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The introduction and proliferation of privately-operated dockless bikeshare systems across North America has caught many public planning agencies, who seek evidence to recognize the extent of dockless bikeshare adoption in their communities and its impact on existing transportation systems, by surprise. In this study, we investigate systemwide travel patterns during the first 18 months of a dockless bikeshare program in the Greater Boston region. Specifically, by identifying neighborhood-level predictors of dockless bike access and usage, this study offers insights into the spatial equity-related impacts of this promising active mobility option in Boston’s suburbs, which have limited access to the region’s decade-old public dock-based bikeshare system. Utilizing spatiotemporal route-level data provided by the sole dockless system operator to model bikeshare trip generation and duration, this study finds that neighborhoods with a higher share of renter-occupied housing and historically disadvantaged populations had less access to dockless bikes while also exhibiting higher rates of bike usage. We conclude that this undesirable finding may be addressed by implementing safeguard policies such as an equitable dockless bikeshare rebalancing scheme.

This study evaluates the level of service of shared transportation facilities through mining geotagged data from social media and analyzing the perceptions of road users. An algorithm is developed adopting a text classification approach with contextual understanding to filter out relevant information related to users’ perceptions toward active mobility. Using a heuristic-based keyword matching approach produces about 75% tweets that are out of context, so that approach is deemed unsuitable for information extraction from Twitter. This study implements six different text classification models and compares the performance of these models for tweet classification. The model is applied to real-world data to filter out relevant information, and content analysis is performed to check the distribution of keywords within the filtered data. The text classification model “term frequency-inverse document frequency” vectorizer-based logistic regression model performed best at classifying the tweets. To select the best model, the performances of the models are compared based on precision, recall, F1 score (geometric mean of precision and recall), and accuracy metrics. The findings from the analysis show that the proposed method can help produce more relevant information on walking and biking facilities as well as safety concerns. By analyzing the sentiments of the filtered data, the existing condition of biking and walking facilities in the DC area can be inferred. This method can be a critical part of the decision support system to understand the qualitative level of service of existing transportation facilities.

Active mobility modes have become a significant alternative mode of transport within all major urban cities. This could be partly attributed to the rise and fall of dockless bike-sharing services in the last three years which significantly changed the transport ecosystem in these cities. However, the various complex relationships between the supply of bike-sharing services, the generated demand as well as the cycling dynamics and behavior of subscribers is not well understood. In this article, we examine how the changes in bike supply impacted the cycling activities of a dockless bike-sharing system in Singapore. We employed a clustering algorithm and modelled the network community detection tool into a three-month cycling GPS dataset and compared the spatiotemporal pattern and network structures of biking journeys for two major time periods (1) January 2019 and (2) March 2019 between which a significant number of bike-sharing companies exited the industry. This resulted in a drastic drop in the number of available shared bikes for the latter period. Our results show that prior to the decline of the bike supply, we identified three types of bike journeys that shared similar temporal patterns, indicating different riders, namely casual, moderate, or enthusiastic users. Over 90 percentage of enthusiastic riders disappeared after the supply of public bikes decreased. Our network analysis further showed that nine out of ten observed communities either contracted or collapsed after the supply downsize. We therefore hope that urban and transportation planners and scientists would be able to use these findings to further understand the dynamics of supply demand of bike-sharing systems and help improve planning considerations in the future.

The growing interest in promoting active mobility has led to an increasing number of studies aimed at identifying those factors that encourage individuals to choose to cycle as an alternative to motorised transport. The purpose of this work is to investigate why, in a sample of public employees equally distributed between cyclists and non-cyclists and for the same network characteristics, only 15.8% of those with access to a bicycle, actually choose to bike commute to work. An in-depth exploratory analysis of bicycle users and non-users in Sardinia (Italy) is conducted to detect any differences in socio-economic, physical, and trip characteristics or/and psycho-attitudinal factors. A discrete mode choice model is estimated to determine which attributes are more important in mode choice and to define hypothetical scenarios for changing the modal share in favour of active mobility. Three different scenarios are explored that envisage implementation of hard measures: an incentive to cycle, a disincentive to driving and a combination of the two. The findings confirm that the hard measure is a necessary but not sufficient condition for encouraging cycling as a means of transportation and that its implementation creates the conditions for shifting demand from private car use to more sustainable modes.

Singapore enacted legislation in which off-road footpaths are shared by pedestrians and users of active mobility devices [bicycles, and personal mobility devices such as electric scooter (ES)] sinc...

With the enactment of the Brazilian Law No 12,587, the National Policy on Urban Mobility (2012), mobility systems on university campuses need to be reviewed according to its principles. The theory is reasoned on urban planning and space syntax in which the urban layout settings generate movement patterns in the city, as well as on campuses. The history of areas intended for university education and weather conditions were addressed. It was concluded that campuses should preserve park characteristics mitigating the decrease of green spaces in the cities. Sustainability concepts should be applied: decrease in the use of individual motor vehicle, encourage cycling and active mobility, in addition to user safety and security, and equity in transportation modes.

PurposeThe purpose of this paper is to examine the concepts of learning and diffusion within the context of urban development and sustainable active mobility. A model is proposed, which treats learning as a diffusion process in a dynamic way, so that key strategies and their effects are investigated over time. Specifically, the question being examined is how learning and information technology strategies can change the mindset of people to be more physically active in their mobility around a city. This is carried out by developing a system dynamics (SD) computer simulation model, where learning strategies that promote walking can be tested prior to implementation.Design/methodology/approachBased on the specific key stages of knowledge, persuasion, decision, implementation and confirmation, the proposed SD model incorporates individual citizen and group level learning and diffusion processes in a unified integrated approach. The SD model gives a clear picture on how learning and changing mindsets occur in the context of a city, whereby we can explore the main drivers to learn new sustainability related habits. A case study is used to contextualize and demostrate the active mobility issue, in order to develop practical scenarios for promoting a walking mindset. This is done in order to demonstrate the capabilities of the model and show its practicality. Through the model we investigate the relationships among variables such as awareness, contact, communication and adoption and evaluate their impact on city policies to promote a walking mindset.FindingsThe developed SD model exhibits important dimensions, such as social learning, motivation to change behaviour and an analysis of the effects of plausible strategies for promoting sustainable active mobility. The authors have proven that through simulation experimentation, we can significantly accelerate the shaping and diffusion of a walking mindset, by influencing individual and community learning via the introduction of Information and Communication Technology in conjunction with an awareness campaign strategy.Research limitations/implicationsThe diagrammatic representation and the quantification of the factors that contribute to active mobility give rise to better understanding of how policy makers could promote a walking culture in a city. The implications are that the proposed SD model could be used by city planning authorities as a framework for shaping mindsets towards active and sustainable mobility.Originality/valueThis paper contributes to the further understanding of learning, diffusion of new ideas and strategic planning within the city context. Through the proposed SD model, a number of strategies are formulated and tested using scenario planning, sensitivity analysis and optimization, in order to develop a walking mindset and an urban culture of sustainability.

Although there is considerable number of studies on urban travel mode choice, there are still two gaps: we have limited understanding of perceived and attitudinal barriers of sustainable modes and motives of personal car use, and the causes (not correlations) of mode choice decisions are almost unknown for certain geographical contexts such as the Middle East and North Africa (MENA). This study seeks to answer three questions: (1) what are the main barriers to choosing sustainable transport modes like active mobility and public transportation in the Middle East and North Africa? (2) which attitudinal or physical determinants define the transportation mode choice intentions and decisions in Tehran, Istanbul, and Cairo? and (3) what are the differences between the determinants of mode choice decisions in the case cities compared with those of Western societies? In this study, the data collected from 8284 interviewees in Tehran, Istanbul, and Cairo in 2017 were applied in a discrete choice model. The dependent variables of the modeling were the perceived main reasons against walking, biking, and public transit ridership, and the main factor encouraging car-driving. According to the findings, long walking distances, absences or lack of biking infrastructures, social and cultural problems and pressures against biking, and personal preference for cars compared to public transport prevent passengers from walking, biking, and using public transport. Comfort and convenience are the factors that make people avoid public transit in favor of cars. These determinants are fairly different from the main determinants of mode choice decisions in the Western societies. By applying a multinomial logistic regression model, 11 variables related to travel characteristics, perceptions, land-use and neighborhood, socio-economics, and self-selection were found significant or marginally significant in explaining all four models: the barriers to walking, biking, and public transit-use, and the motives for car-use. These findings support the hypothesis of this study that there are differences between the perceived and physical barriers to sustainable mobility as well as the motives of car-use in MENA megacities compared to Western societies. In short, mode-choice decisions and perceived determinants are context-sensitive. The conclusions of this study could be applied in urban and transportation planning in the MENA region to promote more sustainable mobility modes.

According to psychological theories of environmental affect, the physical environment moderates the walking experience and its psychological wellbeing benefits. The present paper further demonstrates that affective experiences also influence intentions to walk. A study to explore the influence of affective experiences of walking on walking intentions is reported. A sample of adults working or studying in Bristol, UK (n = 384) participated in an experiment involving virtual exposure to one of five environments, with evaluations of their affective experience and of intentions to walk in the setting. A subsample (n = 14) then took part in photo-elicited semi-structured interviews. Multiple regression analyses showed that affective experiences of walking influenced walking intentions. Interview analyses highlighted the role of traffic, city busyness, and poor aesthetics. This is the first empirical study that examines the walking experience and related walking intentions from the pedestrian perspective employing theories of environmental affect. The findings indicate that safety, comfort, and moderate sensory stimulation are crucial elements for the walking experience. Following this, a strategy to promote active mobility in the built environment can be constructed around safety, comfort, and moderate sensory stimulation by targeting the micro elements that prevent them.

Encouraging sustainable mobility patterns is at the forefront of policymaking at all scales of governance as the collective consciousness surrounding climate change continues to expand. Not every community, however, possesses the necessary economic or socio-cultural capital to encourage modal shifts away from private motorized vehicles towards active modes. The current literature on ‘soft’ policy emphasizes the importance of tailoring behavior change campaigns to individual or geographic context. Yet, there is a lack of insight and appropriate tools to promote active mobility and overcome transport disadvantage from the local community perspective. The current study investigates the promotion of walking and cycling adoption using a series of focus groups with local residents in two geographic communities, namely Chicago’s (1) Humboldt Park neighborhood and (2) suburb of Evanston. The research centers on analysis of the verbal transcripts. The approach combines traditional qualitative discourse analysis with quantitative text-mining tools, namely topic modeling and sentiment analysis. The aim of the analysis is to uncover the local mobility culture, embedded norms and values associated with acceptance of active travel modes in different communities. The analysis uncovers that underserved populations within diverse communities view active mobility simultaneously as a necessity and as a symbol of privilege that is sometimes at odds with the local culture. Thereby, this research expands on the walking and cycling literature by providing novel insights regarding the perceived benefits of, and barriers to, equitable promotion of these modes. The mixed methods approach to analyzing community member discourses is translated into policy findings that are either tailored to local context or broadly applicable to curbing automobile dominance. Overall, residents of both Humboldt Park and Evanston envision a society in which multimodalism replaces car-centrism, but differences in the local physical and social environments would and should influence the manner in which overarching policy objectives are met.

The present study delves into the explanatory factors of the walking patterns of residents in metropolitan regions, who tend to be pressed for time when travelling to their daily destinations or ac...

The work is focused on the integration of space syntax analysis (SSA) in a process of participatory planning focused on a neighbourhood scale where the challenge of promoting pedestrian-friendly regeneration process is a bottom-up priority. The promotion of active mobility is one of the main themes of the urban regeneration project CAST operating on the western part of the city of Potenza (capital of the Basilicata region, Italy). Both the state of the art of the case study area and the potential effects of the intervention proposed on the basis of the participatory process have been assessed by SSA as a walkability assessment method. By measuring a street network’s syntactic parameters, it was possible to further enrich the cognitive framework relating to the current situation and to simultaneously evaluate the effects (in terms of potential movement and social usage) deriving from design interventions. The paper presents a methodology to evaluate the urban pedestrian environment and to provide an insight for walking-related intervention and improvements in neighbourhood-scale planning, according to a participatory approach. The research, based on specific local characteristics, represents a transferable approach to supporting and informing policy-makers and designers engaged in inclusive and participative urban regeneration projects.

Walking is a mode of transport that offers many environmental and health benefits. Utilitarian walking refers to walking trips undertaken to fulfil routine purposes. The aim of this paper is to examine the extent to which walking is used as a transport mode for short urban trips in the city centers of Bologna and Porto and the barriers preventing utilitarian walking. Based on a questionnaire (n = 1117) administered in the two cities, results indicated that 21% of the individuals travel by foot, while 47% combine walking with other modes. This means that 68% of the daily trips to these city centers involve walking activity. From the overall trips, 84% were made to reach work and school/university. Statistical tests showed that utilitarian walkers were more likely to be females (p &lt, 0.001) and undergraduates (p &lt, 0.001). People from Bologna were more likely to engage in utilitarian walking than people from Porto (p &lt, 0.001). Travel distance and time were the main barriers preventing people from engaging in utilitarian walking. The findings described in this paper provide a better understanding of utilitarian walking in the central areas of both cities, which can guide policies to promote healthier lifestyles and sustainable mobility.

New strategies to improve the quality of urban pedestrian environments are becoming increasingly important in sustainable city planning. This trend has been driven by the advantages that active mobility provides in terms of health, social, and environmental aspects. Our work explores the idea of walkability. This concept refers to the friendliness of the urban environment to pedestrian traffic. We propose a framework based on the multi-criteria decision analysis (MCDA) methodology to rank streets in terms of walkability levels. The city of Lisbon (Portugal) is the location of the streets under examination. Findings confirmed the framework’s replicability and suggested the possibility of this strategy being used as a support tool for designing urban policies.

Background Travel surveys show that the amount of private car driving in Norway has increased significantly since the mid-1980s. Private car driving has for a long time been the main mode of transport for retail and service trips, and grocery shopping trips represent over 60% of the retail and service travels. Despite the growing number of studies addressing accessibility to daily destinations, to the best of the authors’ knowledge there are no studies examining these issues over time. Methods This paper aims to investigate changes in accessibility to grocery stores over time and use two counties in Norway as examples. Based on GIS data at a detailed level, distances from dwellings to nearest grocery store has been examined. Findings The results from the spatial analyses reveal significant changes from 1980 to 2019: The share of the population living within 500-m from a grocery store has decreased from 55% to 34% in one of the counties examined and from 36% to 19% in the other. This indicates that the share of people living within walking distance to a local grocery store has nearly halved. With such changes in accessibility to grocery stores, increased car driving for grocery shopping should not come as a surprise. Contrary to the frequent statements about sustainable urban development and active transportation, it seems that Norway still is developing as a country that in the future will be more and not less dependent on private cars.

Active travel (walking or cycling for transport) is considered the most sustainable form of personal transport. Yet its net effects on mobility-related CO2 emissions are complex and underresearched. Here we collected travel activity data in seven European cities and derived life cycle CO2 emissions across modes and purposes. Daily mobility-related life cycle CO2 emissions were 3.2 kgCO(2) per person, with car travel contributing 70% and cycling 1%. Cyclists had 84% lower life cycle CO2 emissions than non-cyclists. Life cycle CO2 emissions decreased by 14% per additional cycling trip and decreased by 62% for each avoided car trip. An average person who `shifted travel modes' from car to bike decreased life cycle CO2 emissions by 3.2 kgCO(2)/day. Promoting active travel should be a cornerstone of strategies to meet net zero carbon targets, particularly in urban areas, while also improving public health and quality of urban life. This work was supported by the European project Physical Activity through Sustainable Transportation Approaches (PASTA). PASTA (http://www.pastaproject.eu/) was a four-year project funded by the European Union's Seventh Framework Program (EU FP7) under European Commission - Grant Agreement No. 602624. CB is also supported by UK Research and Innovation (UKRI) under the Centre for Research on Energy Demand Solutions (CREDS, Grant agreement number EP/R035288/1). ED is also supported by a postdoctoral scholarship from FWO - Research Foundation Flanders. ML held a joint PASTA/VITO PhD scholarship. SS is supported by the Martin Filko Scholarship from the Ministry of Education in Slovakia. Brand, C (corresponding author), Univ Oxford, Transport Studies Unit, South Parks Rd, Oxford OX, christian.brand@ouce.ox.ac.uk

In many developed countries, ageing trends have called for mobility policies oriented to active travels for older adults, preventing some diseases. As a result, in the transport and health literature, the elderly's psycho-physical health is growingly recognized as linked to the accessibility to local public transport (LPT) and its usage frequency. Using data drawn from a survey by the National Institute of Statistics (ISTAT) on the Italian citizens' daily life, this paper investigates the relationship between health dimensions of the sub-sample of people aged over 60 years in Italy and their use of LPT, considered as a more active and sustainable means with respect to car. By applying a recursive mixed-process approach and controlling for LPT service availability and parking issues, the findings highlight that (i) taking public transport services or driving cars more frequently is associated with higher levels of psychological and self-perceived health; (ii) especially for people over 65 years old, the use of LPT at least once a week is linked to better physical conditions. From a policy perspective, the insights of this study are two-fold. First, improving the accessibility to welfare and activity spaces by using LPT is likely to increase ageing people's mental health and their social inclusion. Second, stimulating the LPT usage might be a primary way to effectively promote physical health, to prevent ageing-related diseases, and to help reducing healthcare expenditures connected to the lack of active mobility in later life.

Reducing some of the impacts generated by transport activities - such as congestion, crashes, noise, and air pollution - by redirecting some demand shares towards active modes of transport should be a priority for the environmental and social well-being of modern cities. This paper aims at proposing and evaluating a simple and transferable strategy to achieve a modal shift towards active modes in urban centers, thus reducing externalities produced by the transport sector. The proposed model, based on an efficient combination of policies to sustain transition to active modes, is discussed and evaluated through a cost-benefit analysis for three different scenarios of modal split variation. In this regard, the Scottish city of Aberdeen is used as a case study.

Negative impacts of motor vehicle traffic in cities are still increasing despite the objectives that sustainable mobility paradigm put forward almost three decades ago. Measures to reduce them still primarily focus on traffic safety improvements through vehicle speeds and flows reduction (traffic calming). Comprehensive traffic calming, a measure of sustainable urban mobility planning, targets the issue more comprehensively by also addressing changes in travel behaviour and quality of life. Literature covering the effects of measures addressing all listed aspects is scarce. In this paper, we present results of a longitudinal study of a comprehensive traffic calming redesign of a residential neighbourhood in Ljutomer in Slovenia. The following set of indicators was monitored: travel habits of neighbourhood residents, quality of living environment, acceptability of redesign, vehicle flows, speeds and classes, and traffic accidents. Motorized traffic counts, pilot interviews, postal and in-person surveys and public databases on traffic accidents were used to gather data before and after the redesign. All monitored indicators showed positive results. Around a third of residents claim to walk, cycle and socialize more than before the redesign while around two thirds state that the quality of life in the neighbourhood has improved. Vehicle speeds, flows and peak hour flows have notably decreased, and road safety has improved. The results show that the comprehensive traffic calming approach has a broad range of positive effects and contributes to achieving sustainable mobility. Its potential for a wider use in sustainable urban mobility planning practice is substantial.

Our study focuses on the challenges facing sustainable urban mobility in the megacity of Sao Paulo. We aim to explore the panorama of active mobility initiatives, proposing to analyze the relationship between urban commons and innovation in public services. We selected the Reduced Speed Zone and Complete Street initiatives, which aim to improve road safety conditions (public services focused on common infrastructure), active mobility and access to public transport, and may also potentially help to reduce noise levels, improve air quality (social dilemmas/common issues/negative externalities) and reduce greenhouse gas emissions (global commons). Based on an analytical model for interpreting innovation in services, considering competences and techniques originating from the provider (municipal government) and users (through civil society organizations), our findings identified innovations at a local level within infrastructure treatment for pedestrians. These public services were introduced in a participatory process and a collective re-appropriation of urban space. The projects contribute to the development of service provider competences, related to various interactions with civil society, resulting in a systemic view with regard to the uses, local dynamics and behavioral aspects of the users themselves. Service provider techniques may be both temporary and permanent intervention methodologies, besides methodologies for project impact evaluations. These techniques are associated with tactical urbanism as a technique for temporary urban interventions. User techniques were identified for application of the propensity score-matching method, which aims to evaluate the impacts of an instance of intervention through the comparison of groups, as well as through technical inspections and local interviews. The relationship management generated relational and organizational competences for civil society organizations. However, despite the advances indicated by the analyzed experiences of active mobility – highlighting the role of civil society organizations – and by some progress made in the regulatory framework, innovative practices have been restricted to the treatment of infrastructure for pedestrians, a change of speed limit for vehicles, and horizontal signaling to mark the perimeter of these areas. Therefore, there is a large-scale potential for the continued introduction of innovations regarding the improvement and scale gains of public services for pedestrian mobility, promoting participatory restructuring as a form of (re)appropriation of urban public spaces by its own users, improving the current negative externalities and social costs of urban mobility.

A high level of human capital is considered as an essential precondition for economic performance and regional competitiveness. However, university regions do not always manage to take advantage of the full potential of local higher education, as they are not always able to retain university students after graduation. Previous studies have presented remarkable regional differences concerning the share of graduates who remain in their university region after graduation. Hence, this paper has focused on geographical distribution and inter-regional mobility of university graduates in Finland. Long-term migration behaviour of all university graduates who completed their master’s or equivalent degree in 2000–2015 was analysed using geographic information systems (GIS). The main finding of the paper is that university graduates in Finland are rather immobile, as the most active mobility takes places when transitioning from university to their first job. After that, the geographical distribution of the graduates is rather stable, which contradicts the general assumption of high mobility of university-educated people. Further, the migration flows are directed mainly towards the four largest city regions of the country, especially to the capital city region. Cross-migration between city regions with similar population sizes and population growth rate is marginal, and it seems that the difference in the population size and growth between the graduation region and the destination region has to be large enough to exceed the threshold for migration. Retaining university graduates seems to be especially challenging for the smallest and declining university regions.

The urban structure of neighborhoods has a decisive impact on active mobility, but this impact is hard to evaluate in a mode choice model because of the high collinearity between urban form variables and the uncertainty surrounding adequate spatial measurement parameters. Several composite scores, or walkability measures, have emerged from the literature, each using its own method and including different variables. No consensus has been reached on the size of the catchment area that should be used to measure walkability and most studies only measure walkability at the origin of the trip without considering other spatial units. In this paper, a series of four walkability measures: the Pedestrian Index of the Environment (PIE), the Walkability Index (WI), the Pedestrian Potential Index (PPI) and the Neighborhood Destination Accessibility Index (NDAI), are applied to the Greater Montréal Area to examine their correlation with the choice of walking for short trips. Several definitions of a neighborhood are tested for each measure, as well as several spatial units of measurement. A series of binary logistic regressions are then estimated using observed trip data from the 2013 Montreal Origin–Destination Survey to identify which measure, using which spatial parameters, offers the best performance in a mode choice modeling context. Measures using a diversity of urban form variables, the WI and the PIE, are found to offer the best performance, especially when measured at a scale smaller than a 1.6 km radius, while the spatial unit offering the best model fit varies between trip purposes.

The decline in physical activity levels among children emphasizes a need for research on experiences related to children’s active travel. The present study investigates the relationship between mode use on school trips and psychological well-being (PWB) of children. Data were collected from 152 primary school children in Lower Austria. The paper-and-pencil survey investigated transport-related attitudes, travel behavior, and children’s emotional well-being depending on the travel mode used on their trip to school. Parents’ perceptions of their child’s travel mode on well-being were also collected in 31 in-depth interviews. Findings suggest that active school travel is positively associated with children’s PWB, and that travel-related attitudes towards modes are significantly related to well-being. However, it is difficult to determine the causal direction between the two variables as causal feedback loops can be assumed. Clear results can be obtained for the parental survey: Parents reported strong positive associations between active travel modes and the well-being of their children. More research with bigger sample sizes and higher quality measures should be conducted, including about non-school trips and with longitudinal datasets, to further evaluate the interrelations between children’s mode use, attitudes, and well-being and to determine the most successful strategies for increasing active mobility among children.

Active mobility and especially cycling can play an important role in increasing sustainable travel behavior of urban residents. While increased recreational cycling can lead to further bicycling for other purposes, this study highlights the factors influencing recreational cycling. Recreational cycling in a coastal city is explored through investigating individuals’ lifestyles, attitudes, and the effects of built environmental features on frequent cycling. Data were collected from 426 residents of Kish Island, an Iranian city which has been provided with well-designed, dedicated cycling paths. Using confirmatory factor analysis, lifestyle patterns have been extracted from leisure activities which are mostly engaged by both tourists and residents. Additionally, attitudes were evaluated by exploring individuals’ preferences through selecting various cycling facilities. Results from ordinal regression analysis revealed that residents with an active and beach-oriented lifestyle have a higher tendency toward recreational cycling. Among other classifications of attitudes, landscape design made the highest contribution to recreational cycling. Furthermore, findings demonstrated that network connectivity does not significantly influence recreational cycling. Although findings from this study suggest that identifying lifestyle patterns and cyclist attitudes in coastal cities can enhance the probability of recreational cycling among residents as well as tourists, they can also be of interest to planners and policy makers in terms of enhancing the frequency of cycling in other regions with similar situations, namely, being a tourist destination and having a well-organized infrastructure in terms of cycling paths and other required cycling facilities that support recreational as well as other types of cycling behavior Refereed/Peer-reviewed

Declining active and independent mobility in primary school children poses a threat to the development of the children's psycho-motoric and cognitive abilities. Increasing accompaniment of children, which is often carried out as car transportation, creates more motorized traffic, thus leading to lower likelihood of other children traveling independently and actively. Against this background, a two-step survey was conducted to analyse the active and independent mobility (AIM) of primary school children. In a first step, mobility licenses and mobility data were collected with the help of travel diaries including specific information on travel accompaniment. In the second step, in-depth interviews with parents were conducted. Although the data can only provide a snapshot of the independent mobility of primary school children, this study confirms that active and independent mobility is the result of a variety of factors. The results indicate that – besides trip distance and age –the type of school (all-day/half-day primary school) is likewise relevant. Based on the parents' assessments, significant sharing of trips takes place in case travel accompaniment is unnecessary. Depending on the parents' attitudes towards AIM, we identified three “profiles” (Promoters, Pragmatists and Protectors). Linking these profiles to indicators of AIM reveals that different attitudes manifest themselves in children's travel patterns. The results are limited as only two schools served as sources of data and it was not possible to decouple the parental profiles from children's ages. Overall, it can be concluded that there is potential for improved active and independent mobility in children. To be effective, future campaigns need to consider parental attitudes.

The Austrian province of Tyrol positions itself as a leading sport region in the Alps, which is reflected in the number of large sport events it holds. A prominent example is the 2018 UCI Cycling World Championship. The study investigates whether, besides promoting the host region as a cycling destination, a large cycling event can also leverage a positive change in residents' travel behavior towards active mobility. The analysis of panel data reveals that respondents have high expectations regarding the event's impact on cycling infrastructure and on their travel behavior, but their optimism decreases considerably after the event. They also cycle less frequently than before. These trends however are far less distinct in the group that spectated the event live. A large sport event, even if positively perceived by local populations, is not capable of leveraging a behavioral change towards active mobility only on its own and must be accompanied by complementary measures. It is recommended to involve residents in active participation in the event as spectators. Besides, an event of this size should result in substantial improvements in local cycling infrastructure. Otherwise, an opportunity to make the behavioral change happen can be missed easily.

Active modes of transport (i.e. walking and cycling) are being encouraged in many countries. Singapore is advocating strong efforts to attract more users to travel by walking and cycling and thereby achieve ‘car-lite’ travel. To attract users towards a certain transport alternative, it is important to understand their current perceptions and attitudes towards it and accordingly develop a suitable transport network and related schemes. This paper employs two qualitative techniques, focus group sessions and one-to-one interviews, to gain a deeper understanding of adults and elders perceived advantages, disadvantages, concerns and opportunities to promote walking and cycling in Singapore. It was found that users are comfortable with the walking infrastructure, but they expressed that more can be done to improve the cycling infrastructure including provision of wider paths and parking facilities. Overall, more positive attitudes were registered towards cycling than walking. Work incentives such as flexible working hours are preferred by users to promote walking and cycling. Education to all road users (pedestrians, cyclists, and motorists) was mentioned as a key initiative to increase safety and effective sharing of facilities. MOE (Min. of Education, S’pore) Accepted version

Background The number of seriously injured unprotected road users has increased during implementation of a road safety policy Vision Zero. The aim of the study is to identify factors associated with the increase in serious injuries among cyclists and pedestrians (even single pedestrian accidents) that occurred in an urban road space in a Swedish region 2003–17. The urban road space includes roads, pavements and tracks for walking and cycling. Methods Data were retrieved from STRADA (Swedish Traffic Accident Data Acquisition) and NVDB (National Road Database). Descriptive statistics and logistic regression with odds ratios for sex, age and part of road space were assessed. Results The number of seriously injured cyclists and pedestrians more than doubled from 2003 to 2017, with the greatest increase for pedestrians. Older age increased the probability of serious injury since 2012 for the group ≥ 80 years and since 2015 for the group 65–79 years. No significant effect of sex. Most injuries occur in areas not transformed by Vision Zero. Conclusions An increasing number of elderly persons in the generation born in the 1940s and increased life expectancy are important factors. There is a need to increase road safety measures that also promote active mobility.

Integrated urban-transport planning should exploit not only conventional methodologies, which are crucial for identifying the already established local centres of the city (places with people), but also multi-dimensional methodologies for identifying the vibrant places of the city that can facilitate the centrality needs of citizens and provide access to urban vitality, functionality, and liveability (places for people). In this article, we conceptualise and quantitatively define these two types of centres, as Active Centres (AC) and Human-oriented Centres (HoC), respectively. Accordingly, two distinct methodological tools (available as python scripts and ArcGIS toolboxes in a public repository) are introduced for identifying Active (where-it-is) and Human-oriented (where-it-should be) centres. Active Centres are identified based on the functional density of the study area, while Human-oriented centres are found based on the density and diversity of typological criteria, considered essential for liveable centres. To this end, the aim of this work is two-fold. On the one hand, to formulate a comprehensive methodology for identifying different types of centrality and on the other to develop a GIS-based analytical toolkit which can assist evidence-based planning and support decision making towards sustainable urban form, active mobility, and human-scale public places. The proposed methodology and tools have been implemented and evaluated while effectively identifying the Active and Human-oriented Centres of an Athenian suburb, Greece.

Smart and sustainable mobility have recently emerged as a solution to the problems incurred by the intensive use of motorised transport modes. For many decades, cities have been planned based on the needs of vehicle traffic, neglecting basic human needs for active mobility and the adverse effects of motorised traffic on the natural environment. However, walking is an environmentally friendly transport mode and a healthy form of making physical activity. Thus, walking becomes an essential component of the transport and urban policies for achieving a more sustainable development process. This paper presents the research project Smart Pedestrian Network (SPN) that aims at promoting walkability as one of the critical dimensions of smart and sustainable mobility in cities. The paper analyses the various components linked to SPN that can make a pedestrian network ?smart? and, therefore, a feasible alternative to motorised transport modes. Three integrated components are analysed: i) an urban planning component supported in a GIS-based multi-criteria model to assess the conditions provided to pedestrians and to support the adoption of planning policies; ii) a smartphone app for pedestrian navigation, displaying optional routes according to the pedestrian preferences and needs; and iii) a business component to estimate and disseminate the multiple benefits of walking as well as the market potential of SPN. By promoting an innovative linkage of these three components, SPN has a great potential for improving walkability and, therefore, for creating more sustainable and liveable urban spaces., FCT co-financing (ENSUF/0004/2016) - The authors gratefully acknowledge ERANET Cofund Smart Urban Futures for funding the research project SPN - Smart Pedestrian Net. The authors also acknowledge the national agencies for science, research and technology from Portugal, Italy, Austria and Cyprus for co-funding the project.

Introduction: Sustainable and eco-friendly mobility is of great significance to alleviate urbanisation pressure and to improve urban quality of life. Providing good non-motorised transport (NMT) facilities for active mobility (covering principally walking and cycling) is an effective way to promote bicycle use which in turn improves one's physical health. Singapore, with a tight space constraint, has been focusing strongly on active mobility developments over the recent decade which can depress motorisation growth and thereby alleviate road traffic congestion. Methods: In order to evaluate the effects of upgrading a cycling infrastructural network on active mobility in a residential township in Singapore, a before-and-after study was applied to evaluate NMT infrastructure developments. Three rounds of perception surveys and traffic count surveys were conducted before and after the upgrading of the cycling network. The number of cyclists and pedestrians was enumerated and spatial distributions of cyclists and pedestrians in AMK town are presented using Geographic Information System (GIS). Results: Traffic count surveys show that the numbers of cyclists and pedestrians have increased on a large proportion of the investigated pathway segments after upgrading the cycling network. Paired two-tailed t-test results suggest significant differences at 95% confidence level between the before-and-after counts after the cycling network was implemented in 2017. Perception surveys show that a higher proportion of pedestrians and cyclists/PMD riders feel safe to share the footpath, feel safe and convenient to cycle, as well as feel satisfied with current cycling infrastructure, as compared to 2016. Conclusions: The enhanced cycling network not only attracts more cyclists and encourages cycling activities, but it also increases walking activities, and has positive impact on the mobility of both cyclists and pedestrians. As the city grows in population and housing density, the health benefits of the cycling network are more than a change in active mobility usage, but a whole community transformation. Ministry of Education (MOE) This research is supported by Singapore Land Transport Authority (LTA), and Singapore Ministry of Education Academic Research Fund Tier 2 MOE2014-T2-2-097.

Finland, a prosperous Nordic country with a population of 5.5 million and significant distances between towns, though quite short distances traveled by car, is aiming to be a carbon-neutral society by 2035. Due to the level of urgency, a technological pathway with decarbonization of fuels and innovation only, is unlikely to be sufficient. Instead, a more systemic change based on a transformative pathway with demand-side management, i.e., measures based on behavioral change, is vital. In this research we were interested in learning how life satisfaction relates to the behavioral intentions of Finnish citizens, regarding a sustainable modal shift. We focused on walking, cycling, public transport and reduction in car use, e.g., a transition from fossil fuels to active mobility, from ownership to usership. Data were collected via a questionnaire in April 2017. The respondents (n = 2052) provided 2335 comments as to why they considered a specific sustainable modality as being important to them. We applied both qualitative and quantitative methods in order to establish how the mobility behavior of citizens manifests nationwide and the types of arguments that citizens put forward concerning their mobility intentions. The results indicate that there is a strong relationship between the respondents&rsquo, reduced use of private cars and their life satisfaction. There is a concern about sustainability and a willingness to change current mobility practices, as well as signs of altruism, while hedonic concerns such as health and personal finances dominate the responses. Furthermore, concerns about social injustice, such as a lack of public transport, are emerging themes, i.e., when enacting mobility transitions it is vital to focus on how to enable a meaningful life for all demographic groups using suitable mobility services.

This workshop is about creation of a multidisciplinary, up-to-date definition and discussion of the concept of mobility in our society. After achieving a common understanding among the workshop participants, a guideline, means, or measures will be cooperatively generated to initiate the building of a research community on this subject in the context of ongoing digitalization processes. Furthermore, future activities will be planned in a coordinated way. Considering different view points coming from different disciplines will enable a multi-layered hence related conceptualizing of the term mobility, which will be discussed in an interactive format. The aim is to create a holistic view to mobility and an informed discussion among participants to tickle emerging challenges, possible solutions, and future developments in the course of digital transformation of our society and the role of digitalization in transforming mobilities.

Previous research has concentrated on traffic and health-related effects in relation to arrival patterns (e.g., stress in connection with means of transport, travel distance, and time). However, tourist mobility behavior during a vacation and potential health-related associations as well as its correlation with physical activity habits and mobility patterns at home seems to have barely been examined. To address this research gap, the study at hand applied a mixed-method approach in three tourism destinations in Tyrol, Austria. The study examined tourists&rsquo, mobility as well as their physical activity at home and at the holiday destination. Results show that the preferred transport mode (arrival and on-site) is the private car, due to its flexibility and comfort. Hotel front desks, as the main information source, determine tourists&rsquo, behavioral aspects during a vacation. General mobility routines show differences between everyday life and holiday situations, and physical activity is important for the overall satisfaction of tourists, which proves to be more intense and frequent during a vacation than in everyday life. Seven percent of the tourists participating in the research stated that they had changed their daily mobility behavior after their return, with most of them walking or cycling more often. This study contributes to research in the field of sustainable tourist mobility and physical activity behavior and highlights the necessity for further specific analyses.

Resume L’importance accordee a la sante, a l’environnement et a la mobilite durable fait du velo un choix de plus en plus privilegie comme mode de transport. Le cycliste demeure toutefois tres vulnerable au moment d’une collision avec un vehicule motorise, surtout en milieu periurbain et rural, ou l’amenagement de la voirie est peu adapte a la pratique du velo. L’objectif general de l’etude est de documenter les facteurs de risque relies a l’environnement routier pour les collisions entre un cycliste et un vehicule motorise dans un milieu dit « regional », moins dense sauf pour sa ville en son centre. Pour analyser les donnees de collisions, plusieurs methodes ont ete utilisees : l’estimation par noyau (Kernel Density Estimation), les statistiques de balayage de Kulldorff, la regression de Poisson et la regression logistique. Nos resultats montrent que les concentrations spatiales de collisions se situent principalement a proximite d’infrastructures cyclables et aux intersections. Certains facteurs de risque sont reconnus pour expliquer une collision (intersection ; presence d’infrastructures cyclables ; milieu urbain ; arteres urbaines) ou la presence d’un blesse (absence d’infrastructures cyclables ; jeunes cyclistes [15 ans et moins] ; l’eclairage). En conclusion, notre etude portant sur les territoires peu denses produit des resultats convergents avec ceux de la litterature existante sur les milieux urbains, mais montre aussi des specificites. Les facteurs de risque semblables aux milieux urbains sont les intersections, les arteres urbaines et l’âge des victimes ; les facteurs de risque propres aux regions a faible densite de population sont le milieu plus urbain, la presence d’infrastructures cyclables et l’eclairage (nuit). ---------- Abstract The focus on health, the environment and sustainable mobility make cycling a preferred choice as a mode of transportation. However, cyclists are very vulnerable in the event of a collision with a motor vehicle, especially in suburban and rural areas where the planning of the road is much less suitable for cycling. The general objective of this study is to document the risk factors related to the road environment for collisions between a cyclist and a motor vehicle in a less dense “regional environment” (small and medium sized communities). To analyze collision data, several methods were used: Kernel Density Estimation, Kulldorff spatial scan statistics, Poisson regression and logistic regression. Our results show that the spatial concentrations of collisions are mostly near the cycling infrastructure and intersections. There are some risk factors to explain a collision (intersection; presence of cycling infrastructure; urban areas; urban arteries) and to explain an injured cyclist (lack of cycling infrastructure; young cyclists (15 years and under); lighting conditions). In conclusion, our study on low-density environments produces results that converge with those of the existing literature on urban areas, but also shows some specific features. Similar risk factors to urban areas are intersections, urban arterials and the age of the victims and specific risk factors for low density areas are urban area, the presence of cycling infrastructure and lighting conditions (night).

Background The women in Saudi Arabia rely heavily on private cars in their mobility despite their negative impact on health and the environment. The conservative culture, combined with other factors, had imposed restrictions on using other modes of mobility. Therefore, in 2016, the kingdom launched the Saudi Vision 2030 to promote sustainable travel behavior and a healthy lifestyle specifically for women. Purpose The study aims to investigate the change in the Saudi young women's travel behavior in the context of the Saudi Vision 2030 and its applied projects during the timeline (2015–2020), before and after releasing the Saudi Vision to examine the possibility of promoting sustainable mobility among young Saudi women. Procedures This study has a quantitative-qualitative method. Descriptive analysis for the relevant literature and Saudi statistics for mobility was performed. Additionally, two online surveys were conducted in the timeline (2015–2020) among two different young Saudi women in Jeddah city as a case study. Findings The private car remains the primary mode of mobility used by young Saudi women in Jeddah. No statistical change in the population's travel behavior has been shown during the past five years, despite their willingness to transfer to sustainable modes if available. The urban aspect is the most challenging factor that affects their travel behavior. The absence of alternate mobility options and comprehensive mobility network, the city's urban sprawl, and lack of urban cooling elements, all hinder active mobility modes. The evolution of the social aspect during the five years is evident as a positive factor to support the application and use of sustainable mobility modes in Jeddah. Conclusion Providing a women-friendly urban environment includes a sustainable mobility network that is varied, connected, costly, safe, flexible, link their key destinations and amenities, and considers Jeddawi women's culture are essential to promote their sustainable mobility.

The rise of concepts such as the 15-minute-city represents the growing importance of accessibility by active mobility. In order to promote accessibility, accessibility instruments are developed that have substantial potential to assist practitioners in decision making processes. Therefore, this research starts with an up-to-date overview on the suitability of accessibility instruments when planning for active mobility. It was found that accessibility instruments were significantly further developed in the last few years and there is a rising number of tools that contain novel features. However, it was identified that there is a clear lack of tools specifically designed for modeling active mobility that are open source, include interactive scenario building, and can easily be transferred to new study areas. Therefore, an interactive accessibility instrument named GOAT (Geo Open Accessibility Tool) was developed, which is open source, transferable, and has an easy-to-use web interface. This instrument has been developed following an iterative software development process in close cooperation with practitioners from three municipalities in the region of Munich, Germany. The practitioners tested the tool independently in numerous workshops in order to provide feedback, which was integrated into the development. Furthermore, the tool was tested and transferred to more than 20 German municipalities, the City of Bogota (Colombia) and Matosinhos (Portugal). First results show that the collaborative and open development process produced a user-centric solution, which bears the high potential to make planning for active mobility more effective and efficient.

The transport mode used to reach a train station is an important determinant of the urban traffic and rail transport attractiveness. In this paper, we have investigated train-feeder mode choice on the basis of 185 interviews with Italian train users living in cities of different size. We analyzed their current choice and their stated choices under hypothetical scenarios using various discrete choice model specifications. Their current train-feeder mode choice is mainly car-based: 63.2% of the respondents use the car, as either drivers or passengers. The active modes cycling and walking are chosen by 18.4% and 9.7% of the respondents, respectively; the remaining using either the bus or the scooter. Our estimates confirm that travel time and travel cost play a relevant role with two covariates, commuter and gender, explaining the large heterogeneity of the active mobility travel time variable. However, the performed scenario analysis suggests that, in many instances, it is extremely difficult to alter the existing train-feeder mode choice in favor of the active modes and that promoting active mobility in Italy requires a coordinated effort at many levels, including territorial planning, infrastructural investment and traffic regulations.

Sustainable urban transport and active travel policies have the potential to positively and negatively impact health. They are critical to building healthy cities since they impact health determinants such as physical activity, air quality, noise, road safety, green spaces, social interaction and access to healthcare services. Such impacts translate into measurable health outcomes inherent to life expectancy as well as mortality and morbidity outcomes related to respiratory and cardiovascular diseases, diabetes, accidents, mental health, and citizen's quality of life. Coherently with the Health in All Policies (HiAP) framework developed by the World Health Organization (WHO), the new version of the European Sustainable Urban Mobility Plan (SUMP) Guidelines features a topic guide linking transport and health. This paper assesses the inclusion of health provisions and methodologies in urban mobility policy and planning documents of four European cities using a multi-level perspective. It considers the adoption of Health Impact Assessment (HIA) tools to integrate health evidence, objectives and measures in the decision-making process. The establishment of a link between active mobility and environmental risk reduction is observed across the countries analyzed. HIAs have been carried out to evaluate the benefits of mobility measures on health only in some cases.

In modern societies, the understanding of how active mobility affects the elderly's psycho-physical well-being is crucial to design ageing-friendly transport measures. From a multidisciplinary perspective, this systematic review points out the mobility impact on three elements of the EU Active Ageing Index: health, independence and social connectedness. By scanning four databases (Scopus, Web of Science, PubMed, and TRID), 3727 peer-reviewed papers published in the last decade were found, of which 57 met the inclusion criteria. The screening process was conducted following the PRISMA protocol and registered to the database PROSPERO, while the quality assessment was done using the Mixed Methods Appraisal Tool. More than 80% of the papers showed that an active mobility prevents psycho-physical harms, while only few papers study the relation of mobility with independence and social inclusion, to reduce the need for assistance and the related public expenditures. The findings of this review give important information both to transportation researchers and policymakers and companies, underlining the need for further research as well as investments in targeted age-friendly transport systems. The Covid-19 emergency has further underlined the importance of this issue, being the elderly one of the more disadvantaged and frailer social group., Highlights • Mobility effects on health, independence and social connectedness are considered. • Active ageing prevents long-term diseases and helps reducing healthcare costs. • Impacts on independence and social connectedness are less studied in the literature. • Research findings can orientate the design of age-friendly transport policies. • Understanding the older people's well-being requires a multidisciplinary approach.

The paper investigates the choice of the transport mode to access the city center of Trieste, Italy. We have collected revealed and stated choice data and attitudinal data in order to investigate the mode of transport used before and during the Covid-19 pandemic. We studied the main choice determinants jointly with respondents’ psychological attitudes using an integrated choice/latent variable modelling framework. The model incorporates choice data, generalized cost variables, random parameters, and latent variables. The latter capture the concern for the environment, both at global and local level, the attitudes towards physical exercise and the Covid-19-related risks. The model is applied to assess the impact of extending the density of the cycling lanes on active mobility. Our estimates indicate a potential increase in cycling which, however, would not translate into an increase in active mobility, since the bike would substitute some trips currently made by foot. We also detect a high substitutability between the bike and the bus, while the motorcycle and the car are much less affected. It is confirmed that the Covid-19 pandemic altered significantly the transport mode choices, having a strong negative impact on bus and shifting bus users towards private modes, both motorized and non-motorized.

The increasing population across the globe makes it essential to link smart and sustainable city planning with the logistics of transporting people and goods, which will significantly contribute to how societies will face mobility in the coming years. The concept of smart mobility emerged with the popularity of smart cities and is aligned with the sustainable development goals defined by the United Nations. A reduction in traffic congestion and new route optimizations with reduced ecological footprint are some of the essential factors of smart mobility; however, other aspects must also be taken into account, such as the promotion of active mobility and inclusive mobility, encouraging the use of other types of environmentally friendly fuels and engagement with citizens. The Internet of Things (IoT), Artificial Intelligence (AI), Blockchain and Big Data technology will serve as the main entry points and fundamental pillars to promote the rise of new innovative solutions that will change the current paradigm for cities and their citizens. Mobility-as-a-service, traffic flow optimization, the optimization of logistics and autonomous vehicles are some of the services and applications that will encompass several changes in the coming years with the transition of existing cities into smart cities. This paper provides an extensive review of the current trends and solutions presented in the scope of smart mobility and enabling technologies that support it. An overview of how smart mobility fits into smart cities is provided by characterizing its main attributes and the key benefits of using smart mobility in a smart city ecosystem. Further, this paper highlights other various opportunities and challenges related to smart mobility. Lastly, the major services and applications that are expected to arise in the coming years within smart mobility are explored with the prospective future trends and scope.

At present there is a global tendency in urban planning to privilege active mobility, especially in the central areas of the big cities of the world. We address the case of a medium-size city in a developing country like Argentina, which shares characteristics with other Latin American cities. The result of synthesizing experiences carried out in the city of Puerto Madryn, Patagonia Argentina is presented. The use of different instruments throughout various territorial actions allowed us to evaluate the social feasibility of implementing urban cycling policies in the city. Those instruments used were a specially designed mobile application for cyclists and two surveys that cover the cyclist’s profile and behavioral aspects towards cycling, respectively. The three of them have the common characteristics of being low-cost and simple to implement. The resulting social feasibility analysis reflects the importance of citizens’ commitment to cycling mobility. This analysis also gives an idea of the efforts needed to implement a policy in that regard. The results obtained indicate a high level of willingness to cycling, particularly among women. Family and friends support appears as a strength. Although infrastructure emerges as an important issue, it is not considered as urgent as other initiatives like safety driving campaigns, bicycle commuting programs and low infrastructure cost parking places. Traveling long distances and rough weather are inherent drawbacks of the Patagonian cities, however they were not observed as major impediments. We conclude that Puerto Madryn has an acceptable level of social feasibility towards urban cycling policies.

Concern about sustainability is rooted in the growing awareness that human activities have significant environmental impacts. Tackling impacts generated by mobility practices can pass through active mobility promotion. However, this requires knowledge of travel choices of different population groups, in order to be successful. Students are an interesting travelers group with particular living and mobility conditions. Lately, mobility issues have gained an increasing attention within educational institutions. This mobilization may be of benefit for their overall host area. Students can become trend-setters, creating a multiplying effect with their travel choices. Thus, student mobility characteristics require attention. In Serres, Greece, an action plan for active travel promotion was developed and there has been a recent investment on walking and cycling infrastructure. In this framework, the detection of travel patterns and attitudes of local student community can be really helpful for targeting relevant interventions. This paper departs from a research aiming at recording mobility choices of students of the Technological Educational Institute of Central Macedonia (TEI), located in Serres, through a web-based travel survey and at making suggestions for more sustainable travel behaviour. Results demonstrate that students are largely in favor of bicycle, they would welcome a joint bus and bicycle promotion and measures in favor of intermodality, e.g. properly equipped buses in order to have bikes on board. Also, students call for both hard and soft measures, like more cycling paths, additional bicycle parking equipment throughout the city, bike sharing schemes as well as incentives, like discounts in buying and maintaining a bicycle or reduction in bus tickets. This small scale effort is enriched by other recent works concerning Serres in the field of sustainable mobility and attempts to adjust their suggestions to students target group, as a starting point for an active travel strategy for the city.

Intermediate cities are urged to change and adapt their mobility systems from a high energy-demanding motorized model to a sustainable low-motorized model. In order to accomplish such a model, city administrations need to better understand active mobility patterns and their links to socio-demographic and cultural aspects of the population. During the last decade, researchers have demonstrated the potential of geo-location technologies and mobile devices to gather massive amounts of data for mobility studies. However, the analysis and interpretation of this data has been carried out by specialized research groups with relatively narrow approaches from different disciplines. Consequently, broader questions remain less explored, mainly those relating to spatial behaviour of individuals and populations with their geographic environment and the motivations and perceptions shaping such behaviour. Understanding sustainable mobility and exploring new research paths require an interdisciplinary approach given the complex nature of mobility systems and their social, economic and environmental impacts. Here, we introduce the elements for a multidisciplinary analytical framework for studying active mobility patterns comprised of three components: a) Methodological, b) Behavioural, and c) Perceptual. We demonstrate the applicability of the framework by analysing mobility patterns of cyclists and pedestrians in an intermediate city integrating a range of techniques, including: GPS tracking, spatial analysis, auto-ethnography, and perceptual mapping. The results demonstrated the existence of non-evident spatial behaviours and how perceptual features affect mobility. This knowledge is useful for developing policies and practices for sustainable mobility planning.

To increase levels of biking while improving safety, cities around the world have started building barrier-protected bicycle-exclusive cycle tracks between the sidewalk and the street. With cycle tracks, the unanswered urban planning issues include whether and where to plant street trees and, if planted, whether the trees in that location provide associated benefits. A visual preference survey (Strongly dislike/disagree = 1, to Strongly like/agree = 7) that involved the existing five cycle tracks in the Boston, MA area asked pedestrians and cyclists (N = 836, 49.3% cyclists) their preferences about whether trees should be planted and, if yes, the preferred locations on the sidewalk/cycle track they were using. Photomontages of pictures of those locations included: 1) no trees; 2) trees between the sidewalk and the cycle track; 3) trees between the cycle track and the street; 4) trees with bushes between the cycle track and the street, and, on one street; 5) trees in the street between the parallel-parked cars. In the five sidewalk/cycle track locations, trees were preferred. Trees with bushes between the cycle track and the street/parked cars were most preferred (mean 6.1) and trees between the cycle track and the street parked/cars were second most preferred (mean 5.8). In a test for differences between cyclists and pedestrians, pedestrians on only one sidewalk/cycle track preferred trees between the sidewalk and the cycle track (pedestrian mean 4.8 – cyclist mean 3.6). This difference in preference might indicate that some pedestrians prefer delineation to separate their walkway from the cyclists' pathway. Participants also indicated that trees and bushes located between the cycle track and street/parked cars were best at blocking perception of traffic (4.7), lessening the perception of pollution exposure (5.2), and making the participant feel cooler (5.4). With new-to-cities cycle tracks and the increasing focus on active mobility, a new standard could be trees on the roadside edge of cycle tracks.

Background With the advent of Mobility-as-a-Service packages to reduce car usage and (by extension) greenhouse gas emissions, it is crucial that researchers and practitioners consider mutual determinants and outcomes that link the adoption of multiple alternative modes. This study therefore investigates the joint usage of active travel (walking, cycling, bike-sharing) and public transit (bus, rail) modes with respect to personal and situational contexts. Methods Online survey data (n = 826) were collected across six Midwestern U.S. states using Amazon MTurk. Respondents indicated their average weekly usage of eight travel modes across three trip purposes so that multimodality could be assessed. Several psychological constructs were extracted via (a) the stages of change framework, used to indicate willingness to adopt new behavior, and (b) confirmatory factor analysis conducted on Likert scales rooted in theories of community, identity, norms, personality, and well-being. A multiple-indicators multiple-causes structural equation model is then employed to investigate the process of adopting a modality style that incorporates active and transit modes. Results The model confirms that compatible physical and social contexts, as well as navigational skills and openness to learning, are key primers of multimodalism. However, a path juncture stemming from neighborhood support for mobility innovation illustrates a potential polarity in outcomes between individuals and communities. In addition, the stage of active mobility adoption is linked to identity and norm activation, offering further guidance on what influences readiness for change. Conclusions The seamless integration of mobility services is critical to matching the convenience and comfort of the private vehicle; understanding potential pathways to sustainable mobility, though, requires analyses and interventions that are driven by well-being outcomes and grounded in rigorous psychological frameworks. The research findings offer practical guidance for identifying intervention opportunities to be linked with MaaS enrollment while demonstrating the need to illuminate how mobility might relate to social cohesion, identity expression, and various sources of satisfaction.

Urban cycling and mobility of care are in the spotlight of scholarly pursuits and policy agendas that promote sustainable and inclusive cities in the Global South. Recent research highlights the mobility of care as a differentiated type of mobility that mostly women execute. Additional literature focuses on the importance of improving health and environmental conditions through cycling. The connection between both bodies of literature has opened a space to consider how caregivers use the bicycle to perform their care duties. The Transport Gender Lab of the Inter-American Development Bank (IADB) financed a study focused on collecting data and developing a strategy to improve the safety conditions of cycling trips in which adults transport children to school. The study followed a mixed-methods approach that included focus groups and surveys in four districts of the city of Bogota. Based on the data from that study, the main objective of this paper is to explore how entrenched gender stereotypes intersect with the mobility patterns of male and female cyclists who take children to school in the four districts. It focuses on three particular gender stereotypes: women’s characterization as main caregivers, men’s exercise of toxic masculinity, and women’s vulnerability in the public sphere. The paper further aims at providing policy recommendations for mobility planning with a gender perspective that can contribute to increase women's safety and usage of bicycles to take their kids to school.

The limited available public space and the intention to promote active mobility, enhance the importance and the interest about pedestrians-cyclists shared spaces. This paper proposes a new methodology for determining the level of service (LOS) in shared spaces, based on the hindrance concept. In this context: a) the types of events between the users were identified, b) regression tree models for predicting the events’ frequency were developed, c) weights were assigned to the various events, based on their negative impact on users’ perceived comfort and safety. The assignment of weights consists a novelty of the proposed methodology since there is no other study attempting to identify their negative impact. Eventually, a mathematical formula suitable for optimizing the design and management of pedestrians-cyclists shared spaces, by minimizing users’ hindrance, is being produced. The objective of the methodology is to be a reliable and easy to use tool for planners and decision-makers. From the application of the methodology in the city of Thessaloniki, Greece, it is identified that: a) the pedestrian and bicycle flow rates play a decisive role in the frequency of experiencing events, b) “delayed passing” is the most disturbing situation for both pedestrians and cyclists, c) “passings” have similar negative impact on users’ perceptions with “meetings”.

Urban cycling is one of the main references for the development of sustainable mobility models [1]. Cycling is an active transport mode that is alternative to the use of public and private means of travel. At city scale it collects high levels of users satisfaction. Urban policies encouraging this transport mode are compared with modal split solutions that must take into account the morphological characteristics of the context as well as the organizational dimensions of urban transport. In this work, after highlighting good practices related to traffic moderation, the promotion of soft active mobility (Living street) and the widespread cycling in the urban context, we propose an intervention scenario for the development of an urban cycling infrastructure scheme that integrates current transport infrastructures (mechanized pedestrian mobility) according to a multimodal approach. The sample context is the city of Potenza (Basilicata - Italy). The focus on slow mobility is part of urban mobility strategies. The contribution described in this paper aims at the integration of mechanized pedestrian mobility and local public transport, by road and rail, with active cycle mobility. The aim is to demonstrate how the proposed scheme is feasible with respect to the steepness and integrates infrastructural solutions and reorganization of driveway mobility for widespread use of the bicycle (both traditional and the most innovative forms e-bike and pedelec).