Access To Car Research Articles

Rural travel burdens in the United States: Unmet need and travel costs

Transportation accessibility, or the ease of reaching valued destinations, is a critical determinant of a person's ability to satisfy their essential needs. A lack of accessibility can result in travel burdens such as high transportation costs or unmet needs and adversely affect well-being. Prior research establishes the inverse relationship between travel burdens and access to transportation options such as public transit and proximity to destinations as well as a person's resources, including their income and access to a personal vehicle. Although travel behavior is understood to differ across rural versus urban contexts, little is known about the nature of travel burdens in rural communities. Using the 2017 National Household Travel Survey, this study quantifies and compares travel burdens in rural versus nonrural communities in the United States. In each context, we quantify and compare i) the magnitude of travel burdens, ii) who experiences travel burdens, and iii) the individual and environmental factors that are associated with travel burdens. We find higher rates of burdensome travel outcomes among rural residents. People who live in rural areas are more likely to report burdensome travel costs and unmet travel needs due to a lack of transportation options compared to people living in nonrural areas, and these differences are exacerbated for people without car access. Dispersed rural contexts are unique in that they exhibit a combination of higher rates of financial burden and unmet need relative to urban contexts. Within rural areas, financial burdens and unmet need are less prevalent for those who live in a small town when compared with those living in more dispersed areas, which suggests that even a small concentration of services and opportunities may facilitate greater access. Collectively, our results highlight the need for research that attends to context-specific needs and strategies to address travel burdens in rural communities.

Who is ready to live a car-independent lifestyle? A latent class cluster analysis of attitudes towards car ownership and usage

An excessive use of private cars for transportation has multiple negative effects on our society. It is therefore paramount to identify the underlying factors driving car usage among different segments of travellers. In this study, we aim to identify and characterise traveller segments in terms of their car-related attitudes and how different sociodemographic attributes, travel behaviour characteristics (such as using cars as the primary mode of transportation), and the accessibility of their place of residence vary amongst different population segments. Through Confirmatory Factor Analysis and Latent Profile Analysis we identify five different classes, namely car-detractors, −hesitants, −positives, −friends, and −lovers. More favourable car attitudes are associated with higher car ownership and access but, interestingly, there are no significant differences in terms of travel frequency and trip length distribution. This suggests that attitudinal differences relate mostly to modal preference rather than to the underlying travel demand patterns and the associated activities. We also see that car-less individuals are more likely to be car detractors, suggesting that the experiencing barriers for owning a car may contribute to developing more negative attitudes towards cars. Our results shed light on the different influencing factors and characteristics of individuals that consider, or not, a car-centred mobility.

Putting Automobile Debt on the Map: Race and the Geography of Automobile Debt in California

Most U.S. metropolitan areas developed alongside the automobile, producing neighborhoods of relatively low density. Consequently, access to opportunities in these neighborhoods is predicated on having an automobile, yet many households do not have the resources to purchase one outright, relying on automobile loans to spread out the purchase price. While automobile loans can enable automobile ownership, they also significantly increase the vehicle purchase price, particularly for non-white consumers subject to discriminatory lending practices.In this study, we rely on data from the University of California Consumer Credit Panel from Experian to examine the determinants and geography of automobile debt and its consequences in California, testing whether various automobile debt measures disproportionately affect non-white neighborhoods.We find that, controlling for other factors associated with automobile lending including income, Black and Latino/a neighborhoods have higher total automobile debt, debt burdens (debt relative to income), and automobile loan delinquency rates. In particular, Latino/a neighborhoods shoulder significant automobile debt, while borrowers in Black neighborhoods have the highest delinquency rates. Factors associated with lower total automobile debt and automobile debt burden include better credit ratings, higher residential densities, urban locations, and proximity to rail stations.The findings underscore the importance of policies to offset the costs of automobile ownership and access. As part of this, policymakers should adopt and enforce fair lending rules to combat discriminatory and predatory practices and facilitate access to high-quality financial institutions and products in communities of color.

Persisting social disadvantage and intercensal social mobility in Northern Ireland: an examination of morbidity and all-cause mortality using three waves of the Northern Ireland Longitudinal Study (NILS).

Objective and ApproachUsing census returns from three waves of NILS (1991, 2001, 2011) linked with mortality data, we examined morbidity/mortality outcomes by socio-economic disadvantage over time (using an individual-level deprivation index derived from educational attainment, social class, housing tenure and household car availability at each census). These were combined to generate two indicators of Intercensal social mobility: measuring no change, and upward/downward mobility between censuses. The relationship between mobility (2001-2011) and (separately) self-reported mental ill-health (MIH) at the 2011 Census and all-cause mortality (2011-2015) were examined using logistic regression and Cox PH modelling respectively. Results Population comprised 288,262 individuals aged 25-74 in 2011, recording 19,318 deaths (2011-2015) and 23,959 (8.3%) reporting MIH. MIH: those with no intercensal mobility followed the standard pathway associated with persisting disadvantage (comparing with the most advantaged the least advantaged recorded OR=16.13:95%CI=13.50,19.28); and while both the upwardly and downwardly mobile generally recorded higher ORs than those consistently most advantaged, the magnitude of ORs increased with social distance traversed; and ORs for downward mobility were consistently higher than with upward mobility. Patterns associated with all-cause mortality were similar. ConclusionsThis suggests: upward mobility retains something of the social patterning pertaining in social disadvantage levels left behind; downward mobility may be connected to ongoing health issues. Poor health outcomes remain strongly associated with socio-economic circumstance. Implications Research focusing on relationship between social mobility, disadvantage and health outcomes in NI is limited: access to more precise administrative data will enhance possibilities associated with evidence-based policy formation.

Invisible Rides: How Car-Less Americans Access Cars

How and why do zero-car households seek car access? We used a national online survey of 830 American adults and interviews with twenty-nine low- and moderate-income travelers about their car access behaviors to answer this question. We validated our findings with the 2017 National Household Travel Survey. Respondents got rides, borrowed cars, and used ride-hail to access grocery trips, social/recreational activities, and medical care. While most interviewees intend to purchase a vehicle in the future, they also desire better transit, suggesting that households without cars do not necessarily prefer car ownership.

Cycling or Ropeway – Two Choices of Environmentally Friendly Urban Modes

Ropeways have proven to be a suitable extension to public transport in Latin American cities. Numerous ropeway projects are being discussed in Europe. These have not yet progressed beyond the planning stage because, among other reasons, no assessments of potential demand have been carried out. Current travel demand models do not consider mode-specific properties of ropeways and cycling competing with public transport. Based on a stated choice experiment, a mode choice model for people without car availability was estimated. Besides standard attributes like travel times and costs, the impact of mode-specific attributes like service rates, crowding, reliability, personal attitudes and weather conditions were tested. A Mixed-Logit model was estimated showing significant influence of these attributes on mode choice in Graz, an Austrian city with a mode share of 20% each for cyclists and public transport. The introduction of a ropeway can increase the share of public transport, as the high capacity and reliability of ropeways have a positive effect. However, it is unlikely that some groups of cyclists will use the ropeway, as travel time and cost are factors that are more important. The database and the modeling approaches can also be applied to other ropeway projects.

Company cars and household car choices

Tax systems that favour company cars for personal use could cause households to have more cars. It could also affect the choice of fuel type. We investigate the relationship between household car choices and access to a company car through a difference-in-differences design using Norwegian microdata. We find that access to a company car is associated with an increase in the total number of cars and the number of combustion-engine cars. For electric cars, the results are inconclusive. However, wage growth and access to company cars are also positively correlated. Therefore, we cannot interpret the difference in the number of cars between the treatment and control groups as a causal effect of the company car scheme, but as a correlation. Still, existing evidence on the income elasticity of car demand suggests that the increase in the number of cars is unlikely to be driven by wage growth alone.

Complements or competitors? Equity implications of taxis and ride-hail use in Chicago

Taxis have provided on-demand mobility for decades, including to people earning the lowest incomes. However, studies reveal gaps in taxi service across many US cities due to factors such as fleet size limitations, information asymmetry, and discriminatory practices. Since 2010, the emergence of ride-hail services such as Uber and Lyft has revolutionized the transportation landscape, offering faster and more affordable alternatives to traditional taxis. Yet it remains unclear the extent to which ride-hail services may fill spatial-temporal gaps in taxi services or how car access shifted after the arrival of ride-hail services. Additionally, taxis may still play an important role in car access for people who rely on cash payments. This study uses longitudinal trip-level ride-hail and taxi data in Chicago, IL, to examine the shifting trip patterns across the two modes. We compared the spatial-temporal pattern of taxi and ride-hail trips, as well as the share of taxi trips paid for in cash across three periods; we then developed spatial regression models to investigate what factors relate to taxi cash payments. Results show that ride-hail services may, directly and indirectly, fill taxi service gaps. Additionally, population density, land use mix, and the proportion of people of color and zero-car households are positively related to the share of taxi trips paid in cash, while the number of ride-hail trips and banking density are negatively associated with the percentage of cash payments. Policymakers should consider the evolving interplay between taxi and ride-hail services and the significance of cash payments to ensure equitable access to transportation options for individuals without cars.

Comprehensive Sensitivity Analysis of Cost-Benefit Analysis Variables for Transport Interventions

Cost-benefit analysis (CBA) is the universally applied tool to assess economic viability in assisting decisions on transport investments. Its framework is heavily influenced by the numerous variables it considers through estimating and valuing the intervention’s effects. This paper – utilising the authors’ previously implemented CBA test environment – comprehensively analyses the sensitivity of significant variables of three typical CBA models for transport interventions (road, rail and urban) to understand the prevailing appraisal approach better and to help focus on further methodological improvements. Morris and Sobol methods were selected to study the global sensitivity of and the relations between the input parameters of the models. The sensitivity test of the three analysed models provided similar results regarding which variables are most influential in CBAs. Input variables such as the investment cost, the economic discount rate, forecasted GDP changes and specific elasticities to these GDP changes often have a firm but mostly linear effect. Value of time, vehicle operating cost and mode choice-related parameters such as car availability, car occupancy rate, level of service indicators (e.g. frequency of service) and potential to induce travel demand (proxied by a ‘no travel’ parameter) are inputs with considerable linear effects and greater interactive effects.

An Analysis of the Health Effects of Physical Activity due to Active Travel Policies in Rennes, France.

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. 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. 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. 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.

Alternate green and carsharing mobility options: A strategy to fight climate change in oil producing countries

In Kuwait, the number of private cars is significantly high. Hence, reducing private car ownership is one of the main necessary approaches to minimize greenhouse gas emissions. Globally, cities are countering the increase in private car ownership by providing a reliable public transportation system. In Kuwait, public transport consists of a bus system, which is not widely accepted by users since it does not provide connectivity to desired locations. However, providing carsharing services and ride-sourcing can be an alternative mode. In 2019, a service called Careem was launched in Kuwait which is considered a leading ride-sourcing company in the region. Meanwhile, carsharing is not introduced yet to Kuwait. This study aims to evaluate people acceptance of carsharing and evaluate the available transport modes in Kuwait which are Careem, Taxi, Private car and Bus. 373 people participated in this study through an online questionnaire, 40% of them were willing to use carsharing when it is introduced. Additionally, Chi-square test verified that males are more likely to use taxi and Careem services. Moreover, car availability had the biggest influence on not using public transport modes. To evaluate the current transport modes and the accessibility of transport modes, 5 trips with 5 different origins and destinations were selected. The results indicated that private car is the quickest mode followed by Careem. However, public transport showed bad results with no access in Al-Jahra area, with walking time exceeding 30 min from and to the station. The required carsharing vehicles was estimated using the questionnaire data, referring to the number of carsharing in Dubai. It was concluded that there should be at least a single car sharing in 785,398 m2. In order to increase the acceptance of public transport modes, it is highly recommended to extend its tours to cover more regions and reallocate bus stations to reduce walking time for users.

Exploring the user experience, quality, and provision of urban greenspace: A mixed-method approach

Urban greenspace plays a crucial role in city design, offering residents various benefits for their health and wellbeing. With increasing urbanisation and human population growth, urban greenspace is becoming an even more significant resource. By implementing a mixed-method approach, we conducted a comprehensive assessment of urban greenspace based on public usage and perceptions, and quality, availability and accessibility in Derby, UK. Our methodology included an online questionnaire to investigate greenspace usage and perceptions, an in-situ assessment to assess greenspace quality, and Geographical Information Systems analysis to quantify greenspace provision based on Natural England’s (2023) Accessible Greenspace Standards (AGS). We found that greenspace usage and perception vary according to demographic and socioeconomic aspects, with younger people and students showing lower engagement with greenspace. Positive engagement correlates with factors such as proximity, car access, employment, and education. We also found that moderately high levels of greenspace quality (69.47/100) are available in the city, with the most notable insufficiencies related to quietness/peacefulness, aesthetics, and naturalness. Finally, none of the AGS criteria are met at a city-wide scale given the lack of large greenspace sites (particularly over 100 ha) and inequalities in spatial distribution. Our study highlights the value of the use of different methodologies to assess greenspace-related factors and emphasises the significance of public engagement in evaluating greenspace quality. Additionally, we identified factors adversely affecting greenspace use, including parking fees and issues with facilities, amenities, and safety. We therefore recommend interventions to address these challenges and enhance greenspace experience and accessibility in the city.

Beyond the Company Carpool: Disadvantage and Informal Automobile Sharing Within and Between U.S. Households

Planners increasingly recognize connections between traveler constraints, automobile access, and travel behavior. The limited ability to travel via car—for economic or other reasons—greatly reduces mobility for many Americans, who overwhelmingly rely on automobiles for access. Yet public policy efforts to reduce excessive automobile travel often prioritize public transit, ignoring the high rates of private automobile sharing among U.S. travelers. Relatedly, few researchers have studied informal sharing and its relationship with traveler disadvantage, particularly for noncommute trips. To address this research gap, I analyze U.S. trip diary data from 2017. I use multinomial probit modeling to explore the relationship between disadvantage and informal automobile sharing. My definition of disadvantage includes people who have low incomes, travel-limiting physical conditions, and/or limited automobile access. I define several categories of informal automobile sharing to account for different dimensions of interhousehold and intrahousehold sharing. I find that transportation disadvantage is associated with most types of informal sharing, particularly borrowing cars and receiving rides from nonhousehold members. However, trip purpose—particularly noncommute trips—predicts the choice to share better than disadvantage does. Further, trip purpose has a stronger association with sharing among nondisadvantaged travelers. These findings suggest that informal sharing benefits disadvantaged travelers, but social and situational contexts also influence decisions to share transportation. I recommend policies to enhance automobile-based access for low-income travelers, including subsidies for carshare, ridehail, and private car ownership.

Vulmob, a new multidimensional indicator of mobility vulnerability

Mobility enables to find jobs, go to school or meet people. However, long distances, high costs, car dependency and poor accessibility are sources of mobility vulnerabilities. The current rise in fuel prices may have a strong impact on mobility, especially for households that rely heavily on their cars. Moreover, the need to reduce air pollution and greenhouse gases emissions requires the implementation of ambitious environmental policies. It is therefore necessary to identify transport poor households, affected by financial issues, as well as vulnerable households whose mobility would be strongly impacted by changes in individual mobility conditions and would have difficulties to adapt to this situation. To this end, we construct VulMob, a multidimensional indicator made up of thirteen individual factors organized in four dimensions: financial resources and transport affordability, work constraints, heavy car use and accessibility and structural constraints. We apply this indicator to the Grenoble area, in France. Our results show that 9.6% are highly vulnerable, meaning that they face at least six vulnerability issues and 5.5% of the households face transport affordability issues. A typology of five profiles of highly vulnerable households shows that some are financially constrained; others are heavy car users, work at night or face public transport accessibility problems.

Build environment, race, and walking behavior: A multiscale analysis

Hispanics have a documented higher risk of obesity than other ethnic minorities. Walking can reduce the risk of obesity and promote healthy living. However, walking behavior varies with race/ethnicity, and Hispanics’ walking behavior is less understood. This study compared the walking behaviors of Hispanic and non-Hispanic White residents in Salt Lake County (SLCo), Utah, at the personal and block group levels, based on data from the Utah Household Travel Survey (UHS), which covered 2800 households and 176 Hispanic individuals in SLCo, including their travel trips and socioeconomic status. Trip-level data from the UHS were aggregated into personal and block group levels based on trip ends for multiscale analysis. Our statistical analysis suggested that Hispanics’ walking frequency and density were significantly lower than those of non-Hispanic Whites. According to the personal-level model, education generally contributed to ethnic disparities in walking, but higher education did not increase Hispanics’ walking frequency. The block-group-level model showed that non-Hispanic Whites’ walking behavior was highly sensitive to the built environment. We also found positive impacts of worship accessibility on walking density, which might be unique to non-Hispanic White neighborhoods in SLCo. Built environment factors influenced Hispanics’ walking behavior less than that of non-Hispanic Whites, and the primary determinants included car ownership, driving license, and accessibility of public transit. The research outcomes of this study could provide implications for designing strategies to promote walkability based on ethnic disparities. This also encourages further investigations into the equity of walkable environments for different racial/ethnic populations as an environmental injustice issue.

Sistem Informasi Manajemen dan Monitoring (Simamo) Rental Mobil Berbasis Iot (Sub Sistem Manajemen)

Car rental is a business that provides car rental services to parties in need, both individuals and companies, usually ranging from a few hours to a few days. However, many car rental service providers experience several problems, such as a lack of vehicle monitoring, difficulty for renters to obtain information on car availability and data archives that are still conventional. The research method used was the waterfall system development method with UML system modeling. The programming language used is the PHP programming language and MySQL as the database. The system built has been tested using blackbox testing and whitebox testing and can run well. The features contained in the IoT-based car rental management and monitoring information system are car ordering, monitoring, managing car data and managing transactions. The aim of creating an IoT-based car rental management and monitoring information system is expected to be able to help renters and car rental providers in business processes.

50-year Deprivation Trajectories: Local Area Change in England and Wales, 1971–2021

Since 1971, the decennial censuses of England and Wales have underpinned the construction of various local level deprivation measures. Many policy-related and academic studies have used deprivation scores calculated cross-sectionally to identify geographical areas in need of regeneration and to explain spatial variations in health outcomes. However, such an approach masks the sometimes very distinct challenges faced in areas with different deprivation histories. There is, therefore, a need to consider the deprivation trajectories of areas over a long time run. This can then enable, for example: monitoring the effects of industry closure; assessing the impacts of area-based planning initiatives; and determining whether a change in the level of deprivation leads to changes in health outcomes. It can also be used to consider what interventions may be linked with positive changes and which could then possibly be implemented elsewhere. Here we extend previous work to cover a 50-year period using input variables relating to employment, housing, and car accessibility, from the six censuses from 1971 to 2021. We identify areas of persistent (dis-)advantage, those areas which have improved their deprivation situation, and those places where the situation has worsened. We cross-classify the changing deprivation measurements with the Office for National Statistics (ONS) Supergroups area classification to thereby determine how different types of area are faring. On average, areas are less deprived in 2021 than in 1971. However, the trajectories of the input variables and of overall deprivation are not linear. The earlier decades are distinctive in rapid falls in non-home ownership and lack of car access but rises and falls in unemployment. The more recent decades have seen rises in non-home ownership and household overcrowding. Geographically, there has been a shift from a widespread level of deprivation, including in more rural areas in 1971, to being more concentrated in urban areas in the 21st Century.

Satisfaction Analysis of Urban Rail Transit Based on the Personal Characteristics of Passengers

The influence of passenger gender, age, educational background, and other personal characteristics on satisfaction with an urban rail transit was studied. In total, 6340 valid questionnaires were completed, and basic data about the passengers were statistically analyzed. Based on AHP and the fuzzy comprehensive evaluation method, 94.594 percent of passengers reported overall satisfaction with the Qingdao rail transit; the data for subgroups based on gender, age, and other aspects were also calculated. An independent samples t-test and one-way analysis of variance were used to analyze the correlations between passenger satisfaction and the following parameters: gender, age, education, occupation, income, ride frequency, and private car availability. The results show that women attach more importance to the caring they feel in the process of travel than men, and no significant difference exists in travel satisfaction between passengers with private cars and those without private cars (p > 0.05). Older passengers report more satisfaction than younger passengers. Additionally, for passengers with high education and high income, satisfaction is lower in terms of safety, convenience, and comfort and caring. There are also significant differences in the safety, convenience, comfort, and caring experienced across different occupational groups. These research results provide a theoretical basis for understanding how passengers with different backgrounds perceive the operational services of an urban rail transit with regard to service defects, the weaknesses in the operation process, and passenger satisfaction.

Rethinking the implications of sprawl to building sustainable secondary cities; case of Tamale, Ghana

ABSTRACT There are two major debates on the discussion of urban sprawl; those who maintain that it has positive implications on development and sustainability of cities and those who are otherwise. This study contributes to this intellectual debate by examining both sides of the phenomenon in a single investigation, based on the perspectives of urbanites of a secondary city. The mixed-methods research approach was adopted for the inquiry. Using Tamale Metropolis as a case, primary data were collected from 386 household respondents and three agencies for the cross-sectional survey and key informant interviews, respectively. The results revealed that urbanisation is rapid with a correspondingly high rate of sprawl. The majority of the respondents (98%) reported an increased urban concentration in the area over the past decade. There has been a 60.7% increase in population increase between 2010 and 2021. Land cover analysis revealed that in 2010, approximately 9% of the total land area of the metropolis was built up, attributed to increasing population and corresponding increased demand for land for development. This increased to 16% and 26% in 2016 and 2022, respectively. The sprawling phenomenon was largely associated with rapid population growth, economic growth, availability of automobiles, improvement in road infrastructure and family nuclearisation. Though the study unravelled some benefits associated with sprawl, Tamale is still not an exception in terms of the documented adverse implications of sprawl. Relevant recommendations were thus made for capitalising on the positive impacts of sprawl while mitigating the associated challenges.

An Analysis of the Health Effects of Physical Activity due to Active Travel Policies in Rennes, France

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.