Active Transportation Infrastructure Research Articles

Analysis of Decarbonization Potential in Mobility Sector with High Spatial Resolution: Study Case of the Metropolitan Area of Valencia (Spain)

This study addresses the urgent need for sustainable urban mobility through a comprehensive analysis of decarbonization potential in the metropolitan area of Valencia, Spain. The research is motivated by the imperative to mitigate climate change amidst high traffic and congestion levels. Utilizing the Origin–Destination matrix from the Valencian community’s mobility plan, the study prioritizes displacements for substitution by sustainable alternatives. Through a detailed case study analysis, critical areas for decarbonization are identified, and practical strategies to reduce carbon emissions are proposed. The methodology encompasses a thorough literature review on decarbonization measures, examination of existing plans, and analysis of sustainable trips with high spatial resolution using geographic information systems (GISs). The study identifies trips with significant decarbonization potential and assesses the current public transportation network. Spatial analyses illustrate demand patterns for sustainable transport options, emphasizing the need for tailored strategies. Key findings highlight the role of private and commercial transport in CO2 emissions, advocating for targeted interventions to enhance active transport infrastructure, promote carpooling, adopt low-emission vehicles, and improve public transport accessibility and efficiency.

Analyzing the link between built environment and physical activity: a spatial study in suburban area

Promoting physical activity is a significant concern that contributes to urban development, thereby fostering good health among city residents. This imperative highlights the interconnectedness between public health initiatives and the advancement of urban landscapes, reflecting the interdisciplinary nature of environmental science. Hence, this study aims to investigate the correlation between the built environment and access to physical activities within distinct local contexts. Utilizing the ordinary least squares estimation technique alongside spatial statistical analysis tools can facilitate the exploration of spatial disparities and interdependencies. Results pertaining to the built environment indicate significant differences within the built group context at a p-value level of 0.000. This suggests that within the local context, various activities, including those related to the transportation system, differ throughout the city. Findings regarding the link between the built environment and physical activity indicate that the relatively low R-squared values (0.10–0.20) may be attributed to the presence of grid areas with minimal walking distances. This finding underlines the key role of the built environment in promoting physical activity, highlighting the importance for urban planning and design to prioritize enhancements in active transportation infrastructure and increase access to urban activity nodes. This can be achieved by strategically distributing physical activity opportunities and ensuring accessibility via active transportation and public transit.

Supporting Local Public Health and Planning Professionals to Implement Built Environment Changes: A Technical Assistance Program to Promote Physical Activity in Texas.

Built environment approaches that improve active transportation infrastructure and environmental design can increase physical activity. Funded by the Centers for Disease Control and Prevention, the Texas Department of State Health Services rejuvenated the Texas Plan4Health program from 2018 to 2023 to expand such approaches in Texas by providing technical assistance to teams of local public health professionals and planners to identify and implement projects connecting people to everyday destinations via active transport in their communities. However, the COVID-19 pandemic prompted Texas Plan4Health to modify the delivery of technical assistance to accommodate restrictions on travel and in-person gatherings. We used qualitative methods to conduct a postintervention process evaluation to describe the modified technical assistance process, understand the experiences of the 4 participating communities, and identify short-term outcomes and lessons learned. Texas Plan4Health helped communities overcome common barriers to built environment change, facilitated collaboration across community public health and planning professionals, and educated professionals about active transportation infrastructure and the relationship between their disciplines, thereby increasing community capacity to implement built environment improvements. This outcome, however, was mediated by the pre-existing resources and previous experiences with active transportation planning among the participating communities. Public health practitioners seeking to improve active transportation infrastructure and environmental design for physical activity should consider community-engaged approaches that advance partnership-building and collaborative experiential education among public health, planning, and other local government representatives, directing particular attention and additional training toward communities with fewer resources.

Developing a statewide active transportation planning dashboard with mobility data

ABSTRACT Existing walking/biking data are often insufficient to support active transportation planning activities. This study used an emerging large-scale human mobility dataset to identify places where there are a higher number of short-distance trips to public places (expressed by a mobility index). Demographic variables were integrated into the mobility index to prioritize access for more people and address equity concerns. In addition, a safety index (reflecting crash injuries/fatalities involving pedestrians/bicyclists) and a connectivity index (reflecting the density of existing active transportation infrastructure) were also considered together with the mobility index in generating an investment potential score. All the indices/scores were mapped at hexagon and segment level on an online dashboard. The developed dashboard is expected to support statewide active transportation planning and project selection/prioritization decision-makings. The proposed methodology is replicable for any places that have few active transportation facilities and where pedestrian/bicyclist count data are not sufficient to model demand directly.

Active Transportation Infrastructure Investment Program (DOT)

Active Transportation Infrastructure Investment Program (DOT)

Strava Metro Data

The widespread adoption of mobile phone and other location-tracking devices, and the enormous amounts of data they produce, has provided municipalities with the opportunity to automate previously time-consuming and labour-intensive data collection processes. Municipal planners, in particular, have begun to integrate the aggregated data sets of private urban technology platforms into active transportation and broader infrastructure planning initiatives. To date, however, there has been limited research on the implications of this integration for municipal decision-making and governance processes. Using the Strava Metro data stream and its free-access model as a case study, this paper explores both the motivations behind municipal adoption of the Strava platform and the benefits that accrue from its usage. Through the application of a mixed methods approach, including the building of a use case database via a search of internet and academic literature sources and qualitative interviews with municipal planning staff, our research examines how Strava data is used to support the work of municipal planners and evaluates the strengths and weaknesses of that use. Our study finds that Strava Metro data aided municipal staff in the planning of cycling and pedestrian infrastructure, complementing available in-house data sets; helped spur new active transportation initiatives; and enabled innovation and professional curiosity on the part of planners. The paper concludes by exploring the ramifications of Strava data for community wellness and broader public realm improvements, as well as extending a discussion with respect to the platform’s sociodemographic representativeness and related limitations.

School accessibility assessment for walking and cycling; the role of street connectivity and land use variables

ABSTRACT Walking and cycling are not just physical activities; they are essential transport modes for students in most rural parts of Africa. Therefore, calling for their promotion without critically examining accessibility in a context where the effect of distance-related land use variables and streets -a major active transport infrastructure - are assessed, leads to a futile agenda in the continent. This study seeks to address this by applying the three-step catchment floating method to assess education/school accessibility through walking and cycling in the Ayawaso East Municipal Assembly (AEMA) and Tamale Metropolitan Assembly (TaMA) in Ghana. Additionally, the differences in accessibility, along with the association of street connectivity and land use variables such as the number and density of schools and catchment areas with education/school accessibility are determined by correlation and Mann–Whitney’s U-tests. The findings revealed a poorly connected dendritic road network system at both locations and shortcomings in school and street network planning that have left some communities vulnerable to low education opportunities. Without policy and planning interventions to address school siting and improve street connectivity, walking and cycling will not only be hindered, but education for some communities, particularly in TaMA may be compromised.

Localised Perceptions of Large-Scale Active Transport Infrastructure: Resident Attitudes Towards Pedestrian and Cyclist-Only Bridges on the Gold Coast, Australia

ABSTRACT Large-scale active transport infrastructure is essential to connect walking and cycling networks severed by physical impediments (e.g. waterways and motorways). Yet, implementations in car-centric urban areas have experienced localised ‘bikelash’ and Not-in-my-backyard (NIMBY) resistance. Our mixed-method, cross-sectional study from the Gold Coast, Australia, identified positive sentiments towards green bridge implementations within the broader urban area. However, support for future bridge implementations decreased with proximity to respondents’ homes. State and local governments planning new facilities must account for this geographical discounting effect, where residents want to reside near active transport infrastructure to derive benefit from them, but not too close.

Balancing Urban Development: Literature on the Nexus Between Affordable Housing and Urban Sprawl

The complex relationship between affordable housing and urban sprawl has major implications for cities all over the world. While urban sprawl offers lower housing costs and increased space as benefits, it also does present serious environmental, social, and economic issues. Undoubtedly, the rising cost of housing in the urban centers has forced the no income and the low-income populations to the periphery and thus increasing economic inequality and displacement. The growing urban sprawl has given rise to environmental degradation, social isolation, and economic inefficiency, which is further intensifying the displacement of low-income individuals and their families. This again is the remote cause of overcrowding as it restrains upward economic mobility. The aim of this research is to examine the complex relationship that exists between affordable housing and urban sprawl, and to propose ways to balance these dynamics. Key objectives include analyzing the adverse impacts of urban sprawl on the environment, societal fabric, and economic productivity; investigating the driving forces behind rising housing costs and their repercussions on low-income households; evaluating existing policies and strategies addressing affordable housing and urban sprawl; and proposing innovative solutions for sustainable urban development with equitable access to affordable housing. With the use of a literature review methodology, this study offers a comprehensive strategy. Stronger land use planning and zoning, improved public transportation and active transportation infrastructure, the expansion, building and preservation of more affordable housing, the promotion of social justice and community involvement and the use of technology and data-driven approaches are policy recommendations. The adoption of micro-units and tiny homes, co-housing and shared living arrangements, adaptive reuse and mixed-use development, community land trusts and housing cooperatives are some of the innovative recommendations. By striking a balance between affordable housing and sustainable urban development, these strategies hope to foster inclusive and thriving cities. Keywords: Urban sprawl, Affordable housing, Sustainable urban development, Low-Income Households, Land-Use Policy, Compact city planning, Community engagement

A simple agent-based model for planning for bicycling: Simulation of bicyclists' movements in urban environments

Bicycling can improve the sustainability and liveability of cities, many of which desperately require better active transport infrastructure. Urban and transport planners need to examine how improvements in infrastructure change bicyclists' behaviour. With this knowledge, investment in bicycling networks can be more efficient and encourage the use of bicycling for transportation. This study developed a simple Agent-Based Model (ABM) to simulate bicyclists' movements in response to the built environment and road network characteristics in the City of Penrith, in the Greater Sydney Area, Australia. In this case study, the GAMA platform was used to build the ABM and Strava and Riderlog data were used to calibrate and validate the model. The model outputs give insights into bicyclist movements through the road network. The incorporated built environment characteristics include the type of bicycling infrastructure, tree canopy, slope, land use mix, and vehicle traffic. These choice factors also allowed the computation of rider levels of comfort and safety on each trip. Potential refinements of the model include additional bicycling behaviour factors (such as aesthetic preferences), and bicyclists' interactions with each other and other modes of transport.

Support for Active Transport Policy Initiatives Among Canadian Adults: The Canadian National Active Transportation Survey

Objectives: To examine public support for active transportation (AT) policies and to identify demographic and behavioural predictors of support for each policy approach.Methods: Canadian adults aged 18 years and older (N = 2,868) provided information on demographic factors (e.g., age, income), place of residence (e.g., region, size of community), and the frequency with which they walked/wheeled or cycled to work or school in a typical week. In addition, they rated their support for AT-related policies (e.g., spending government money on more dedicated bicycle paths, offering tax credits for public transit passes, charging higher rates for parking to subsidize costs for AT infrastructure, changing the design of neighbourhoods and communities to encourage informal physical activity). Multinomial regressions examined demographics and AT behaviour as predictors of support for each policy approach, yielding a total of eight models.Results: Although most policy actions to promote AT were supported by Canadians, the level of support varied by the type of policy actions and by demographics and AT behaviour. A majority of Canadians supported policy approaches targeting environmental planning and fiscal measures that incentivized AT. A minority of Canadians supported policies aimed at regulation or coercive fiscal measures. The level of support for AT policies was higher among women, those with more education, younger respondents, those residing in central and eastern Canada, and individuals who engaged in AT.Conclusion: Canadians are supportive of policy actions to facilitate AT. This public support might be important for their future development and implementation.  

O.1.3-4 The MOVING policy index: assessing physical activity policy in 30 European countries

Abstract Purpose Physical activity policies play a key role in creating healthier environments where population health and prevention of non-communicable diseases is prioritised. However, fewer than one in five adolescents in Europe meet the daily physical activity recommendations of 60 minutes a day. Greater policy action is needed by national governments to create enabling environments which promote physical activity. The MOVING policy index assesses national government action in physical activity policy across 30 European countries. Methods Physical activity policy actions in 30 European countries were identified through a comprehensive scan with a set methodology, including verification by in-country government experts. These policy actions were benchmarked using evidence-informed aspirational attributes that assess the strength of policy design. Results Of the 30 European countries analysed, more than half did not take a comprehensive approach to physical activity policy, implementing policy actions across three key domains: active societies, people and environments. Policy action was concentrated in public communication, followed by physical activity promotion in schools and the community. Policies that offer physical activity opportunities in the workplace and training in physical activity promotion and that give physical activity training, assessment and counselling in healthcare settings received less attention from governments. The least action was taken on policy targeting active environments, such as active design guidelines and transport infrastructure, including promoting public and active transport. Eleven of the 30 European countries did not implement any policy actions in either policy area. Countries that did implement policy actions in these areas, received mostly poor assessments for their policy design. For example, 15 out of 22 countries that implemented policy actions on building structures received a poor assessment. Conclusions Greater action on better designed policy actions in physical activity is urgently needed across the 30 European countries analysed. Key gaps are seen in policies targeting the built environment and infrastructure for active transport. The MOVING policy index results can be used by policymakers, researchers and civil society, both at European or country level to inform advocacy for and design of physical activity policies.

Comparing municipal progress in implementing temporary cycle lanes during the Covid-19 pandemic.

This study investigates whether the Covid-19 pandemic opened a policy window of opportunity for the implementation of temporary cycle lanes, and how German municipalities differed in their implementation progress. The Multiple Streams Framework is used to guide the data analysis and interpretation of the results. A survey of staff working in German municipalities is conducted. The extent to which municipal administrations progressed in the implementation of temporary cycle lanes is estimated using a Bayesian sequential logit model. Our results show that of the administrations who responded to the survey most did not consider implementing temporary cycle lanes. The Covid-19 pandemic positively affected implementation progress of temporary cycle lanes, but only the first implementation stage, which was the decision to consider implementing this type of measure. Administrations are more likely to report progress if they already had plans for and experience with implementing active transport infrastructure and were located in areas with high population density.

Anticipated Transport Choices in a World Featuring Autonomous Transport Options

(1) Background: The automation of transport systems is well underway; however, it is unclear how this will affect people’s mobility choices. Changes in these choices have implications for health and the sustainability and efficiency of transport systems, making it important to understand how the advent of autonomous vehicles might affect people’s transport behaviors. The aim of the present study was to address this knowledge gap in the Australian context. (2) Methods: Respondents reported their demographic information, current transport behaviors, the perceived importance of transport-related factors, and attitudes toward autonomous vehicles. They then read a vignette describing a future scenario involving autonomous vehicles that was informed by expert stakeholders. After reading the vignette, the respondents selected those transport options that they would anticipate using in the depicted scenario. Descriptive analyses were conducted to examine changes in transport choices, while regression models were employed to identify the predictors of choices in the future scenario. (3) Results: Most respondents envisaged making greater use of active, shared, and public transport options in an autonomous future, compared to their current use of these options. The intended use of private transport options halved. The most consistent predictor for selecting a certain mode of transport was the current use of that option or its non-autonomous equivalent. (4) Conclusion: Overall, favorable changes in the envisaged use of transport were observed for the hypothetical scenario, which was characterized by improved public transport, a practical active transport infrastructure, and relatively cheap shared autonomous vehicles. If policymakers can act to realize these outcomes, the autonomation of transport is likely to lead to positive societal change.

The role of infrastructure and route type choices for walking and cycling in some cities in Ghana

ABSTRACT Infrastructure has contributed to eradicating poverty and improving the livelihood of people. In Sub-Saharan Africa, active transport infrastructure is less, poor, or lacking, which has become one source of the decline in cycling and efficiency in walking. This study sought to investigate the types of infrastructure or routes that active transport users are exposed to, determine their usage magnitude and solicit views regarding them through questionnaire surveys and screen-line counts in two major cities in Ghana. Active transport respondents who comprised of pedestrians and a few cyclists identified themselves with these infrastructures and route use frequently: streets, sidewalks, cycle lanes, unpaved footpaths, and ‘lungulungus’. Street and ‘lungulungus’ were the most used infrastructure or route choices by all age, gender, and occupation groups in both study locations at Ayawaso East Municipal Assembly and Tamale Metropolitan Assembly. The respondents chose to use these two mainly because they were direct, cohesive and safe. The fact that people used ‘lungulungus’ more than the provided infrastructures suggests poor planning of the built environment and inadequate dedicated infrastructure. This calls for a review of existing dedicated infrastructure and the provision of infrastructure that addresses the needs of pedestrians and cyclists.

Merging Green and Active Transportation Infrastructure towards an Equitable Accessibility to Green Areas: Barcelona Green Axes

The UN’s 2030 Sustainable Development Goals (SDGs) call for the provision of universal access to: (a) safe, inclusive, and accessible green and public spaces, and (b) safe, affordable, accessible, and sustainable transport systems for all. The Barcelona green axes plan aims to transform one third of the streets within its 19th century extension grid, increasing the tree cover and the vegetation, adopting sustainable urban drainage systems, limiting motor traffic, and providing a safer and more comfortable environment for pedestrians, cyclists, and other social activities in healthier environments. These transformations become even greater at the intersection of the axes, where former traffic junctions are becoming squares and urban gardens. This study gives an in-depth analysis of the origins of the superblocks plan, the rationale behind the transformation, and the implementation process. The GIS-based analysis shows how the green axes and the new square gardens (a) transform the city’s disconnected urban green areas into a more interconnected green infrastructure system, and (b) significantly increase accessibility to green areas. The study reveals this strategy’s potential to create a city of proximity, improve the well-being of the population, and build a more equitable city, which could be a useful tool for planning and decision making at both city and regional levels.

Effects of Te Ara Mua – Future Streets suburban street retrofit on traffic speed and volume: Controlled before-after study

BackgroundTraffic speed and volume are important determinants of road traffic injury rates for all travel modes, and high traffic speed and volume can deter walking and cycling. Te Ara Mua – Future Streets is a project in Māngere, Aotearoa New Zealand, that aims to make it safer and easier for people to get around their local neighbourhood, especially by walking and cycling. Key components include implementation of a street hierarchy and street design changes to reduce speeds on neighbourhood streets, as well as other components including improved active transport infrastructure. MethodsWe used tube counters to measure motor vehicle speed and volume before and after the intervention, at different levels of the street hierarchy: arterial, collector and local streets. A difference-in-differences approach was used to assess changes in the intervention area compared with a matched control area. ResultsWe found post-intervention mean speed reductions of 8 km/h on local streets, and 5–6 km/h on collector streets, relative to the control area. Mean traffic volumes reduced by 17–24% on local streets, with no change on collectors or arterials. Both post-intervention time points showed similar results, indicating a sustained effect. ConclusionsOverall, this intervention successfully reinforced a street hierarchy, creating local residential streets that are more conducive to road safety and active travel. Implementation of similar interventions in disadvantaged neighbourhoods could help reduce road traffic injury inequities within cities. The findings suggest a promising contribution to safer streets that are more attractive for walking and cycling. Our future research will evaluate broader impacts of this intervention on travel mode shift, injury rates and other health and social outcomes.

Impact of public transport disruption on access to healthcare facility and well-being during the COVID-19 pandemic: A qualitative case study in Metro Manila, Philippines

The COVID-19 pandemic has forced many governments to halt public transport operations. A consequence of such disruption is the reduction in access to critical facilities by individuals who rely on public transport for their daily mobility. We investigate the impact disparities caused by the restriction of public transportation on the access of healthcare workers and patients to healthcare facilities during the COVID-19 pandemic. Metro Manila is an appropriate case study site because the duration of suspension of public transport in the mega-city is one of the longest in the world. The prolonged duration of the lockdown could have devastating impacts on the well-being of individuals who are reliant on public transport to access essential services. Guided by the Yin-Eisenhardt approach to qualitative research, we examined the data from 55 individuals using within-case and cross-case analyses iteratively for the purpose of building a model on the impact of change in access due to public transport disruption on well-being. We mobilized constructs and concepts known in the literature, such as well-being, access, disruption, resistance, resilience, and vulnerability, in developing our two-step conceptual model. Given the profound impact of the prolonged and system-wide suspension of public transport on the well-being of individuals, it is necessary to provide sufficient public transport and active transport infrastructure and services that can cover their mobility needs. The two-step conceptual model from this study can provide guidance on specific policy interventions.

Incorporating equity into active commuting to school infrastructure projects: A case study

• The 2016 Austin Mobility Bond provided funding for active transportation projects. • The SRTS process prioritized projects using demand, community input, safety, and equity. • Qualitative data highlighted inequities in fund allocation, though equity was a criterion in project prioritization. • Low-resource communities need significant funding to achieve optimal SRTS infrastructure. • Prioritizing equity over equality in distribution of funds for SRTS projects is important. The City of Austin, Texas, USA allocated significant funding for comprehensive Safe Routes to School (SRTS) infrastructure projects split equally across Council districts, but allocated funds using a scoring system incorporating demand, community input, safety, and equity. This case study describes the SRTS project prioritization process and provides a qualitative assessment of how well health equity was addressed. Data from City of Austin reports were combined with school-level demographic data to determine equity of need distribution; interviews were conducted with city-level stakeholders. Area- and school-level socioeconomic status represented equity measures in prioritization of projects for construction. Results indicate that council districts with the highest funding needs had an average of >80 % economically disadvantaged students, and qualitative data identified the equal, but inequitable nature of the funding among the council districts was a top concern. Lessons learned from this process can serve as an example for equity considerations in active transportation infrastructure.

Examining the state, quality and strength of the evidence in the research on built environments and physical activity among adults: An overview of reviews from high income countries.

Built environments have been implicated in the development of chronic disease, with physical activity (PA) considered one of the critical mechanisms for this relationship. Substantial growth in research on built environments and PA makes navigating the available evidence challenging. To examine and describe the current state, strength and quality of research investigating the associations between built environments and PA domains of active living (i.e., leisure, transportation, occupational) and total PA among adults (≥18 years) from high-income OECD countries. We conducted an overview of systematic reviews. A systematic search of six bibliographic databases and grey literature from January 2000 to May 2020. Review quality was assessed with the AMSTAR2. Results by age group were synthesized narratively and direction of association displayed using harvest plots. Certainty of the evidence was assessed using a modified GRADE approach. The overview included 116 systematic reviews. Most evidence was cross-sectional and of low-to-very low quality. Moderate-to-high certainty of evidence supported positive associations between environments that support active transportation (e.g., walkability, walking infrastructure, street connectivity, land-use mix) and transportation PA among adults/working-aged adults. Across all age groups, there was very low-to-moderate certainty for consistent positive associations between point of decision prompts (e.g., signs in stairwells and along paths) and all PA. Evidence from older adults was of very low certainty and largely equivocal. There was little-to-no evidence for young and middle-aged adults and occupational PA. While there has been an increase in evidence from observational and natural experiment studies, most has been related to active transportation infrastructure and point of decision prompts. There remains a need for these studies to evaluate built environments for leisure and occupational PA and among younger and older adults, and for high quality reviews to summarize this evidence. Interventions that target changes to the built environment show promise for promoting PA among adults, providing an important means to combat the global physical inactivity crisis.