce inadequate and inaccessible urban space can still be observed in cities. The aim of this paper is to present the methodology for the calculation of the walkability index at the local level. This new methodological procedure considers walkability for pedestrians, with a special focus on people with reduced mobility. Based on specifically defined criteria, initial calculations were performed and integrated into the dynamic walkability index (DWI). One of the main advantages of this index is that it includes the dynamic component of the share of different categories of users in the total sample, which enables simple time modification without repeating the entire procedure. The developed methodology can be used as a tool for ranking existing street segments according to the urgency of reconstruction, while on the other hand promoting equality and inclusion of all categories of users in decision-making processes, thus creating more comfortable and safer environments.