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Walking for transportation has well-known environmental, social, and health-related benefits. However, its daily use may have been especially altered by restrictions to population activities and mobility during the post-lock-down phase of the recent COVID-19 pandemic. In this study we aimed to explore how daily walking for transportation during a period of partial restrictions on mobility, and to evaluate whether its traditional individual and area-level determinants were modified during that period. We used an official travel survey in Southern Catalonia, which was deployed in two phases: right before (n = 9,065) and after the lock-down phase of the pandemic (n = 3,944). We observed not only that utilitarian walking frequency and time spent on daily walking trips had significantly decreased, but also did walking mode share. The positive association between age and walking not only remained unaltered during the study period but became stronger for those between 56 and 70 years old. During the pandemic, household income and area-level income inequality were no longer predictors of utilitarian walking. Policymakers will need to consider the possible mid and long-term behavioral changes derived from habits adopted during the different phases of the COVID-19 pandemic, especially considering that restrictions on activities and mobility had a specific impact on sustainable and healthy forms of everyday mobility, and for specific groups of population. [ABSTRACT FROM AUTHOR]

In many regions, conventional bicycles and electrically assisted bicycles (e-bikes), are gaining popularity and becoming a commonly used sustainable mode in the urban transportation system. Speed pedelecs are a type of high-speed e-bike with motorized pedal assistance up to a maximum speed of 45 km/h. This relatively new mode is most often used for trips that range from 10 to 40 kilometers, making it a promising mode for promoting drivers to switch to using sustainable and active transportation. The goal of this study is to assess speed pedelec usage in the Netherlands. We set out to understand who the users are, what motivates them, and whether they experience any barriers to speed pedelec usage. Using a factor-cluster analysis we group users based on their attitudes and preferences regarding the physical environment they cycle in, their sociodemographic characteristics, personal attitudes, and social environments. The analysis revealed four primary user groups: Enthusiastic riders, Efficient riders, Concerned riders and Relaxed riders. Across the groups, 85% of the respondents reported using a speed pedelec at least once a week for a trip they would have previously made by car. However, each group has specific travel habits, motivations, and safety concerns. In contrast to previous literature about the use of conventional bicycles, attitudes about competition play an important role for speed pedelec users. Stress reduction and being outside in nature also play an important role for certain segments of speed pedelec users. In addition, believing that other road users have a negative image of speed pedelecs also determines how speed pedelec users use their bicycles. While infrastructure preferences are often cited as being a distinctive factor for users of conventional bicycles, this did not clearly apply to speed pedelec users. However, all user groups reported that on average the cycling infrastructure on their regular routes was insufficiently developed for speed pedelecs. To motivate continued speed pedelec usage, each user groups requires specific policy interventions that are aligned with their personal values related to preference, safety, and image. By understanding the specific needs and desires of different segments it becomes possible to develop effective policy interventions aimed at improving the experiences of all speed pedelec users. [ABSTRACT FROM AUTHOR]

The development of an integrated framework for planning successful complete streets and leading to a sustainable transportation sector begins with a clarification of the determinative variables and steps. A review of a broad selection of documents related to complete streets and active modes of transportation resulted in distinct lists of variables taken from each subject. Though the literature categorized built-environment variables for both subjects, social-context variables were found to be lacking in the complete streets documents. The integration of the variables from the two sets of sources formed a comprehensive list of effective determinative variables. Together, with the identification of the socially- and physically-inclusive variables, this research recommends use of an integrated framework for planning successful complete streets toward enhancing the level of sustainable mobility inside communities. [ABSTRACT FROM AUTHOR]

Research in the field of autonomous vehicle technology focuses on its enhanced safety and convenience for vehicle occupants. The present paper seeks to establish a line of inquiry that addresses the implications of autonomous vehicle technology for nonmotorized road users, in the present case, bicyclists. Studies show that motorized traffic volume and speed affect nonmotorized agents' behavior and facility preference, but the degree to which this will apply to a driverless environment requires further study. We developed a stated-preference survey that had respondents select their preferred facility in a variety of hypothetical scenarios with and without the presence of driverless vehicles and on street types of varying motorized traffic volumes and speeds. A Random Parameters Logit Model is estimated to analyze the links between facility preferences, sociodemographics, street types, and the existence of driverless vehicles. The model results suggest that increases in motorized traffic volumes and speeds correlate with a greater preference for separated facilities. The presence of driverless vehicles amplifies this preference. Controlling for other factors, under driverless vehicle conditions, the odds of selecting protected facilities, such as buffered bicycle lanes and cycle tracks, were more than double the odds found under current conditions. We conclude with recommendations for infrastructure and policy and suggestions for future research in this nascent field of study. [ABSTRACT FROM AUTHOR]

Universities and surrounding communities stand to benefit when active travel mode choices are elevated. Despite this, there is little research on travel mode choice at commuter universities and, in particular, the nonlinear spatial relationships among active travel potential and various contextual and compositional factors. The purpose of this study was to examine and visualize linkages among personal, household, density, diversity, and design factors, and active travel (bicycling, walking, and mass-transit modes) among a commuter-university population residing throughout southeastern Michigan, USA. This was accomplished by employing exploratory spatial data analysis (ESDA), ordinary least squares (OLS) regression, and a geographically weighted regression (GWR) model. The GWR model outperformed the traditional OLS model in terms of goodness of fit (R2 =.534 and R2 =.461, respectively). A novel cartographic mapping technique was employed to depict where statistically significant parameter estimates negatively or positively influenced active travel. The main finding was that personal, household, density, diversity, and design estimates varied in both magnitude and spatiality throughout the university's study area. Interestingly, distance was not a universal barrier to active travel potential. These variations emphasize the importance of promoting active transportation through localized interventions as well as coordinating efforts among universities and surrounding communities. [ABSTRACT FROM AUTHOR]

The rapid growth in public bike-sharing programs (PBSPs) worldwide has left numerous research gaps, particularly related to environmental benefits, social benefits, and data from systems in cities with historically low bicycle ridership. We offer a battery of metrics and present results on their application to Washington, DC’s Capital Bikeshare and Brisbane's CityCycle. These metrics, which examine neighborhood performance and temporal and spatial ridership trends, initiate discussions on the policies and planning that make for a successful PBSP. We found that providing helmets, expanding hours of operation, and adding stations in suburbs with few or no stations leads to higher ridership. [ABSTRACT FROM PUBLISHER]

The study examines historical changes in size and location of schools in New Jersey and their relevance to children’s walking and bicycling to school. It compares the characteristics of schools, students, and surrounding areas of schools established in different decades to identify the critical issues that affect active transportation to school in the state. The study shows that schools in the state have become larger and they are increasingly being located on state and county roads instead of local roads. Pedestrian safety for children seems to be a greater concern in the state than distance to school. [ABSTRACT FROM PUBLISHER]

Higher crime rates theoretically deter walking, yet empirical analyses show mixed results. It is hypothesized that more walking occurs in low-income, high-density municipalities that have higher crime rates. Gender, car ownership and relative wealth may also moderate associations between crime and walking. A statewide New Jersey survey (n = 673) of walking was linked to crime and census data. Women were more likely to walk for exercise, but less likely as crime rose. Carless households and wealthier respondents did more non-discretionary walking, but walked less in municipalities with higher crime rates. Poorer, high-density municipalities have higher crime rates and more walking. [ABSTRACT FROM AUTHOR]