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Work Domain Analysis Applications in Urban Planning
Published in Neville A. Stanton, Paul M. Salmon, Guy H. Walker, Daniel P. Jenkins, Cognitive Work Analysis, 2017
Nicholas Stevens, Paul M. Salmon, Natalie Taylor
The potential of roadways and more specifically existing urban corridors to act as community and neighbourhood places supported by active mobility is recognised in the literature, planning and policy (IPWEA, 2010; SCRC, 2011b; Stevens and Buksh, 2013). Additionally, there are a variety of evaluative techniques that seek to establish and reprioritise active transport, and the amenity to support it, through principles of urban design and health promotion (Cerin et al., 2007; Clifton et al., 2007; Ewing and Handy, 2009; Millward et al., 2013). While much has been done to better understand and evaluate the contributions of built form and community life which encourages active transport there is also a continued acknowledgement that implementation of appropriate strategies needs to be improved (Stevens and Buksh, 2013). This research recognises three main challenges that have inhibited the ability of urban corridors to be significant locations of active mobility.
Policy and program innovation in anticipation of the new mobility future
Published in William Riggs, Disruptive Transport, 2018
Joshua Karlin-Resnick, Jeff Tumlin, Meg Merritt
In residential zones, the framework prioritizes “access for people” (e.g., for transit stops, bike parking, or passenger loading) while in the industrial and commercial/mixed-use areas prioritizes “access for commerce” (e.g., commercial vehicle loading zones). In all areas, the city prioritizes “support for modal plan priorities,” which can include transit lanes, bicycle facilities, and other facilities for active mobility.
How COVID-19 transformed the landscape of transportation research: an integrative scoping review and roadmap for future research
Published in Transportation Letters, 2023
Milad Haghani, Rico Merkert, Ali Behnood, Chris De Gruyter, Khashayar Kazemzadeh, Hadi Ghaderi, Zahra Shahhoseini, Vinh Thai, Elnaz Irannezhad, Behnam Fahimnia, S Travis Waller, David A Hensher
Different conditions such as increased teleworking and restrictions on public transport use during the pandemic have substantially influenced the use of different transport modes, including active mobility. The evaluation of active mobility is crucial as this mode can contribute to users’ health and well-being and alleviate societal issues such as greenhouse emissions which have been highlighted during the pandemic (Musselwhite, Avineri, and Susilo 2020; Semple, Fountas, and Fonzone 2021). Thus, implementing timely policies to facilitate the use of this active transport modes for society is a must (Schneider et al. 2021). However, active mobility literature during the pandemic yields little research and, consequently, few identifiable research strands. Two major research strands could be retrieved: (i) fluctuation of active mobility (Buehler and Pucher 2021; Carrese et al. 2021; Fuller et al. 2021; Shaer and Haghshenas 2021b; Zhang and Fricker 2021), and (ii) extent of modal substitution (Awad-Nunez et al. 2021b; Cusack 2021; Kazemzadeh and Koglin 2021; Nguyen et al. 2021; Scorrano and Danielis 2021).
Planning for sustainable urban mobility: Demand estimation of on-street vertical walking facilities
Published in International Journal of Sustainable Transportation, 2022
Esther González-González, Rubén Cordera, Borja Alonso, Soledad Nogués
Active mobility promotion is one of the major goals of any transport policy aiming at the improvement of urban quality (Forsyth & Southworth, 2008; Moura et al., 2017) and a key contribution to achieve inclusive and sustainable cities, in line with the 11th goal of the United Nations’ Sustainable Development agenda (United Nations, 2015). The pedestrian mobility mode implies, as opposed to motorized modes, strong positive externalities such as the improvement of public health (Ewing et al., 2008; Mueller et al., 2015; Pucher et al., 2010; Saunders et al., 2013), the promotion of social integration and sense of community (Wang et al., 2016) and the creation of safer and more livable and vibrant urban environments (International Transport Forum, 2012; Leyden, 2003; Soni & Soni, 2016). However, the shorter trip times offered by other modes, among other factors, have caused it to progressively lose relevance in the modal split of many urban areas (Forsyth & Southworth, 2008).
From conventional to electrically-assisted cycling. A biographical approach to the adoption of the e-bike
Published in International Journal of Sustainable Transportation, 2021
Dimitri Marincek, Patrick Rérat
Research on the health benefits of e-bikes shows that despite an electrical assistance, they still manage to provide a meaningful amount of physical activity (Bourne et al., 2018), especially when compared to non-active modes of travel such as car use. Crucially, they may contribute to better health and mobility for ageing users (Johnson & Rose, 2015; Jones, Chatterjee, et al., 2016; Van Cauwenberg et al., 2019), although the benefits of active mobility also extend to a broader spectrum of the population in the context of an increasingly sedentary lifestyle. In addition to physical activity, e-bikes have also been linked to healthy ageing as they improve cognitive functions and mental health through engagement with the outdoor environment, independence and mobility (Leyland et al., 2019; Spencer et al., 2019). However, their negative health effects include a higher risk of accident compared to conventional cycling, presumably due to the increased weight and speed of e-bikes (Schepers et al., 2014)