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The Peer Exchange Program is a three-part webinar series for individuals, community agencies, and governmental agencies interested in furthering ideas and actions that surfaced in the past Community Pedestrian and Bicycle Safety Trainings (CPBST) or Comunidades Activas y Seguras (Active and Safe Communities) (CAyS) program trainings. As of 2023, SafeTREC and California Walks have conducted 126 Community Pedestrian and Bicycle Safety Program (CPBSP) workshops statewide.

California is rapidly building affordable housing, much of which is dedicated to specific populations like seniors, families, and formerly unhoused residents. However, these groups have unique mobility safety concerns as vulnerable road users and are often left out of current policies and funding programs that link housing and transportation. This research brief explores the gap in the literature and California’s policy priorities related to residents’ mobility and housing. It then analyzes data for Alameda County, finding that approximately 40% of government-funded affordable developments are within 100 ft of the pedestrian High Injury Network. It concludes with recommendations for municipalities and funding agencies wishing to better connect mobility safety improvements with anticipated affordable housing developments.

Complete Streets are being implemented across the US, and transportation agencies need to incorporate them into asset management systems cost-effectively maintain functionality. Although there has been a range of progress at the state level, many gaps need to be filled to include Complete Streets in asset management policies and improve practices, and there is no national guidance or comprehensive plan to achieve this. This study developed a roadmap to fill those gaps regarding infrastructure asset management. To create this roadmap, the study completed the following tasks: 1) develop and implement a survey supplement it with in-depth surveys with several agencies, 2) synthesize survey outcomes, 3) identify current statuses, challenges, and needs, and 4) develop a roadmap for Complete Streets infrastructure asset management. All 50 state transportation departments participated in the national survey. This paper synthesizes the outcomes of the surveys and literature review. The survey results showed that many agencies have some Complete Streets guidance (39/50), but only seven agencies have Complete Streets performance measures and no agency has bike/ped specific condition measures. The three primary challenges are: 1) inadequate funding related to organizational structure 2) the need for performance measures, and 3) the need for improved data accessibility, collection methods, and management techniques. The proposed Roadmap to Complete Streets Asset Management Policies includes pathways for 1) asset management performance measure development and 2) data collection and analysis. The roadmap organizes existing needs into a step by step framework for incorporating Complete Streets into infrastructure asset management programs and policies. Policy implications include the need for network-level performance measures and targets that the entire agency is responsible for, improved data collection techniques, and internal structural adjustments to encourage collaboration and data sharing within departments of transportation. • Surveyed all 50 states with in-depth interviews with two. • Agencies need performance measures related to Complete Streets. • Agencies need to consider new data collection and analysis methods. • Roadmap to incorporating complete streets in asset management policies is proposed. • Roadmap is divided into data collection and performance measure pathways. [ABSTRACT FROM AUTHOR]

The concept of “15 min cities” has gained attention as a model for sustainable urban development, emphasizing access to essential services within a short timeframe through active transportation modes. This study provides multiple approaches to measure accessibility and assess urban area development using the 15 min city criteria. Focusing on District 6 of Tehran, Iran, the research utilizes three computational methods—Euclidean distance, network distance, and temporal distance—to define the boundaries of 15 min zones and evaluate the distribution and diversity of essential service destinations within these areas. Furthermore, it primarily compares the accuracy and applicability of the three methods, highlighting the strengths of each in identifying ideal and non-ideal neighborhoods. Through processing and analysis of spatial data, the findings indicate that 64% of the studied neighborhoods meet ideal conditions, providing access to 11 types of essential facilities within a 15 min radius. The study identifies inequalities in access to specific amenities such as sports facilities, green spaces, and public transportation across different neighborhoods. The results demonstrate a high correlation between Euclidean and temporal distance methods, indicating the potential for simpler approaches in specific scenarios. Overall, this study presents a standardized modeling framework for evaluating urban areas based on the 15 min city criteria and provides insights for policymakers and urban planners in implementing strategies for sustainable access and optimizing essential destination distribution. [ABSTRACT FROM AUTHOR]

Active transportation, with simple mobility modes such as walking and cycling, could be pivotal in addressing multiple sustainability challenges related to socio-economic, environmental, and public health issues. This paper investigates the facilitators for active transportation and assesses its impact on health, well-being, and urban sustainability. As a result, a multidimensional conceptual framework is developed to analyze the determinants influencing individuals' propensity to engage in active transportation and thereby lead to a sustainable, high-quality way of life. Through an extensive review of the relevant literature, key elements for active transportation, accessibility, and social inclusion are identified, and their potential impact on urban health and sustainability is investigated. Findings suggest that interrelationships between factors such as enhanced infrastructure, safety measures, and improved urban accessibility would significantly encourage active transportation usage. The proposed framework argues for a positive association between active transportation and improved health outcomes, contributing to sustainable urban environments. Furthermore, it is advocated that changing attitudes and mindsets could be achieved by urban planning and policy reforms supporting active transportation, as well as by effectively communicating the multiple benefits for individuals, the economy, and society at large. Comprehensive policy strategies, which include improvements in urban design and increased public awareness of the benefits of active transportation, could establish a paradigm shift for promoting a higher quality of life through a healthy, active, and sustainable urban lifestyle. [ABSTRACT FROM AUTHOR]

Background Active commuting (AC) to and from work is associated with numerous health benefits, through increased physical activity. This study examined whether occupation types and part-time work, by sex, were associated with AC in a population-based sample of Canadian workers. Data and methods Cross-sectional public use microdata files from the 2006 (n=363,048), 2011 (n=370,672), and 2016 (n=362,310) Census of Population were examined. Multinomial logistic regression models were used to estimate the odds of cycling, walking, and using public transit, relative to using a private motorized vehicle, by occupation and sex. Time trends in mode share were also analyzed. Results In 2016, commuting by private motorized vehicle and cycling were more common among males, while public transit and walking were more common among females. Occupations in art, culture, recreation, and sport were associated with the greatest odds of cycling (odds ratio [OR]=3.02, 99% confidence interval [CI]: 2.65 to 3.39), while those in trades, transportation, natural resources, and manufacturing had the lowest odds of cycling (OR=0.47, 99% CI: 0.44 to 0.51) and walking (OR=0.36, 99% CI: 0.33 to 0.38). Since 2006, relative declines of 1% and 8% in the proportion of workers commuting by driving and walking, respectively, were observed (absolute change of -1% each). Relative increases of 14% and 12% were observed for cycling and public transit, respectively (absolute changes of less than 1% and 1.5%, respectively). Interpretation This study found that sex and occupation are important correlates of AC among Canadian workers. Further research aimed at understanding occupational barriers and facilitators may inform future AC interventions. [ABSTRACT FROM AUTHOR]

Walking to school may provide a regular source of daily physical activity and help to reduce the prevalence of obesity, but walking has been on the decline for decades globally; this is particularly true in Saudi Arabia, especially with the major increase in auto-dependency. This cross-sectional study of students aged 6–18 from 57 schools collected 1218 responses to examine the potential associations between the built environment and walking to school in a sprawled city, namely Najran city, Saudi Arabia. Binomial logistic regression was used to highlight important built environment predictors of walking to school. The results showed that across all participating schools, the average proportion of students walking to school was 19%. Also, the findings of the study further revealed that several built environment attributes were associated with walking to school. Walking to school was positively associated with signalized intersections, distance to the central business district (CBD), increased commercial land use, the precence of a parking lot in front of the school and denser areas within the school neighborhood. However, walking to school is also negatively associated with commuting distance, the presence of industrial use, and the presence of hilly streets in school neighborhood. No significant correlations were found between walking to school and the population density of the individual student’s home neighborhood or the number of intersections, parks, streets, and speed bumps in the school neighborhood. Overall, the findings of this study can be used to guide and support the development of new policies to improve pedestrian infrastructure and establish new, smaller schools within some neighborhoods to increase active and safe commuting to schools in Najran city, Saudi Arabia.

Background: Scientific evidence and public health reports keep highlighting the continuous and alarming worldwide progression of physical inactivity and sedentary behaviors in children and adolescents. The present paper summarizes findings from the 2022 French Report Card (RC) on physical activity for children and youth and compares them to the 2016, 2018, and 2020 RCs. Methods: The 2022 edition of the French RC follows the standardized methodology established by the Active Healthy Kids Global Matrix. Ten physical activity indicators have been evaluated and graded based on the best available evidence coming from national surveys, peer-reviewed literature, government and nongovernment reports, and online information. The evaluation was also performed in children and adolescents with disabilities. Indicators were graded from A (high level of evidence) to F (very low level of evidence) or INC for incomplete. Results: The evaluated indicators received the following grades: overall physical activity: D−; organized sport participation and physical activity: C; active play: F; active transportation: C; sedentary behaviors: D−; family and peers: D; physical fitness: C; school: C−; community and the built environment: F; government: B. Conclusions: While this 2022 French RC shows progression for 7 out of the 10 indicators considered, it also underlines the continuous need for actions at the local, regional, and national levels to develop better surveillance systems and favor a long-term improvement of youth movement behaviors. [ABSTRACT FROM AUTHOR]

Background: Weather and season are determinants of physical activity. Therefore, it is important to ensure built environments are designed to mitigate negative impacts of weather and season on pedestrians to prevent these losses. This scoping review aims to identify built environment audits of pedestrian environments developed for use during a specific weather condition or season. Secondly, this review aims to investigate gaps in the inclusion of relevant weather mitigating built environment features in pedestrian environment audit tools. Methods: Following a standard protocol, a systematic search was executed in CINAHL, Medline and Web of Science to identify built environment audit tools of pedestrian spaces. These databases were chosen since they are well-known to comprehensively cover health as well as multi-disciplinary research publications relevant to health. Studies were screened, and data were extracted from selected documents by two independent reviewers (e.g., psychometric properties and audit items included). Audit items were screened for the inclusion of weather mitigating built environment features, and the tool's capacity to measure temperature, precipitation, seasonal and sustainability impacts on pedestrians was calculated. Results: The search returned 2823 documents. After screening and full text review, 27 articles were included. No tool was found that was developed specifically for use during a specific weather condition or season. Additionally, gaps in the inclusion of weather mitigating items were found for all review dimensions (thermal comfort, precipitation, seasonal, and sustainability items). Poorly covered items were: (1) thermal comfort related (arctic entry presence, materials, textures, and colours of buildings, roads, sidewalk and furniture, and green design features); (2) precipitation related (drain presence, ditch presence, hazards, and snow removal features); (3) seasonal features (amenities, pedestrian scale lighting, and winter destinations and aesthetics); and (4) sustainability features (electric vehicle charging stations, renewable energy, car share, and bike share facilities). Conclusions: Current built environment audit tools do not adequately include weather / season mitigating items. This is a limitation as it is important to investigate if the inclusion of these items in pedestrian spaces can promote physical activity during adverse weather conditions. Because climate change is causing increased extreme weather events, a need exists for the development of a new built environment audit tool that includes relevant weather mitigating features. [ABSTRACT FROM AUTHOR]

The culture of active transportation (walking or cycling) in the Kingdom of Saudi Arabia (KSA) is less prevalent than in other societies. This study aims to understand the perceptions of people in the KSA about the role of cultural dimensions on active transportation. The study was conducted in Jeddah, prominent urban city in Saudi Arabia. The city suffers from rapid growth in vehicle users compared to active transportation. An online survey was employed with around 800 individuals participating from King Abdulaziz University. The results were analysed based on participants' sex. Few participants reported walking as the mode of transportation from home to work/school and no participants reported using a bicycle as daily commute. Females identify societal tradition and norms as the main factors that impede their engagement in active transportation. Males, who were embarrassed to walk/cycle, defined clothing and social status as the main barriers. Most males and females identify climate (high temperature throughout the year) as one of the main obstacles to walk/bike. Significant social, environmental, and infrastructural predictors of participants' modal choice were the distance from home to school/ workplace, age, social values, family size, citizenship, and road safety. [ABSTRACT FROM AUTHOR]

Objectives: Movement-friendly environments with infrastructure favouring active mobility are important for promoting physical activity. This scoping literature review aims at identifying the current evidence for links between mobility infrastructures and (a) behaviour regarding active mobility, (b) health outcomes and (c) co-benefits. Method: This review was conducted in accordance with the PRISMA scoping review guidelines using PubMed and EMBASE databases. Studies included in this review were conducted in Europe, and published between 2000 and March 2023. Results: 146 scientific articles and grey literature reports were identified. Connectivity of sidewalks, walkability, and accessibility of shops, services and work are associated with walking. Cycling is positively associated with cycle-paths, separation of cycling from traffic and proximity to greenspaces, and negatively associated with traffic danger. Increased active transportation has a protective effect on cardiovascular and respiratory health, obesity, fitness, and quality of life. Co-benefits result from the reduction of individual motorized transportation including reduced environmental pollution and projected healthcare expenditure. Conclusion: Mobility infrastructure combined with social and educational incentives are effective in promoting active travel and reducing future healthcare expenses. A shift to active transportation would increase both individual and community health and decrease greenhouse gas emissions. [ABSTRACT FROM AUTHOR]

By employing descriptive statistics and multinomial logistic regression models, the paper investigates factors that affect the travel mode choice behavior of a college community for both commuting to the campus from their residences and commuting on campus from one facility to another. Results show that car ownership, travel distance, age, gender, academic status, income, perception of safety, number of weekly trips, and weather conditions affect people’s mode choice decisions significantly. The study finds that increasing travel distance, age, and being a staff member positively impact car mode choice, faculty members are more likely to bike and walk compared to undergraduate students, and unlike the authors’ predictions, the higher-income people are more likely to walk on campus. Results also reveal that car users change travel modes more often than active transport mode users based on semesters and that although women are less likely to bike to the campus, they are more likely to walk and bike on campus. If the number of trips increases, people prefer cars to walk, bike, and ride a bus to commute to the campus while they prefer walking to driving a car on campus. The study contributes to help create pollution-free and healthy urban college campuses that, on larger scales, will further contribute to developing sustainable cities to achieve the Sustainable Development Goals as described by the United Nations, particularly goal number 11, “to make cities and human settlements inclusive, safe, resilient and sustainable,” and thereby contribute to improving urban living conditions.

Background The prevalence of chronic disease in the US adult population varies across socioeconomic groups in the USA where approximately six in 10 adults have a chronic condition. Walking or cycling reduces the risk to many of these diseases and is influenced by the built environment, accessibility, and safety. Methods We performed multivariate logistic and linear regression on the Health-Oriented Transportation model parameters using the 2009 and 2017 US National Household Transportation surveys, restricted to adults in major metropolitan areas. Model covariates included socioeconomic and environmental characteristics. Results Using odds ratios (OR) adjusted for model covariates, we observe several significant variables in 2009 and 2017. Residents of households with no cars were more likely to walk or cycle than those with two cars; OR=5.4 (4.8, 6.0). Residents of households in a census block with population density greater than 2,5000 persons/square mile were more likely to walk or cycle than those with a population density of 2000–3999; OR=2.6 (2.3, 2.8). Individuals with a graduate or professional degree were more likely to walk or cycle than those with a high school degree; OR=2.1 (1.9, 2.2). Individuals that self-report as Black or African American, or Asian are less likely to walk or cycle than White; OR=0.60 (0.56, 0.66), OR=0.70 (0.65, 0.75). The proportional increase in all-cause mortality from estimated reductions in physical activity for African American, Asian, and Hispanic populations were 1.0%, 0.7%, 0.8%, respectively. Conclusions Access to automobiles and the surrounding population density are primary factors in the decision to walk or cycle. After adjusting for these and other factors, members of low-income, low-education, Black or African American, and Asian populations in US metropolitan areas are less likely to walk or cycle than high-income, high-education, or White populations and the discrepancy in physical activity is likely to contribute to health inequity.

Background Rennes, a midsize city in France, features many opportunities for active travel. City officials seek to increase walking and cycling by 2030 to improve public health. Physical inactivity, a leading risk factor for premature mortality around the globe, has been shown to be associated with many chronic diseases including heart disease, type 2 diabetes, and cancer. Methods Using the 2018 household travel survey of Rennes residents, we apply the Health-Oriented Transportation statistical model to assess health impacts associated with population-level rates of walking and cycling. We consider two proposed mobility and climate objectives which outline sustainable transportation goals by 2030. These include a shift in transportation mode share to increase walking and cycling trips, as well as a broad reduction in vehicle miles traveled (VMT) across the metropolitan area. Results Our regression analysis demonstrated that factors of household car access and inner-city residency were predictors of prevalence (observed one-day proportion engaging in walking or cycling), participation (weekly proportion), and intensity (mean individual physical activity achieved through walking/cycling) of active travel. Age and education were additionally associated with prevalence. The 2030 mobility objective (mode share: 9% cycle, 35% walk) was associated with a reduction of 1,051 DALYs (disability-adjusted life-years), translating to $73 million USD ($23-$177) in averted costs. The climate objective (10% reduction in VMT) was associated with a reduction of 369 DALYs when replaced entirely by walking and 714 DALYs with cycling, translating to $26 million ($8-$62) and $50 million ($15-$121) saved, respectively. Conclusions Rennes residents experience high participation in active travel, particularly those in the inner city. If residents achieve the city’s active travel goals for 2030, there is potential for a large reduction in health burden and subsequent costs. Reaching these goals may require significant investment in transportation programming and infrastructure to improve active travel opportunities.

IntroductionHealth-focused communities can promote physical activity for children by providing them with safe and supportive environments to move. Across the COVID-19 pandemic many community spaces and services were closed due to public health restrictions. During the pandemic, Atlantic Canada uniquely implemented an agreement between four provinces to restrict travel and reduce the spread of the virus. The “Atlantic bubble” led to fewer cases of COVID-19 and restrictions to community spaces and services. With restrictions now removed, community spaces and services likely play a critical role in facilitating the recalibration of children’s movement. Perspectives from families who experienced the “Atlantic bubble” may offer valuable insights to the use of these spaces during and after the removal of restrictions.ObjectiveThis study explored the role of community spaces and services on their child’s physical activity across the COVID-19 pandemic from the perspectives of Nova Scotia caregivers.MethodsWe employed a qualitative description approach and conducted semi-structured interviews with 14 caregivers of children aged 5–11 years who lived in Nova Scotia, Canada. Interviews were transcribed verbatim and analyzed using reflexive thematic analysis.ResultsFour themes were generated: (1) Public health restrictions limited community movement behaviors and social connections, (2) Spaces, locations, and environments influenced how families experienced physical activity during public health restrictions, (3) Virtual realities: screens supported a new sense of community for children throughout the pandemic, and (4) “Facilitated” and “forced adaptability”: public health restrictions changed family dynamics, routines, and movement behaviors.ConclusionDespite living in the “Atlantic bubble,” Nova Scotian caregivers shared that COVID-19 related public health restrictions shifted their family’s dynamics, routines, and ability to engage in physical activity within their communities. Community spaces and services can be leveraged to recalibrate children’s movement as pandemic-related restrictions are reduced. In future public health crises, community spaces and services should remain in place to whatever extent possible to reduce the collateral consequences of public health restrictions on children’s health.

The COVID-19 pandemic disrupted life in extraordinary ways impacting health and daily mobility. Public transit provides a strategy to improve individual and population health through increased active travel and reduced vehicle dependency, while ensuring equitable access to jobs, healthcare, education, and mitigating climate change. However, health safety concerns during the COVID-19 pandemic eroded ridership, which could have longstanding negative consequences. Research is needed to understand how mobility and health change as the pandemic recedes and how transit investments impact health and equity outcomes. The TROLLEY (TRansit Opportunities for HeaLth, Livability, Exercise and EquitY) study will prospectively investigate a diverse cohort of university employees after the opening of a new light rail transit (LRT) line and the easing of campus COVID-19 restrictions. Participants are current staff who live either  2 miles from LRT, with equal distribution across economic and racial/ethnic strata. The primary aim is to assess change in physical activity, travel mode, and vehicle miles travelled using accelerometer and GPS devices. Equity outcomes include household transportation and health-related expenditures. Change in health outcomes, including depressive symptoms, stress, quality of life, body mass index and behavior change constructs related to transit use will be assessed via self-report. Pre-pandemic variables will be retrospectively collected. Participants will be measured at 3 times over 2 years of follow up. Longitudinal changes in outcomes will be assessed using multilevel mixed effects models. Analyses will evaluate whether proximity to LRT, sociodemographic, and environmental factors modify change in outcomes over time. The TROLLEY study will utilize rigorous methods to advance our understanding of health, well-being, and equity-oriented outcomes of new LRT infrastructure through the COVID-19 recovery period, in a sample of demographically diverse adult workers whose employment location is accessed by new transit. Results will inform land use, transportation and health investments, and workplace interventions. Findings have the potential to elevate LRT as a public health priority and provide insight on how to ensure public transit meets the needs of vulnerable users and is more resilient in the face of future health pandemics. The TROLLEY study was registered at ClinicalTrials.gov ( NCT04940481 ) June 17, 2021, and OSF Registries ( https://doi.org/10.17605/OSF.IO/PGEHU ) June 24, 2021, prior to participant enrollment.

All means of transportation that involves using one's own muscle power to get from one place to another is referred to as 'active transportation'. The current study intends to revive urban neighbourhood streets by enabling the use of active modes of transport. An attempt is made to enable the use of active modes of transport through analysing citizens' perceptions and their needs in line with infrastructure facilities to foster/encourage the shift to active transportation. The objective of the current investigation is to identify priority 'areas of intervention' (the basic requirement of the citizens) for fostering active transportation (walking and cycling) facilities. The priority 'areas of intervention' are identified using revised Importance Performance Analysis (IPA). A survey instrument was constructed to assess the importance and satisfaction of several parameters associated with walking and cycling; data was collected on a five-point unipolar Likert-type scale. The parameters analysed assess the overall provisions in the neighbourhood and assist in understanding the barriers to the choosing of active modes of walking and cycling. The results of the present study are an evaluation for decision making to improve active transport facilities in neighbourhood named, Evershine City of Vasai in Maharashtra. The findings of the study indicate the need for improvement of several facilities to increase the overall performance level of active transport in the neighbourhood. The improvements made in those areas are expected to promote active mobility in the neighbourhood. Despite the findings of the current study are case-specific, the work is anticipated to achieve the ease of mobility for first mile and last mile connectivity in various urban neighbourhoods, further encouraging green mobility by prioritizing active mobility. • Areas of interventions to improve active mobility (walking and cycling) in an urban neighbourhood are identified. • User perception is key for developing active mobility solutions and necessary infrastructure. • The 'areas of intervention' are identified by assessing the performance along with the importance and satisfaction. • The work demonstrates the need of policy interventions to improve parameters to foster active mobility in the neighbourhood. [ABSTRACT FROM AUTHOR]

(1) Background: Climate change and a sedentary lifestyle have been associated with negative effects on global health and sustainable development. Active commuting (AC) represents an important solution for mitigating global warming and improving health. Thus, policies that encourage this behavior could have an impact on health and sustainability. Therefore, the aims of this study were (a) to describe the mode of commuting in university staff and students; (b) to analyze the influences of this behavior; and (c) to compare perceived barriers by mode of commuting. (2) Methods: A cross-sectional study with a descriptive design was conducted. In total, 384 university community members (79.4% students and 20.6% staff) were recruited via non-probability sampling and completed an online questionnaire. Mode of commuting, sociodemographic data, and perceived barriers were analyzed. (3) Results: Most of the sample commuted passively to university. This behavior was significantly higher in those who those lived in rural residences and a distance more than 15 km from the university, owned one vehicle, perceived higher psychosocial and environmental barriers, and were women. (4) Conclusions: Universities play a key role in health promotion and sustainable development. Therefore, they should design specific measures according to their characteristics, and barriers. [ABSTRACT FROM AUTHOR]

Introduction: Regular physical activity is associated with a wide range of health benefits in youth. While previous studies have identified disparities in physical activity among youth by gender identity and sexual attraction, these have seldom been explored in Canadian youth. Methods: Data from the 2019 Canadian Health Survey on Children and Youth were used to assess prevalence of and time spent in organized sports participation, total physical activity and active transportation by gender identity (non-cisgender vs. cisgender) among youth aged 12 to 17, and by sexual attraction (nonheterosexual attraction vs. heterosexual attraction) among youth aged 15 to 17. Results: There was no difference in average minutes of total physical activity per week between non-cisgender and cisgender Canadian youth. Non-cisgender youth (which represent 0.5% of the population) averaged significantly fewer minutes of organized sports per week than their cisgender counterparts. There was some evidence of increased active transportation to school among non-cisgender youth, but insufficient power to detect significant differences. Canadian youth reporting any nonheterosexual attraction (which represent 21.2% of the population, including mostly heterosexual youth) were less likely to be regularly physically active and participate in organized sports than youth reporting exclusive heterosexual attraction. Differences were larger among males than females. Males reporting nonheterosexual attraction were more likely to use active transportation to get to school than their heterosexual counterparts. Conclusion: Non-cisgender youth and youth reporting nonheterosexual attraction tended to participate less in organized sports than their counterparts, but may have engaged in more active transportation. Mitigating the barriers associated with sport participation could increase physical activity among these groups. [ABSTRACT FROM AUTHOR]

Pedestrian bridges are an important component of an active transportation system. As part of digital and green transformation, active travel is recognized as an essential strategy for reducing vehicle fuel consumption and exhaust emissions, but also for improving public health. Pedestrian bridges and other active travel infrastructure must be designed to be accessible to all users. Bridges that do not meet the conditions for comfortable use can force detours that discourage walking and bicycling. Adapting bridges that are not universally accessible requires challenging and expensive construction work. When accessibility issues are considered in the planning and design of new bridges, cost-effective, and often cost-neutral solutions, can be found. Some countries ensure the accessible design of pedestrian bridges through national regulations, but it is important to educate and raise awareness among all bridge designers about the importance of accessible design to achieve sustainable structures. Therefore, this paper provides an overview, comparison and commentary on the most comprehensive current standards, guidelines and manuals for pedestrian bridges that contain information on accessible design. Special attention is given to the design of stairs and ramps as critical elements of bridge accessibility. [ABSTRACT FROM AUTHOR]

Cities worldwide are pursuing ‘complete community’ policies so that residents can walk or wheel safely to daily destinations. There are concerns about who benefits from these policies, but evaluation is lacking. This study investigated cycling accessibility in Victoria, British Columbia, Canada. We aimed to test open-source tools, estimate cycling accessibility over time, and assess equity impacts.We used OpenStreetMap (OSM) data and r5r routing tools to estimate cycling accessibility before and after construction of the City of Victoria’s “all ages and abilities” (AAA) cycling network (2016 versus 2023). Based on local policy, we defined complete communities as having access to least one active living, community, education, food, health, and shopping destination within 15 minutes of cycling on low traffic stress routes. In 2023, 40% (155/391) of dissemination areas in Greater Victoria could be considered complete communities, an estimated 91% increase since 2016. Census data indicated a higher proportion of racialized people and people without post-secondary education lived in areas that did not meet our complete community definition.We found that the continuous improvement of OSM created challenges for parsing changes in the built environment from changes in data completeness. The r5r method for assigning level of traffic stress may not be sensitive enough to capture impacts from infrastructure interventions on busier roads, or upgrades to existing infrastructure. We share our learnings from this case study such that practitioners wanting to employ these tools in their own contexts are aware of data and decision considerations.

The culture of active transportation (walking or cycling) in the Kingdom of Saudi Arabia (KSA) is less prevalent than in other societies. This study aims to understand the perceptions of people in the KSA about the role of cultural dimensions on active transportation. The study was conducted in Jeddah, prominent urban city in Saudi Arabia. The city suffers from rapid growth in vehicle users compared to active transportation. An online survey was employed with around 800 individuals participating from King Abdulaziz University. The results were analysed based on participants’ sex. Few participants reported walking as the mode of transportation from home to work/school and no participants reported using a bicycle as daily commute. Females identify societal tradition and norms as the main factors that impede their engagement in active transportation. Males, who were embarrassed to walk/cycle, defined clothing and social status as the main barriers. Most males and females identify climate (high temperature throughout the year) as one of the main obstacles to walk/bike. Significant social, environmental, and infrastructural predictors of participants’ modal choice were the distance from home to school/workplace, age, social values, family size, citizenship, and road safety.

ObjectivesMovement-friendly environments with infrastructure favouring active mobility are important for promoting physical activity. This scoping literature review aims at identifying the current evidence for links between mobility infrastructures and (a) behaviour regarding active mobility, (b) health outcomes and (c) co-benefits.MethodThis review was conducted in accordance with the PRISMA scoping review guidelines using PubMed and EMBASE databases. Studies included in this review were conducted in Europe, and published between 2000 and March 2023.Results146 scientific articles and grey literature reports were identified. Connectivity of sidewalks, walkability, and accessibility of shops, services and work are associated with walking. Cycling is positively associated with cycle-paths, separation of cycling from traffic and proximity to greenspaces, and negatively associated with traffic danger. Increased active transportation has a protective effect on cardiovascular and respiratory health, obesity, fitness, and quality of life. Co-benefits result from the reduction of individual motorized transportation including reduced environmental pollution and projected healthcare expenditure.ConclusionMobility infrastructure combined with social and educational incentives are effective in promoting active travel and reducing future healthcare expenses. A shift to active transportation would increase both individual and community health and decrease greenhouse gas emissions.

Abstract Background National surveillance of physical activity (PA) is essential to establish public health policy actions for PA promotion and evaluation, thereby promoting accountability. The main goal of this study is to comprehensively analyse surveillance data on PA behaviours, outcomes, and influencing factors among Slovakian children and adolescents by using the methodology of the Active Healthy Kids Global Alliance Global Matrix (AHKGA-GM) project. Secondary goals are to provide comparisons with international data and the identification of surveillance gaps. Methods A comprehensive multilevel search strategy for data about 10 core indicators and 1 additional indicator published between 2015 and 2020 (solely pre-COVID-19-pandemic data) was used. The data were then synthesised, and a set of standardised benchmarks was used to assign grades according to The Global Matrix 4.0 Grading Rubric. Results A total of 552 potentially relevant data resources were retrieved, of which 34 were identified as eligible for data extraction. Grade B was assigned to four core indicators, grade C to five core indicators, and grade D to one core indicator. The additional Sleep indicator was graded a C–. Compared with the average grades from countries with high Human Development Index scores, Slovakia received higher grades in five core indicators (Overall Physical Activity, Active Transportation, Sedentary Behaviours, School, Government), and in the aggregate Behavioural average and Overall average. Compared with global averages, Slovakia had higher grades in the aforementioned core and aggregate indicators, and in the Community and Environment core indicator and aggregate Sources of Influence average indicator. Numerous surveillance gaps were identified. Conclusions The overall grading of the available surveillance data suggests the need for improvement in all 10 surveilled core indicators, and in additional Sleep indicator. Despite the fact that numerous identified surveillance gaps limit the overall informative value of the current grade, they provide the important information needed to enhance surveillance of PA-related indicators in Slovakia. For instance, the focus should be put on younger children and parents, on obtaining the device-measured data on various movement behaviours, on the topic of outdoor physical activities, and policy evaluation.

Gothenburg city has bold ambitions of becoming carbon neutral. School commuting is one piece of the puzzle in reducing emissions. While the literature on school transportation is extensive, the issue of climate change has been overlooked. This article explores how parents in the district of Majorna understand mundane choices of school transportation in a context of increasing recognition of climate change. The article shows that school transport is a contentious issue, entangled with subjectivity, emotions, and notions of responsibility. The findings also highlight some complexities: (1) Although most parents are concerned with climate change it is not a significant factor in daily transportation. (2) There is a discourse in favour of active transportation where climate change is explicitly downplayed, on the other hand regular car use merges with deep climate concerns. (3) Informants’ anticipations of future urban traffic conflict with their hopes, yet it seems difficult to imagine something otherwise.

California law (SB 743) requires school districts to measure the impact of school construction on the production of greenhouse gas emissions (GHG) and identify feasible mitigation measures that eliminate or substantially reduce the number of vehicle miles traveled (VMT) generated. This study analyzes 301 new schools constructed between 2008-2018 with respect to four VMT mitigation measures identified by the Governor’s Office of Planning and Research (OPR) known to minimize VMT (proximity to high quality transit areas, proximity to roads with bicycle facilities, walkability scores, and proximity to electric vehicle charging stations). The analysis reveals mixed findings. Only about 16% of the new schools sited are located within ½ mile from high quality transit. About 65% of new school sites either connected or are close to (.06 miles or less) a bicycle network. Walkability scores varied greatly by location; approximately 60% of new school sites in “city” locales are considered walkable while sites in “rural” areas have low walkability scores. Nearly 60% (179) of new school sites are located within one mile of an EV charger, but only 19% are within one quarter mile.

Walking for transportation is a common and accessible means of achieving recommended physical activity levels, while providing important social and environmental co-benefits. Even though walking in rapidly growing urban areas has become especially challenging given the increasing dependence on motorised transportation, walking remains a major mode of transportation in Latin American cities. In this paper we aimed to quantify self-reported walking for transportation in Mexico City, Bogota, Santiago de Chile, Sao Paulo, and Buenos Aires, by identifying both walking trips that are conducted entirely on foot and walking events involved in trips mainly conducted on other means of transportation (e.g. private vehicle, public transit) among individuals ≥5-years old. We show how walking-only trips account for approximately 30% trips in the analysed cities, and we evidence how the pedestrian dimension of mobility is largely underestimated if walking that is incidental to other transportation modes is not accounted for: when considering all walking events, we observed an increase between 73% and 217% in daily walking time. As a result, we estimated that between 19% and 25% of residents in these cities meet the WHO physical activity guidelines solely from walking for transportation. The results of the study also suggest that the promotion of public transportation in large Latin American cities can especially help certain population groups achieve the daily recommended levels of physical activity, while among low-income groups accessibility and safety seem to be the key challenges to be addressed.

Background: Active commuting is inversely related with cardiovascular disease (CVD) risk factors yet associations with CVD prevalence in the US population are unknown. Methods: Aggregate data from national surveys conducted in 2017 provided state-level percentages of adults who have/had coronary heart disease, myocardial infarction, and stroke, and who actively commuted to work. Associations between active commuting and CVD prevalence rates were assessed using Pearson correlations and generalized additive models controlling for covariates. Results: Significant correlations were observed between active commuting and all CVD rates (r range = −.31 to −.47; P <.05). The generalized additive model analyses for active commuting (walking, cycling, or public transport) in all adults found no relationships with CVD rates; however, a significant curvilinear association was observed for stroke within men. The generalized additive model curves when examining commuting via walking or cycling in all adults demonstrated nuanced, generally negative linear or curvilinear associations between coronary heart disease, myocardial infarction, and stroke. Conclusion: Significant negative correlations were observed between active commuting and prevalence rates of coronary heart disease, myocardial infarction, and stroke. Controlling for covariates influenced these associations and highlights the need for future research to explore the potential of active commuting modes to reduce CVD in the United States. [ABSTRACT FROM AUTHOR]

Background: National surveillance of physical activity (PA) is essential to establish public health policy actions for PA promotion and evaluation, thereby promoting accountability. The main goal of this study is to comprehensively analyse surveillance data on PA behaviours, outcomes, and influencing factors among Slovakian children and adolescents by using the methodology of the Active Healthy Kids Global Alliance Global Matrix (AHKGA-GM) project. Secondary goals are to provide comparisons with international data and the identification of surveillance gaps. Methods: A comprehensive multilevel search strategy for data about 10 core indicators and 1 additional indicator published between 2015 and 2020 (solely pre-COVID-19-pandemic data) was used. The data were then synthesised, and a set of standardised benchmarks was used to assign grades according to The Global Matrix 4.0 Grading Rubric. Results: A total of 552 potentially relevant data resources were retrieved, of which 34 were identified as eligible for data extraction. Grade B was assigned to four core indicators, grade C to five core indicators, and grade D to one core indicator. The additional Sleep indicator was graded a C–. Compared with the average grades from countries with high Human Development Index scores, Slovakia received higher grades in five core indicators (Overall Physical Activity, Active Transportation, Sedentary Behaviours, School, Government), and in the aggregate Behavioural average and Overall average. Compared with global averages, Slovakia had higher grades in the aforementioned core and aggregate indicators, and in the Community and Environment core indicator and aggregate Sources of Influence average indicator. Numerous surveillance gaps were identified. Conclusions: The overall grading of the available surveillance data suggests the need for improvement in all 10 surveilled core indicators, and in additional Sleep indicator. Despite the fact that numerous identified surveillance gaps limit the overall informative value of the current grade, they provide the important information needed to enhance surveillance of PA-related indicators in Slovakia. For instance, the focus should be put on younger children and parents, on obtaining the device-measured data on various movement behaviours, on the topic of outdoor physical activities, and policy evaluation. [ABSTRACT FROM AUTHOR]

Planners face a complex process from planning projects to final construction and evaluation in cycle planning. Planners tend to coordinate with peers in neighboring cities, advocates, politicians, other policymakers, and researchers to implement cycling plans. Documenting this decision-making process and the sources of information that guide decisions can provide insight into creating better cycling planning research and fostering stronger collaborations. We first provide a brief history of cycle planning in Tucson, Arizona, to demonstrate the current issues and efforts. Then, we present findings from interviews with Tucson planners and an advocate to explore information sources, collaboration, barriers, and opportunities for action for bicycle planning. Our results highlight the need for research presented in consumable ways, particularly through professional networks, and the potential for university outreach offices to assist in public participation and outreach, professional education, and collaboration on data collection and analysis on cycling projects. Focusing on these avenues can strengthen the science to decision-making pipeline. These lessons can also help improve bicycle planning in other communities. [ABSTRACT FROM AUTHOR]

This study conducted a needs assessment and feasibility testing of Going Places, a novel park-based active transportation intervention that aims to improve physical activity and access to parks and recreation. Participants (n=19) were recruited from park sites serving predominantly racial/ethnic minority and low income communities in North Carolina, United States. Surveys were administered to participants (n=17), accelerometer-based step data was collected (n=6), and one focus group was conducted (n=6). Feasibility was assessed based on retention, engagement with community partners, and program delivery. Surveys showed more than half of youth (mean age=15.9 years; 100% non-Hispanic Black) did not use active transportation, reported low levels of physical activity, and demonstrated barriers to active transportation including safety concerns, accessibility, and social factors. Seventeen lessons were delivered at two sites. This work has potential to promote youth active transportation in a parks and recreation setting to benefit youths' physical activity patterns for lifelong health. [ABSTRACT FROM AUTHOR]

Gothenburg city has bold ambitions of becoming carbon neutral. School commuting is one piece of the puzzle in reducing emissions. While the literature on school transportation is extensive, the issue of climate change has been overlooked. This article explores how parents in the district of Majorna understand mundane choices of school transportation in a context of increasing recognition of climate change. The article shows that school transport is a contentious issue, entangled with subjectivity, emotions, and notions of responsibility. The findings also highlight some complexities: (1) Although most parents are concerned with climate change it is not a significant factor in daily transportation. (2) There is a discourse in favour of active transportation where climate change is explicitly downplayed, on the other hand regular car use merges with deep climate concerns. (3) Informants' anticipations of future urban traffic conflict with their hopes, yet it seems difficult to imagine something otherwise. [ABSTRACT FROM AUTHOR]

As more cities implement cycling infrastructure, there is a growing need to both learn best practices from other places through a detailed understanding of the lived and embodied experiences of cycling. However, this is rarely the case. On the one hand, planners and policymakers rely on incomplete (quantitative) data and policy tours that are unable to document the full extent of cycling or how it is experienced. While recent studies have expanded to include qualitative methods, they are predominantly conducted in one place, limiting our ability to draw international comparisons. The Netherlands is a popular destination for such tours and is generally regarded as one of the best places in the world for cycling. But what about people who, for a variety of reasons, have lived in different countries? Their knowledge, experiences and reflections on cycling are rarely featured in planning. To redress this, we interviewed participants who have international experience, capturing beyond aspects of policy tourism, illuminating how: (1) mixed land-use patterns, (2) incentivizing cycling as a mode choice, and (3) cycle networks and safety are vital to cycling participation. We advance the cycling research agenda by examining these findings and proposing changes best suited to lowcycling cities. [ABSTRACT FROM AUTHOR]

Background: Physical activity occurs across various domains including leisure/recreation, for transportation, or for work or household reasons. Rural and urban active living environments are characterized by different opportunities for physical activity within each domain which may translate into different patterns of behavior. The aim of this study was to compare rural–urban differences in physical activity across different domains, and explore interactions between sociodemographic factors, physical activity domains, and rurality. Methods: We used self-reported data collected across three physical activity domains (active transportation, recreation, occupational/household) and relevant sociodemographic variables from the Canadian Community Health Survey. Adjusting for sociodemographic factors, we did two separate cross-sectional analyses: 1) binary logistic regression to determine the odds of reporting any activity in each domain, and 2) ordinary least squares regression using the sub-samples reporting > 0 min per week of activity to compare how much activity was reported in each domain. Results: Our final survey weighted sample of Canadian adults (mean age 47.4 years) was n = 25,669,018 (unweighted n = 47,266). Rural residents were less likely to report any active transportation (OR = 0.59, 95% CI [0.51, 0.67], p <.0001). For recreational physical activity, rural males had lower odds (OR = 0.75, 95% CI [0.67, 0.83], p <.0001) and rural females had higher odds (OR = 1.19, 95% CI [1.08, 1.30], p =.0002) of reporting any participation compared to urban residents. Rural males (OR = 1.90, 95% CI [1.74, 2.07], p <.0001) and females (OR = 1.33, 95% CI [1.21, 1.46], p <.0001) had higher odds of reporting any occupational or household physical activity. Conclusions: Urban residents tend to participate in more active transportation, while rural residents participate in more occupational or household physical activity. Location-based differences in physical activity are best understood by examining multiple domains and must include appropriate sociodemographic interactions, such as income and sex/gender. [ABSTRACT FROM AUTHOR]

With the rapid pace of global urbanization, understanding the impact of the urban built environment on travel behavior has become increasingly significant for developing sustainable and efficient transportation systems. This study conducts a bibliometric review of related research over the past two decades (1997–2023), utilizing 1745 publications from the Web of Science database through network analysis and content analysis. It provides a comprehensive quantitative analysis encompassing publication trends, national and institutional collaborations, and keyword evolution clustering perspectives. The results reveal that (1) academic interest in exploring the implications of the urban built environment on travel behavior has grown markedly, especially in the past decade, with emerging technological approaches and research perspectives; (2) the USA, P.R.CHINA, and the United Kingdom are major research forces in this field, with notable contributions from research institutions in P.R.CHINA and the USA; (3) the "Transportation Research Part" series journals demonstrate extensive influence both in terms of publication count and citation count; (4) through keyword co-occurrence network analysis, three development stages along with five major clusters were identified: travel behavior modeling and public health, active transportation and sustainable development, urban development and carbon emissions, land use and transportation integration, and urban transportation systems and machine learning. Overall, sustained research remains warranted within this field, particularly focusing on selecting new built environment metrics while integrating emerging technologies into travel behavior modeling frameworks. The insights from this study have implications for urban transportation planning and policy, offering guidance on future research directions and policymaking. [ABSTRACT FROM AUTHOR]

Travelers' day-to-day mobility depends on their perceptions, experiences, and personal characteristics. Many accessibility measures overlook perceptual factors and mainly consider space–time limitations of mobility, overestimating travelers' potential mobility. We introduce a novel inclusive accessibility concept that advances time-geographic accessibility measures in light of travel behavior theories. We conceptualize inclusive accessibility as a subset of the classic space–time prism (STP) that incorporates hard constraints (e.g., limited infrastructure and services and time) and soft constraints (e.g., perceptions of safety and comfort toward the built environment and infrastructure and travel time preferences). We collected survey data on individual-level mobility perceptions and applied machine learning algorithms to predict personalized soft constraints for walking. Considering public transit and walking, we model and compare three network-based STPs: classic STP with hard constraints, inclusive STP with soft spatial constraints, and inclusive STP with soft spatial and temporal constraints. Our method demonstrates heterogeneities in individuals' mobility perceptions. We illustrate that the individual's level of accessibility shrinks substantially as we approach more conservative measures that include travel perceptions. Our method highlights the differences between travelers' physically and psychologically accessible space depending on their travel choices and exposure. [ABSTRACT FROM AUTHOR]

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Sustainable physical activity and active transportation are important for achieving sustainable societies as well as for achieving the sustainable development goal of health and wellbeing for all. The main objective of this pilot study was to investigate the general public's perceptions of sustainable physical activity and active transportation in the cities of Gävle (Sweden) and Maputo (Mozambique). Twelve semi-structured asynchronous e-mail interviews were subjected to content analysis. Findings indicated that participants knew what physical activity is and that they related it to general health and wellbeing. However, the majority were not familiar with the meaning of "sustainable physical activity" or "active transportation." Furthermore, they did not know about the relationship between sustainable development and physical activity. The few participants who knew about active transportation said that it could contribute to reducing greenhouse gases. They mentioned barriers to active transportation in their respective cities, however, ranging from laziness (in the case of Gävle) to cultural norms and associations such as linking the use of active transportation to lacking the means to buy a motor vehicle (in Maputo). There is a need to integrate sustainability literacy with the already existing health and public health literacies to provide this knowledge to the general population. To this end, rather than creating new educational programmes for the public, the existing materials can be adjusted to include aspects of sustainability and sustainable health behaviours and lifestyles. [ABSTRACT FROM AUTHOR]

Background: Active transportation (AT) and free play (FP) are the primary ways in which children engage in unstructured physical activity in cities, with independent mobility (IM) gaining increased attention as a potential precursor of AT and FP. However, current trends show that children are engaging in less FP and AT, and have less IM, than previous generations and it is not well understood how these practices, and their interrelatedness, differ by neighbourhood-level socio-economic stats (SES) and municipal contexts Objectives: This study aims to address the gaps in knowledge by quantifying, comparing, and correlating IM, AT, and FP practices in high and low-SES neighbourhoods within and across the cities of Montreal and Kingston, Canada Methods: 584 questionnaires were distributed among children in grades 1 to 5, living in low- and high-SES neighbourhoods of these two citiesResultsEngagement in the three practices was low in every study neighbourhood, though all three practices were higher in high-SES compared to low-SES neighbourhoods in both cities. Levels of FP were higher in Kingston compared to Montreal, while AT was higher in Montreal than in Kingston Conclusion: This study revealed social inequalities in all three of these practices based on socioeconomic status and city. Since IM is likely a precursor to both independent FP and AT, more research is warranted into how our cities can become more conducive to IM in children, particularly in low SES neighbourhoods where children have less freedom of movement independently and otherwise.

Active modes of transportation like bicycling and walking are extremely beneficial to society, including helping to reduce the amount of travel people may make by car (i.e., vehicle miles travelled) and in turn reducing congestion and transportationrelated greenhouse gas emissions and air pollutants. Bicycling and walking also have direct and positive health impacts. Several steps have been taken to promote active transportation in cities and regions, including awareness campaigns, transportation demand management policies, building new bicycling infrastructure, and the launch of bikesharing programs. However, it is often unclear how much impact a specific strategy can have on actual rates of bicycling and walking in a community or region. UC Davis assisted the Sacramento Council of Governments (SACOG) in evaluating the impact of the agency’s “May is Bike Month” campaign. The purpose of the campaign is to motivate residents working and/or living in the region to start using (or increase use of) bicycles as a mode of transportation. SACOG conducted a survey as part of the 2018 “May is Bike Month” campaign, which collected self-reported information from participants on the frequency of bicycling before and after the campaign, perceived barriers to bicycling, motivations for bicycling, travel habits, household and individual sociodemographic, and place of residence. UC Davis analyzed the survey data to better understand the role land use characteristics and transit accessibility have on bicycling rates. This information will be used to understand the variables that affect individuals’ decisions to increase, decrease, or not change bicycling levels during and after the “May is Bike Month” campaign. This project helps SACOG identify the groups which are most and least receptive to the campaign, and ways these groups of individuals have reacted (in terms of changing their bicycling behavior) in response to the campaign. SACOG can use this information to make strategic changes to its annual “May is Bike Month” campaign in order to optimize the campaign’s effectiveness in future years, and/or coordinate the campaign with additional initiatives to promote bicycling in the Sacramento region.

Background: There is an alarming and constant worldwide progression of physical inactivity and sedentary behaviors in children and adolescents. The present paper summarizes findings from France's 2020 Report Card on physical activity for children and youth, comparing its results to its 2 previous editions (2016 and 2018). Methods: France's 2020 Report Card follows the standardized methodology established by the Active Healthy Kids Global Matrix, grading 10 common physical activity indicators using the best available evidence. The grades were informed by national surveys, peer-reviewed literature, government and nongovernment reports, and online information. Results: The expert panel awarded the following grades: Overall Physical Activity: D; Organized Sport Participation and Physical Activity: C−; Active Play: INC; Active Transportation: C−; Sedentary Behaviors: D−; Family and Peers: D−; Physical Fitness: D; School: B−; Community and the Built Environment: F; Government: C. Conclusions: This 2020 edition of France's Report Card again highlights the alarming levels of physical activity and sedentary behaviors among French children and adolescents, calling for the development of effective national action. It also draws attention to the particular deleterious effects of the COVID-19 confinement on youth's movement behaviors, which significantly worsened the situation. [ABSTRACT FROM AUTHOR]

IntroductionThe Mexican Report Card on Physical Activity for Children and Adolescents aims to assess the prevalence of movement behaviors and opportunities to perform them.MethodsData on 11 indicators were obtained from national health surveys, census data, government documents, websites, and published studies. Data were compared against established benchmarks, and a grade between 0 and 10 was assigned to each indicator.ResultsFor Daily Behaviors, we found 34.5% of Mexican children and adolescents meet Physical Activity recommendations (Grade 3), 48.4% participate in Organized Sports (Grade 5), 35–75.8% engage in Active Play outdoors (Grade 4), 54.1% use Active Transportation (Grade 5), 43.6% spend

ABSTRACTAs more cities implement cycling infrastructure, there is a growing need to both learn best practices from other places through a detailed understanding of the lived and embodied experiences of cycling. However, this is rarely the case. On the one hand, planners and policymakers rely on incomplete (quantitative) data and policy tours that are unable to document the full extent of cycling or how it is experienced. While recent studies have expanded to include qualitative methods, they are predominantly conducted in one place, limiting our ability to draw international comparisons. The Netherlands is a popular destination for such tours and is generally regarded as one of the best places in the world for cycling. But what about people who, for a variety of reasons, have lived in different countries? Their knowledge, experiences and reflections on cycling are rarely featured in planning. To redress this, we interviewed participants who have international experience, capturing beyond aspects of policy tourism, illuminating how: (1) mixed land-use patterns, (2) incentivizing cycling as a mode choice, and (3) cycle networks and safety are vital to cycling participation. We advance the cycling research agenda by examining these findings and proposing changes best suited to low-cycling cities.

Complete Streets projects can bring multifaceted benefits but before-and-after analysis regarding their mobility and accessibility outcomes is quite limited in practice. This study used emerging data sources to conduct longitudinal project outcome evaluations. Two projects from Louisiana were selected as case studies for demonstration. The two projects did not induce heavier congestion in a pilot analysis region. One project with sidewalks/bike lanes contributes to traffic calming in an urban context, while the other project consisting only of a widened shoulder marked for bicycle use may raise speeding concerns in a rural context. Both projects are likely to bring accessibility benefits as they attract more businesses and longer visits. The authors also noted data source and outcome measure challenges in different contexts. The proposed evaluation approach and identified data gaps will benefit the private sector in diversifying/improving their data products and facilitate the public sector in making more data-driven decisions. [ABSTRACT FROM AUTHOR]