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This chapter focuses on strategies to initiate a shift in mobility behaviour away from private cars towards a combination of more environmentally friendly transport modes including public transport, ride- and car sharing or even completely carbon-free modes like walking and cycling. The requirement for such a shift is that people must be able to actually choose between different travelling options and combine them within an intermodal mobility network. Here, shared mobility has a considerable potential to fill the gap between public and individual transport options.

This chapter summarises results from different studies on shared mobility from the providers’, the users’ and the political perspective. The user’s perspective is based on an empirical study comparing car sharers’, car drivers’ and public transport users’ attitudes and mobility patterns.

The empirical findings from the case study have shown that shuttle trips by car in general, and to the train station in particular, are an important field of action for improving the environmental impact of intermodal trips. The study has also shown that car sharing enables people to live without a private car by using different transport modes for different purposes. As the majority of car sharers report needing a car only one to three times a month, they have a very small carbon footprint compared to the average car owner.

Mobility patterns are determined by local transport options as well as by personal routines. Hence, current changes due to new shared mobility options seem to have a considerable direct impact on how people organise their daily lives on the one hand and an indirect impact on their living costs on the other hand, since private cars have an important share of private household costs.

From an environmental perspective, any incentives to encourage people to choose alternative forms of transport over their private cars would seem to be particularly effective. Thus, understanding the behaviour and needs of multi- and intermodal travellers is an important step towards sustainable mobility. Acknowledging that most travellers still need a car every now and then, car sharing is an essential addition to public transport systems, supporting both public transport use and carbon-free mobility like walking and cycling.

Sustainable transport is often defined according to energy efficiency and environmental impacts. With global approval during Habitat III, however, a set of Sustainable Development Goals have become the focus for human development until 2030, underlining the relevance of health, equity and other social issues.

These goals raise the challenge of achieving significant progress towards ‘transport justice’ in diverse societies and contexts. While exclusion occurs for different reasons, discrimination, based on cultural roles, combines with sexual harassment and other mobility barriers to limit women’s mobility. This makes gender an area of particular interest and potential insight for considering equity within sustainability and its social components.

Using data from Metropolitan Santiago to ground a conceptual exploration, this chapter examines the equity implications of women’s travel patterns and sustainable transport. Key findings underline the importance of considering non-work trip purposes and achieving better land-use combinations to accommodate care-oriented trips. Moreover, barriers linked to unsafe public transport environments limit women’s mobility and, therefore, their participation. Women account for a disproportionately high number of walking trips, a situation that can be interpreted as ‘greater sustainability’ in terms of energy use and emissions, but suggests significant inequalities in access. Environmental and economic sustainability gains may be achieved at a high social cost, unless specific measures are taken.

Parking choice involves an individual selecting a parking place based upon various inter-related factors. This chapter examines the factors that influence parking choice decisions.

A review of the literature on parking choice has been undertaken. The influence of various factors on parking choice and recommendations for future parking policy will be outlined.

Most often it is a combination of several factors which influence individuals’ choice of parking place.

Increased knowledge of the factors which influence parking-search behaviour will inform urban parking policy applications with associated environmental and economic benefits.

As with previous transport innovations, the transition to ‘smart mobility’ will occur in different ways and at different speeds in different places. Innovations such as Uber and trials of autonomous vehicles are already being welcomed in some places but resisted in others or left to the market. While the technologies may have the potential to be deployed globally, how this happens is, in part, down to the institutional settings and approach to governance amongst all of the actors (public and private) involved. Deciding who should act, how, when and at what spatial scale is, we argue, critical in setting the conditions in which new mobility systems can flourish but in a way which promotes the goals of local, state and federal governments and meets the needs of citizens as well as the industries that promote them.

This chapter reports on an international scenarios exercise conducted in 2017 across nine countries. Key dimensions of uncertainty were the degree of governmental involvement in steering policy and the degree of social desirability for smart mobility innovation. Reflecting on the period up to 2035, the scenarios considered the implications for smart mobility transitions by asking which innovations are more likely to flourish and which falter. Strong state involvement is reported as a necessary condition for the most integrated and sustainable visions of smart mobility. Other pathways were suggested to favour some innovations over others but typically offer a smaller market and more atomized and less sustainable set of mobility options.

The rediscovery of the medieval routes of Norman origin in Sicily readvocates a system of interconnection between small villages, towns and cities which can be compared to the circulation system: ancient paths and roads are like veins and arteries which are ready to reanimate a body in need of resilience and exciting experiences. The slow tourism of historical routes in a new ecology of tourism currently contributes with increasing significance to the creation of green sustainable tourism, compatible with the territory and respectful of local identities.

This chapter aims to highlight the potential of the slow tourism of the historical routes in order to revive the internal areas from an economic and social point of view. The analysis is focused in particular on the Magna Via Francigena: this route links Palermo and Agrigento through the rural heart of Sicily touching 18 small towns inland. The creation of this route has rewoven broken territorial wefts, restoring dialogue and collaboration between the towns involved. It has revitalized the place consciousness of the territories. It has also encouraged place-based production chains and micro-economies, boosting new income. This route makes a definite contribution to placing marginalized area, towns and territories on the geographical map again.

Therefore the historical routes outline new ways of endogenous development based on the recovery and enhancement of identity assets and local resources.