Search results

The planning of bicycle infrastructure across our cities remains a complex task involving many key stakeholders, including the community, who traditionally have had limited involvement in the planning process. This research develops an interactive bicycle prioritisation index tool which includes participatory spatial and textual citizen feedback. The research involves three components. Firstly, results of a survey of current cyclists in Sydney (n = 280), their current level of participation, priorities in investment in cycling and preferred locations for cycling infrastructure. This survey was undertaken between May and June 2020. Secondly, it documents the development of an interactive, digital bicycle planning tool which is informed through citizen feedback. Thirdly, it evaluates the approach in conversation with potential end-users, including government, planning practitioners, and advocacy group members. A clear preference for active participation mechanisms (86%) was articulated by current cyclists, as opposed to a reliance on the existing data available and passive data. The resulting tool was understood by interview participants and documented both existing utility and future work needed for practical implementation of similar systems. The research proposes the combination of multiple passive and active data traces with end-user evaluation to legitimise the citizen co-design of bicycle investment prioritisation initiatives. A case study approach was taken, focusing on the city of Sydney, Australia. The bicycle planning support system can be used by cities when engaging in cycle prioritisation initiatives, particularly with a focus on integrating citizen feedback and navigating the new and complex data landscapes introduced through recent, passively collected big data sets.

Background: An established relationship exists between the built environment and active travel. Nevertheless, the literature examining the impacts of different components of the built environment is limited. In addition, most existing studies are based on data from cities in the U.S. and Western Europe. The situation in Chinese cities remains largely unknown. Based on data from Nanjing, China, this study explicitly examines the influences of two components of the built environment—the neighborhood form and street form—on residents' active travel. Methods: Binary logistic regression analyses examined the effects of the neighborhood form and street form on subsistence, maintenance and discretionary travel, respectively. For each travel purpose, three models are explored: a model with only socio-demographics, a model with variables of the neighborhood form and a complete model with all variables. Results: The model fit indicator, Nagelkerke's ρ2, increased by 0.024 when neighborhood form variables are included and increased by 0.070 when street form variables are taken into account. A similar situation can be found in the models of maintenance activities and discretionary activities. Regarding specific variables, very limited significant impacts of the neighborhood form variables are observed, while almost all of the characteristics of the street form show significant influences on active transport. Conclusions: In Nanjing, street form factors have a more profound influence on active travel than neighborhood form factors. The focal point of the land use regulations and policy of local governments should shift from the neighborhood form to the street form to maximize the effects of policy interventions.

Today, chronic and degenerative diseases represent the main cause of mortality ine the world. Most of these diseases were linked with the occidental current way of life and more particularly with the nutritional behavior ( food and physical activity). For example, in the physical activity field, encouraging active mobility ( walking and cycling ) has become a priority of public health policies. Characteristics of the urban environment can facilitate or limite active mobility. Modifying urban characteristics in order to support active mobility requires a precise and extended knowledge of these characteristics and their links with physical activity behavior. Therefore, one of these research challenges in this field is to assess active mobility in real-life context. In a pilot study, we tested multi-sensor methods using both GPS receivers and accelerometry-based movement counter. The purpose of the present study is to test out this mult-sensors method, to analyse the main results, to identify its strengths and weaknesses and to suggest future developments that could be provided. ; Aujourd'hui, les maladies chroniques et dégénératives représentent la principale cause de mortalité dans le monde. La plupart d'entre-elles ont été mises en relation avec le mode de vie des sociétés occidentales, et plus particulièrement avec le mode de vie des sociétés occidentales, et plus particulièrement avec le comportement nutritionnel (alimentation et activité physique). Dans le domaine de l'activité physique par exemple, encourager les mobilités actives (la marche et le vélo) apparaît maintenant comme une priorité des politiques de santé publique. Les caractéristiques de l'environnement urbain peuvent faciliter ou limiter la pratique des mobilités actives. Modifier ces caractéristiques urbaines dans le but de favoriser la pratique de ce type de mobilités nécessite une connaissance vaste et précise de ces caractéristiques et des relations qu'elles entretiennent avec l'activité physique. Actuellement, un des challenges de la ...

Today, chronic and degenerative diseases represent the main cause of mortality ine the world. Most of these diseases were linked with the occidental current way of life and more particularly with the nutritional behavior ( food and physical activity). For example, in the physical activity field, encouraging active mobility ( walking and cycling ) has become a priority of public health policies. Characteristics of the urban environment can facilitate or limite active mobility. Modifying urban characteristics in order to support active mobility requires a precise and extended knowledge of these characteristics and their links with physical activity behavior. Therefore, one of these research challenges in this field is to assess active mobility in real-life context. In a pilot study, we tested multi-sensor methods using both GPS receivers and accelerometry-based movement counter. The purpose of the present study is to test out this mult-sensors method, to analyse the main results, to identify its strengths and weaknesses and to suggest future developments that could be provided. ; Aujourd'hui, les maladies chroniques et dégénératives représentent la principale cause de mortalité dans le monde. La plupart d'entre-elles ont été mises en relation avec le mode de vie des sociétés occidentales, et plus particulièrement avec le mode de vie des sociétés occidentales, et plus particulièrement avec le comportement nutritionnel (alimentation et activité physique). Dans le domaine de l'activité physique par exemple, encourager les mobilités actives (la marche et le vélo) apparaît maintenant comme une priorité des politiques de santé publique. Les caractéristiques de l'environnement urbain peuvent faciliter ou limiter la pratique des mobilités actives. Modifier ces caractéristiques urbaines dans le but de favoriser la pratique de ce type de mobilités nécessite une connaissance vaste et précise de ces caractéristiques et des relations qu'elles entretiennent avec l'activité physique. Actuellement, un des challenges de la recherche dans ce domaine est de mesurer les mobilités actives dans leur contexte réel. Dans une étude-pilote, nous avons testé des méthodes de recueil de données issues de relevés multi-capteurs utilisant des GPS et des accéléromètres. Le but de cette étude est de tester cette méthode, d'analyser ses principaux résultats d'identifier ses forces et ses faiblesses et de suggérer des perspectives de développement.

Today, chronic and degenerative diseases represent the main cause of mortality ine the world. Most of these diseases were linked with the occidental current way of life and more particularly with the nutritional behavior ( food and physical activity). For example, in the physical activity field, encouraging active mobility ( walking and cycling ) has become a priority of public health policies. Characteristics of the urban environment can facilitate or limite active mobility. Modifying urban characteristics in order to support active mobility requires a precise and extended knowledge of these characteristics and their links with physical activity behavior. Therefore, one of these research challenges in this field is to assess active mobility in real-life context. In a pilot study, we tested multi-sensor methods using both GPS receivers and accelerometry-based movement counter. The purpose of the present study is to test out this mult-sensors method, to analyse the main results, to identify its strengths and weaknesses and to suggest future developments that could be provided. ; Aujourd'hui, les maladies chroniques et dégénératives représentent la principale cause de mortalité dans le monde. La plupart d'entre-elles ont été mises en relation avec le mode de vie des sociétés occidentales, et plus particulièrement avec le mode de vie des sociétés occidentales, et plus particulièrement avec le comportement nutritionnel (alimentation et activité physique). Dans le domaine de l'activité physique par exemple, encourager les mobilités actives (la marche et le vélo) apparaît maintenant comme une priorité des politiques de santé publique. Les caractéristiques de l'environnement urbain peuvent faciliter ou limiter la pratique des mobilités actives. Modifier ces caractéristiques urbaines dans le but de favoriser la pratique de ce type de mobilités nécessite une connaissance vaste et précise de ces caractéristiques et des relations qu'elles entretiennent avec l'activité physique. Actuellement, un des challenges de la recherche dans ce domaine est de mesurer les mobilités actives dans leur contexte réel. Dans une étude-pilote, nous avons testé des méthodes de recueil de données issues de relevés multi-capteurs utilisant des GPS et des accéléromètres. Le but de cette étude est de tester cette méthode, d'analyser ses principaux résultats d'identifier ses forces et ses faiblesses et de suggérer des perspectives de développement.

Transport of trace gases within the atmospheric boundary layer plays a key role in feedback processes between the earth's surface and the atmosphere and consequently in ecosystem budgets of carbon and nitrogen (among many more). For a correct quantification of the exchange between surface and atmosphere, it is crucial to understand the transport processes involved and to determine limitations of the presently available measurement techniques in order to apply the right technique with respect to the currently active transport processes. This dissertation focuses on three topics: (a) The analysis of effects of vertical transport mechanisms on surface measurements of trace gases, (b) the appropriate choice of an experimental setup to assess specific measurement errors of moving measurement systems and (c) the application of a series of measurement techniques for surface fluxes of reactive trace gases to determine their degree of agreement and to assess potential source of deviations. To study the impact of vertical transport mechanisms on surface trace gas measurements, this thesis presents a comprehensive set of measurements at the surface and within the atmospheric boundary layer (by tethered balloon). It enables the attribution of a recurrent negative excursion of ozone mixing ratios in the morning hours at a mountain summit to a very efficient vertical transport by free convection ...

High pre-World-War-2 modal shares of cycling in European countries sharply decreased during the post-war decades. In the 1990s, European governments introduced policies to increase bicycle use. However, a database or longitudinal study on the development of bicycle use in European countries is lacking. The goal of this paper is to examine to what degree the amount of cycling has increased over the past decades, also in the context of potentially competing modes. Distances travelled per capita according to National Travel Surveys have been collected and were aggregated to seven 4-year periods between 1990 and 2017. Multilevel regression analyses on distance travelled per capita by bicycle, on foot, by public transport, and by passenger car were conducted for all countries. Additionally, analyses were conducted for which the 14 countries with data on bicycle use were divided in three groups categorised according to distance cycled per capita at the beginning of the study period. Distance cycled per capita per year ranged from some 30 km to 900 km. The results of all four regression analyses suggested that distance cycled per capita remained fairly constant over the past decades. Germany is an exception with some 150 km per capita more, in relative terms a 50% increase. Geographical variation in development is evidenced by a substantial increase of distance cycled per inhabitant in the capital cities of the countries included in the study. The outcomes suggest distance travelled on foot and by public transport (bus, tram, and metro) also remained fairly constant while the distance travelled by car increased by about 10% during the study period. We did not find indications that cycling substitutes travel on foot, by public transport or by car.

Der Beitrag basiert auf einer wissenschaftlichen Begleitung des Projektes "Investing in Children", ein Menschenrechts- und Bürgerschaftsprojekt, welches von 1995 bis 1998 in England durchgeführt wurde. Das Projekt ging davon aus, dass junge Menschen eigenständig als Bürger partizipieren können, wenn ihnen die Möglichkeit dazu gegeben wird. Am Beispiel zweier Fallstudien aus dem Projekt (Transport Group, School Dinners) wird verdeutlicht, dass Jugendliche ebenso verantwortungsbewusst als Bürger handeln wie Erwachsene und dass dieses aktive Engagement ein offener Lernprozess ist, der dann besonders erfolgreich verläuft, wenn Bürger Bestätigung und Anerkennung für ihr Engagement erfahren. Besonders für Großbritannien, wo die Diskussion um die politische Apathie von Jugendlichen zunimmt, kann die Schlussfolgerung gezogen werden, dass nur dort, wo Kindern und Jugendlichen die Möglichkeit zur Wahrnehmung ihrer politischen und sozialen Rechte gegeben wird, Motivation und Partizipation geweckt werden, sich für die eigenen Interessen als Bürger einzusetzen. (ICH).

This paper presents a comprehensive framework that guides in setting up an effective intervention design to promote active school travel keeping in view the air quality. As lack of physical activities are observed in school going children all over the world so various programs have been launched to encourage active commuting among school going kids using different intervention strategies. So far no effort was found in which the pollutant exposure aspect is taken into account. The primary objective of this study is to develop a computational model that helps in detecting walking/cycling school routes at an individual level that enhance physical activity alongside lesser exposure to air pollutants. The computations involved in this process is dependent on a variety of data sets such as individual's school travel dairy, street level pollutant concentration data, public and active transport network data. The output generated gives exposure and physical activity involved in the current and suggested school routes. It is taken into consideration that the changes identified are healthy (having low exposure to pollutants) and encourage active school travel. These changes can be considered as alternatives/suggestions to develop the customized information package that can be used as a behavioural intervention tool. ; This project has received funding from the European Union Horizon 2020 research and innovation programme under grant agreement No 689954. This paper reflects the authors views. The European Commission is not liable for any use that may be made of the information contained therein. We would also like to thank Flemish Institute for Technological Research (VITO) for providing us with the running annual means of NO2 concentration for entire Flanders at fine spatial resolution of 100 m2.

Active travel (walking or cycling for transport) is considered the most sustainable form of personal transport. Yet its net effects on mobility-related CO2 emissions are complex and under-researched. Here we collected travel activity data in seven European cities and derived life cycle CO2 emissions across modes and purposes. Daily mobility-related life cycle CO2 emissions were 3.2 kgCO2 per person, with car travel contributing 70% and cycling 1%. Cyclists had 84% lower life cycle CO2 emissions than non-cyclists. Life cycle CO2 emissions decreased by −14% per additional cycling trip and decreased by −62% for each avoided car trip. An average person who 'shifted travel modes' from car to bike decreased life cycle CO2 emissions by 3.2 kgCO2/day. Promoting active travel should be a cornerstone of strategies to meet net zero carbon targets, particularly in urban areas, while also improving public health and quality of urban life. ; This work was supported by the European project Physical Activity through Sustainable Transportation Approaches (PASTA). PASTA (http://www.pastaproject.eu/) was a four-year project funded by the European Union's Seventh Framework Program (EU FP7) under European Commission ‐ Grant Agreement No. 602624. CB is also supported by UK Research and Innovation (UKRI) under the Centre for Research on Energy Demand Solutions (CREDS, Grant agreement number EP/R035288/1). ED is also supported by a postdoctoral scholarship from FWO – Research Foundation Flanders. ML held a joint PASTA/VITO PhD scholarship. SS is supported by the Martin Filko Scholarship from the Ministry of Education in Slovakia.

The role and agency of the public is often a minor consideration for researchers, authorities, and other experts evaluating policy goals, strategies, and instruments within the transport sector. Public Participation in Transport in Times of Change analyses and discusses different forms of participation, challenges, and lessons to be learned across the field. Chapters discuss various forms of public participation in connection to sustainable mobility, transport planning, policy packaging, health, infrastructure, and active travel, creating a comprehensive analysis relevant for both practitioners and researchers who operate within the transport field. The Transport and Sustainability series addresses the important nexus between transport and sustainability containing volumes dealing with a wide range of issues relating to transport, its impact in economic, social, and environmental spheres, and its interaction with other policy sectors.

Due to its geographical location, the South Caucasus is the crossroads of two important transport corridors – East-West and North-South, connecting Europe with China and South Asia. All three countries in the region are interested in developing these transport routes, especially since Turkey, Russia and Iran are promoting these projects. Azerbaijan which claims to be a regional hub is the most active. In Armenia, despite the huge interest, there are economic and political obstacles to participation in projects. Georgia, also for a number of political reasons, is still monitoring the development of projects.

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

The global COVID-19 outbreak has demanded drastic actions and policies from the governments and local authorities to stem the spread of the virus. Most of the measures involve behavioural changes from citizens to reduce their social contact to a minimum. Thus, these actions influence individual activity patterns and transport systems in different ways. This paper studies the short-term impacts on the transport system caused by the different policies adopted by the Colombian government and local authorities to contain the COVID-19 spread. Using official and secondary data concerning the seven most populated cities in Colombia, we analyse the impacts on three components of the transport system: air transport, freight transport, and urban transport. Results show that national policies and local decisions have decreased the demand for motorised trips across the cities, diminishing congestion levels, reducing transit ridership, and creating a reduction in transport externalities. The country banned air transport for passengers and only allowed air cargo for medical and necessary supplies, which will have negative consequences for the economics of the airline industry. During the first three months of the COVID-19, freight was the most resilient transport component. However, freight trips diminished around 38%, affecting mainly the supply chain of nonessential products. During the pandemic, governments need to provide subsidies to maintain the system supply to avoid crowdedness and promote active transport by allocating less-used street space to cyclists and pedestrians. In the short term, transportation service providers will face a financial crisis, deepened by the pandemic, which will require government assistance for their recovery.