Cycling Facilities Research Articles

Cycle highway effects: Assessing modal choice to cycling in the Netherlands

Cycle highways are regarded as a promising new type of infrastructure because they promote longer-distance cycling between (sub)urban residential areas and work and study centers. This study examines whether the emerging network of regional cycle highways in the Netherlands has contributed to a modal shift from car to bicycle. More specifically, we investigate the effect of these routes on commuting bicycle mode choice. Our main data sources are a national travel survey covering commuting journeys that were made between 2010 and 2021 and a comprehensive dataset we have compiled to document the exact timing and status of all cycle highways in the Netherlands. We employ a difference-in-differences approach with a binary logit model, comparing bicycle mode choice versus the car for trips that benefited from a new cycle highway, before and after the introduction of the new infrastructure, with a control group of trips that were not affected by the construction of a new route. We present results from a novel routing-based approach to measuring exposure to this new cycling facility, which allows us to establish the extent to which the fastest route to work traverses a newly constructed cycle highway. After controlling for relevant covariates, our main results indicate that the introduction of cycle highways has contributed to a shift in commuting behavior toward cycling, with an increase of approximately 10 % in cycling probability post-intervention for trips highly exposed to cycle highways. The results also indicate some heterogeneity in the effects of cycle highways across different groups of individuals. The findings of this study are especially important in the context of the Netherlands (or similar biking countries, such as Denmark). Although these countries have well-established cycling infrastructure, they can still derive benefits from new cycling routes and can support decision-makers in other countries who want to invest in cycling in the near future.

Urban cyclists’ perception of risk using body and environmental monitoring

There is limited information on the influence of environmental and behavioural factors on cyclists’ risk perception. This study gives insights into the factors shaping cyclists’ perception of risk. Twenty-six cyclists were assessed for their psychological distress and previous cycling experience, following which their heart rate was monitored while cycling along a variety of urban routes. The findings are that cycling through commercial areas, one-way routes, and routes with speed limits reduced their perceived risk. However, wider cycling routes and bikeways were associated with an increased heart rate. This study implied that both individual and environmental characteristics significantly influence risk perception. Both the psychological well-being of cyclists and cycling infrastructure should be considered to promote urban cycling. Risk perception serves as an indicator to guide the development of urban cycling facilities, enabling urban planners and policymakers to promote healthier, more sustainable cities through effective promotion of cycling for urban commuting.

SPATIAL PARAMETERS FOR MULTIMODAL INTEGRATION AT METRO STATIONS: A CONDUCIVE CASE STUDY OF METRO STATIONS IN DELHI

Urban public transit contributes to the multisector growth of a developing economy and is an essential component of sustainable urban development. Public transit has seen considerable upsurge in ridership over the past decade. In order to make public transportation more appealing to regular commuters than private automobiles, the current infrastructure in the majority of India's metropolitan cities must be modernized in a sustainable way. The Delhi Metro was designed with an identical objective in consideration, anticipating the increasing concern over traffic in and around the Delhi region, and after being implemented, it significantly reduced the number of individual vehicles on the road. Delhi Metro operates within the framework of the citywide multi-modal integrated transportation system, reinforced by other modes such as buses and IPT. It is the lifeline of Delhi's urban transit system. This research paper aims to study numerous aspects of multimodal integration at metro stations in order to increase the passengers' comfort and convenience. Convenient transitions in a multimodal transportation system are greatly aided by station amenities like the physical infrastructure, which includes the parking space, transfer area, metro ridership data, pedestrian network, cycling facilities, feeder shelter, taxi stands (IPT Stands), etc. Furthermore, it intends to promote walkability by establishing a high-quality public realm that is both welcoming and secure for anyone to use. This research is centered around Delhi Metro stations on the Yellow line. An extensive inventory of the station area and a commuter travel time questionnaire were used to evaluate the current state of affairs. Several standards of design were analyzed to optimize the output of research. The inferences yield specific recommendations and modifications for the present system, in addition to identifying several best practices that could be reiterated across all stations.

Experimental Study on Combustion Characteristics of Solvent and Fire Behavior During a Solvent Fire at Nuclear Fuel Cycling Facility

A fire accident is one typical postulated accident in a nuclear fuel cycling facility. Safety-related data on a combustible fire are necessary to evaluate the safety of nuclear fuel cycling facilities under fire accident conditions quantitatively. Accurate and reliable data should be obtained by performing some demonstration tests. This study deals with the ignition and combustion characteristics of solvent involved at a nuclear fuel cycling facility and the fire behavior during a solvent fire. Small-scale and large-scale tests were conducted at the China Institute for Radiation Protection. The minimum ignition energy of the solvent under different temperatures was obtained. The test data were used to judge the possibility that the organic solvent ignited by a spark. Parameters such as combustion rate, smoke gas, aerosol release of solvent combustion, temperature distribution, and pressure change in the solvent fire cell were also obtained. The test results can be used as conservative estimates of the amount of aerosol release during a solvent fire. The experimental data also can be used to develop preventive and mitigation measures for solvent fire accidents. This paper puts forward information based on the experimental data and the recent international study.

Operating speed distributions in off-street cycling facilities by vehicle type and motorization

With the growing popularity of motorized Personal Mobility Devices (PMDs) for urban travel, there is increasing need to understand the impacts on transportation facility operation. Speed is a critical aspect of vehicle performance, and the lack of robust information on PMD operating speeds hinders facility design, regulation, and policy for safe and comfortable PMD integration. The objectives of this study are 1) to derive operating speed distributions for all Personal Mobility Devices in use on off-street “cycling” facilities in metropolitan Vancouver, Canada, and 2) to determine how PMD speeds are influenced by microenvironment factors including facility type, path grade, weather, and path traffic volume. Classified speed data for 27 PMD types were collected in 4 seasons at 12 sampling locations in Vancouver, Canada. Results from the 25,053 observations show that motorization increases speeds by 3, 10, and 13 km/hr for bicycles, skateboards, and scooters, respectively, which tends to homogenize average speeds across PMD types at around 20–24 km/hr. Motorization also decreases the effect of grade on speed by about 2/3rd. Even with motorization, bicycle and other PMD speeds rarely exceed the regulatory limit of 32 km/hr – except for sit-down electric scooters which have exceptionally high speeds. Scenario analysis indicates that even with large penetration rates of motorized PMD, a 30 km/hr design speed for off-street paths would still be appropriate, although less conservative.

Re-claiming urban neighbourhood streets for active transport – Evidence from Vasai, Maharashtra

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

PREFERENCES FOR BICYCLING AND CONNECTING TO BUS RAPID TRANSIT IN YOGYAKARTA, INDONESIA

The problem of limited interest in public transportation due to the restricted coverage of bus rapid transit (BRT) services can be addressed by enhancing door-to-door options. Providing feeder services to assist users in their journeys from start to finish is crucial to achieving this. One suggested feeder option is bicycles because they are faster than walking and eco-friendly. However, in Yogyakarta, there is currently no integration of bike lanes with BRT lanes, making it difficult to promote multimodal transportation. In addition to planning routes, it is important to consider the characteristics of BRT users when implementing multimodal transportation. This helps determine the BRT user category, enabling customized and prioritized service delivery. This study explores the factors that encourage users to use bicycles as feeders and offers insights into users’ preferences for cycling facilities. Data were collected through a questionnaire distributed to 200 BRT users selected randomly over 30 days. Based on the model tested using multiple regression analysis, the most popular and confident travel destination for BRT users is their workplace. Moreover, BRT users prefer bicycle lanes that are separate and distinct from other vehicle lanes and convenient bicycle parking locations near bus stops. This research provides valuable recommendations for all stakeholders, particularly the government, to enhance and sustainably improve public transportation services.

Cycling Frequency Changes During the COVID-19 Pandemic in Canada’s Most Populous Urban Regions

We surveyed 2,066 residents of Toronto and Montréal and Vancouver-area municipalities to identify changes in self-reported cycling frequency from before to during the COVID-19 pandemic. Results indicate that 5% of people who were infrequent cyclists (less than once a week) became frequent cyclists (at least once a week) over the pandemic; these were more likely to be men, those aged 30-59 years, those living in more urban neighbourhoods, and those who felt that new cycling facilities provided better access to their usual and/or desired locations via active transportation.

I bet you feel safe! assessing cyclists’ subjective safety by objective scores

Feeling safe is a major issue for cyclists, and some potential cyclists are still deterred from using the bicycle because they feel too unsafe. Assessing the subjective safety of existing cycling infrastructures and locations can be done by questionnaires that show pictures of infrastructures and ask participants for their safety ratings. However, future cycling infrastructures should also be evaluated as safe even before they are implemented. Therefore, it is desirable to have a method that is able to predict safety from infrastructural information. This study aims to propose two different ways for such a method and to test both ways in a use case. We first developed two scores, namely the Repertory Grid (RG) Score and the FixMyBerlin (FMB) Score, which predict subjective safety from objective environmental information but use different data bases and different methodologies. In a second step, we validated these scores by comparing them to questionnaire ratings that evaluated cyclists’ subjective safety at 20 locations in the city of Braunschweig, Germany. Finally, we compared the two scores as well as the questionnaire ratings with objective safety measures, namely crash statistics, at the respective locations. The results show that the RG Score has a moderate agreement and the FMB Score has a fair agreement with the questionnaire ratings. All methods agree on the overall safety evaluation of various cycling facilities. However, the RG Score showed less variance in the safety ratings, whereas the FMB Score rated most locations more unsafe than the participants in the questionnaire. Interestingly, neither the scores nor the questionnaire ratings could sufficiently deduce the occurrence of a crash at one of the locations. The findings strengthen the importance of subjective safety as a construct independent of objective safety. Furthermore, they provide insights into aspects of subjective safety that can easily be measured by objective scores, and into aspects that are important for cyclists but were not yet covered by the scores. This study, therefore, provides a basis for future considerations and future evaluation methods to assess the subjective safety of cyclists.

Cyclist’s travel distances and risk of falls in snowy and icy conditions in German cities

Introduction: So far, no studies are known that estimate distance-based risks for cyclist falls in snowy/icy conditions compared to other conditions to account for differences in cycling levels in the different weather situations. Method: The number of cyclist falls was gathered from retrospective surveys in Germany. Cycling distances were obtained from the German Household Travel Survey “Mobility in cities – SrV,” assigned to meteorological data, and validated against counts and own surveys. The number of falls per distance cycled and Risk Ratios for snowy/icy versus other weather conditions were estimated. Results: An average decrease of 53% in the distance travelled per person and day is estimated for snowy/icy days versus other days. This decrease is lower in regions with higher general cycling mode shares. We find average risks of falls from 9.5 to 16 (field surveys) up to 76.5 falls per 10,000 km (online survey) and average Risk Ratios for cycling in snowy/icy conditions of 20 (field survey conducted in times of other weather) to 36 (field survey conducted in times of snow/ice) and 38 (online survey conducted in times of snow/ice). The risk of suffering an injury in the event of a fall is lower in snowy/icy compared to other weather conditions. Conclusions: Seeing the current trend of growing general cycling levels in Germany, we expect more cycling in winter and, in case of unchanged winter weather and maintenance, a substantial increase of cyclist falls. The reduced risk of being injured in the event of a fall in snowy/icy conditions does not outweigh the higher risk of falling in the first place. Practical Applications: Improved winter maintenance on cycling facilities can help increase winter cycling and reduce the risk of falls at the same time.

Recreational Cycling Attributes, Perceived Value, and Satisfaction

ABSTRACT The aim of this research was to examine the development of attributes related to recreational cycling and how they affect the formation of satisfaction and perceived value among cyclists in Malaysia. A total of 466 responses were collected, and the study model and hypotheses were tested using Partial-least Square-Structural Equation Modeling (PLS-SEM). The study demonstrates how recreational cycling factors influence the process of building satisfaction through perceived value. The Theory of Consumption Value was applied to reveal that perceived value has varying contributions depending on the conditions. Accessibility and amenities were crucial in the development of recreational cycling, as they mediate perceived value components. On the other hand, tourism attractions and complementary services should be viewed positively despite their inability to mediate perceived value components. The study offers guidance to tourism stakeholders and policymakers in designing recreational cycling facilities and services. Overall, this study’s empirical findings provide valuable insights into the relationship between recreational cycling attributes, perceived value, and satisfaction, which can inform recreational cycling behaviors.

Situating divergent perceptions of a rapid-cycling network in Montréal, Canada

As cities work to accelerate sustainable-transport transitions, the expansion of cycling networks has become a significant topic of debate. Even as cycling mode shares are increasing across a number of North American contexts, ‘bikelash’ (i.e. community opposition to cycling facilities) remains prevalent. In this paper, we draw from qualitative questionnaire data and spatial analysis from Montréal, Québec to contribute a situated understanding of factors influencing both positive and negative social perceptions of cycling infrastructure. Our analysis confirms general trends that contribute to residents’ overall satisfaction with recent cycling interventions, including enhanced safety considerations and family-friendly infrastructure. We also identify particular sources of bikelash that require deeper consideration, including conflicting ideas about the impacts of cycling facilities on local businesses, divergent opinions about the planning process, perceived inequities in the distribution of cycling networks, as well as issues of seasonality and modal integration. These findings can be of interest to practitioners and decision makers working to support sustainable-mobility transitions, including recommendations on public communication and consultation processes, winter cycling facilities, integrated infrastructure for active travel, as well as the inclusion of social equity and critical disability perspectives.

What is on the Bicycle Paths? A Detailed Vehicle Taxonomy with Mode Share Data for Off-Street Paths in Metropolitan Vancouver, Canada

The trend of increasingly multi-modal urban transportation has accelerated with the advent of low-power vehicles such as electric-assist bicycles, scooters, and skateboards. Despite increased attention, little is known about the actual usage of these vehicles, such as their mode shares in off-street and cycling facilities. The objectives of this study are to: (1) catalog all motorized and non-motorized vehicles in use on cycling facilities in metropolitan Vancouver, Canada; (2) create a taxonomy of the vehicles using visually identifiable features; and (3) determine volumes and mode shares for each vehicle type. We develop and validate a field data collection method using pneumatic tubes synchronized with video cameras, and collect classified volume data at 12 strategically selected locations over four seasons. A total of 25,282 vehicles are classified from more than 450 h of video data, categorized into 27 types using 10 features, such as number of wheels, number of axles, and existence of a battery/motor. Conventional (non-shared) bicycles are still the dominant vehicle in use, with a mode share of 90%. Although a variety of motorized personal mobility devices are present in cycling facilities, their mode shares are still extremely small. Electric bicycles are the most common motorized vehicle, with a mean mode share of 4% (ranging from 0% to 20% by location-date). The proposed taxonomy enables consistent empirical data collection to evaluate mode share trends and patterns, and to study the impacts of regulatory changes, incentive programs, and new infrastructure.

Analyzing the Behavior and Growth of Cycling in Four North American Cities Before, During, and After the COVID-19 Pandemic

The paper highlights the changes in cycling patterns and ridership trends across 12 years (including the COVID-19 pandemic) in Montreal, Vancouver, Ottawa, and New York. Using data from 17 bicycle counting stations, changes in the dynamics of daily and weekly profiles before and during pandemic were determined. Additionally, the ridership demand evolution across the years was explored using models that controlled for variations in the weather. All the studied bicycle facilities experienced changes in the daily and hourly patterns in 2020 (the first year of the pandemic), tending toward recreational purposes. Significant growth in bicycle activity during the first year of the pandemic has been found, but trends for the following years (2021 and 2022) have not been studied. This study found that all counting sites located on cycling facilities primarily used for utilitarian purposes experienced a growth in ridership during 2020. Ridership on utilitarian corridors in Montreal and New York City grew considerably during the pandemic before stabilizing in 2021 and 2022. The same counting sites rapidly reverted to utilitarian hourly and daily patterns in 2021. The mixed-utilitarian bicycle facilities in Ottawa and Montreal shifted toward more recreational uses during the pandemic, though ridership did not grow in 2021 and 2022. All the counting sites in Vancouver shifted toward mixed use during the first year of the pandemic and did not show any clear signs of reverting to their utilitarian patterns.

Exploring barriers and perceptions to walking and cycling in Nairobi metropolitan area

IntroductionWalking and cycling as a form of active travel offer an opportunity for individuals to engage in physical exercises while performing a functional journey. Notwithstanding, the large proportion of the population relying on non-motorized transport (NMT), namely walking and cycling, has not been prioritized. At a time when lifestyle health challenges such as obesity and other non-communicable diseases are on the rise, walking and cycling would provide a window of opportunity and potentially provide exercise and thus improve the general health and wellbeing of the population. More than 75% of total daily trips made by Africa's low-income population are made by walking, compared with 45% by the more affluent people. Walking and cycling, considered low-carbon emission modes of transport, not only enhance urban quality but also boost social cohesion. Despite these potential gains, poor NMT infrastructure systems, low integration with the other modes of transport, and non-committal by law enforcement to protect pedestrians and cyclists still define the NMT ecosystem.MethodsThis study used descriptive methods to explore the barriers to and citizen perceptions of walking and cycling in Kenya's capital, the Nairobi Metropolitan area.Results and discussionPoor or absence of proper NMT infrastructure systems, safety concerns due to poor planning, lack of targeted policies as well as low or no capacity to ride a bicycle are among the predominant factors that undermine the use of NMT in Nairobi. However, a majority of citizens find no positive link between walking and/or cycling and poverty, a significant deviation from some prior studies and report.RecommendationsOther than scaling up walking and cycling facilities, this study strongly recommends the use of participatory city frameworks to support NMT research, transport policy, and the needs of those already using walking and cycling as active modes of transport.

Cyclist Class in Jakarta During the Covid-19 Pandemic Based on Cycling Behavior and Facility Preferences

The Covid-19 pandemic affects many aspects, including transportation. Campaigns to reduce social distance have changed people's daily travel behaviors. Moreover, increased health awareness leads to increased bicycle usage, including in Jakarta. However, the lack of proper bicycle lanes along the road in Jakarta makes cyclists unsafe. Therefore, the Bicycle Level of Service method uses to evaluate the feasibility of a section of the bicycle lane in South Jakarta. As the number of cyclists in Jakarta grows, so do their characteristics. The diversity of cyclists may also reveal facility preferences. Hence, the Latent Class Analysis is carried out to determine a cyclist’s class likelihood. A sample of bicycle users in Jakarta and its surroundings was studied using descriptive quantitative analysis. Lastly, this study performed the cross-tabulation analysis to examine the relationship between cycling classes in Jakarta and the preferences on cycling facilities during the pandemic. The study results indicate that daily mobility in Jakarta changed during the pandemic, with an increase in bicycle users and the emergence of three cyclist classes: Recreational, Sport, and True. In addition, the feasibility evaluation of the existing bicycle lane shows an increase in the bicycle level of service since the time prior to the pandemic.

Do cycling facilities matter during the COVID-19 outbreak? A stated preference survey of willingness to adopt bicycles in an Indonesian context

This study aims to evaluate to what level bicycles can replace motorized vehicles during the outbreak. The survey respondents were asked to choose between a bicycle and existing motorized vehicles for seven choice scenarios based on traffic congestion and bicycle infrastructure. This study integrated a multiple-indicator, multiple-cause (MIMIC) and a mixed logit model to examine the attitudes change caused by the outbreak and the social influences on the preference for bicycles. The results indicated that developing bicycle infrastructure encourages the adoption of bicycles, although most users tend to come from low-income and less-educated people. Based on the MIMIC model results, this study found significant differences in attitudes change and social influences across respondents’ socioeconomic characteristics, as male respondents were more likely to be easily influenced by their friends with respect to cycling than females. Attitudes change related to global warming and environmental consciousness also affected the preference for bicycles.

Evaluation of Cycling Safety and Comfort in Bad Weather and Surface Conditions Using an Instrumented Bicycle

Understanding how vulnerable road users (cyclists and pedestrians) behave enables the construction of better roadways with adapted geometric and surface design which leads to improve cycling safety and comfort. This study examines the behavior of cyclists using an instrumented city bicycle that allows collecting exact data about bicycle dynamics, trajectory, and speed, as well as essential information to study the behavior of the cyclists, their reaction to the different features of the road surface and geometric design, and their interaction with other road users such as pedestrians, vehicles and other cyclists. 22 cyclists participated in an experiment following a predetermined route in Stockholm, Sweden. The route consisted of a circuit with different types of cycling facilities in order to study the different interactions (cyclist-car and cyclist-pedestrian), the circuit was divided into 3 zones: the first is mixed traffic, the second is a separate cycling lane and the third is shared pedestrian-cycling path. The results show significant data to evaluate cycling safety and comfort in snowy weather conditions and the perception-reaction behavior of cyclists; accordingly, the infrastructure-related risks were evaluated from subjective and objective points of view. In this paper, we propose a new concept to evaluate cycling behavior. This concept allows us to evaluate cyclists’ behavior through the calculation of Behavioral Risk Indicator (BRI) based on different risk factors owing to weather, road and traffic conditions, interaction with other road users and reaction to infrastructure drawbacks. The applications of the proposed concept allow us to evaluate the risks caused by multiple traffic factors and infrastructural drawbacks and study cyclist–bicycle–road interactions and their influences on cycling safety. In addition, the concept provides a new foundation for establishing cycling safety measures that could be applied to improve the infrastructure and reduce traffic accidents in order to attract more people to ride bicycles.

Gendered travel behaviour in micromobility? Travel speed and route choice through the lens of intersecting identities

Evidence shows that the use of micromobility vehicles is currently skewed towards young men, who are more likely to adopt risky behaviours, such as fast or aggressive riding. However, research on micromobility travel behaviour founded on GPS data has repeatedly failed to disaggregate findings by gender, or to account for intertwined sociodemographic identities. In this study, we investigate how bike-share cyclists and private e-scooter riders navigate through Barcelona's cycling facilities, and whether intersecting identities (in terms of gender, age and parenthood) influence their performance. Using 911 GPS-tracked trips of 89 participants, we build a multilevel linear mixed effects model that analyses the speed at which cyclists and e-scooter riders travel. The results show that the speed gender gap is particularly salient among e-scooter users, while being almost non-existent among cyclists. The model further indicates that cycling facilities influence riding speed, and that intersecting identities significantly explain how micromobility users circulate through the city. Drawing on theories of performativity and embodiment, we argue that findings pointing to gender differences in travel behaviour might be explained by women's unwillingness to negotiate traffic or tolerate harassment in highly masculinised spaces. These findings contribute to the limited available knowledge on the objective travel behaviour of micromobility users from a gender and intersectional perspective, i.e. recognising the complex way in which multiple forms of discrimination associated with identity combine. We also provide valuable insights into how the design of urban environments and targeted policies can have diverse effects on different micromobility users.

P06-03 Associations between walkability and physical activity of Hungarian adults, preliminary study of the EUPASMOS project

BackgroundWalkability is a new definition in sport and health science in Hungary. In our study the walkability was measured by NEWS-Hungarian questionnaire first time in Hungary and our research aim was to compare neighbourhood walkability to physical activity level.MethodsThe study comprised 593 participating adults (248 males and 345 females). The data was collected during February-May 2019 using quota sampling by age and gender representing the Hungarian adult (18+) population. The physical activity was measured by RM 42 hip-worn triaxial accelerometer for 7 consecutive days using vigorous, moderate to vigorous activities and daily steps scores. The walkability was measured by walking and cycling facilities subscale (10 questions) of NEWS-Hungarian questionnaire. The subscale measured the environment's possibilities and quality for walking and cycling. Data were presented as mean ± standard deviation, Spearman's rank correlation was used to analyse data using SPSS 24. program, where level of significance was set at p > 0.05.ResultsThe mean age of the participants was 44.41±18.64 and their average number of daily steps was 7308.47±6993.86. 69.05% was lived in cities and 30.05% in rural areas. The respondent's opinion about the walking and cycling around their place of living was measured by a 4 point scale (1 = strongly disagree and 4 = strongly agree), where we found 2.76±2.8 mean scores. The walkability score was showed significant but weak correlation with accelerometer-measured vigorous PA (R = 0.124, p = 0.004). But the accelerometer-based number of steps was not showed correlation with walkability (R = 0.058, p = 0.184).ConclusionsAccording to our results the built environment, especially walking and cycling places had significant but weak effect on physical activity patters. The participants were somewhat satisfied with walking and cycling possibilities of their built environment but this was not affected directly the time spent physically active. This study used first time the NEWS-Hungarian walkability scale to have a better understanding of the country specific details and compared them with PA level of the population further analysis needed.