Examining the associations between perceived built environment and active travel, before and after the COVID-19 outbreak in Shiraz city, Iran

Geospatial analysis for environmental noise mapping: A land use regression approach in a metropolitan city

Environmental noise can lead to adverse health outcomes. Understanding the spatial variability of environmental noise is crucial for mitigating potential health risks and developing influential urban strategies for reducing noise levels. This study aimed to measure noise levels and develop a land use regression (LUR) model to determine the spatial variability of environmental noise in Shiraz, Iran. A grid-based technique was used to establish 191 noise measurement sites (summer) across the city to generate the LUR model based on two noise metrics: Lden and Lnight. Leave-one-out cross-validation (LOOCV) and 38 additional measurement sites (winter) were used for the LUR model assessment. The mean values of Lden and Lnight during summer were 68.20 (±8.05) and 58.95 (±9.55), respectively, while during winter, the corresponding values were 69.46 (±5.46) and 58.81 (±6.79). The LUR models explained 67% and 65% of the spatial variability in Lden and Lnight, respectively. LOOCV analysis demonstrated R2 values of 0.64 and 0.61. Moreover, findings indicated mean absolute error (MAE) values of 3.96 dB(A) for Lden and 4.74 dB(A) for Lnight. Validation based on an additional set of 38 measurement sites revealed R2 values of 0.62 for both Lden and Lnight, with MAE of 2.78 and 3.31, respectively. In addition, the adjusted R2 values were 0.54 and 0.53. The results indicated no significant temporal variations between summer and winter. The results revealed that road-related variables significantly influenced noise levels. Moreover, the results indicated that Lden and Lnight levels were higher than the World Health Organization recommendations for exposure to road traffic noise. The results of our study showed that the LUR modeling approach based on geographical predictors is an effective tool for assessing changes in ambient noise levels in other cities in Iran and around the globe.

Perceived built environment as a mediator linking objective built environment and leisure-time physical activity in Chinese cities

Numerous studies have suggested that the perceived built environment is shaped by the objective built environment and influences human physical activity. However, the empirical examination of this pathway remains scant. Addressing this gap, our study investigates whether the built environment affects leisure-time physical activity through its impact on the perceived built environment, utilizing data collected from 760 residents in Fuzhou, China. Structural Equation Modeling results reveal a modest correlation between objective and perceived built environment elements, with the objective built environment being a stronger predictor of leisure-time physical activity. Notably, perceived recreational facilities significantly mediate the relationship between objective recreational facilities and leisure-time physical activity, accounting for 15% of the variance in physical activity due to objective recreational facilities. This mediation effect is consistent across subpopulations, irrespective of residential self-selection biases. These results highlight the imperative for urban planning and policy to extend beyond mere spatial allocation of amenities to enhancing both the actual and perceived accessibility of these facilities, thus underlining the study's profound implications for public health and urban development strategies.

Green space and the health of the older adult during pandemics: a narrative review on the experience of COVID-19

Introduction

Aging is an inevitable process that leads to changes in various dimensions of older adult life, including physical, psychological, and social aspects. Unfortunately, older adults are more susceptible to health problems caused by adverse experiences such as the Corona outbreak.

Aim

The current study examines the lived experience of older adults in facing the conditions of the Corona epidemic to see how green spaces at various scales can influence the physical and mental health of this group.

Method

Relevant articles published, from 2019 to February 17, 2023, were searched using in the Scopus and Web of Science databases. Eligible studies published in English and all studies passed a quality evaluation.

Result

In the final search, 40 articles were selected and analyzed. The majority of studies conducted during the pandemic categorized the impact of green spaces on the health of older adults into three main categories: Place-based attribute, Process, and Function.

Conclusion

The findings of this study demonstrated that people were using private green spaces (gardens, balconies, etc.), small local green public spaces, sitting and gathering spaces in the neighborhood, nearby open spaces, and urban green-blue spaces throughout the epidemic era. They visited green spaces outside the city and urban areas, including urban gardens, agricultural areas, forestlands, and pastures. In this research, we investigated the characteristics of these spaces and classified them into four physical categories: urban landscape, land use, activity, movement, and accessibility. The results showed that exposure to nature or green space improved physical and mental health and increased attention and decision-making quality in older people. We have proposed design implications recommendations for crises to improve safety, security, and social capital by increasing the safe access of older adults to diverse and high-quality green spaces on different scales, which will ultimately enhance the physical and mental health of people in different age groups.

Post-pandemic shared mobility and active travel in Alabama: A machine learning analysis of COVID-19 survey data

The COVID-19 pandemic has had unprecedented impacts on the way we get around, which has increased the need for physical and social distancing while traveling. Shared mobility, as an emerging travel mode that allows travelers to share vehicles or rides has been confronted with social distancing measures during the pandemic. On the contrary, the interest in active travel (e.g., walking and cycling) has been renewed in the context of pandemic-driven social distancing. Although extensive efforts have been made to show the changes in travel behavior during the pandemic, people's post-pandemic attitudes toward shared mobility and active travel are under-explored. This study examined Alabamians' post-pandemic travel preferences regarding shared mobility and active travel. An online survey was conducted among residents in the State of Alabama to collect Alabamians' perspectives on post-pandemic travel behavior changes, e.g., whether they will avoid ride-hailing services and walk or cycle more after the pandemic. Machine learning algorithms were used to model the survey data (N = 481) to identify the contributing factors of post-pandemic travel preferences. To reduce the bias of any single model, this study explored multiple machine learning methods, including Random Forest, Adaptive Boosting, Support Vector Machine, K-Nearest Neighbors, and Artificial Neural Network. Marginal effects of variables from multiple models were combined to show the quantified relationships between contributing factors and future travel intentions due to the pandemic. Modeling results showed that the interest in shared mobility would decrease among people whose one-way commuting time by driving is 30-45 min. The interest in shared mobility would increase for households with an annual income of $100,000 or more and people who reduced their commuting trips by over 50% during the pandemic. In terms of active travel, people who want to work from home more seemed to be interested in increasing active travel. This study provides an understanding of future travel preferences among Alabamians due to COVID-19. The information can be incorporated into local transportation plans that consider the impacts of the pandemic on future travel intentions.

Exploring non-linear built environment effects on urban vibrancy under COVID-19: The case of Hong Kong

The coronavirus disease (COVID-19) pandemic has enormously changed the way people perceive and use urban spaces, exacerbating some pre-existing issues including urban vibrancy decline. This study aims to explore built environment effects on urban vibrancy under COVID-19, which will help recalibrate planning models and design principles. Based on multi-source geo-tagged big data of Hong Kong, this study reveals variations in urban vibrancy and employs machine learning modeling and interpretation methods to examine built environment effects on urban vibrancy before, during, and after the outbreak of COVID-19, with review volume of restaurants & food retailers as the indicator for urban vibrancy and built environment depicted from five dimensions (i.e., building form, street accessibility, public transport accessibility, functional density, and functional mixture). We found that (1) urban vibrancy concussively decreased during the outbreak and slowly recovered afterwards; (2) built environment's capability to stimulate urban vibrancy was weakened during the outbreak and restored afterwards; (3) the relationships between built environment and urban vibrancy were non-linear and moderated by the pandemic. This research enriches our understandings of the role of the pandemic in influencing urban vibrancy and its correlation with built environment, enlightening decision makers with nuanced criteria for pandemic-adaptive urban planning and design.

Metro travel and perceived COVID-19 infection risks: A case study of Hong Kong

The COVID-19 pandemic has exerted unprecedented impacts on travel behaviors because of people's increased health precautions and the presence of various COVID-19 containment measures. However, little research has explored whether and how people changed their travel with respect to their perceived local infection risks across space and time. In this article, we relate elasticity and resilience thinking to the changes in metro travel and perceived infection risks at the station or community level over time. Using empirical data from Hong Kong, we measure a metro station's elasticity as the ratio of changes in its average trip length to the COVID-19 cases' footprints around that station. We regard those footprints as a proxy for people's perceived infection risks when making trips to that station. To explore influencing factors on travel in the ups and downs of perceived infection risks, we classify stations based on their elasticity values and examine the association between stations' elasticities and characteristics of stations and their served communities. The findings show that stations varied in elasticity values across space and different surges of the local pandemic. The elasticity of stations can be predicted by socio-demographics and physical attributes of station areas. Stations serving a larger percentage of population with higher education degrees and certain occupations observed more pronounced trip length decrease for the same level of perceived infection risks. The number of parking spaces and retail facilities significantly explained variations in stations' elasticity. The results provide references on crisis management and resilience improvement amid and post COVID-19.

Who changed and who maintained their urban bike-sharing mobility after the COVID-19 outbreak? A within-subjects study

The COVID-19 pandemic has remarkably impacted urban mobility. All non-essential movements were restricted in Valencia (Spain) to contain the virus. Thus, the transport usage patterns of Valencia's bike-sharing system (BSS) users changed during this emergency situation. The primary objective of this study was to analyse the behaviour patterns of BSS users in Valencia before and after the COVID-19 outbreak, specifically those who maintained or changed their transport routines. A within-subjects comparison design was developed using a group of BSS users before and after the onset of the pandemic. Data mining techniques were used on a sample of 4355 regular users and 25 variables were calculated to classify users by self-organising maps analysis. The results show a significant reduction (40 %) in BSS movements after the outbreak during the entire post-outbreak year. There was some recovery during the rest of 2020; however, this has yet to reach the pre-pandemic levels, with variations observed based on the activities performed in different areas of the city. Of the users, 63 % changed their BSS use patterns after the onset of the pandemic (LEAVE group), while 37 % maintained their patterns (REMAIN group). The user profile of the REMAIN group was characterised by a general reduction of approximately 35 % of journeys during 2020, with a slight increase in morning movements compared to those made in the evening. These users also presented an equivalent number of cycling days to those of the previous year, reduced the number of connections and increased the network's density and the travelling speed. These results can be useful in estimating the percentage of people who do not vary their usual behaviour during emergencies. Finally, several policy implications are outlined based on the findings.

The role of neighbourhood design in cycling activity during COVID-19: An exploration of the Melbourne experience

COVID-19 restrictions imposed significant changes on human mobility patterns, with some studies finding significant increases or decreases in cycling. However, to date there is little understanding on how the neighbourhood-level built environment influenced cycling behaviour during the COVID-19 restrictions. As different neighbourhood have different built environment characteristics, it is possible that cycling trends varied across different built environment settings. We aimed to answer this question by examining recreational cycling during different stages of lockdown in Melbourne, Australia. We compared self-reported recreational cycling frequency (weekly) data from 1344 respondents between pre-COVID and two different stages in lockdown. We tested whether the built environment of their residential neighbourhood and different sociodemographic characteristics influenced leisure cycling rates and whether the effect of these factors varied between different stages of COVID-19 restriction. We found that cycling declined significantly during the two stages of COVID-19 lockdown. Cycling infrastructure density and connectivity are two built environment factors that had a significant effect on limiting the decline in leisure cycling during the pandemic. Furthermore, men and younger people had higher cycling rates in comparison to other groups, suggesting that restrictions on indoor activities and travel limits were not enough to encourage women or older people to cycle more during the pandemic.

Decline in older adults' daily mobility during the COVID-19 pandemic: the role of individual and built environment factors

BACKGROUND

Extensive research has shown that the COVID-19 pandemic dramatically impacted the daily mobility of older adults. However, very little attention has been paid to the role of individual and built environmental factors in decline in older adults' daily mobility during the pandemic.

METHODS

Based on a cohort survey of 741 older adults in Hong Kong, we conducted a one-way ANOVA to explore the differences in determinants (individual or environmental factors) of older adults' daily mobility between before and during the COVID-19 pandemic. Further, multilevel linear regression was performed to examine how individual characteristics and built environment factors are associated with changes in older adults' daily mobility during the pandemic.

RESULTS

Results show that the duration of active travel declined from 174.72 to 76.92 min per week, and that the public transport use frequency decreased from an average of 6.14 to 3.96 trips per week during the COVID-19 pandemic (before the rollout of vaccination programme). We also found residential density (p < 0.05) and the number of bus stop was negatively associated with the decline in their active travel (p < 0.01), while a higher destination mix was associated with more significant decrease in active travel (p < 0.01). A higher availability of recreational facilities in neighbourhoods was associated with a greater decrease in public transport use (p < 0.05). In addition, those who were older or having depressive symptoms, which are considered a vulnerable group, were negatively associated with decrease in their mobility (p < 0.001).

CONCLUSIONS

Maintaining mobility and social interactions are crucial for older adults' health during the COVID-19 pandemic. This study found that individual and environmental factors differentially affected older adults' active travel and public transport use during the pandemic. Our findings contribute to understanding the COVID-19 impact on daily mobility in older adults and support more effective active travel promotion policies in the post-pandemic future.

Examining the causal relationship between bike-share and public transit in response to the COVID-19 pandemic

As urban transportation systems often face disruptive events, including natural and man-made disasters, the importance of resilience in the transportation sector has recently been on the rise. In particular, the worldwide spread of the COVID-19 pandemic resulted in a significant decrease in citizens' public transit use to avoid unnecessary physical contact with others. Accordingly, bike-share has been highlighted as one of the sustainable modes that can replace public transit and, thus, improve the overall resilience of the urban transportation systems in response to COVID-19. This study aims to examine the changes in causal relationships between bike-share and public transit throughout the COVID-19 pandemic in Seoul, Korea. We analyzed bike-share and public transit ridership from Jan 2018 to Dec 2020. We developed a weekly panel vector autoregressive (PVAR) model to identify the bike-transit relationships before and after the pandemic. Our results showed that COVID-19 weakens the competitive relationships between bike-share and bus transit and modal integration between bike-share and subway transit. This study also found that bus and subway transit were more competitive with each other after the outbreak of COVID-19. The study's findings suggest that bike-share can increase the overall resilience of the urban transportation system during the pandemic situation, particularly for those who rely on public transit for their mobility.

Impacts of COVID-19 on bike-sharing usages in Seoul, South Korea

The COVID-19 pandemic and social distancing restrictions have had a significant impact on urban mobility. As micro mobility offers less contact with other people, docked or dockless e-scooters and bike-sharing have emerged as alternative urban mobility solutions. However, little empirical research has been conducted to investigate how COVID-19 might affect micro mobility usage, especially in a major Asian city. This research aims to study how COVID-19 and other related factors have affected bike-sharing ridership in Seoul, South Korea. Using detailed urban telecommunication data, this study explored the spatial-temporal patterns of a docked bike-sharing system in Seoul. Stepwise negative binomial panel regressions were conducted to find out how COVID-19 and various built environments might affect bike-sharing ridership in the city. Our results showed that open space areas and green infrastructure had statistically significant positive impacts on bike-sharing usage. Compared to registered population factors, real-time telecommunication floating population had a significant positive relationship with both bike trip count and trip duration. The model showed that telecommunication floating population has a significant positive impact on bike-sharing trip counts and trip duration. These findings could offer useful guidelines for emerging shared mobility planning during and after the COVID-19 pandemic.

The Association between Active Mobility and Subjective Wellbeing during COVID-19 in MENA Countries

Objective: To augment the international scientific approach to raising public mental health through active lifestyle among adults, we added the evidence of the association between physical activity and subjective wellbeing in the Middle East and North Africa region by emphasizing the mediator—COVID-19. This study aimed to identify the correlations between active mobility and subjective wellbeing during the COVID-19 pandemic in a sample from Tabriz, Iran, which has not yet been tackled in previous study. Methods: We finalized an online survey (N = 603) from adults between 5 June and 15 July 2021. This group reported their individual and socio-economic characteristics and their perception features and location (e.g., home, work) during COVID-19. The paper developed three ordinal logistic regression (OLR) models to examine the association between active mobility types such as commute, non-commute, frequency of active travel to parks and services per week, and different subjective wellbeing including: 1- life satisfaction, 2- feeling energetic, and 3- peaceful mind while controlling for socio-economic variables (e.g., age, gender, education, job, and income) and objective commute distance. We also incorporated the most relevant objective (street length, land-use mix, number of intersections, and building and population density) and subjective (perceived distance to different services, perceived walking places, and perceived facilities attractiveness) factors. Results: Positive response relationships between four types of physical activity levels and subjective wellbeing scores were demonstrated in all of the three developed models (with significant levels of 0.05, and 0.1) with appropriate model fits, which confirmed the existing literature. However, these relationships showed different patterns (varied significant levels) for each type of subjective wellbeing. In addition, the factors including street length (p value: 0.004), perceived walkable places (p value: 0.021, 0.068, 0.017, and 0.025) (positively), population density, and perceived distance to shopping malls (p value: 0.076, <0.0001, and 0.059 (negatively) were associated with different indicators of subjective wellbeing. Conclusion: As for the implication of our study, special actions by urban authorities such as increasing mixed-use and creating attractive places will be required to enhance the walkability of the neighborhoods. Moreover, notifying the adults regarding the benefits of physical activity is much more needed.

The impact of perceived racism on walking behavior during the COVID-19 lockdown

The COVID-19 pandemic lockdown has had a significant impact on people's travel behavior. The level of this impact has been unevenly distributed among different population groups. The recent rise in anti-Asian racism implies that Asians have faced increased stress during the pandemic. As a result, the impact on their travel behavior is likely to differ from other ethnic groups. We examined this hypothesis by focusing on the impact of the pandemic on walking behavior. We collected survey data in Melbourne, Australia, during the pandemic lockdown, and analyzed the data using a Structural Equation Model approach. The results suggest that Asians experienced a significantly higher level of discrimination than other racial groups and were less likely to increase walking than White people. We also found that neighborhood cohesion helped alleviate perceived discrimination and promote walking. This study offers new insights into the role of racism in travel behavior.

Data analytics during pandemics: a transportation and location planning perspective

The recent COVID-19 pandemic once again showed the value of harnessing reliable and timely data in fighting the disease. Obtained from multiple sources via different collection streams, an immense amount of data is processed to understand and predict the future state of the disease. Apart from predicting the spatio-temporal dynamics, it is used to foresee the changes in human mobility patterns and travel behaviors and understand the mobility and spread speed relationship. During this period, data-driven analytic approaches and Operations Research tools are widely used by scholars to prescribe emerging transportation and location planning problems to guide policy-makers in making effective decisions. In this study, we provide a review of studies which tackle transportation and location problems during the COVID-19 pandemic with a focus on data analytics. We discuss the major data collecting streams utilized during the pandemic era, highlight the importance of rapid and reliable data sharing, and give an overview of the challenges and limitations on the use of data.

Impact of the COVID-19 Pandemic on Walkability in the Main Urban Area of Xi’an

The COVID-19 pandemic has greatly affected the mobility of individuals everywhere. This has been especially true in China, where many restrictions, including lockdowns, have been widely applied. This paper discusses the impact of the pandemic on walkability, an important factor in promoting urban neighborhoods, in the main urban area of Xi’an, China, one of China’s four great ancient capitals. Based on the street view data obtained before and after the pandemic, the paper quantitatively compares changes in specific components of selected streetscapes through a deep learning (DL) street view analysis. The aim is to identify the impact of the pandemic on walkability and determine the elements that influence increased walkability in Xi’an’s historical area, using a walkability evaluation model based on a regression analysis involving three factors (streetscape components, walkability check scores, and street connectivity of space syntax for every image). Although Xi’an’s urban structure did not change significantly, the pandemic has clearly impacted street vitality, especially in terms of reducing pedestrian flow and commercial value. Based on study results, the street environment has great room for improvement, especially in the city’s historical blocks, by reconsidering safety measures to pedestrians and the important role of atmospheric aspects on the streets.

How Does Perceived Neighborhood Environment Affect Commuting Mode Choice and Commuting CO2 Emissions? An Empirical Study of Nanjing, China

Exploring the impacts of perceived neighborhood environment on commuting behavior and travel-related CO2 emissions helps policymakers formulate regional low-carbon transport policies. Most studies have examined the impact of the objective measures of built environment on travel behavior and related CO2 emissions, and few studies have focused on perceived neighborhood environment. This study develops a structural equation model and uses data from a self-administered survey of urban full-time employees in Nanjing, China to examine the direct and indirect effects of perceived neighborhood environment on commuting mode choice and commuting CO2 emissions. The study shows that perceived service facilities has a significant direct effect on commuting mode and a significant indirect effect on commuting CO2 through the mediating effect of commuting mode choice. While socio-demographic variables such as gender have a significant direct impact on commuting mode and commuting CO2 emissions, they have an indirect impact on commuting mode and commuting CO2 emissions through the intermediate variables (such as car ownership, perceived neighborhood environment and commuting distance). The conclusions of this study show that the potential of commuting CO2 emissions reduction in China is enormous, and that policy interventions on commuting would help developing countries such as China achieve the goals of low-carbon transport and sustainable development.

Role of Participation in Activities and Perceived Accessibility on Quality of Life among Nondisabled Older Adults and Those with Disabilities in Israel during COVID-19

During the COVID-19 pandemic, quality of life (QoL) was reduced among many groups, including Israeli older adults. This study investigated perceived QoL, perceived accessibility of the living environment, and participation in activities among nondisabled older adults and those with disabilities in the community. It also examined whether the perceived accessibility's effect on QoL occurs directly and/or indirectly via mediators of participation in community activities. A voluntary and anonymous survey was administered from February to May 2021 to 495 participants aged 60 and older. Respondents completed three questionnaires: WHOQOL-BREF, Community Integration Questionnaire-Revised (CIQ-R), and Perceived Accessibility of Living Environment (PALE). The main finding was that participation in activities in the community had a direct positive impact on QoL. Perceived accessibility of the living environment also had indirect positive effects on QoL through participation in activities in the community, for those without disabilities but, interestingly, not for those with disabilities. Hierarchal linear regressions revealed that participation in activities explained 53.3% of the variance for both groups while perceived accessibility added 1.1% for the nondisabled. We conclude that accessibility of living environment is a good indicator of positively perceived QoL through participation in various activities in the community for nondisabled older adults. This may be especially important during a pandemic.

Spatiotemporal evolving patterns of bike-share mobility networks and their associations with land-use conditions before and after the COVID-19 outbreak

Recent months have seen ever-increasing levels of confirmed COVID-19 cases despite the accelerated adoption of vaccines. In the wake of the pandemic, travel patterns of individuals change as well. Understanding the changes in biking behaviors during evolving COVID-19 situations is a primary goal of this paper. It investigated usage patterns of the bike-share system in Singapore before, during, and after local authorities imposed lockdown measures. It also correlated the centrality attributes of biking mobility networks of different timestamps with land-use conditions. The results show that total ridership surprisingly climbed by 150% during the lockdown, compared with the pre-pandemic level. Biking mobility graphs became more locally clustered and polycentric as the epidemic develop. There existed a positive and sustained spatial autocorrelation between centrality measures and regions with high residential densities or levels of the land-use mixture. This study suggests that bike-share systems may serve as an alternative mode to fulfill mobility needs when public transit services are restricted due to lockdown policies. Shared-micromobility services have the potential to facilitate a disease-resilient transport system as societies may have to coexist with COVID in the future.

COVID-19 and urban planning: Built environment, health, and well-being in Greek cities before and during the pandemic

The coronavirus disease (COVID-19) pandemic has led to dramatic changes in quality of life, bringing to the forefront of the debate the question of planning and design of pandemic-resilient cities. Using quasi-longitudinal survey data (via a social media campaign) and geospatial data from Greek cities, we evaluate changes in health and well-being during COVID-19 compared to the pre-COVID-19 period, and then explore in detail how specific built environment characteristics in Athens and Thessaloniki relate to health and well-being before and during COVID-19. Results suggest that overall health, life satisfaction, happiness, personal relationships satisfaction, leisure satisfaction, satisfaction with income, and satisfaction with vacations all decreased during COVID-19, while anxiety and back pain increased during COVID-19. The role of the urban built environment in health and well-being was found to differ considerably for the COVID-19 period compared to pre-COVID-19. Proximity to large parks, proximity to numerous local facilities, lower neighborhood density, living further from the city center, and living in a larger dwelling were associated with better health and well-being outcomes during COVID-19. Urban planning and relevant policies that cities adopt should carefully focus on mitigating implications for critical issues such as the quest for sustainable urban development and city forms.

The influence of COVID-19 on the societal mobility of urban spaces

The previous literature in relation to the ongoing pandemic has revealed that COVID-19 may have a negative impact on social mobility and interactions within public urban spaces. While the present study has substantiated that there was no significant difference between people's use of urban spaces before and after the onset of COVID-19. Meanwhile, after the call off of the lockdown, people have shown a very strong desire for social interactions in sociable locations. This fact has revealed the novelty of present study. However, the pedestrians' propensity for commercial spaces has mitigated in comparison with the pre-COVID-19 periods; which is in line with previous studies.

The impacts of COVID-19 on older adults' active transportation mode usage in Isfahan, Iran

Aims

Since active mobility is essential for older adults' health and well-being, especially in crises, this study aims to investigate and compare factors affecting active mode choice of older adults (AMCOA) in the pre- and post-COVID-19 outbreak and evaluate changes in their active mobility behavior and no research has been conducted this subject.

Methodology

The sample study of this cross-sectional study includes individuals over 60 years old residing in Isfahan, Iran. For interviews based on a structured questionnaire, which was drafted based on reviewing the literature, 453 participants were randomly selected in 15 municipality districts of Isfahan. A binary logistic regression model was used to analyze the data.

Result and Discussion

The results indicate that in the post-outbreak the average walking duration per week decreased from 59 to 29 min; while, the share of this mode has increased from 40% to 65%. Also, the share of bicycles and the average cycling duration per week increased from 9% to 18% and from 9 to 15 min, respectively. Moreover, trip frequency, bicycle ownership, quality of walking and cycling routes, intersections safety, neighborhood security and greenery, traffic calming, CBD accommodation, and public transportation accessibility have positive effects on AMCOA; while, trip distance and vehicle ownership affect negatively. The results reveal that older adults have turned to the bicycle for most of their long trips during the pandemic because it is not subjected to traffic restrictions. Besides, the findings show that increasing bicycle ownership and improving bike-sharing infrastructure make the bicycle a resilient alternative when public transportation and private vehicles are not efficient.

Conclusion

Policymakers and urban planners should consider that an elderly-friendly neighborhood with mixed, dense, and accessible land uses and services, as well as safe and secure routes can increase older adults' active mobility in the crises.

Aims

Since active mobility is essential for older adults' health and well-being, especially in crises, this study aims to investigate and compare factors affecting active mode choice of older adults (AMCOA) before and during the first wave of COVID-19 outbreak and evaluate changes in their active mobility behavior and no research has been conducted this subject.